Infiniti QX50 2018 Review
There’s nothing ordinary about the Infiniti QX50 – or not much, anyway.
That becomes clear 30 hours into a marathon four-flight journey to get to the Mongolian destination of our drive of the mid-sized SUV from luxury aspirant Infiniti, owned by Nissan.
It ends with a landing on a (bumpy) grassy strip of the Gobi Desert, our Cessna bounding to a halt as we soak up the vast surrounds of our destination.
Rather than America – the strongest market for the Japanese brand – our first taste of the car that will arrive here early in 2019 comes in one of the most sparsely populated countries on the planet, Mongolia.
It’s a bold step for a luxury wagon that is more soft-roader than desert cruiser.
- New tech engine
- Classy interior
- Bound to be priced right
- Drive-by-wire steering
- Brand cache still lacking
- Not as efficient as it promises to be
Is it right for me?
The QX50 will be right for many people because it sits bang in the sweet spot of the luxury segment – mid-sized SUVs.
Encompassing everything from the BMW X3 and Mercedes-Benz GLC to the Audi Q5 and Volvo XC60, those mid-sizers now account for the single largest market segment in the luxury space.
Can I afford it ?
Pricing hasn’t been confirmed but you can bet it’ll be within shooting distance of its prime rivals.
Even better, as a challenger brand in the luxury market, expect Infiniti to undercut its rivals, which kick off around $65-70K. Best estimates are somewhere around $60K.
While the range of the QX50 won’t be as broad as those competitor vehicles – expect two models, each available with two- or four-wheel drive - the QX50’s 2.0-litre turbo is playing in the volume part of the market.
What do you get for your money?
No word on what will be standard for Australia, although Infiniti has typically loaded its cars generously to try to stand out in the busy luxury space.
Sat-nav, smart key entry and leather should be part of the package.
All models come with the new VC-T engine, denoting variable compression ratio turbocharged.
We’ll delve into that in more detail later, but the sales pitch revolves around using technology to deliver V6 performance with diesel fuel consumption.
Infiniti is yet to announce details on models, but expect all to come with the latest active safety gear, including auto emergency braking and ProPilot Assist, which assists with steering, accelerating and braking on country roads.
How much does it cost to maintain?
Servicing costs haven’t been confirmed yet either, but don’t expect them to stray far from rivals.
Infiniti offers a pre-paid service option as part of its Infiniti Assure program.
Warranty coverage extends a year further than many competitors, too, at four years.
Is it well built?
The pre-production car we drove emerged from a factory in China, whereas our QX50s will come from Mexico.
Our QX50 was nicely put together and it's clear that attention to detail has been a major focus for the brand.
Whereas some Infinitis have whiffed of the Nissans they share components with underneath, the QX50 does a much better job at creating a luxury flavour.
Quality metal finishes and an interesting blonde wood sweep across the dash nicely complementing the stitched leather. Materials look and feel authentic and there’s an upmarket appearance all round.
Even the metal Bose speaker grilles add to the ambience.
The way components are put together is also great. Our only complaint being some creaking from the tailgate over the bumpy Gobi roads, most likely a product of its dusty desert life.
What are the Standout features?
The new ProPilot active safety system brings autonomous braking and driver assistance tech, all aimed at making driving easier and accounting for human error.
For those who like natural light there’s also the availability of a panoramic sunroof.
What does it have that others don't?
Innovation counts for so much in the luxury market and the QX50 arrives with some important ones.
The most significant is beneath the bonnet in the form of the VC-T engine.
In an era when luxury brands are steadily heading towards electric motors, Infiniti has pulled off what others have been working towards – the ability to alter the engine’s compression ratio, in turn improving efficiency.
It uses a clever mechanical system to adjust where the piston operates within the cylinder, in turn subtly changing the capacity of the engine (by just 27cc, or about one teaspoon per cylinder). That change can vary the compression ratio from 14:1 to 8:1, the latter used in high performance scenarios.
The QX50 also gets a steer-by-wire system, which employs a digital system to control which way the wheels turn. Yes, there’s a mechanical backup in case the electrics give up, but for everyday driving the way the front wheels are facing is left to a computer.
Those wanting more fizz elsewhere can look to the excellent Bose sound system. It uses a noise cancelling system for the 17 speakers, something all about lowering engine and tyre noise.
How practical is it?
It’s a sensible size, which gives it a big tick on the practicality stakes.
We also like that Infiniti has forged its own path with its infotainment system and interior presentation, rather than copying others.
That said, we’d prefer the two infotainment screens were combined into one large touchscreen – at the very least for a cleaner visual.
At least the smattering of buttons makes for easy navigation between the various functions.
Is it comfortable?
Snug and supportive seats work well for bouncy drives, something we have plenty of experience with.
The five-seat SUV also has suspension that deals well with big thumps, the body control appreciated over the Gobi’s challenging terrain.
It’s quiet, too. The QX50 gets noise cancelling as part of the Bose sound system, something that counters certain frequencies for a calmer cabin.
It’s certainly a quiet interior, although you’ll still hear mechanical components going about their business.
Easy in, easy out?
By SUV standards the QX50 is easy to live with, its raised body easy to access.
An electric tailgate makes accessing the luggage area easier, although very tall people may prefer it to rise a fraction higher.
The boot is broad and spacious and there is a small under-floor storage area.
Space and versatility?
The QX50 boasts a generic five-seat SUV layout that offers respectable head room (even in the rear with the panoramic sunroof fitted to our car) and a generous boot.
The back seat can also slide forward and back, allowing a trade-off with luggage space.
The floor in the back has a small central hump but otherwise provides good space for feet, which can easily slide under the driver’s seat. Rear legroom is also thoroughly respectable.
What's the engine like?
To drive, you’re never aware of the trickery going on within, the V-CT engine seamlessly adjusting depending on how hard you press the throttle.
Press the centre-mounted start/stop button and it fires to life quietly.
Select Drive on the stubby electronic gear selector and it shuffles forward.
Once underway the 2.0-litre four-cylinder turbo works beautifully.
There’s no sense that anything dramatic is happening beneath the domed bonnet.
Instead, it’s an effortless rush of torque, the 380Nm peak arriving at 4400rpm.
Keep accelerating and it revs closer to 6000rpm, the punchy 200kW shifting things forward with enthusiasm.
It’s a brisk engine and one characterised by its solid mid-range pull.
Less impressive is the CVT, or continuously variable transmission, which steps through pre-set ratios during hard acceleration.
The infinitely adjustable automatic transmission takes a second or two to wind up, the hesitation dulling that otherwise impressive acceleration. It’s particularly noticeable during three-point turns, where it appears to need some thinking time to get things right.
How much fuel does it consume?
Low fuel use is the party trick of the VC-T engine.
That said, official European fuel use is 9.0 litres per 100km, which is nothing super special.
We also didn’t get to give it a full test, in part because of our unique conditions. All our driving was on loose gravel and sand surfaces and involved lots of accelerating and braking to dodge dips and humps.
So, while we saw double-digit fuel figures on the trip computer, we’ll reserve judgement until a more realistic test.
Is it enjoyable to drive?
Sure, the QX50 drives all four wheels (or, at least, ours did; there will also be front-wheel drive versions).
But it’s more about getting to the snow without having to worry about chains or traversing a muddy carpark, not tackling remote deserts, which was all we attempted in Mongolia.
For that reason, we’re reluctant to go into details – mainly because the type of driving we were doing is not conducive to increasing the knowledge base. Our car was also fitted with chunkier off-road tyres that inevitably alter how it behaves.
Plus, we only ever drove on poor quality gravel roads.
The loose surface appeared to amplify the already light steering – it’s a steer by wire system with various adjustments - although it’s accurate in its responses.
Agility is always part of the QX50 equation, its stiffer new architecture contributing to the sense that it will be competitive in its class.
Independent suspension dealt admirably with the big dips Mongolia can abruptly throw up, the body well controlled.
Does it perform as you expect?
On the surface, the QX50 looks and feels like so many mid-sized SUVs, albeit with a Japanese flavour.
But its petrol engine is strong, providing clean, crisp performance with the promise of respectable consumption.
Combined with an elegant interior it makes for a more pronounced personality. In a market dominated by established luxury brands – most doing a great job – that’s crucial.
The worthy technical armoury beneath the bonnet confirms the QX50 as the most convincing Infiniti to date.
The biggest challenge for Infiniti will be getting buyers to include it on an increasingly crowded luxury shopping list.
At least it has technology on its side.