Building a luxury sport sedan like our long-term 2014 Infiniti Q50S must be a harrowing dance for designers and engineers. You’ve got to dial in the comfort and tech that people depend on while building in plenty of power and handling ability to make drivers smile. Get the combo wrong and you’ve got an expensive also-ran on your hands.
You’d have to search pretty far to find someone who doesn’t think our Q50S is a good lookin’ machine. If the elegantly muscular stance, the “platinum liquid metallic” paint, or the gorgeous, dark 19-inch alloy wheels don’t draw upnods at red lights, the optional illuminated kick plates usually do the trick in parking lots.
Our Q50S, the top non-hybrid version of the successor to Infiniti’s successful G37, is extraordinarily well-equipped. The S model is powered by a 3.7L V-6 that generates 328 hp and 269 lb-ft of torque. The $44,455 base price (including a $905 destination charge) gets an array of performance and luxury goods including the wheels, magnesium paddle shifters for the seven-speed automatic, sport brakes, moonroof, automatic LED headlights, the InTouch infotainment system, and more. The $3200 Technology package adds distance control assistance for cruise control, blind-spot warning system, backup collision prevention, adaptive cruise control, predictive forward collision warning, and active lane control. The Deluxe Touring package ($3100) adds the tilt and telescoping steering wheel, the controversial Direct Adaptive Steering — more on that in a bit — the nifty Around View Monitor system, and front and rear parking sensors. Add the navi and satellite radio system for $1400, and a few lighting bonuses such as the kick plates and ambient lighting for about $1100, and you’ve got a $53,020 total. Our expectations are raised by that no-longer-entry-level price.
So it’s loaded up with tech. Is it loaded up with guts? Our first test with this model saw a 0-60 mph time of 5.2 seconds and a quarter mile of 13.8 seconds at 102.1 mph. That’s a few tenths faster than the V-6 Cadillac ATS, but behind the BMW 335i and the Audi S4. We’ll cover the test numbers of our long-term 2014 Infiniti Q50S in a future update.
So far we’ve avoided the morass of talking about our Q50’s steering. The steer-by-wire system has been divisive so far, with senior features editor Jonny Lieberman calling bits of it somewhat “disconcerting,” but saying the car was more fun than a Lexus IS 350 F Sport at the track. But associate editor Mike Febbo insisted buyers shouldn’t write it off. Testing director Kim Reynolds said if Jonny hadn’t told him, he would have guessed it was a normal steering setup. We’ll judge the system and its myriad adjustments through a very basic lens: Does it generally contribute to or detract from the driving experience?
So the Q50S has its two missions: to be a well-built and -appointed vehicle for the daily commute, and a powerful athlete when so asked. We look forward to discovering whether the two are good dance partners.
2014 Infiniti Q50S 3.7
BASE PRICE $44,455
PRICE AS TESTED $53,020
VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan
ENGINE 3.7L/328-hp/269-lb-ft DOHC 24-valve V-6
TRANSMISSION 7-speed automatic
CURB WEIGHT (F/R DIST) 3727 lb (56/44%)
WHEELBASE 112.2 in
LENGTH x WIDTH x HEIGHT 189.1 x 71.8 x 56.8 in
0-60 MPH 5.2 sec
QUARTER MILE 13.7 sec @ 102.7 mph
BRAKING, 60-0 MPH 108 ft
LATERAL ACCELERATION 0.90 g (avg)
MT FIGURE EIGHT 25.5 sec @ 0.76 g (avg)
EPA CITY/HWY/COMB FUEL ECON 20/29/23 mpg
ENERGY CONS., CITY/HWY/COMB 169/116/145 kW-hrs/100 miles
CO2 EMISSIONS, COMBINED 0.83 lb/mile
TOTAL MILEAGE 1686 mi
AVERAGE FUEL ECON 17.1 mpg
source : www.motortrend.com
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