The G-spot

[hotrodalex]

I made the mistake of ripping some clear plastic wrapping in the inside of my old Saturn's door. Didn't think it did anything and it was much easier to put everything back together afterwards. Wasn't until I drove in it that I realized it blocked wind from coming in through the inside door handle assembly. Oops.

[Soup DeVille]

Mine just has cowl shake.

Mine has more than yours. But, to the point more; the warm weather made most of the rattles go away.

[GoCougs]

Have a Q50S AWD as a service loaner for a couple of days.

The good...
Ride/NVH:  Despite being the Sport model with 19" rims and run flats rides much better and has much less road noise than my non-Sport G37 with 18" rims and non run flats.
AT:  I am shocked at the responsiveness - below about 1/3 throttle it's the typical POS slushie AT but anything more than that and manual shifting rivals the DSG I drove in the GTI - immediate and crisp and hard.
Interior:  Much much better put together than the G.
Styling:  It's grown on me, and I actually quite like it, esp. the rear 3/4 view.
Handling:  Definitely can take a curve faster than my G (albeit it's not a Sport).

The bad...
Infotainment:  A goddamned mess. Too much to go into any great detail but TWO touch screens, laggy, duplicate info, etc., etc. A sad case of design by a committee of mediocre UX/UI types.
Gauges:  Also a goddamned mess but not as bad. Simply too much stuff on the dials and on the TFT display between dials.
Acceleration:  Not any quicker than my G.
Price:  $52k MSRP and that doesn't include one major option package ($3,100 for some goofy interior upgrade).

[MrH]

I really like the styling except for that gaudy, chromed out kink in the C-pillar. That's awful. It's even worse on that SUV they've got now.

[MexicoCityM3]

Have a Q50S AWD as a service loaner for a couple of days.

The good...
Ride/NVH:  Despite being the Sport model with 19" rims and run flats rides much better and has much less road noise than my non-Sport G37 with 18" rims and non run flats.
AT:  I am shocked at the responsiveness - below about 1/3 throttle it's the typical POS slushie AT but anything more than that and manual shifting rivals the DSG I drove in the GTI - immediate and crisp and hard.
Interior:  Much much better put together than the G.
Styling:  It's grown on me, and I actually quite like it, esp. the rear 3/4 view.
Handling:  Definitely can take a curve faster than my G (albeit it's not a Sport).

The bad...
Infotainment:  A goddamned mess. Too much to go into any great detail but TWO touch screens, laggy, duplicate info, etc., etc. A sad case of design by a committee of mediocre UX/UI types.
Gauges:  Also a goddamned mess but not as bad. Simply too much stuff on the dials and on the TFT display between dials.
Acceleration:  Not any quicker than my G.
Price:  $52k MSRP and that doesn't include one major option package ($3,100 for some goofy interior upgrade).

How did you find the steering? Did this one have the  new steering by wire? I think the G37 had the best steering in the segment from when I tested one (it was a RWD G37S though).

[hotrodalex]

What up with that wheel gap up front?

[GoCougs]

How did you find the steering? Did this one have the  new steering by wire? I think the G37 had the best steering in the segment from when I tested one (it was a RWD G37S though).

This didn't have the steer-by-wire option (I drove a Q50 prior for a bit of time that had it - not good at all). It was a bit duller and heavier vs. the G37 RWD (which I find to actually be quite light).

[Laconian]

G37 steering effort varies tremendously depending on the wheel weight. It's pretty meaty with the OEM 19s, too light with the 17s.

I thought that SBW was standard on the Q50. Seems like it would be costly to design a car to handle two completely different steering systems.

[afty]

The steering in my G35 is quite heavy, and I like it a lot. Mine is the sport RWD with 18" wheels.

Cougs, I think your G is a lemon. Mine feels very solid at 84k miles, no rattles, still rides well. Driving home the other day, I was thinking how great it felt for a car with that much mileage.

[Laconian]

Cougs bought his from a rental company, those miles were probably harder on the car than ones put on by a single owner.

[GoCougs]

Uh, I bought it as a certified car from Kuni Infiniti. Infiniti routes all their exec cars through lease agencies, which is what this car was. No amount of "harder" miles will wear out door locks .

Meh nah, not a lemon. All my issues are well known and most G service loaners have had the same issues in varying degrees as my car save for the door lock issue. Even the Q50 had some of the same issues (some rattling in the overhead sun glass door area). Plus, unlike you guys, no bad brakes or bad transmissions or bad AWD/traction control systems here (yet) .

The G is a Nissan at the end of the day, and Nissan has never been very good with refinement. The G is a great car at its price point, but it's just a Nissan trying to play a luxury car. Big motor, good styling, short on refinement.

[SVT666]

Since none of us have had the kinds of problems you've had, I would say you got a lemon.  It happens. 

[Rich]

Cougs bought his from a rental company, those miles were probably harder on the car than ones put on by a single owner.

Since none of us have had the kinds of problems you've had, I would say you got a lemon.  It happens. 

[Lebowski]

Rental cars really take a beating.

[hotrodalex]

When I have a rental I always go off roading and repeatedly lock and unlock the car from 30 feet away just for fun.

[Laconian]

I wonder how you'd respond to a N54 BMW. The forums are packed with tale$ of woe.

[GoCougs]

I wonder how you'd respond to a N54 BMW. The forums are packed with tale$ of woe.

Not well, not well at all. I'm obviously anal when it comes to my cars, scared by having owned so many crappy cars in the past. I know ALL things wrong with any car I own or even drive. I'm just built like that.

In all seriousness unlike the other G 'SPINners I've had the least trouble - no problems with tranny, brakes, or TC/AWD. And I do like the car, and it suits me well for all the stuff I do with it, it's just not perfect.

[Laconian]

I don't think perfection is a realistic goal given the car's performance and price point, though.

[MexicoCityM3]

I wonder how you'd respond to a N54 BMW. The forums are packed with tale$ of woe.

Methinks this is overblown by now. Glitches with the N54 have by now been fixed. It's no longer even for sale. Worst case is fuel pump + injectors and you're done for a lot of miles. And no engine is smoother in the class.

Plus, you can get an N55 too which is better.

[Laconian]

I found the source of my rattling - a quarter kicking around in a plasticky section of the trunk.

[GoCougs]

In the new C&D they got a Q50S with a $4k big wheel/tire pkg (i.e., more traction) 0-60 in 4.9 sec and 1/4 mile in 13.5 sec @ 104 mph and it was still a bit traction limited...

The Q50/G37 is just a better transmission away from being notably quicker and more entertaining (better ratios, better shifting).

[afty]

Here's the link to the C/D article.  They liked it a lot better without the artificial steering.
http://www.caranddriver.com/reviews/2014-infiniti-q50s-37-test-review

Their Q50S stickered at $51k though, which is pretty ridiculous.  A comparable G37 would have cost in the low 40s.

[68_427]

What is it?
Infiniti's four-door retort to the likes of the Audi RS6, BMW M5, Jaguar XFR and Mercedes-Benz E63 AMG – the rapid Q50 Eau Rouge.

First unveiled as a so-called concept at the Detroit motor show back in January, the four-wheel drive performance saloon, which runs a modified engine from no less a car than the mighty Nissan GT-R, is the brain child of former Infiniti president, Johan de Nysschen, now residing at Cadillac.

Originally assembled as a styling model to test public reaction to plans to take Infiniti into the performance arena with a car developed in partnership with Red Bull Racing, the Q50 Eau Rouge has now been progressed into a road going prototype.

Following a debut at the Goodwood Festival Of Speed at the hands of Christian Horner, is now being considered for low volume production, with on-going feasibility studies aiming to place it into UK showrooms by 2016.

Development of the new car's mechanical package is being overseen by Northants-based Ray Mallock Limited, whose road car department has been commissioned to carry out both early conceptual engineering and testing before an expected green light later this year.

The starting point for the fastest ever production based Infiniti is the standard Q50, although the changes clearly run deep. This is immediately obvious the moment you see the Q50 Eau Rouge up close. Infiniti's designers have given it an added dose of visual aggression in line with its extended performance potential.

At the front there's a new carbonfibre bumper with added structuring around the grille and an F1 inspired carbonfibre twin plane splitter element, instantly differentiating it from the standard Q50.

The fenders have been beefed up to accommodate the widened tracks and there are extravagant looking sills that incorporate extractor ducts for the front wheelhouses to reduce pressure build up at speed and provide an added cooling effect for the front brakes.

At the rear, there is a new carbonfibre bumper housing a central LED stop light from Red Bull Racing's RB9 F1 car, as well as two large stainless steel tail pipes. The Eau Rouge also gets a unique boot lid aimed at increasing downforce without the need to resorting to a separate spoiler.

Further aerodynamic developments are in store, according to Infiniti, including an even larger boot lid for greater downforce as well as additional panelling to smooth under-body airflow.

To provide the Q50 Eau Rouge with the necessary firepower to see it challenge the lofty acceleration claims of its keener performance saloon rivals, Infiniti's engineering brain trust has looked beyond the standard Q50 S's 3.7-litre V6 petrol engine.

"We considered using a powered up version of the Q50 S engine but after an initial investigation by our engineers decided it didn't provide the necessary scope to deliver the sort of power and torque we were looking to provide the car," says Ray Mallock Limited engineer, Tom Snowball.

Taking its place under the bonnet is the highly distinguished twin-turbocharged 3.8-litre V6 petrol unit from parent company Nissan's current GT-R.

Sat on lightly modified mounts and boasting a heavily redesigned inlet manifold and intercooler unit packaged to suit the tighter engine bay dimensions of the Q50, the aluminium and magnesium engine has been tuned with bespoke mapping to endow the Eau Rouge with stout 552bhp and 442lb ft of torque.

The heady reserves are currently sent to all four wheels via a modified version of Infiniti's six-speed automatic gearbox – if only for lack of any suitable alternative.

Earlier plans to provide the new car with the GT-R's faster shifting six-speed dual clutch transaxle were ditched due to packaging concerns. Infiniti was keen to ensure the Q50 Eau Rouge retained sufficient accommodation in the rear – something it says would have been heavily compromised had it gone with the dual clutch solution.

To see it cope with the wholesale lift in power and torque, Infiniti has extensively modified the four-wheel-drive system, although it is still very much in an early state of development.

Underneath the skin – a mixture of steel, aluminium and carbon fibre - is a largely unique chassis. Among the myriad changes is a 100mm increase in the width of the front and rear tracks. Combined with a 15mm lowering in ride height up front and 20mm lowering at the rear, the Q50 Eau Rouge a much more planted stance than its standard sibling.

Further changes include special lightweight components, larger anti-roll bars front and rear, firmer spring and dampers, while a set of 20-inch wheels shod with a set of sticky 225/35 profile Pirelli P-Zero Corsa tyres reside underneath the widened fenders, adding to the assertive appearance.

What is it like?
A handful of laps on Millbrook's demanding hill circuit reveals the Q50 Eau Rouge is already far more than just a mere collection of ideas thrown at a concept whose primary role is to look good on a motor show stand.

Instead it transpires to be a fully functioning prototype that has been engineered to a level of maturity that makes it sufficiently advanced to be considered for production.

From the outset, it is the engine that steals the show. Serving up 224bhp and 173lb ft more than the standard Q50 S's turbocharged 3.7-litre V6, the returned GT-R powerplant endows the Q50 Eau Rouge with truly serious pace – the sort that should see the production version closely challenge rivals a straight line tussle.

Infiniti's in-house performance targets pitch the Q50 Eau Rogue well into the sharp end of the performance saloon ranks, with a 0-62mph time of "less than 4.0 seconds" and a top speed "pegged at 180mph".

With a four-wheel-drive system providing impressive levels of traction off the line, it launches with great bravado and delivers huge on-boost in-gear shove on a planted throttle.

With a kerb weight of 1825kg, the one and only prototype in existence right now is still above Infiniti's target weight of 1800kg, partly due to it retaining a steel roof and glass sun-roof – which are planned to be replaced on the production version by a carbonfibre structure.

It is not quite as quick nor anywhere near as aggressive in character as the GT-R, but that's not Infiniti's aim. What it is seeking is a more refined driving experience in line with a more mature customer base.

Inevitably, though, there are areas that require further fettling before you could describe it has being fully fit for the showroom.

Throttle response is tardy at the lower end of the rev range. Given the level of turbocharger boost pressure this is no real surprise.

Although Infiniti argues it is more to do with the fact that it has been forced to reduce the torque loading of the engine to suit the gearbox, which is limited to no more than 442lb. "We're looking at alternative gearboxes that can handle more torque," says Snowball, suggesting Infiniti's close engineering ties with Mercedes-Benz may provide an answer.

If the Q50 Eau Rouge's ability to tolerate being flung around Millbrook's most demanding piece of bitumen at high speed without surrendering its authority is any guide, the chassis tuning of what is shaping up as its future performance flagship is already heading in the right direction.

The steering, which has reverted back to an electro-mechanical system after initially sporting the fully electric arrangement used on the Q50 Hybrid, is encouragingly direct, conspicuously quick and nicely weighted. There are enthusiastic turn-in traits and with quite a bit of initial front-end bite it manages to carry an impressive amount of speed up to the apex.

Infiniti has tuned the Q50 Eau Rouge's four-wheel-drive system to provide a nominal 50:50 drive split front to rear in a move aimed at achieving neutral handling characteristics. In high-speed corners it is very impressive.

Taut damping and anti roll bars measuring 32mm up front and 20mm at the rear helps provides great body control, and there is plenty of purchase from those sticky Pirellis once you're committed.

In tight corners, though, and the sheer potency of the drive forces being deployed by the front wheels eventually overcomes the purchase delivered by its grippy tyres on a loaded throttle, leading to a touch of understeer and the intervention of stability control when you push hard at the exit. Still, given the customer base Infiniti intends to pitch the car to, it is probably the right way to go.

Development work is already underway to determine whether the car may benefit from a slightly more rearward bias of drive, or perhaps more advanced mapping to speed up the apportioning of drive between the front and rear axles as grip levels vary, although a final decision is yet to be made.

Ray Mallock Limited is yet to fully sort the finer points of the springing and bushing, although an earlier test session by Sebastian Vettel was aimed at providing feedback on the overall set-up.

The Q50 Eau Rouge prototype didn't much like low frequency bumps and the front end is particularly sensitive to changing surfaces, but these should be ironed or at least minimised out by the time it reaches production.

Should I buy one?
It is still early days for the Infiniti Q50 Eau Rouge, but its potential is already clear. As an engineering mule, it is very a temping proposition.

The mission now is to further refine its driveline, sharpen its responses and cut its weight in an attempt to raise its already heady performance in anticipation of it heading into production.

If and when it does receive a definitive green light from Infiniti decision makers – which is something that is appearing more and more likely by the day – it is going to take at least another 14 months before we're likely to see it head into showrooms, according to those presently involved in its development.

The vital ingredients of what promises to be a quite a special performance car are pretty much all in place. Now all it needs is someone with daring to make it happen. Over to you Infiniti.

http://www.autocar.co.uk/car-review/infiniti/q50/first-drives/infiniti-q50-eau-rouge-prototype-first-drive-review

[SVT666]

The hood vents and front clip are a bit much. 

[hotrodalex]

The hood vents and front clip are a bit much. 

A rear lower fascia. They're not terrible, but a little ricey.

Still my favorite design, much better than the previous G's. Too bad about the name.

[GoCougs]

Meh, not a huge fan. Don't like the talk about using the POS A/T, esp. having to curtail torque because it's weak.

Shame, the poseur class sucks that much more. The last great cars were the G37 and S4.

[veeman]

Infiniti has close engineering ties with Mercedes Benz?  That's what the article said.  Why?

[veeman]

Oh.  Typed before I googled.  They share an engine factory in Tennessee.  That's kind of odd. 

[Rich]

Infiniti Q50 Eau Rouge - the 'GT-R saloon' | evo REVIEW

[GoCougs]

Jesus, way too much mic on the paddle shifters...