Infiniti Q50 (2013) e Q60 (2014) - com motores Mercedes

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A Infiniti poderá acabar.
Design nem sempre apelativo, leque de motores muito pouco atrativo, falta de notoriedade ao nível de motorizações como acontece com a Toyota-Lexus ou a Honda-Acura, uma gama de produtos com lacunas, e uma estratégia de markting deficiente, têm sido fatores mais do que suficientes para o fraco sucesso da marca, especialmente em mercados fora dos EUA.

Exec Says Nissan Considered Killing Infiniti, has Plans for an "Emotional" (GT-R-Based?) Flagship


It may come as a surprise but the Infiniti Q50sports sedan may have not made the waves it did at this year’s Detroit Auto Show – in fact, the whole Infiniti brand may have ceased to exist by now, according to Nissan vice president Andy Palmer.In an interview at the 2013 North American International Auto Show in Detroit, Palmer told Wards Auto that, when he expressed his doubt about whether the group would be better off without Infiniti and its ho-hum performance, CEO Carlos Ghosn “challenged me and said ‘We don’t have to do Infiniti, you can cancel it if you want’”.

Despite Infiniti’s ho-hum sales record, there is a good reason Palmer did not say “yes”: due to their high pricing and margins, premium brands bring in nearly half the profits of the mainstream parent automakers.
In order to do so, though, they have to be successful. Palmer could see a brighter future forInfiniti only if Nissan committed to do things in the right way.
“Infiniti has nice premium cars but, frankly, they’re kind of discount”, said Palmer. “And we’ve been selling those cars over a period of 23 years with a Nissan-push mentality.”
Keeping the mainstream and premium brands at a comfortable distance from each other is not an easy task but VW has done so with Audi.

Palmer figured that, if you can’t beat or join them maybe you can hire the man who made this possible. In Audi’s case, that man is Johan de Nysschen.
De Nysschen was head of Audi in the U.S. for seven years. During that period, sales increased from 77,917 units in 2004 to 117,567 in 2011 and the brand joined the ranks of BMW and Mercedes-Benz as a bona-fide premium manufacturer.

Nissan’s VP wanted “the best man at Audi”; but acknowledged that he wasn’t going to get him “unless you’ve got some reason for him to come”.
The deal included a joint venture with Daimler, relocating Infiniti’s global HQ to Hong Kong and, thus, closer to the Chinese market, and giving the green light to the Q50 and the JX crossover.
After becoming Infiniti President on July 1st 2012, one of the first things de Nysschen asked was for the previously announced global sales target of 500,000 units annually to be pushed back a year, from 2016 to 2017.

“I need some time; I don’t want the volume pressure”, he told Palmer. “What I’ll give you ultimately is a premium brand. And somewhere, by developing a premium brand, you’re not going to be disappointed by the profitability and volume that comes.”
Last year Infiniti shifted nearly 200,000 vehicles globally, so it was an ambitious target to begin with, even with four new models and a revamp of the existing range due in the next four years.

For the brand’s new boss, reaching the 500,000 sales target “in 2017 or 2020 is less important than developing the brand metrics which entrench Infiniti as an unquestioned member of the club of premium automotive brands. That is our mission.”
Said mission may also include a new flagship placed above the M. Currently, it’s not clear what segment it would be positioned though de Nysschen is adamant that it won’t be an executive sedan to rival the Mercedes-Benz S-Class, BMW 7-Series or Audi A8.

“That segment is stagnating”, he commented. “No, we plant to produce a very emotional car, very progressive, perhaps even provocative in design”.
It will be positioned as a niche model in terms of pricing but, says de Nysschen, “Many people would want it due to compelling features and design”.
Now, we’re just thinking out loud here but the new Infiniti boss, in his open letter explaining the brand’s new naming strategy last year, talked about a “new high-tech 550+HP performance flagship…using a potent charged induction V6”.

Is there such an engine in Nissan’s arsenal right now? You know the answer, and it lies under the hood of the GT-R. Moreover, in February 2012, Ghosn said about the possibility of Infiniti using the GT-R as a base for a model of its own: “If your question is ‘could we do that’, I would say ‘yes’. All technologies developed for Nissan are available to Infiniti.”
That’s just educated guesswork (or wishful thinking), of course; the above statements really gets you thinking though, doesn’t it?

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Cuidado com os tempos verbais.

O Ghosn considerou em 2009 acabar com a marca e deu carta branca ao vice-presidente da Nissan, Andy Palmer, para o fazer.
Mas a verdade é que ele decidiu manter a marca e começou a delinear nova estratégia.
E essa estratégia será fortemente inspirada na que a Audi efectuou, para chegar ao nivel e imagem onde está agora.
E isso significa maior distanciação à Nissan, seja na estratégia, seja no design, seja no desenvolvimento de produto.

A Audi também conseguiu o seu espaço. Apesar de ainda partilhar muito com a VW, apenas no seg. B e C temos grande promiscuidade.
Do A4 para cima, é tudo plataformas/arquitecturas próprias da marca. E mesmo o R8 e Q7 vão buscar o hardware desenvolvido a meias com outro tipo de players como Lamborghini e Porsche.

Se fosse para acabar com a marca, a Infiniti não teria contratado um dos responsáveis pelo crescimento da Audi nos EUA, e também um dos arquitectos da estratégia Audi: Johan de Nysschen.
O trabalho dele não será diferente daquele que fez na Audi. Um plano a longo prazo (se não estou em erro, o plano colocado em marcha prolonga-se até 2025), que não trata exclusivamente na obtenção de resultados comerciais, mas na construção da marca assente em produto.

E tal como na Audi, se conseguimos construir a marca, mantivermos o foco na execução e criação de produtos desejáveis, os resultados comerciais aparecerão.

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Infiniti Q60 (o coupé) visto pela 1ª vez em testes.



Rendes:

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Anti BMW Série-6?

Está muito bonito

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Confirmado motor 2.1 CDI de origem Mercedes com 170cv e 400Nm
0-100km/h: 9 s
Vel. máx: 230 km/h
Consumo misto: 4.4 l/100km e menos de 115gr de CO2

Transmissão: manual de 6 vel e automática de 7
http://www.autowereld.com/autonieuws/de ... ikel=16883

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Em Genebra:

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Apresentado o diesel com valores interessantes, aqui ficam imagens oficiais da versão europeia deste modelo de 4,78m de comprimento.

El Infiniti Q50 estrena motor diésel de origen Mercedes - Ginebra 2013

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Nota de imprensa:OVERVIEW:
SEDUCTIVE DESIGN, AGILE PERFORMANCE, INTUITIVE TECHNOLOGY

The first of a new-generation of premium Infiniti models, the Q50 is Infiniti’s most significant car yet for the European marketplace. Marking the debut of the new Infiniti Q naming structure, the Q50 is designed, engineered, equipped and built to compete at the highest level in the premium D-segment.

With its low and wide proportions and athletic, flowing form the Infiniti Q50 brings a new level of emotional design to the BMW 3-series/Audi A4 class – a fresh face whose self-confidence is summed up by its striking new human-eye like headlights and distinctive ‘double arch’ grille. Other design features, inspired by Infiniti’s trilogy of concept cars – Essence, Etherea and Emerg-e – go hand-in-hand with an interior that offers unexpectedly spacious accommodation for this class.

The Infiniti Q50 is the first Infiniti to benefit from the brand’s collaboration agreement with Daimler AG. The 2.2-litre direct-injection four-cylinder turbo-diesel engine has been modified by the Infiniti engineering teams to ensure engine response is in line with Infiniti’s emphasis on performance. The engine offers power and torque whilst retaining a low CO2 output (under 115g/km) which positions the Q50 at the centre of the premium saloon market in Europe – as well as guaranteeing the dynamic drive Infiniti owners expect. Like the engine, both available transmissions – a 6-speed manual and 7-speed automatic – have been tailored to Infiniti’s specific requirements.

The second version of the Q50 for Europe is the Q50 3.5 Direct Response Hybrid whose accelerative ability will guarantee it a place in the top echelons of European high performance sports saloons. With 0-100km/h estimated to be well under 5.5 seconds it is likely even to topple its big brother, the Infiniti M35h, which is currently listed in Guinness World Records as the world’s fastest accelerating hybrid car.

The 364PS Q50 3.5 Hybrid shares the same intelligent dual-clutch Direct Response Hybrid system and 7-speed automatic transmission as the M35h, but with changes to improve performance, extend its electric-only range and allow for an outstanding cargo capacity for a hybrid in this class.

In characteristic no-compromise Infiniti manner, the performance is matched by a remarkable level of efficiency – with fuel consumption on the combined cycle estimated to be 6.2 l/100km (45mpg) and CO2 emissions under 145g/km. The Q50 3.5 Hybrid will be available in both rear and all-wheel drive forms in Europe.

The dynamic performance offered by every Infiniti Q50 is enhanced with the availability of Direct Adaptive Steering – a world-first technology that provides faster steering response and greater precision with an unrivalled scope for driver customisation. Direct Adaptive Steering can be configured easily for both steering effort and gearing, ensuring steering response is always in tune with driving style and type of road. The system is overseen by three separate control units and works in parallel with the mechanical steering linkage for failsafe reliability in all situations.

Infiniti’s reputation as a technology leader is reinforced in the Q50 with the world’s most advanced lane departure prevention technology yet, Active Lane Control. The newest addition to Infiniti’s all-encompassing Safety Shield technology, Active Lane Control is unique in using the steering (rather than the brakes) to encourage the car to stay between the lane markings on the motorway – an effect described as being “magnetized to within its lane”, making driving less tiring on long journeys.

Like all Infiniti technologies, Direct Adaptive Steering and Active Lane Control have been developed to seamlessly and unobtrusively support the driver rather than isolate them.

The Infiniti Q50 offers a new-generation digital environment designed for maximum customization and ease of use. Up to 96 vehicle parameters can stored on the i-Key for up to four different drivers, making the Q50 not just one of the most configurable cars in the class but also one that offers a very real sense of “my car knows me”.

Infiniti InTouch™, Infiniti’s next-generation communications technology, makes its debut on the Q50. Dual touch-screens, a first in the class, de-clutter the control layout and ensure totally intuitive operation of all functions, features and custom apps.

The Q50’s interior has an emphasis on natural elegance, spacious rear passenger accommodation and the signature craftsmanship, attention to detail and premium materials that set every Infiniti apart. In the design, there is a clear focus on the driver. Comfort was a particular focus and in the search for a new type of comfortable seat came from NASA research into the neutral posture the body adopts in a zero gravity environment. The Q50’s comfort seats are designed to offer maximum spinal support and thus reduce fatigue on long drives.

The Q50 is the first model to feature Infiniti’s new naming strategy that will see all models bear either a Q or (for the crossovers) QX badge. The change recalls iconic Q models of Infiniti’s past and offers a clear and logical naming platform into which all existing and future Infiniti models will fit, with the double digit number signifying the area of the market where the car competes.

The Infiniti Q50 makes its European debut at the Geneva Motor Show in 2013 – in the same halls that in previous years saw its concept car forebears unveiled –following its world reveal at NAIAS in Detroit two months before. The Q50 in both diesel and hybrid forms will go on sale across Europe from autumn 2013 (depending on country) in a range of standard and Sport models all designed to offer maximum choice and flexibility for both private and fleet customers.





THE INFINITI Q50 IN DETAIL

1. SEDUCTIVE DESIGN

Infiniti follows no one on design and the Q50 capitalises on this with a sensuously flowing shape that is elegant, warm and emotionally appealing while offering all the discreet muscularity for which Infiniti models are known. The headlights add a lifelike quality and define a face which is quite distinct from that of its German rivals.

Inspiration for the design comes from Infiniti’s sports saloon past but chiefly from the trio of exceptional concept cars (Essence 2009, Etherea 2011, Emerg-e 2012) that together encapsulate the Infiniti design DNA so successfully advanced by Infiniti Chief Creative Office, Shiro Nakamura.

On the longest wheelbase in the class, the Q50 has a natural size advantage over rivals. However it is the car’s proportions that do most to provide its signature sporting stance. The Q50 is notably low and wide. It appears planted on the road, and with its taut lines, strong shoulders and arching roofline makes an unmistakably powerful impression. Rarely has a car looked as eager to pounce while maintaining such dignified elegance, perfectly expressed by the crescent-cut C-pillar – a design USP that ensures the Q50 will always be instantly identifiable.

The front of the car is characterised by a new and more three-dimensional mesh grille, framed by the distinctive ‘double arch’ chrome surround used on all Infiniti models. Strong crease lines flow from the bottom of the A-pillars down the bonnet sides to seamlessly connect with the grille sides in a distinctive sweep. The hooded lights appear as eyes, offering another unique Q50 signature, day or night. A similar visual light signature is repeated at the rear of the car. The indicator lights and front fog lights are all LED units, while the headlights come either as halogen or with full LED technology, available with Infiniti Adaptive Front Lighting System (AFS) as well as Automatic High/Low beam control.

Sport versions get a reprofiled front bumper section and machine-finished 19-inch alloy wheels. Standard Q50s are equipped with 17-inch wheels, while 18-inch and 19-inch are available according to the grades. Some versions of the Q50 have been designed to work with third-generation run-flat tyres for the convenience and safety of owners.
The Q50’s shape is aerodynamic as well as seductive, with the zero lift concept body achieving an excellent Cd of 0.26 in standard form. Eight exterior colours will be available including two developed exclusively for the Q50 range: Hagane Brown and Hagane Blue.

Powerful looks, powerful platform
The powerful looks are based on an equally powerful platform, a bespoke version of Infiniti’s latest chassis technology. Double wishbone front suspension and multilink rear (with Dual Flow Path shock absorbers) guarantee handling poise and precision whilst improving ride comfort. Handling is further enhanced by a stiffer body structure and lower body weight.

Sport versions get sports-tuned suspension with double piston shock absorbers as well as upgraded brake rotors with 4-piston front calipers and 2-piston rear. As part of an overall performance and handling assessment, they have been tested by Infiniti Red Bull Racing’s three times Formula One World Champion Sebastian Vettel at the Tochigi test track in Japan and by RBR test driver Sebastien Buemi at the infamous Nordschleife - one of the toughest proving grounds in the world.

Ultra High Tensile Strength Steel – a weight-saving first
In keeping with the raft of technological firsts, the Q50 also features extensive use of 1.2GPa Ultra High Tensile Strength Steel with High Formability.

The Q50 features 13 different parts of the upper-body section constructed from this High Tensile steel, including the A pillars, B pillars and roof rails. This is a world-first for production vehicles.

This contributes considerably to weight saving overall helping to improve fuel consumption, whilst making the vehicle structurally stronger and thus improving occupant safety.

One of the characteristics of the newly-developed material is the compatibility of both strength and elongation through micronizing of the material to develop a compound structure where an optimal balance between hard layers and soft layers is obtained instead of a simple structure, which is found in previous super high-tensile materials.

The weight-saving will ultimately lead to less CO2 emission. It underlines Infiniti’s commitment to innovative sustainability.

Interior design: technology in perfect harmony
Harmonious design and surprisingly spacious accommodation come together with Infiniti’s trademark craftsmanship and innovative technologies to make the Q50 cabin a stand-out place to be, for driver or passenger.

A dual cockpit feel is achieved by a dashboard that flows around in a subtle “double wave” formation and by an asymmetrical centre section. With soft curves, contrasting surfaces and a precision finish, the design is both welcoming and also driver-centric. All key controls are located to be operated so the driver does not need to change driving posture.

Enhancing the in-command feeling is a control layout that majors on ergonomic human-machine interface. This is in part thanks to the Q50 being one of the first cars to feature dual touch-screens. Each screen can be used to display and control different functions, so while, for example, the top screen shows navigation the lower screen can be used to oversee systems such as climate control, communications or entertainment. The two screens can also work together so while the route is viewed on the top screen places of interest on that route can be searched for on the lower screen. It is all part of Infiniti’s next-generation approach to intuitive technology so evident on the Q50.

With a wheelbase of 2850mm, the Q50 has plenty of room for adult passengers front and back; rear knee room is expected to be best in class. Particular attention has been paid to easy ingress and exit. The rear seat can be split 60/40 for when extra luggage capacity is needed, and there is access to the boot via the centre armrest so that long objects, such as skis, can be carried along with rear seat passengers.

As with any Infiniti there is an emphasis on natural materials inside and leather and maple wood are both available, as well as aluminium with the textured Kacchu finish based on ancient Japanese crafts. The three interior colour ways are Wheat, Graphite and Stone.

Available features on the Q50 include Active Noise Control, a next-generation Studio on Wheels Bose® audio system, Advanced Climate Control System (ACCS) with Plasmacluster® air purifier, and Around View® Monitor with Moving Object Detection.

Seats: inspired by NASA
Infiniti looked to outer space to find the key to developing seats for the Q50 that offer fatigue-free comfort even over long periods. Engineers working alongside researchers at Keio University in Japan were inspired by NASA research that showed the neutral posture the human body adopts in zero gravity situations to impose the least amount of load on the body, allowing for the same posture to be maintained without discomfort for long periods.

The front seats in the Q50 are designed to replicate this neutral posture as closely as possible. Their unique design and structure provides continuous support for the spine from the pelvis to the chest, reducing muscular and spinal loads and improving blood flow, thereby reducing fatigue over long distances.

Long-distance comfort may have been the priority but being an Infiniti the seats have to fulfil other criteria as well. They do. Depending on model, the front seats feature eight-way power adjustment, adjustable lumbar support and thigh extensions, and, for models equipped with sports seats, power operated side bolsters. The seats can also be covered in leather and be heated (as can the steering wheel).

2. AGILE PERFORMANCE

The heart of every Infiniti is its engine – for the Q50 like any other Infiniti. The new saloon is available in Europe with either a 2.2-litre four-cylinder diesel engine, boasting an exceptional balance between performance and low emissions (under 115g/km ), or a 3.5-litre V6 petrol/electric hybrid powertrain with the emphasis firmly on high performance – but with surprisingly good CO2 (under 145g/km).

Both engines are true to the Inspired Performance principles required of the brand, but while the hybrid unit is all Infiniti, and as used by the Infiniti M35h, the diesel engine has been developed from the Daimler AG 2.2 diesel unit employed in certain C and E-class Mercedes, and as such is the first result of the component-sharing agreement between the two companies.

Infiniti engineers have made a substantial contribution into the development of this engine for the Q50. Most important is that it feels different, with faster response in keeping with the sportier drive characteristics Infiniti requires. Although power (125kW) and torque (400Nm) are familiar, the manner in which these maxima are achieved is unique to Infiniti. This has been achieved not just by digital remapping but a considerable amount of re-engineering.

Unique Infiniti engine parts include air inlet, intercooler, low-pressure fuel system and after treatment system, oil pan, engine mounts, and engine control unit (ECU). Visible engine items are in addition unique to Infiniti. The block, turbocharger, exhaust and injection system are common with the Mercedes-Benz version.



The diesel engine is available with a 6-speed manual gearbox or 7-speed automatic, both Daimler units that have been modified to meet Infiniti requirements. The manual shift device is new for the Q50, and puts the emphasis on a smooth, solid shift quality. The automatic transmission’s change-up speeds and kickdown points have been revised to enhance the lively feel and give the car more urgent acceleration.

Performance to rewrite the record books
More Inspired Performance comes with the Q50 3.5 Hybrid. With an estimated 0-100km/h time of under 5.5 seconds it is destined to be among the very fastest cars in the class, but with a lower carbon footprint. It has the same net power (364PS) as the Infiniti M35h with which is shares its drivetrain, but it is odds on to out-accelerate even its potent big brother – the current Guinness World Record-holder as the fastest-accelerating hybrid saloon.

The acclaimed Infiniti Direct Response Hybrid system, with its intelligent one motor/dual clutch control, appears in the Q50 in revised form with, among other enhancements, a new electric motor. The changes deliver improvements to response and efficiency as well as further extending the electric range – already one of the most impressive available.

Impressively, the engineers have been able to package the hybrid control hardware and new-for-the-Q50 lithium-ion battery pack in an innovative new way in the rear of the car, allowing for a generous 400 litres trunk capacity.

As with the M35h, the Q50 3.5 Hybrid uses Infiniti’s Adaptive Shift Control 7-speed automatic transmission. It features Downshift Rev Matching and manual shift mode via available steering column-mounted magnesium paddle shifters.

The Infiniti Q50 3.5 Hybrid promises class-leading performance – with the prospect of exceptionally low fuel consumption and CO2 emissions (figures yet to be homologated). The model will be available in Europe in both rear-wheel drive and Intelligent All-Wheel Drive forms, for maximum customer choice.



Dynamism delivered: the Q50’s world-first technologies
As a company at the forefront of technological innovation, Infiniti is constantly looking for new ways to enhance its cars’ dynamism and boost driving pleasure. The Q50 delivers in style, with the world debut of Direct Adaptive Steering, a core component of the new model’s agile performance.

Direct Adaptive Steering is an electronic “by-wire” system that is standard on the Q50 3.5 Hybrid and optional on the Q50 2.2d. Direct Adaptive Steering comes with several advantages: steering response is faster, precision is greater, vibration at the steering wheel is eliminated and, uniquely, the system allows the driver to choose the steering feel they most prefer – not just the weight but also the gearing. Other systems achieve similar results through different means, but none is available in the Q50’s class and none can match the Infiniti’s electronic sophistication.

Steering is simply adjusted on a touch screen as part of the Infiniti Drive Mode Selector. There are two pre-set modes (Sport and Standard) plus a custom mode. In the Standard setting the steering is set for maximum ease of use for all drivers on all roads. Sport mode increases the steering effort and makes the gearing more direct for faster response – ideal for enthusiastic driving on twisting roads.

The Custom mode allows the driver to mix and match effort and gearing to suit individual driving style and type of road. Light and quick, or slow and heavy, the choice is theirs. A Direct Adaptive Steering equipped Q50 can therefore be as secure and stress-free to steer on a motorway as it is reassuring and rewarding to handle on a mountain pass, or as light and easy to manoeuvre in a crowded car park.

Direct Adaptive Steering works by electronically transferring the driver’s input to the front wheels, where a high-response actuator drives the steering rack, eliminating the mechanical losses that can dull the responses in conventional systems. DAS comes with triple-mode back-up (three separate electronic control units), 400,000km of real world test distance behind it and the absolute failsafe of the mechanical steering linkage.

Active Lane Control: tomorrow’s technology today
A further advantage of Direct Adaptive Steering is that it is the power behind Active Lane Control, Infiniti’s breakthrough in lane departure prevention technology. Active Lane Control is the most effective and sophisticated such system yet developed because it is the only one to use the steering to keep the car between lane markings on the motorway. Other systems use the vehicle’s Electronic Stability Program (ESP) to apply braking force on one side of the car in order to alter its course.

Active Lane Control uses a camera to detect the lane the vehicle is travelling in. The information is processed and relayed to the Direct Adaptive Steering control unit which traces the centre of the lane and makes make the necessary corrections as required.

Apart from the obvious safety benefits in the mitigation of unintended lane departure, Active Lane Control adds to the Q50’s dynamic appeal with its firm “on centre” steering feel and enhanced feeling of control. It has a positive influence too in making driving less tiring since fewer small steering corrections are needed to keep the car heading straight.

Like all Infiniti technology Active Lane Control and Direct Adaptive Steering are designed to support the driver rather than insulate them. The driver always has the choice of how the car is set up – Active Lane Control intervention can be mild or full depending on preference.

Safety Shield: more complete than ever
The Q50’s dynamic envelope is completed by the availability of more high-tech systems under the Safety Shield umbrella, all of them designed to enhance the drive. The newest, predictive Forward Collision Warning, is another world-first technology: it doesn’t just react to the speed/distance of the car in front, but also the car in front of that.

Other systems available on the Q50 include Back-up Collision Intervention (automatic transmission only), Around View Monitor – now with Moving Object Detection – as well as many of the safety and security technologies already found in other Infiniti models: Intelligent Cruise Control with Full Speed Range, Distance Control Assist, Blind Spot Warning and Blind Spot Intervention, and Forward Collision Avoidance Assist.

3. INTUITIVE TECHNOLOGY

The Infiniti Q50 offers a highly customisable digital environment for its array of technologies to operate in, in line with Infiniti’s belief that the driver must always remain in control. But how can a driver stay in control with so many complex systems? Infiniti’s answer is to make all technology interfaces totally intuitive and therefore as user-friendly and unobtrusive as possible. The result is truly an intelligent car.

At the system’s heart is a next-generation communications platform called Infiniti InTouch™. In a first for the Q50’s class, it introduces dual touch-screen displays to the centre console on which a large number of the vehicle’s systems are displayed and controlled. Infiniti InTouch™. integrates a USB connection, Bluetooth handsfree phone, entertainment, optional navigation and smart phone apps and allows them to be controlled by the driver in a way that is safe and easy to do while driving.

The system is hugely customisable and interactive, but does also come with the back-up of physical knobs for the most often-used systems – such those for audio and climate – for those who prefer conventional controls.

The Q50’s intuitive technology takes another leap forward by ensuring the high degree of personalisation the car offers is easy to access. The answer here is Infiniti’s advanced i-Key which can automatically store personal settings for up to four different drivers. Preferences can be stored for systems that include driving position, heating and cooling, audio, navigation and telematics. Up to 96 optional settings are offered in t

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Uma questão interessante, onde se poderá comprar um Infiniti em Portugal? Têm algum concessionário?

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Uma questão interessante, onde se poderá comprar um Infiniti em Portugal? Têm algum concessionário?

Informa-te nos concessionários Nissan.
Estava prevista a chegada da marca a Portugal em 2010, mas face à falta de oferta de motorizações diesel competitivas, a vinda foi adiada.
Contudo, agora com motores diesel de origem Mercedes, já se falou que em 2014/15 alguns concessionários Nissan terão uma secção de luxo destinada à Infiniti.

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Infiniti Q50 "Premiere Edition", más equipo por menos dinero

A partir del 29 de abril los responsables de Infiniti en España comenzarán una gira para dar a conocer el nuevo Q50 y, si los asistentes lo desean, comiencen a formalizar los pedidos. La buena noticia es que la marca ha decidido lanzar una serie especial muy competitiva por precio y equipamiento.

Sólo 50 unidades se pondrán a la venta en los próximos días de la serie especial que han denominado "Premiere Edition". Todas ellas estarán equipadas con las llantas de aleación de 17 pulgadas, asientos con tapizado mixto tela/piel, equipo de sonido integrado con MP3, puerto USB, cámara de visión posterior, bluetooth, control y limitador de velocidad, climatizador automático de dos zonas, Infiniti Touch, sensor de presión de los neumáticos, ópticas posteriores LEDS, luces diurnas, etc.

Todos los modelos de esta edición especial estarán asociados al motor 2.2 diésel de origen Mercedes y que desarrolla una potencia de 170 CV. Exclusivamente con cambio manual de seis velocidades, homologa un consumo medio de 4,4 l/100 y unas emisiones de 115 g/km de CO2. Lo mejor de estas 50 unidades será su precio pues arrancan en los 34.900 €. Las primeras entregas comenzarán en septiembre.

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Novo Infiniti Q50 (França): preços, especificações, equipamentos e vídeos

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Onde se compram Infinitis em Portugal? Na Nissan?

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Infiniti Q50 3.7 Premium - Edmunds

De acordo com o que percebi:
Os pneus Bridgestone run-flat all season de tamanho 225/55/17 retiram qualquer tipo de aspiração desportiva a este carro, dados os seus baixos limites de aderência, para além disso, afectam negativamente a distância de travagem que, num teste semelhante ao já feito com o G37 (modelo anterior a este), ficaram aquém do esperado.

O conforto está num bom nível em estradas com algumas imperfeições, contudo, quando as irregularidades da estrada são mais "vincadas", a suspensão torna-se... "inquieta".

A direcção leva nota positiva: muito precisa.

O motor sobressai no conjunto, movendo o carro com tanto vigor que mais se assemelha a um V8 (o motor que está debaixo do capô é um V6). Os números apresentados para a potência e binário não transparecem a flexível descarga de potência que este carro proporciona.

Passando ao interior, a apresentação é luxuosa, os touch screens respondem rapidamente aos comandos solicitados e são relativamente intuitivos.

Nota negativa levam os bancos: o apoio inferior para as coxas não é suficiente e o assento "deixa o cu quadrado", não sendo indicado para grandes viagens.

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Contacto: Infiniti Q50

Infiniti lleva ya un tiempo trabajando a la sombra para convertirse en una auténtica alternativa a los premium germanos. Allá por el mes de diciembre sorprendía a propios y extraños con el anuncio de un nuevo sistema de nombres para todos los modelos de la firma. Con más inversión para nuevos productos y con ambiciosos objetivos, ahora que Carlos Ghosn la ha dotado de completa independencia de Nissan (ahora cuenta con su propio equipo de diseño, ingeniería, marketing, desarrollo, recursos humanos...), y unas nuevas oficinas centrales en... Honk Kong (sí, lo que oyes, una firma nipona con sede en China), Infiniti tiene todos los elementos para triunfar.

Y si el nuevo sistema de nombres alrededor de la letra "Q" fue el primer paso de esta nueva era, más importantes son los nuevos lanzamientos de producto. Y de ellos, el Q50 es la primera pieza clave del proyecto.

Le toca reemplazar al G37, y lo hace con grandes pasos tecnológicos en ciertos apartados, como por ejemplo en la dirección, siendo el primer coche del mundo con dirección mecatrónica (más sobre eso aquí), aunque por razones de homologación mantenga la conexión mecánica "por si las moscas". También estrena un montón de ayudas activas a la conducción para facilitar niveles semejantes a sus rivales alemanes en cuanto a seguimiento de carril o control de crucero adaptativo. Para comprobar cómo se movía, nos montamos durante un día en el Q50 híbrido, en versión norteamericana.

Nada más plantarte delante del Q50 te quedas prendado de su estética. Y es que sus formas dinámicas y musculosas te capturan como nunca antes lo había logrado su predecesor. Más ancho y más bajo, con un frontal más afilado y cabreado, equipado con ópticas con tecnología LED, intimida, como lo hace el esculpido capó delantero.

También la vista lateral funciona bien, con un acuñamiento deportivo hacia adelante, y unos laterales esculpidos que dan dinamismo e identidad al coche, jugando con las sombras y los brillos del sol.

El pilar C también hace lo suyo, siendo cóncavo, algo que da carácter y se sale de la norma. Infiniti, ya lo sabes, pretende convertirlo en su propio "codo de Hofmeister". En fotos no luce tan espectacular como lo hace en vivo, donde juega con tus perspectivas visuales para convencerte.

Mide en total 4.783 milímetros, siendo algo más largo que un Serie 3, y concentrando el crecimiento respecto al G37 en los voladizos, al mantener la batalla en 2.850, que ya es de por sí una cifra bien elevada. Alargar los voladizos, aunque es una solución que no nos suele enamorar, sirve para lograr un frontal más bajo.

El coeficiente de arrastre aerodinámico es de sólo 0,26, una cifra realmente buena. Y aunque se use la misma batalla, la plataforma básica del coche ha recibido un montón de horas de trabajo de ingeniería para rediseñarla. Se ha incrementado la rigidez del monocasco, tanto a la torsión como a la flexión, con nuevas traviesas y nuevos materiales, con mayor presencia de aceros de muy alta resistencia. Gracias al uso de ellos, se ahorran 25 kilos respecto al modelo anterior, y eso aún con el incremento de longitud del aparato.

En España por el momento sólo tenemos disponible la versión diésel 2,2, con 170 caballos y un consumo medio de 4,4 litros, que sale por 34.900€, lo que le coloca marginalmente por debajo de los 35.600€ del BMW 320d de 184 caballos, aunque lo sobrepasa en equipamiento. Esto coloca al Q50 por debajo de su principal rival, y le da una ligerísima ventaja competitiva.

La versión híbrida, la probada en este artículo, se vende en Estados Unidos por 37.605 dólares, por debajo del anterior G37 híbrido, y recortando también por debajo a sus rivales.

Por dentro, el Q50 es de los más espaciosos de su categoría, con ganancias de espacio respecto al G37 en todas direcciones, incluyendo altura libre al techo, a pesar del recorte de altura. Un A4, un Clase C o un Serie 3 no tienen tanto sitio para las piernas en ambas filas de asientos, o para las cabezas, y eso juega a favor de Infiniti, tanto en sensaciones, como en justificación comercial.

El salpicadero se renueva completamente, con un diseño simétrico de dos capillas, entre las cuales se sitúa una imponente doble pantalla. La superior sirve para el sistema de infoentretenimiento, navegación, etcétera, y la inferior, táctil, sirve para gestionar aspectos del equipo de audio, el ordenador de abordo, y mil cosas más.

La mezcla del uso del display táctil con los botones del salpicadero y el túnel central resulta suficientemente lograda como para que podamos acceder a las funciones fundamentales por medio de botones, sin tener que distraernos de la carretera. Eso sí, hay que reconocer que la inspiración BMW está muy presente, tanto en el mando rotativo que se encuentra tras la palanca de cambios, como en el selector de modo de conducción (estándar, deportivo, eco, nieve o personalizado).

A nivel mecánico, el corazón del Q50 híbrido es el VQ37 evolucionado del G37. Es un seis cilindros en uve con 3,7 litros, que eroga 328 caballos y 365 Nm de par a las ruedas. Aunque las cifras son idénticas a las del G37, estas se logran con nuevos componentes, como los colectores de escape y admisión, lo que logra modificar la curva de par, haciéndola más plana. La caja de cambios es una automática de siete relaciones, no habiendo por el momento opción para una manual.

Al motor de combustión le acompaña en sus tareas otro eléctrico de 50 kW, con la ayuda del cual se llega a una cifra de par máximo combinado de 490 Nm. El consumo medio homologado es de 7,6 litros, que sin ser espectacular, no está mal para las prestaciones del aparato.

Pero antes de ponernos a los mandos y contarte el tarado y la conducción del híbrido, te diremos que primero pasamos unos pocos kilómetros con el Q50 básico de motor de combustión a secas. Comparte el mismo V6 con el híbrido, y se aprovecha de él para ofrecer buenas prestaciones, una respuesta contundente en toda la gama de vueltas, y un consumo "aceptable" (a secas, sí, porque un BMW 335i gasta menos en iguales condiciones que él).

La puesta a punto de este Q50 "básico" es deliciosa. No hay lugar para la dirección mecatrónica en él, pero el sistema hidráulico convencional nos hace sentir la carretera, y la caja de cambios, siendo automática, juega suficientemente bien como para cumplir con lo que se espera de ella. No tiene tanto paso por curva como un Serie 3, resultando algo más blando de suspensiones que él, lo que ya nos indica que este coche está más pensado en el confort que en la dinámica, claro que nosotros nos quedamos con el Serie 3 F30...

Cambiarnos al Q50 híbrido implica pasar de la tracción trasera a tracción integral, y contar con un montón de dispositivos extra de conducción, desde la conducción mecatrónica, a ayudas como el mantenimiento activo del carril o el control de crucero activo.

El motor, con el extra del propulsor eléctrico, se nota más musculoso que en el Q50 normal, como es lógico, habida cuenta que se va hasta los 360 caballos en combinación, pero también se nota que el coche pesa más, debido al peso de las baterías fundamentalmente. Claro que se ahorra en consumo.

Pero pasarse al híbrido también tiene sus pegas. La conexión mecánica con la carretera se diluye, con la frenada regenerativa restándonos tacto en los frenos. La suspensión, que en el híbrido es la deportiva por obligación, resulta algo menos confortable (ojo, esta prueba está escrita por un conductor acostumbrado a coches norteamericanos, aquí el tarado "deportivo" lo exigiríamos como mínimo en el enfoque de confort, siendo parecido al de un Serie 3 F30 "normal").

La dirección activa y mecatrónica es la gran novedad del coche, y en sí misma requiere un vistazo propio. Podemos regularla y configurarla de manera personal, eligiendo la velocidad de la cremallera virtual, así como la dureza de la asistencia. Dice Infiniti que gracias a ella se filtran vibraciones y se compensan ciertos efectos, como la corrección de derrapes, la corrección para mantener el carril, o la compensación de vientos cruzados.

Pero tiene su parte mala. Para empezar el "feedback" se nota claramente artificial (recuerda al "force feed back" de un volante de videojuego de los buenos), y para seguir, puedes llegar a notar el "lag", la diferencia de tiempo entre tu acción sobre el volante, y la respuesta de giro de las ruedas. Si eres un conductor "normal", no notarás problema alguno, y las ventajas se antepondrán a los inconvenientes. Pero si te gusta buscar el límite de agarre de tus neumáticos, esta dirección todavía tiene que mejorar para responder a lo que los más apasionados buscamos en un coche.

A medio plazo, sobre todo cuando la legislación lo permita, este tipo de dirección acabará imponiéndose, habida cuenta de que es la perfecta para un sistema de conducción autónoma o automática.

Con todo, en esta prueba podemos sacar dos lecturas claras. El Q50, en formato híbrido de tracción total, es un buen muestrario tecnológico de lo que está por venir, tanto en Infiniti, como en la industria automovilística en general.

Es bonito, espacioso, está bien rematado por dentro, y tiene un precio competitivo. Ahora bien, en nuestra opinión, si te gusta empalmar curvas, harás mejor comprando la versión básica de gasolina, con el motor de 3,7 litros empujando exclusivamente las ruedas traseras y con la dirección hidráulica "de toda la vida". Ofrece un buen comportamiento, feedback, y es una buena alternativa a los germanos, aunque se quede algo más allá en el lado del confort que un Serie 3. ¿Mejor que un IS de Lexus? Nos reservaremos la opinión a probar ambos en suelo europeo.

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Q50: primeiro contacto

Infiniti Q50 - Motor Authority

Out on the Interstate, barely ten minutes into our first drive of the 2014 Infiniti Q50, my co-driver and had already found something to marvel about in this sport sedan: We could carry on a quiet conversation.

That might sound like a low bar—and there's much more truly marvelous, world-first technology in the Q50 to beam about—but it points to how Infiniti really has recalibrated its baseline with this model.

In short, we think the luxury brand is going to sell many more of these than it did the brand's G37 predecessor: because in addition to all that tech, it now feels like a true luxury car.

Bert Brooks, Infiniti's senior manager for product planning for the Q50 sedan (and the upcoming Q60 coupe version) admits that the lack of refinement was a common complaint from the previous car—and that to appeal to a broader base of customers this time (in addition to all the new Q50's performance and tech improvements) the company also wanted to provide much more of it, “and even another word that's sometimes taboo—comfort,” he quipped.

The most recent G was a sport sedan that we loved—and, at times, actually loathed. We loved it from the driver's seat, on a curvy road, for its crisp, communicative steering, great brakes, and well-sorted, balanced dynamics. It essentially offered the sensory thrills of a sports car, but with more practicality. But then there was the downside: namely, all the noise, vibration, and general coarseness from the road and the powertrain that made it feel less than luxurious—downright unpleasant, really, on some long highway slogs.

Enter the Q50, and Infiniti has seemingly covered all the abrasive parts of the former sedan's personality with a thick blanket while leaving the core charm intact. From what we could tell in an admittedly brief drive of the Q50 up and down I-95 and some New England backroads, it's (almost) all the personality we loved in the G, with some traits that are going to make your passengers much happier.

VQ37, but no more racket

Go for the Q50 3.7—powered by a 328-horsepower version of the familiar 3.7-liter V-6—and you'll no longer fault this powertrain for feeling too ragged and coarse. Although the engine itself hasn't changed, engineers put a lot of effort into smoothing and isolating, with new intake and exhaust manifolds, as well as other measures that aid drivability in the middle of the rev range.

The seven-speed automatic transmission has been refined a bit, too, but the big change is that it's been given a taller final-drive ratio. Infiniti has lost 50 pounds in the new car—mostly in the structure—and you take off from a standing start with plenty of verve despite the taller effective ratio. Lower revs in higher-speed cruising (less than 2,500 rpm at 75 mph) is the other big advantage—to contribute to the quiet inside and raise this powertrain's mileage up to 20 mpg city, 30 highway with rear-wheel drive.

Paddle shift controls are available, and you get nice throttle-blipped downshifts and remarkably little driveline shock. Overall, the 3.7-liter sings up its range with much more harmony than it ever did in the G. All-wheel drive will be an option in all Q50s. The manual gearbox is gone this year—it got thrown by the wayside in Infiniti's quest to put more refinement and technology into the Q50—but we're told it's not completely a lost hope for next year.

Very smooth, very responsive Hybrid

That said, we might just choose the Hybrid. It's heavier, yes, but it feels just as quick, with very well-coordinated throttle response and 360 combined horsepower with a special version of Infiniti's 3.5-liter V-6 plus a 50-kW motor system and a unique dual clutch-pack hybrid system (with a dry clutch fore of the transmission and motor system and a wet clutch aft of them) that effectively smooths out both shift shock and transitions in power. This is a system that can gently take off on electric power alone, or turn off the gasoline engine to 'glide' along down gradual expressway downhills. And with EPA ratings of 29 mpg city, 36 highway (and an observed 29 mpg over about 100 quick miles) it boosts real-world mileage in a way that Lexus' performance hybrid system doesn't.

There's only one respect in which the Hybrid doesn't quite measure up, and that's braking. The last bit before a complete, gentle stop is 'muddy'—that's the best way to describe it—but if you stop harder it's more precise.

Infiniti's new Drive Mode Select also helps make sure you get the driving personality right for the driving mood. With Standard, Sport, Eco, and Snow modes—as well as a customizable Personal mode—the system changes shift patterns, the sensitivity of the throttle, and even the Direct Adaptive Steering's effort and ratio.

True steer-by-wire—but not as binary as it sounds

Yes, you read that right. You can actually change the effective ratio of the steering. With what Infiniti believes is the world's first true steer-by-wire technology in a production model, driver input is carefully measured, converted to steering rack inputs, while feedback is relayed back to the steering wheel. Three different parallel processors provide lots of redundancy for safety, and if the system entirely fails, the steering column is clutched back into lock with the rack via a mechanical connection.

The other big advantage of this system is that it allows the steering rack to be hard-mounted—in a way that you would never be able to do with any kind of mechanical linkage. The system also has a set of complex filters that take out so-called dirty-noise vibrations while keeping some feedback from the road.

And the geometry of the rear suspension has been altered to provide a little more compliance. We’re not yet sure how that manifests in body control and dynamics, as our preliminary drive was on semi-residential, quite heavily patrolled New England backroads.

We drove both an Infiniti Q50S with no major option packages, as well as a Q50 Hybrid with Direct Adaptive Steering and found the systems to be very, very different in behind-the-wheel character. Infiniti seems to have reduced the effort of the much-loved base steering system while leaving the steering ratio rather quick, and the result is steering that feels great around town and on the backroads but needs frequent small adjustments at highway cruising speeds.

Opt for a car with Direct Adaptive Steering (on all Hybrid models, or optional on others), and you get from what we could tell on this short drive, nice weighting, and a mix of quick ratio when you need it and a longer one for the highway. Off-center, you do indeed get a feel of the road surface, although that disappears on center and the steering wheel feels a little too rudder-like and stoic—read, numb. Meanwhile a new Active Lane Control system makes it easy to glide along in your lane on the highway, with seemingly no small adjustments needed for the pavement surface or crosswinds—and the system uses a camera system to fine-tune your lane placement in an oddly unobtrusive way.

Yes, you can turn that lane system off—it helped on the highway, where we felt at times at odds with the adaptive steering—and the Q50 otherwise offers quite the mother lode of active-safety technology that should be there if and only if you're really getting into trouble. With Lane Departure Warning and Prevention, Blind-Spot Intervention, and an Around View Monitor with Moving Object Detection, is has you covered—in a less scolding way than the systems of just a few years ago.

Anticipating the vehicle ahead of the vehicle ahead of you

Otherwise of note is something called Predictive Forward Collision Warning, a world-first system that warns the driver of risks far ahead of what he/she might otherwise see—by sensing the second vehicle ahead, and warning the driver visually and audibly, while also tightening the seatbelt.

One other major debut in the Q50 is Infiniti InTouch—a next-generation infotainment system that will eventually be deployed on the brand's entire model lineup. In the Q50, it includes twin touch screens, with an eight-inch one up top and a seven-inch one below. A lower rotary/button controller on the center console also navigates menus in the top screen and can potentially bring up a menu of frequently accessed features.

By the system's logic, the lower screen is the first place to look for infotainment, while the upper screen is for driving-related information. And that's all supplemented by a five-inch screen in the middle of the gauge cluster.

From a first, very limited experience with the system—one in which we encountered some pre-production software niggles—we like what we see. This setup skips the confusion over which screen to use that we still find in Acura vehicles, as well as the lack of redundancy in many other German luxury models. You'll still find lots of hard buttons for climate and audio to press, if you prefer that.

More spacious, more comfortable; still a sport sedan interior

You'll also find a bit more space inside than you did in the G Sedan. With either the standard sport seats, or the ones with extendable side bolsters that much of the lineup gets, the driving position in front is great. And with both thinner front seats, plus side pillars moved forward just a bit (and slimmed, with more high-strength steel), there are a few more inches of rear legroom. Unfortunately what there isn't much more of is rear legroom (six-footers will still find headroom very tight).

The Q50 comes in base, Premium, and Q50S models; if you want the Hybrid you'll need to step up to the Premium or S—and even then it's $4,400 more than an equivalent Q50 3.7. With fully loaded models equipped with the Deluxe Touring and Tech packages stickering in the $60k range, the Q50 is no bargain.

What's missing from the lineup at this point are the more fuel-efficient, affordable models such as those available in the BMW 3-Series and 5-Series lineups, in the Cadillac ATS, and even in the Jaguar XF. Although Infiniti's offering a turbo four and a diesel in Europe, that's not yet part of the American offerings.

But virtually all the rest of the details are in place, and the Q50 is bound to make its way to more households than the G37—even if name recognition is an issue at first.

From a first taste, we have no doubt the new Q50 is engaging, packed with technology, stylish, and refined. Does it remain the best-handling (or one of the best) sport sedan in this class? We'll have to reserve judgment for some time on the track, or on mountain or canyon roads. For now, it's setting a great new direction for Infiniti's new sedans.

Algumas considerações:
No novo modelo, é possível manter uma conversa tranquila dentro do carro.

Agora parece um carro mais luxuoso, coisa que não acontecia no G37.

Parece ter a mesma personalidade que adoraram no G, incluindo agora características que agradarão aos passageiros em vez de apenas agradar ao condutor.

O motor evoluiu bem: está mais suave e mais propício a ser conduzido em médias rotações. Algumas alterações foram a nova admissão e o novo colector de escape.

A trasmissão foi aperfeiçoada, a relação final tem maior rácio. É possível viajar em baixas rotações a maior velocidade.

O motor "canta" agora de maneira mais harmoniosa que no antecessor.

O híbrido parece tão rápido quanto a outra versão testada, combinando muito bem o V6 de 3.5 litros de cilindrada com um motor eléctrico de 50 kW acoplados a uma exclusiva caixa de dupla embraiagem que suaviza muito bem a passagem de relação. Tem como contra a travagem.

A direcção do carro é excelente em cidade e estradas secundárias, mas exige alguns ajustes em AE.

O sistema de informação e entretenimento agradou, embora tivesse alguns bugs, possivelmente, devido a ser um carro de pré-produção. Este carro tem dois ecrã, ainda assim, ao contrário do que acontece noutras marcas, ainda há botões "físicos" na consola central para controlar o rádio e o AC.

A posição de condução está muito boa e o espaço aumentou em relação ao antecessor, o G.

Nesta primeira experiência, o carro mostrou-se envolvente, repleto de tecnologia e refinado.

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Imagens oficiais do Q50 Eau Rouge que vai ser apresentado em Detroit

The newly released Infiniti Q50 compact executive sedan that replaced the G sedan will be visiting Detroit and the 2014 North American International Auto Show on January 13 wearing a conceptual performance outfit.

Seen for the first time here in full dressing, the Q50 Eau Rouge Concept displays a dramatic body kit said to be influenced by Infiniti’s involvement in Formula One with partner Red Bull Racing.Infiniti stated that only the roof and door profiles remain unchanged from the production Q50, with the concept sporting a carbon fiber grounds kit, including front splitter, rear diffuser and side sill skirts, with the same material also making its appearance on the roof and door mirror casings.

The lowered study rides on 21-inch lightweight forged alloy wheels and features a new dual-exit exhaust sports system below a large integrated rear spoiler.
“From our shared passion for performance with Infiniti Red Bull Racing grew a collective desire to produce a vision of what a high-performance Infiniti Q50 could look like,” commented Executive Design Director Alfonso Albaisa.

“The design has a number of distinctive Formula One inspired touches. In particular, the sculpted front wing assembly and the rear aerodynamic packaging take their cues from the RB9 race car,” he added.

There's no word on the powertrain, but it is likely that the car continues to draw power from the North American model's 3.7-liter V6.