2017 Infiniti Q50 3.0t S Premium Review | Big Value , Big Performance, But A Certain Something Missing OVERVIEW As a range, the Infiniti Q50 line-up has nearly all bases covered. Mercedes-Benz has the C43 AMG at $101,900, BMW steps up with its 340i for $89,900, while Audi’s contender is the S4 TSFI quattro priced from $99,900. Edmunds' expert review of the Used 2017 INFINITI QX50 provides the latest look at trim-level features and specs, performance, safety, and comfort. 2017 Infiniti Q50 Red Sport review. I’m also not sure whether the standard 19-inch 245/40 series run-flats are up to the job in this regard, at least as far as good ol’ fashion traction goes. It’s the same story with safety, too. Five reasons why the GR Yaris is the most eagerly awaited sports car of 2020, REVISIT: 2019 Hyundai Elantra Active review. The Q50 Red Sport gets a full suite of the latest crash-avoidance technology such as adaptive cruise control, front and rear parking sensors, lane departure warning, lane departure prevention, blind-spot warning, blind-spot intervention, predictive forward collision warning and forward emergency braking.
The problem is caused by a mismatch between the new Electronic Control Module and the old Controlled Area Network, both of which are part of the on-board diagnosis communication architecture. CO 2 Emissions. Still, there’s a stack of luxury kit and creature comforts on-board, including adaptive LED headlamps and fog lights, electrically-operated front seats, power-adjustable steering column and side-window demisters. But one look at the Q50’s spec sheet, and you can see why. See all photos 10 photos CAR Magazine - 3/5 - “So the Q50 isn’t the car to tempt to you into an Infiniti. 2019 Holden Commodore Calais V Tourer: Reader review, Infiniti Q50 news, reviews, videos and comparisons, Well finished and loads of standard kit for thousands less than its Euro rivals, Rear-wheel traction struggles under power, Not enough wow factor inside, and handling and ride less refined than euro rivals. Frankly, I’m not sure we felt any real differences between this and any other auto transmissions we’ve experienced recently, but that’s not to say it isn’t an effective gearbox and a competent match with this engine. This is an engine that never feels like it’s going run out of boost. It’s also satisfyingly quick to change direction, which makes it quite chuck-able when you’re having a bit of fun. Things are a little better inside, though it’s nothing to write home about. Then it feels like a clapped-out Sydney cab that wants to punish you for that last Uber ride you had. In Sport + though, it’s a different story, altogether. The Q50 Red Sport gets electronically adjustable dampers, which do an effective job of managing body roll on turn in. Mind, it still feels contrived, with unnatural levels of pushback in the sports modes, but there’s more life with this next-gen version, so you have a good idea as to what the front wheels are doing in relation to road surface. That’s a lot of sustained grunt, and all of it going to the rear axle. But they also mute the Q50’s halfway entertaining engine note, which is a bit of a shame, because there’s a decent-enough growl that makes its way into the cabin. Paired with Nissan’s latest 3.0-litre V6, they help generate a happy 298kW and 475Nm of tyre-frying torque. We spent a good part of our test week explaining to intrigued passers-by (and believe me, there were plenty of them) that Infiniti is to Nissan what Lexus is to Toyota. Recommended List Price (MRLP) inclusive of GST, exclusive of options and on road costs. It’s so low, in fact, it tended to get caught over my relatively inoffensive driveway lip, whereas even a factory-lowered Porsche 911 had no such trouble.

There’s more high-tech stuff at play when it comes to the suspension, too. The effect is a ratcheting down of throttle response and shift points. Especially, if we're talking about the high-po Q50 Red Sport. At first, you might assume ‘t’ is for touring given its sedan body, but it’s got far more significance than that. The turning circle, however, is lousy for a car this size. But there’s a caveat to that. Otherwise, there’s a good chance you could end up on the wrong side of our anti-hooning laws, given the Q50’s propensity to light up the rears under more serious throttle prodding. V6-powered Infiniti Q50 is completely outshone by its rivals in the high-powered saloon segment. 9.3 L. Engine Power. Refinement isn’t an issue either, though, not in the same league as rivals such as the BMW 340i, Mercedes-AMG C43 or Audi S4 in that regard. Well, sort of. At least that’s what the press kit says. MORE: Infiniti Q50 news, reviews, videos and comparisonsMORE: Everything Infiniti. The front buckets offer armchair comfort and decent bolster, and there’s lots of stitched leather about for that premium billing. Where Lexus targets the luxury set almost exclusively, Infiniti is going after a different set, those who want a level of luxury above anything with a Nissan badge, but with a decided nod towards sportiness. Priced at $79,900 plus on-roads, the Q50 is thousands cheaper than any of its competitors, and arguably better equipped. In fact, I’m not exactly sure where full-lock is, as the electric motors which move the wheels seem to be constantly recalibrating the end point, but either way, three-point turns are part and parcel of living with this car. Give this family-size sedan a boot full from standstill, and take it from me, you’re going to leave some rubber on the bitumen. Complete performance review and accelerations chart for Infiniti Q50 2.0t Premium (aut.

I wasn’t just using colourful language when I used the phrase ‘tyre-frying’. New Infiniti Q50 Sport Tech 2017 review.

Infiniti Australia has issued a recall notice for 104 examples of its Q50 sedans and Q60 coupes, over an issue with the malfunction indicator light. No one will pick it. It wouldn’t take much to turn this thing into a serious drift contender. We didn’t get the chance to run the V-Box on it this time round (stay tuned), but this thing is seriously quick – well under five seconds for the 0-100km/h sprint, I estimate. 7) in 2017, the model with 4-door sedan body and Line-4 1991 cm3 / 121.6 cui, 155 kW / 211 PS / 208 hp (SAE net) engine offered until July 2017 in North America . It looks the business, even against its Euro counterparts. The 2017 Infiniti Q50 is an attractive sport sedan with good road feel, though some rivals have sharper track moves. Fuel Economy. I like the low-slung stance and the heavy front bumper with its aggressive front splitter. Our impressions are mixed in this regard. Either way, in standard form, it’s the ultimate sleeper. You also get dual-zone climate control, sunroof, auto-up/down on all windows (also power-down function via keyfob) and a 14-speaker Bose audio system.
View all 21 consumer vehicle reviews for the Used 2017 INFINITI Q50 on Edmunds, or submit your own review of the 2017 Q50. It's got real presence, even if most folks don’t have a clue who the manufacturer is. While it’s not as polished as its 3.0-litre six-cylinder rivals, the Infiniti is still a solid value-for-money proposition bound to entice its fair share of willing fans. Find out why the 2017 INFINITI Q50 is rated 7.0 by The Car Connection experts. It's well-armed, looks good and gets a ton of kit for thousands less than any of its euro rivals. Unless otherwise stated, all prices are shown as Manufacturer's 2017 Infiniti Q50 - Review. It’s visually appealing, even a little bit exciting. Thankfully, drivers can choose between several less manic settings, better suited for the daily commute or low-speed suburban duties. All 475Nm of torque are at play from just 1600-5200rpm. I’m no marketing genius, but after spending a week with the latest creation from Japanese luxury brand Infiniti, I know that its marketing team desperately needs to get cracking. But that’s a compliment you could apply to the model line in general. Anthony Crawford Founder - Review Gallery Price & Specs $ 79,900 Mrlp. Infiniti Q50 to get new 395bhp 3.0-litre V6. Driver engagement can also be dialled up a notch using a pair of genuine magnesium paddle-shifters in this Red Sport version. The shifts are quick and relatively crisp, even when it's pulling hard. According to the company, cars fitted with the VR30DDTT V6 engine haven't been programmed to indicate failure of the automatic transmission. But seriously, don’t bother, unless you’re in Sport +, otherwise shifts tend to be slurry and disappointingly tardy, even in Sport. But is that enough to get the Infiniti Q50 Red Sport across the line? On the surface at least, the Infiniti Q50 Red Sport answers the performance part of its brief to a tee, even if it probably looks like any other Q50 to the uninitiated – except of course for the 3.0t badge on the front guards. It certainly looks and feels like a quality fit-out, and you can’t fault the build quality, but up against the luxury Euro onslaught who have been going all-out to impress with top-shelf cabins of late, it falls a long way short. When the Q50 first launched in 2014, it heralded some advanced tech, like Direct Adaptive Steering, which effectively threw out conventional mechanical systems in favour of the world’s first steer-by-wire system. It will take you by surprise first time out, but from then on you’ll learn to be more measured with the throttle, even if you’re already on the move. General ride comfort isn’t too bad either, until you hit some sharp edges. I also like the dual touchscreens and the minimal approach to switchgear, though integration could be better. 298 kW. Importantly, those turbochargers are integrated into the exhaust manifolds, so jump on the hair-trigger throttle and it just hooks up and you’re gone. 214 g. ANCAP Rating. The seven-speed automatic transmission used across the Q50 model range also features adaptive shift control, which uses a lateral acceleration sensor to detect changes in the road, such as hills and turns – for predictive-style shifting.