Consumer Reports Q-50

[antzrus]

Synopsis: They didn't like it. Contrary to their eval of the '06 M; their top pick.

The new Infiniti Q50 is intended to replace the G37 in the brand's lineup. But, unfortunately, it has taken a step back from its excellent predecessor.

The Q50 is quick and relatively roomy, but its underwhelming driving experience strips the car of much of its sporty legacy. The Q is fairly nimble, with good turn-in response and well-contained body lean. But it's let down by vague steering. Overall, the Q50 has lost the fun-to-drive agility that was a G37 hallmark. We also tried the much hyped direct active steering option, but we found that it feels artificial and non-linear.

The potent 328-hp, 3.7-liter V6 engine delivers very quick acceleration, but it lacks the refinement of the V6s in some competitive models. Like our test car, most Q50s sold in snow country come with all-wheel drive, which provides added traction over the standard rear-wheel drive. Thus equipped, we recorded 21 mpg overall. That's nothing special for this class; the larger Audi A6 gets 22 mpg. A more fuel-efficient hybrid version of the Q50 is also available.

With the redesign, Infiniti intended to steer the Q50 more toward the luxury end of the sports-sedan equation. But that result isn't very convincing, either. The ride is a bit unsettled and stiff, due partly to the car's run-flat tires, with their rigid sidewalls. The front seats aren't particularly supportive or as comfortable as we expect in a luxury sedan. In addition, cabin quietness and interior fit and finish fall short for this category. The rear seat is relatively hospitable in this typically-cramped class, but the trunk is too shallow and has a small opening.

Infiniti's new dual-screen InTouch control system misses the mark as well. The touch screen responds agonizingly slowly and can be unintuitive to use. After starting the car, for example, you can't change radio stations until the system slowly loads. Early buyers should expect frequent software updates as Infiniti works to debug this system.

We'll hold off on recommending the Q50 until we get reliability data from owners. Luckily, the better-handling, better-riding G37 will remain on sale for the near future. It's been very reliable and is offered at a lower price than the Q50, but in limited numbers and with limited available option configurations.

Why buy one:
• Potent powertrain delivers very quick acceleration
• Generous visibility for a modern sedan
• More room than a typical sports sedan
Why not buy one:
• Lackluster fuel economy
• 3.7-liter engine lacks the refinement of other V6s
• Handling has lost the fun-to-drive agility that was a G37 hallmark
• Ride is too harsh over road impacts
• Controls can be cumbersome and slow-to-react
• Front seats aren't particularly supportive
• The lack of flexibility in ordering options can quickly drive up the price
Viable alternatives:
• BMW 3 Series
• Volvo S60
• Audi A4
• Mercedes-Benz C-Class
Best version/options to get:

Since the Q50 comes with only one engine and transmission -- a 3.7-liter V6 and seven-speed automatic -- the big decisions are whether or not to get all-wheel-drive and which options. Most Q50s sold in areas where it snows will have all-wheel drive.

We'd suggest getting a Q50 Premium, which starts at $39,550 with rear-wheel drive or $41,350 with AWD. Most cars on dealer's lots will likely have the navigation and leather packages. Adding more options quickly drives the price toward $50,000, and we don't think this car is worth that much.

As far as options, the base Q50 3.7 seems well equipped, including Bluetooth and a backup camera. But it's missing some such common features such as leather/heated seats, and Homelink compatibility for your garage door opener. They require upgrading to the Premium model, which also adds a Bose stereo and a moonroof.

Beyond that, getting expected features in this class, like seat memory, folding rear seats, or blind-spot warning, requires buying big-ticket options packages since they aren't offered individually. Getting these packages can dramatically increase the car's price.

Leather seats are $1,000. Navigation and voice recognition is $1,400. The $3,100 Deluxe Touring package adds Infiniti's hyped Direct Adaptive Steering, wood trim, driver's seat memory, folding rear seats, rain-sensing wipers, and a clever Around View monitor system that simulates a 360-degree view of the car and surrounding area to ease parking.

The $3,200 Technology Package adds a lot of active safety gear, including forward-collision and lane-departure warning systems, autonomous braking, adaptive headlights, and active cruise control. That's the only way to get blind-spot warning, forcing you to buy a lot of expensive high-tech features for that desirable convenience. Making matters worse, you need to buy the leather, navigation, and Deluxe Touring packages to get the Technology Package. That means if you want blind-spot monitoring on your Q50 Premium, you need to add $8,700 in options. Wow.

You can also get the Q50S; this sports package adds more-bolstered sports seats, standard leather, and different suspension tuning, wheels, and tires.
The Driving Experience
Handling: With good turn-in response and well-contained body lean, the Q50 feels fairly nimble, but the vague steering robs its sporty feel. On center, it feels overly light and vague. Once past the center zone, the steering firms up and becomes artificially heavy. That's unfortunate, especially when compared to the much more precise steering of the G37. A wide 42-foot turning circle doesn't help with maneuverability or parking.

The Q50 posted a commendable speed of about 54 mph in our avoidance maneuver, but that too does not measure up to the stellar G37. Driver confidence, however, was quite high. On the track, the car was predictable and controlled. Early signs of oversteer were nipped in the bud by ESC.

Standard, Eco and Sport driving modes change throttle response and steering effort, but we found only small differences between the three.

Cars with the Deluxe Touring package have Infiniti's Direct Adaptive Steering. This is the one of the first production drive-by-wire steering systems, meaning that there is no mechanical connection between the steering wheel and the wheels. Instead, steering wheel inputs are transmitted to an electric motor that turns the front wheels. We briefly sampled this system. Despite adjustments for steering response and effort designed to mimic mechanical feedback, we found that this system lacks the feel of a mechanical system.

Powertrain: The best part of the Q50 may be its powertrain. For now, the only engine choice is a 328-horsepower, 3.7-liter V6 that provides abundant power and feels eager and willing to accelerate hard. 0-to-60 mph comes in a lightning-quick 5.6 seconds, which is especially impressive given the added weight of our test car's all-wheel-drive. But this V6 isn't as silky smooth and refined as some competitors. Throttle response is touchy, and can cause the car to leap from a stop with just a tickle of the throttle. With so much power on tap, the Q50 doesn't need to resort to such tuning tricks to seem fast.

Fuel economy is one area where the Q50 improves on the G37, but it still doesn't win any prizes at 21 mpg overall on premium fuel for our all-wheel-drive test car. At least its super-quick performance compensates. Rear-wheel-drive models will probably be slightly quicker and get 1 mpg better fuel economy. Infiniti says a turbocharged four-cylinder will eventually join the lineup.

There's only one transmission choice, a seven-speed automatic. Shifts may not be as seamless as some eight-speed competitors, but are smooth and quick, leaving little to complain about. Sliding the shift lever to the side and pushing it back-and-forth allows "manual" gear selection. A curious omission is the lack of steering wheel paddle shifters often found on sports sedans. A button on the center console allows you to select various drive modes -- Standard, Sport, Eco, and a user-defined custom program -- which changes throttle mapping and when the transmission shifts accordingly. On cars with Infiniti's Direct Adaptive Steering, these modes can also be programmed to adjust steering weight and response.

Ride comfort: The Infiniti's ride is a bit on the fidgety side, neither particularly well tied down nor plush. The run-flat tires contribute to a fair amount of impact harshness that comes through mostly at low speeds in urban environments. Some tremors can cause cowl shake on bumpy roads. The highway ride is reasonably civilized though a bit unsettled.

Noise: The cabin is quiet overall, but not a standout by the standards of the class. Wind noise is suppressed but still noticeable, as was often mentioned in the Q50's logbook. The run-flat tires transmit a dose of road noise into the cabin, too. The V6 responds to heavy throttle inputs with a muscular sound, although it has a coarse edge and the engine produces an unpleasant moan at times under part throttle.

Braking: The Q50's braking performance was excellent, with very short stops on wet and dry surfaces. The brake pedal had nice linear feedback and was very easy to modulate.

Headlights: Every exterior light is generated from LEDs. The headlights supply super bright and white light that shines a good distance both forward and to the sides. High beams shine further. Unlike most vehicles, the Q lacks stray light heading upward, known as veiling glare. This helps visibility in rainy or snowy conditions.
Inside The Cabin
Interior fit and finish: The neatly trimmed interior will fit most expectations for a $40,000 upscale sedan. Most dashboard and door panel surfaces are padded, and storage compartments are all lined with soft flocking. The sides of the center dashboard and console along with the door armrests are all nicely padded and stitched.

Materials are all pretty good, but fall short of the best in the class. Leatherette seats are standard; the real thing is a $1,000 option. Our car had panels of speckled "Kacchu" aluminum trim on the doors, dash, and console, but it doesn't look particularly upscale. Wood is included on the $3,100 Deluxe Touring package. Some of the plastic panels and trim bits look a little low-rent.

Our biggest complaint is that our test car had multiple assembly issues. The panels surrounding the driver's seat base weren't properly assembled, resulting in big gaps that exposed the seat mechanism and wiring. There were also gaps where the rear roof pillar trim meets the headliner surrounding the rear window.

Driving position: Drivers will find decent room all around in the Q50's cockpit, which is an improvement over the snug G35/G37. Head room is good, nothing gets in the way of your knees, and a padded console where your right knee might hit it is a nice touch. There is good foot room with a well-designed left foot rest, and the manual tilt-and-telescope steering wheel has enough range to suit most drivers. A power adjustment is part of the optional Deluxe Touring Package. Two minor complaints are that the wide center tunnel intrudes on right foot space, and several drivers complained that the center armrest is too short.

Visibility: Upright large wide windows and relatively narrow windshield pillars provide good visibility to the front and sides, especially for a modern sedan. Even the view out the rear window is better than average, but the rear roof pillars create typical sedan blind spots.

A rear camera is standard on the Q50 and works well, utilizing the large center display. Blind-spot monitoring is only available if you get the Leather, Navigation, Deluxe Touring, and Technology packages, which come to a whopping $8,300. Many competitors charge just a few hundred dollars for this helpful aid as a stand-alone option.

Seat comfort: The Q50's firmly padded seats fall short of expectations for a luxury sports sedan. Flat backrest contouring reduces lateral support, and a short bottom cushion means that thigh support comes up, well, short. The leather seat package (and the S model) include power lumbar adjustment. But that only adjusts pressure. In this class, lumbar should be adjustable up-and-down as well.

The rear seat has good leg and knee room for two adults, something not often found in a compact sports sedan. The seat promotes good posture and the cushions are comfortable. Tall adults might not have sufficient head room, though, and toe space under the front seats is tight. Three people squeezed in back will be an unhappy trio. The contouring is shaped for two, and the driveshaft tunnel eats up leg and foot room for the person in the middle.

Access: Getting in and out isn't particularly difficult. The doors are good-sized and the door sills are low, if a bit wide. Getting out of the back seat requires stepping over a high sill, but the opening is generous.

Gauges and displays: All are large and nicely backlit. A full-color screen between the speedometer and tachometer can display a variety of information such as fuel economy. While the display font is very large, this screen could be better utilized. We'd like to see both distance to empty and average fuel economy on one screen, for example.

You can also display vehicle information on the upper center dashboard screen. Finding and scrolling through the menus to adjust what's displayed isn't particularly intuitive, even though there are several ways to do it including a center controller knob, a steering wheel button, or a button on the screen. To change from a split-screen-map to a single map can be infuriating, for example, and requires navigating through screens with long lists of selections.

Sun glare can wash out the center dashboard screens, and the upper center screen can reflect up onto the windshield at night. Glossy black dashboard trim can also cause reflections.

Controls: While the Q50's controls aren't super complicated, they can still be frustrating to use. And there are a lot of controls from which to choose. Most functions are controlled by a pair of touch screens called Infiniti InTouch, along with an assortment of conventional knobs and buttons. A console-mounted controller knob can move through screens too, but it seems like an afterthought and can generally be ignored.

On the plus side, dedicated buttons controls most climate functions. You may need to hunt a bit for the button you want, as they flank each side of the lower touch screen. Adjustments can also be made on-screen, and some secondary functions like temperature syncing and manually turning off the A/C can only be done that way. Unless there's a need to change those settings, most owners will probably just use the dedicated buttons.

A traditional volume knob and buttons for mode selection and seek/scan control audio functions. There's no tuning knob and presets are controlled by large on-screen virtual buttons.

System logic isn't too difficult, but frustrations crop up in the details. Response time is often very slow. After you start the car, you can't change radio stations until the system slowly loads. Attempts to rush the process bring up a "Controls Loading" message across the screen. Repeated voice commands will result in a "Voice Commands Loading" message as the system struggles to catch up. There is no good reason for the system to be so slow, and it is annoying and distracting. Our car also had some bugs, including intermittent radio operation. Early buyers should expect frequent software updates as Infiniti works to debug this system.

Many on-screen buttons and fonts are large, but there are also several small buttons, and some small lettering is hard to read. In radio mode, the system often reverts to the "menu" screen, rather than just staying on the radio screen. This only allows access to ancillary apps and navigation. Some simple operations require multiple steps and menu selections; even setting presets comes with a confirmation screen.

Minor complaints: the shifter in Park blocks many of the radio knobs and buttons. Often-used functions like steering wheel heat shouldn't require going through the screen.

Electronic connectivity: Connecting a phone is easy, and the simplest way is by using voice commands. Going through the on-screen menu system is a little more cumbersome, but can still get the job done.

iPod connectivity is especially good when tethered. You can use the voice command system to play specific artists, playlists, or songs. Streamed content also works very well, displaying track information and album art. Streaming content over Bluetooth displays information, but no album art.

Android users can only stream content using Bluetooth Audio, and song information is displayed for MP3 files stored on the device. Streamed content plays, but you need to look at the device to see track info.

Voice controls are easy to use, with helpful cues displayed on the screen. However, voice commands need to be worded correctly to work rather than more advanced systems that respond to normal speech.

It is easy to enter addresses into the navigation system using voice commands, which allows you to speak complete addresses in a single phrase. And even searching for points of interest is as simple as saying the name of the place you want to go. This is a big improvement over earlier systems that required you to pick a category, hope that category contained your desired destination, and that you spelled it correctly.

Infiniti offers a number of apps compatible with their system, and more are on the way. A concierge service called Infiniti Personal Assistant connects you with just that -- a live human being who will make travel arrangements, remind you of appointments, make dinner reservations and send directions to your car navigation system. You can even ask trivia questions to settle a bet with a friend.

Another app is called Infiniti Connection, which allows you to remotely lock and unlock the car even if the key fob is out of range, receive an alert if the car goes outside a pre-determined geo-fencing boundary, activate a valet mode or a maximum speed alert, as well as contact roadside assistance or report if the vehicle is stolen. More functionality is in the works, and will include the ability to search destinations on your phone and then send directions to your navigation system.

Climate features: The system worked fine overall, but the lack of hard keys for heated steering wheel controls is annoying. The only way to activate this feature on a cold morning is by hunting through touch screen menus.

Cabin storage: One small covered bin near the front of the console is barely big enough for a smartphone and is blocked when the shifter is in Park. There are also small pockets in the front doors, and sleeves behind the front seats. The covered bin between the front seats isn't very large, either. Rear-seat passengers are treated to an old-fashioned ashtray, which pops out of the back of the center console.

Cup holders: Front passengers have two cup holders between the seats. Second-row passengers get two cup holders in the fold-down center armrest. There are molded bottle holders in the front doors.

Electronic amenities: Two USB ports and one auxiliary jack are located inside the center console. There's also a video-in jack.

Power sources: There are two 12-volt outlets inside the center console.

Cargo area: Trunk space is tight, especially for a car in this class. The trunk in the Q50 can only fit two large suitcases, and cramming those into the trunk took a lot of effort. With a narrow trunk opening and a very shallow cargo volume, the trunk is better suited for duffel bags or other soft-sided bags.

You can only get a split-folding rear seat by opting for the pricey $3,100 Deluxe Touring Package. Most rival compact sports sedans either come with a standard folding seat or offer one as a low-cost option. A standard pass-through for long items behind the center rear seat armrest does allow you to carry long skinny items like skis.

There are numerous ways to open the trunk, including an interior release, a button on the key fob, and the trunk lid touch pad. The lid swings up and out of the way, resting at almost a 90-degree angle. The trunk space is nicely finished with a carpeted trunk lid. The trunk is securable for valet parking. A finger grip inside helps with closing the lid.

Spare tire: Run-flat tires are standard. A temporary spare tire, which stores under the floor, is a $200 option.
Safety Notes
Safety belts: The front seating positions are equipped with pretensioners and force limiters.

Air bags: Front-seat occupants are protected by front, side, and curtain air bags. The curtains are also designed to protect outboard occupants in the rear seats. The front passenger sensing system will deactivate the passenger air bag if the seat is unoccupied, or if it detects a small occupant, child, or child seat is present.

Head restraints: The front- and rear-outboard head restraints are tall enough to provide protection even when lowered. The rear center restraint is not tall enough to provide any protection even when raised.

Crash-avoidance systems: Optional crash avoidance systems come in the $3,200 Technology package, available on Premium models with the $3,100 Deluxe Touring Package. (You can see how the Q50's sticker price quickly becomes expensive.) The list of included features is substantial:
• Active cruise control and forward-collision warning includes autonomous braking, which automatically stops the car in some situations to avoid a collision.
• Predictive Forward Collision Warning is the first system on the market that claims to be able to see several cars ahead of you -- rather than just immediately ahead of you. It predicts if there will be an accident and warns the driver of the impending danger.
• Lane Departure Warning with Active Lane Control senses if the car is deviating from its lane by going over painted lane lines. The system can actively nudge the car back into its lane. Don't think this lets you drive with your hands off the wheel; it senses that and angrily rebukes you.
• Backup collision intervention automatically stops the car if it senses that you're going to back into an object or another car.
For all of these whiz-bang features, it's disappointing that blind-spot monitoring isn't standard or available as a low-cost option. This system is becoming a basic feature that's commonly available even in lower-cost cars.


Reliability
We do not have data to predict reliability, this model is new.
Tested model: 2014 Premium sedan AWD, 3.7-liter V6, 7-speed automatic
Major options: Navigation, leather seats, spare tire.
This road test applies to the current model year of this vehicle.

[Larz]

I have to say that when I saw the Q50 at the dealership, it did look better in person than the adverts on the telly. However, it's a bit cramped inside for a tall person and I agree the seats do not have that cradled support that our M's or even the previous G's had.
This review supports what I've been saying about where Infiniti is headed. Seems they've given up on the consumers who like sporty agressive styling and have aimed the newer models to pensioners and those who want a more understated, "like every other sedan" style demonstrated in the latest gen of M's. Thank God they haven't changed what's under the ho-hum body. Driving the newer M still gives you the same feelings you get from the older versions but you'd never know that by it's looks.
I'm still holding on to the hope that the Q-version of the M will NOT have that hour-glass grille (now even on a Carolla for the sake of pete!), and that they will head back towards a more sporty, agressive, and unique body style. Failing that, I will probably switch to Mercedes when I fancy a new car. The E class looks better and better with each new model. A new Merc might not be as dependable as the Q/M, but then thew new Q/M could end up a step backwards like the Q50.

[SmoovC]

I had a Q50x as a loaner yesterday; I guess it is a natural progression as a replacement for the G sedan, but it is not even close to the M.

[options28]

Hey Dr Jim,
I was dismayed reading the latest issue of CR and their evaluation of the Q50. I have always liked the G37 and was hoping the newest version would be an improvement rather than a step backwards. Note that the CR Road Test Rating went from 93 to 73. In my mind that is a significant drop! More data showing that Nissan does not yet have it's collective act together.

Stan A.

[antzrus]

Hey Dr Jim,
I was dismayed reading the latest issue of CR and their evaluation of the Q50. I have always liked the G37 and was hoping the newest version would be an improvement rather than a step backwards. Note that the CR Road Test Rating went from 93 to 73. In my mind that is a significant drop! More data showing that Nissan does not yet have it's collective act together.

Stan A.

Hey Stan:

It'll be a few years before you or I are in the market again. My M runs like a top, love it. Hopefully heads will come together. It is kinda' sad; such a great machine that would sink so low so quickly. What is Nissan thinking..?!

jim

[Larz]

Nissan / Infiniti need a new design team, a new marketing team, and they need to include on EACH team:

Germans - they are incapable of building a ho-hum styled sport sedan or a ho-hum paint finish

Brits - for the unsurpassed history of true rally and formula 1 experience which will come in handy for suspension / handling.

Americans - they can watch so that they learn that just adding a big engine and changing nothing about suspension, steering and handling does NOT make a true sports car. Mustangs and Corvettes will finally do more than just go fast in a straight line. They can also learn that having cheap plastic interiors with pieces that don't match or fit properly went out in the 80s.