POWER OF A TURBO FOUR, DIESEL- LIKE EFFICIENCY
REVOLUTIONARY ENGINE DOESN’T OVERSHADOW THE OPULENCE AND PERFORMANCE OF THIS LUXURY SUV
LOS A NGELES • Infiniti’s crossover transformation continues with the 2019 QX50, which follows hot on the heels of the refreshed QX80. The l atest crossover picks up on the styling cues first seen on the QX50 concept and QX Sport Inspiration. It’s an aggressivelooking piece that’s pretty much new from the rubber up: new platform, new interior and a first for the new powertrain.
The rework was needed because of the shift in consumer preference. Ten years ago premium crossovers commanded 34.2 per cent of the market compared with 65.8 per cent for upscale sedans. Today, the numbers are reversed, with premium crossovers accounting for 61.2 per cent of the market. As such, getting the rework wrong was not an option.
Behind the strong outward visage sits a cabin that’s first class all the way, with real suede inserts, wood accents and buttery leather wrapping just about everything on the QX tester. The layout mirrors that of the Q50 sedan, with two colour displays taking pride of place. The upper screen looks after the infotainment and navigation functions, while the lower looks after a number of apps, including Infiniti’s InTouch suite. It is a co-ordinated approach that’s mastered quickly.
The QX50 will be offered with all of the expected driver-assistance systems, which now fall under the ProPILOT umbrella. The list includes everything from predictive forward- collision warning to blind- spot monitoring. Touching a blue button on the steering wheel activates the lot. The various systems then all but drive the QX as long as the driver is holding the steering wheel — but take your hands off and it gets somewhat ornery!
Comfort and utility are also well up there, with the Infiniti’s “Zero Gravity ” seats providing both comfort and lateral support on the drive route north of Los Angeles. Move rearward and there’s decent rear- seat space and a cargo area that can be customized by sliding the rear seat back or forth by 150 millimetres. It delivers between 895 and 1,048 litres of space with the rear seats upright and 1,699 L with them folded flat. There’s also a large underfloor bin and a privacy cover to keep prying eyes off anything stored in the back.
The biggest change is found in the world’s first production variable compression- ratio engine. The 2.0- L VC- Turbo allows a compression ratio anywhere between 8: 1 and 14: 1. When running on the low compression ratio, the turbo blows a gale to deliver V6- like performance. At the opposite end, the high compression ratio delivers much better fuel efficiency. In simple terms, it packages the power of a turbocharged four with the efficiency of a turbodiesel in single unit.
The output is rated at 268 horsepower and 280 poundfeet of torque at 4,400 rpm. While the pony power lags behind the outgoing V6, the torque is stronger and it arrives earlier so there’s very little sacrifice in overall per- formance. An impromptu test saw the 2019 QX50 run from rest to 100 kilometres per hour in 6.7 seconds.
The plus is the VC-Turbo has a claimed 30- per- cent improvement in fuel economy compared with the outgoing 3.7-L V6 with all-wheel drive. On the drive route, the VC-Turbo produced an average economy of 8.1 L per 100 km, which is frugal for a sporty all- wheel- drive ride and very close to the posted average fuel economy of 7.8 L/100 km.
The new engine uses a reworked version of Infiniti’s Xtronic continuously variable transmission. Unlike most CVTs, it upshifts during hard acceleration, which minimizes the monotonous motorboating so many hate. It also has eight pre-selected ratios when the manual mode is selected. The combination delivered a palatable experience, although a deep stab at the gas on an uphill climb made the powertrain protest fairly loudly.
All QX50s coming to Canada will arrive with all-wheel drive. The system powers the front wheels under most conditions, but it can send up to 50 per cent of the drive rearward to prevent wheelspin; hard acceleration from a standstill sees the system split the power evenly to provide an uneventful launch. Its action proved to be in- visible on the drive route, which bodes well for its performance in winter conditions.
A hard and fast run up a twisty canyon road showed the QX50 to be nimble and it reacted quickly to driver input. The improvements start with the revised platform, which is 23- per- cent stiffer torsionally than the outgoing unit, giving the suspension a solid base of operations. The damping then walks a fine line, soaking up the rigours of broken pavement while limiting the amount of body roll when the QX was tossed into a corner.
The up- level steering is also new. Direct Adaptive Steering is a steer- by- wire setup that forms the basis for most of the driver- assistance technologies such as lane- keep assist. Throw in the optional P255/45R20 tires and brake-based torque vectoring, and the QX50 goes where it’s pointed in a hurry.
The driving experience can be tailored to suit through the Standard, ECO, Sport and Personal modes. For many, Standard will be the right choice. For this driver, Personal was the best mode, as it allows each facet to be customized. The latter is important for steering feel. In Standard it has a high assist rate and so it was lacking a little in terms of on- centre feel. Here the steering’s Dynamic+ mode proved to be just right. It sharpens things, brings a better on-centre feel and it’s faster when turned off centre, which gives it much sportier feedback. The result was a dynamic feel that was more in line with a sporty sedan than a flexible crossover.
Pricing and final specifications will be announced closer to the 2019 QX50’s launch in late May. However, the pricing is not expected to shift too far from the current levels, which is good news.