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The 2002 Infiniti Q45. More than your average Japanese luxury sedan.
(Photo courtesy of Infiniti)
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Much like the abode of a Malibu-residing celebrity, the interior is airy and bright.
(Photo courtesy of Infiniti)
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We were hard-pressed to find anyone who was smitten with the exterior looks of the car.
(Photo courtesy of Nissan Motors Corporation Inc.)
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Road Test: First Drive Test
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Mind Your Ps and QsFirst Drive: 2002 Infiniti Q45
Mind Your Ps and Qs
By
Liz Kim
Date posted: 04-11-2001
"Whoever dies with the most toys wins," uttered some poor schlub before winding
up as petunia mulch, just like all the poor schlubs before him.
If all super luxury sedans retired into that big well-lit garage in the sky within,
oh, we don't know, the next month or so, the 2002 Infiniti Q45 would certainly
sport the victorious laurel of the horsepower race (save for specially massaged
or supercharged engines such as those found in Mercedes' AMG, BMW's M or Jaguar's
R versions), with 340 ponies and 333 foot-pounds of torque readily available for
your flogging pleasure. This represents a 74 horsepower and 55 ft.-lb. improvement
over the powerplant of the previous Q.
When the Q45 was first introduced in 1989 (along with the Infiniti nameplate),
it was hailed as an alternative to Bavaria's finest; indeed, it was a luxury car
geared toward the driver, with a promise of performance and driving pleasure over
opulence. As sales numbers dwindled, Infiniti fattened up its flagship sedan in
1994 and 1997, emphasizing comfort over sporting capability. But did America need
another wallowy luxury vehicle? Infiniti has once again revamped its flagship
sedan's image and now extols the Q45 as an example of the company's commitment
to return to its athletic roots, proclaiming, "The 2002 Q is to Infiniti what
the Z is to Nissan."
Its closest competitor is the 2001 Lexus LS 430, equipped with a new engine producing
290 horses. Other rivals include the Mercedes-Benz E430 with 295 horses and the
BMW 540i with 282 ponies. Of course, horsepower doesn't mean much if it has a
big, fat, heavy load to carry around. However, the Q, weighing in at a relatively
svelte 3,801 pounds, has the competition pinned in this respect, as well. Each
pony hauls 11.2 pounds of metal, whereas the horses of the Benz engine carry 12.7
pounds, the Bimmer 13.3 and the Lexus 13.6.
We had a chance to preview the new
Q in the parched topography that is Arizona. While the sheer number of horsepower
is mighty impressive on paper, and likewise scoots you along with alacrity, the
4.5-liter, 32-valve V8 doesn't feel like a 340-horsepower engine. A vehicle powered
by 300 or more horses ought to possess a sense of heart-pounding action, but the
Infiniti lacks the fervent pull that characterizes a high-output engine. While
published numbers state that 0 to 60 acceleration times can be achieved in 5.9
seconds, we're looking forward to testing it ourselves. A possible explanation
for the Q's lack of "pin you to the seat" demeanor is its final gear ratio of
2.764, compared to the peppier-feeling Lexus' 3.266. Furthermore, transmission
kickdown was sludgy when left in automatic mode (an automanual mode is available).
We attributed this to a preproduction glitch and were assured by company representatives
that the fuzzy logic, software-programmed system would be tweaked in the production
models.
But don't take this to mean that the car feels slow or underpowered. The Q's engine
still provides for a heckuva lot of fun, especially with its sonorous, mellifluous
exhaust burble, which makes its presence known in the upper rpm ranges. Quarter-mile
numbers should be impressive, and even though the automanual shifter is the kind
that shifts for you if you forget to switch gears, it emphasizes Infiniti's desire
to view the Q as not only a luxury vehicle, but also as a sport sedan, a car that
caters to the needs of the driver as well as the passengers.
To quantify its position, Infiniti took us out to Phoenix International Raceway
for a demonstration of its flagship sedan's sporting capabilities. Fun for us
hotlap-lovin' yahoos, but the front-strut, rear multilink setup of the Q45 didn't
quite feel at home on a racetrack, lacking true sport athleticism and tossability.
Go ahead and ante up $1,500 for the Sport package (which includes 18-inch wheels
and special trim pieces), and Infiniti will be thoughtful enough to provide an
active damping suspension, allowing the driver to switch between sport mode and
auto mode. The differences between the two are obvious, with the auto mode allowing
for a supple, fluid, albeit slightly wallowy ride. The sport mode is still compliant,
but a bit harsher on bumps. The trade-off is that it keeps the car level in the
twisties; we enjoyed the Q's performance over that of its Lexus counterpart (also
equipped with the sport suspension), especially on curvy asphalt, where we suspect
the Q's lighter weight paid dividends.
We asked Infiniti engineers why they decided to go with struts rather than a more
sophisticated (and expensive) double wishbone configuration; they replied that
MacPhersons save space and weight, and, besides, "BMWs use struts." Well, the
Q is no BMW, but we found its road manners on public roads perfectly lovable nonetheless,
remaining surefooted and balanced on the curvaceous Highway 87, a roundabout route
between the arid valley of Phoenix and the violent, scarlet landscape of Sedona.
We drove a Q with the 18-inch wheels, shod in low-profile V-rated all-season tires.
A full-sized spare is a $180 option, and run-flats will soon be available as an
option, as well. When queried as to why such a powerful car wasn't equipped with
more befitting Z-rated rubbers, Infiniti reps hemmed and hawed, stating that it
was a last-minute decision and that American consumers don't usually maintain
triple-digit speeds. Hope this doesn't mean the next Z (remember, Nissan's spiritual
brother to the Q45) will also be equipped with second-tier rubber.
On the lonely highways of Arizona's high desert where road signs suggested that
we slow down to 70 mph for the curves ahead, we did manage enough speed to confirm
the Q45's stability and composed demeanor. The car was firmly planted to the road,
and nary a rattle or vibration disturbed its occupants. Initial impressions were
that the cabin was even quieter than that of the Lexus, if that's possible.
Flying along under the relentless Arizona sun is where the relationship between
the Q and this driver slowly but inexorably shifted from mere acquaintanceship
to something more akin to genuine affection. The automatic climate control cooled
the cabin to a comfortable 68 degrees, Sonny and Cher were crooning about holding
hands, and the navigation system showed exactly where we were going. Life was
just a bowl of cherries.
Even during a sudden downpour during the mountainous portion of our route, navigating
the Q45 was done with confidence and security. Between the Vehicle Dynamic Control
(VDC); a stability control system; the Electric Brake Distribution system, which,
after taking into account load condition, evenly doles out stopping force; and
the Brake Assist that reduces brake effort in emergency situations, the car almost
felt invincible on the slippery road. And even if one were to get into trouble,
a phalanx of passive safety systems -- amongst them dual-stage front airbags,
seat-mounted side airbags and side curtains for the front and rear passengers
-- stands ready to sacrifice themselves for the protection of the Q's passengers.
The front seats also feature active head restraints
The Q, at 199.6 inches, is 3 inches longer than the LS 430 (although its wheelbase
of 113 inches falls 2.2 inches short of the Lexus), but its turning circle is
a slender 36.1 feet, compared to the still-impressive 37.4 feet of the LS. The
steering rack responds immediately, but it lacks road communication and feel due
to its overboosted nature. However, likely buyers will be pleased to find that
it takes little to no effort to pirouette the car into a tight parking space.
Those same buyers would be hard-pressed to leave the luxurious interior of the
Q. Perhaps it's in the elegant analog clock, its use of vibrantly hued, high-quality
materials or the supremely comfortable 10-way power seats with lumbar controls,
but the Q45 imparts an ineffable sense of harmoniousness that reeks of affluence
(although some of the trim pieces, such as the overhead sunglasses bin composed
of shiny hard plastic, and fit-and-finish, such as a loose center console cover,
were summarily dismissed as preproduction anomalies). With copious wood, brushed
aluminum accents and a simple instrument cluster, the interior of the Q is airy,
light and spacious, and a welcome departure from your run-of-the-mill Japanese
luxo-sedans.
Elegant and simple? Visually, yes. But in reality, this philosophy leaves something
to be desired. Many of the Q's basic features are controlled by a joystick, or
what we fancy to be a spooky eyeball (like that of Christopher Walken) lolling
around in its socket. We feel this control system is imprecise and somewhat awkward
to use. When we asked Infiniti product developers why they didn't go with a touchscreen,
they replied that such screens are not only more expensive to produce, they require
a level of hand-eye coordination that is more distracting to the driver. They
admitted that the toggle switch isn't the best design, but said that a newfangled
rotating ball, akin to that of a computer mouse, mounted near the center console
or the steering wheel is in development; until then they've sworn off touchscreens.
Don't feel like bothering to reach over and fiddle with the joystick? Infiniti
has imbued the new Q with a voice-activated control system. Simply press the steering
wheel-mounted button with the picture of a nice talking face and an ear-splitting
squawk will tell you that the system is listening. You can give it commands to
alter the temperature setting, the stereo system and some of the navigation functions.
Voice Recognition is a standard item in the Q45, as is a 300-watt eight-speaker
Bose sound system with a six-disc CD changer (which is rather unceremoniously
stuffed into the glovebox). Also, a 5.8-inch screen displays the trip computer,
which includes fuel economy and such, and even reports on tire pressure. Get the
Premium package, and the screen expands to 7 inches.
It's a good thing that the interior is so handsome; it makes up for what is by
all accounts a tepid silhouette. Nearly every civilian queried stated that while
the Q does look upscale, it doesn't necessarily exude premium-brand-ness. Its
horizontally slatted grille is somewhat overwrought, and the character lines flowing
throughout the body are too subtle to leave any lasting impression. Although Infiniti
claims that it sought to evoke the image of a crouching animal ready to leap into
motion, we found that it lacks the sexy, assertive lines of some German luxury
sedans. Its trunk space of 13.7 cubic feet is also lacking, which is strange given
its length and somewhat excessive rear overhang. Comparatively, the LS 430 offers
20.2 cubic feet. Finally, the car suffers the indignity of gooseneck trunk hinges;
a strut-type hinge would be more beneficial and appropriate for a vehicle meant
to compete on the world's Super Luxury stage.
"Its headlights are real purty, though," was the resounding opinion. They certainly
are noticeable, with gargantuan lenses, several light distributors and a seven-bulb
xenon setup that composes the most powerful headlamps on a production vehicle.
No foglamps are necessary on these babies; they light up the night like Shea Stadium.
The level of the beam is manually height-adjustable so that the driver in front
of you won't curse your progeny as she's blinded by the reflection in her rearview
mirror.
Opt for the $8,000 Premium package (quite a bargain) and your rear passengers
will be treated to heated seats and manual side and power rear sunshades, plus
their own set of air-conditioning and stereo controls, as well as seat bottoms
and seatbacks that move fore and aft. It lacks the ventilated seats (which are,
by the way, quite a marvelous treat for sweat-prone drivers) and the Dynamic Cruise
Control of the Lexus (the latter will be available on the Q in late August/early
September of 2001), but contains other standbys such as the active damping suspension,
the 18-inch wheels of the sport package and DVD navigation system.
Plus, you'll get the cool rearview monitor. At first it seemed like more of a
piddling trifle, a vanity with which to lure geeks who hang around The Sharper
Image. After she spent some time in the car, however, it grew on this driver,
who escaped a ding on the rear bumper from a short trashcan while navigating a
Chevron station. The color image on the navigation screen is supplied via a camera
mounted on the top left corner of the rear license plate frame; also on the screen
are two trapezoidal lines, which take into account the convex nature of the picture
and allow drivers to gauge the distance between their bumper and a stationary
object. Furthermore, both rearview mirrors tilt down when reverse gear is selected,
though you can opt to disable this feature.
All this and the MSRP for the base model is $50,500, which bests the Lexus' price
by $3,505. Load the Q up with all its goodies, and it will still come in under
60 grand. Preee-ty slick.
Infiniti is going for the brass ring of consumers: educated professionals in their
30s and 40s with an income of $200,000-plus (hey, Infiniti, when you find out
where they hang out, could you relay that information?). With a humble production
number of 9,000 to 10,000 units for this model year, the company is hoping to create
enough buzz and demand to whet consumers' appetites and have them clamoring for
more. Infiniti has forged an excellent alternative to the Lexus-Mercedes juggernaut
and deserves your consideration before your next luxury car purchase.
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