Infiniti Q60
Dramatic coupé really stands out. The question is whether there’s substance below the skin
INFINITI has struggled to make an impact in the UK, but the stylish new Q60 aims to get potential buyers into the brand’s small network of dealers. Combining head-turning design, hi-tech underpinnings and decent-value prices, the car has the raw ingredients to succeed. Here we test the entrylevel 2.0-litre turbo in £37,690 Premium Tech trim.
DESIGN & ENGINEERING
THE Infiniti brand doesn’t have much heritage in Europe, so it has tried extra hard to make the Q60 look as desirable as possible. On the whole, the results are successful, because the mix of flowing lines, sharp angles and eye-catching creases means the coupé never fails to attract attention on the road.
Underpinning the Q60 is parent firm Nissan’s FM platform, which also forms the basis of models such as the QX70 SUV and 370Z sports car. It allows a traditional front-engined, rear-wheel-drive layout, while the body is suspended by double wishbones at the front and a multi-link rear axle.
However, there are some hi-tech additions here, the most notable of which is the Direct Adaptive Steering. This set-up does away with a mechanical linkage between the steering and front wheels, and instead uses electronic sensors that process your inputs and remotely instruct the electric power steering rack. It’s an £800 option on 2.0t Premium Tech cars, but standard on the 401bhp 3.0-litre V6.
The cabin of the Q60 is a bit of a mixed bag, though. It’s well built using mostly high-grade materials, but the layout is a little haphazard. The worst offender is the double touchscreen for the infotainment, which is both tricky to use and features mismatched graphics. The high-set driving position also causes problems, because even shorter drivers will find their head grazing the roof lining.
At least there are few complaints about the level of kit, with sat-nav, leather, surround view camera and LED headlamps all featuring as standard.
DRIVING
ON paper, the 209bhp 2.0-litre four-cylinder has the least power of our trio, yet the Q60 had the measure of the Lexus at the track. For instance, the Infiniti accelerated from 0-60mph in a brisk 7.1 seconds, which was 1. 2 seconds faster than the RC 300h. And with peak torque of 350Nm being delivered at just 1, 250rpm, the Q60 delivers strong real-world pace.
It’s aided by the standard seven-speed auto, which is relatively slick and responsive. But there are no wheel-mounted paddles and the transmission can respond tardily to manual shifts using the gearlever.
Point the Infiniti down a twisting back road and it becomes clear the Adaptive Steering is a real Achilles heel. The set-up can adjust the system’s reactions, allowing less steering lock when manoeuvring at low speeds, or more to boost stability when travelling faster. Yet there’s absolutely no feedback and the weighting feels unnatural. Worse still, if you need to apply corrective lock in extreme situations, the set-up appears to freeze, ‘locking’ the steering momentarily.
Elsewhere, the Q60’s suspension struggles to contain body movement, while the stability control is slow to react in slippery conditions. Factor in the lifeless steering, and the Infiniti quickly saps driver confidence in slippery conditions.
The Q60 is quiet enough when cruising, but the adaptive steering is still unnerving. You can sense the front wheels subtly turning to counter cambers and crosswinds, but there’s no feedback through the steering wheel. The Infiniti also suffers from an inconsistent ride that more often than not sends road imperfections shuddering through the structure.
PRACTICALITY
MATTERS don’t improve for the Q60 when it comes to practicality. It’s the longest and widest car here, but is actually the most cramped inside. Access to the rear seats is awkward, while the packaging provides limited headroom. Even short passengers will feel cramped.
Lifting the tailgate reveals a 342-litre boot, which is a couple of litres bigger than the Lexus’s. The opening is large and the load bay is relatively free of intrusions. As in the RC 300h, cabin storage is limited. There’s a large glovebox and cup-holders front and rear, but the doorbins are narrow and the cubbyhole ahead of the gearlever is small.
OWNERSHIP
score INFINITI is very much a niche player in the UK market, and with so few sold, there weren’t enough respondents to our Driver Power 2016 satisfaction survey to draw many conclusions. However, many of the components used are tried and tested in other Infiniti and Nissan cars, while the small network of 14 dealers promises top-notch customer care.
In terms of standard safety kit, the Q60 leads the way here. All versions get six airbags, stability control and lane departure warning, while our Tech model adds features such as adaptive cruise control, lane keep assist and blind spot monitoring.
RUNNING COSTS
FOR showroom appeal, the Infiniti takes some beating. Not only does it undercut both rivals here on price, it also has far more standard kit; spec the A5 to the same level and you’ll have to fork out at least an extra £4,500.
The Infiniti will cost £925 in maintenance over three years, which is £10 less than the Lexus. Our sample driver will also pay the least for insurance, with a £684 premium. However, the Q60 has the weakest predicted residuals and will cost business users the most in Benefit in Kind tax.