REVIEWS AND ROAD TESTS

Why Pay More?

Scratch the immaculate and slightly more sophisticated surface of an Infiniti QX4, and you ’ ll find a Nissan Pathfinder with a lower price tag. So why pay more?

The success of the QX4 took many of us by surprise. After all, the vehicle is little more than an impeccably turned out Pathfinder. It ’ s a simple trick, and it does not work for everybody. It certainly didn ’ t work for General Motors when they tried to repackage the popular Jimmy. Renamed the Envoy, Jimmy failed to bring home the bacon for GM. In fact, the QX4 owes a great deal of its commercial success to its top-quality after- sale services. Each client is taken in hand by service personnel that treat him or her like royalty. In addition to particularly generous guarantee, Infiniti owners get a courtesy vehicle and a car wash every time they bring their vehicles in for servicing, even if it ’ s just for an oil change. Basically, they ’ ll roll out the red carpet for their clients, who do tend to belong to an economically privileged class (unlike the owner of a Pathfinder, for instance, a QX4 driver won ’ t rub elbows with those who own Sentras or Altimas). Of course, nothing comes for free in this world, and this is no exception. There ’ s a price to pay for the best seats in the house. There ’ s the purchase price, for starters, and maintenance costs are also slightly higher for the QX4.In the immortal words of hockey coaches everywhere, the trick is not to lose your momentum. Today, the main challenge for Infiniti ’ s QX4 is to maintain its leading edge on the ever- encroaching competition.

To make the throne more accessible, there are side rails tucked against the body panels, running along the lower rim of the doors. The side rails prove to be a little narrow toward the rear of the vehicle, which means passengers have to suck in their gut or enter the car backwards to make sure they don ’ t dirty their clothing on the opening. While the rear seats are amply cushioned and can even be inclined, they are not extremely comfortable. In fact, the interior of the QX4 feels a little cramped everywhere, even in the baggage compartment. And it ’ s with this lack of a roomy interior, more than anything else, that the vehicle show its age.

To distract us from the fact that the QX4 is just a gussied-up Pathfinder, the marketing geniuses at Infiniti have loading the SUV with a list of accessories as long as your arm, both to make our driving experience as enjoyable as possible and to justify the elevated price tag. There ’ s the leather interior, the heated front and rear seats, the Bose compact disc player, the high- intensity Xenon headlights… In fact, there ’ s only one option listed in the catalogue, and it ’ s one that won ’ t cost you a penny: a power sunroof. Is it the car that has everything? Almost. Where are the luminous rear view mirrors to prevent eye strain by dulling the glare of the headlights behind us, for instance?

At the top of the centre console lies the totally redesigned, but still eminently stylish, circular Infiniti clock, one of the most- loved attributes of the vehicle (don ’ t laugh, it ’ s true!) Just over top lies the air conditioner panel, also redesigned, and a good-quality car stereo system. The plastified console, patterned after maple grain, encloses a nickel case displaying the speedometer and, for added security and convenience, the transmission epigraph (P-R-N-D-L). The dashboard contains a complete set of precision instruments, highlighted by what Infiniti dubs electro-fluorescent light.With an increased capacity to 3,5 litres last year, the engine not only provides more zip, but it also has the power to handle a greater towing load (5,000 lbs). On paper anyway, this engine has no trouble making us forget all about the 3,3 litre V6 that used to spur the QX4 into motion. The only quibble has to be the feeding recommendations for this new creature. It takes Super gasoline, thank you very much, and certainly doesn ’ t go easy on the stuff, consuming an average of 14,9 litres per 100 km during our test drive.

The chronometer did confirm that the QX4 ’ s acceleration and speed recovery are sharper than ever (it gets to 100 km/h a full second faster than it used to). Like all quiet forces, this Infiniti requires special care to prevent it from creeping up to its maximum speed. For now, only a four-speed automatic transmission is available with the V6, an engine that also powers the Pathfinder. The QX4 runs with an improved version of its exclusive, all-mode AWD system, which automatically and imperceptibly adjusts to changing road conditions by varying power between the front and rear wheels (up to a 50/50 distribution).

Unfortunately, while the QX4 made solid gains in terms of performance (including acceleration and speed recovery), there was no parallel development of its braking system. The QX4 continues to rely on the smooth, rich ride by drastically reducing vibrations and unwelcome noises. The QX4 behaves much like a car. Whether the credit goes to its monoframe, its dimensions, or even its stunningly precise steering, the vehicle is fun to drive on a daily basis. In fact, unlike many of its rivals, the QX4 melds easily with urban traffic. Even its long braking distance (11,4 metres, if you ’ re collecting stats) compares well to a sedan of equivalent bulk.

And when you open ‘ er up in the fast lane, you ’ ll find that the QX4 has a few more tricks up its sleeve. Rolling is barely perceptible, and it holds the road well for an SUV. It ’ s only on broken pavement that the QX4 ’ s rear suspension will jar any drowsy passengers from their sleep. The infrastructure jiggles a little, even shakes now and then, but does a good job of blocking out any mechanical noise.

I know it ’ s a long shot, but should you ever be tempted to bring your QX4 on an off-roading adventure, know that only the gas tank has skid plates to shield it from the barrage of stones and stumps. And so the question remains: why pay more for the Infiniti QX4? A few reasons do spring to mind. For one, there ’ s its superior customer service. Then there are interesting technical features, such as its Xenon headlights and monoframe.

And finally, there ’ s its extensive range of accessories. Ask QX4 owners, and they ’ ll tell you it ’ s worth the price. So, what does your banker have to say? PROSclassic disk and drum system to keep its impressive momentum in check. It ’ s true that the QX4 has never really achieved a great degree of success in this field. Its engineers clearly put their best efforts elsewhere, namely, towards reinforcing passengers ’ sense of a smooth, rich ride by drastically reducing vibrations and unwelcome noises. The QX4 behaves much like a car. Whether the credit goes to its monoframe, its dimensions, or even its stunningly precise steering, the vehicle is fun to drive on a daily basis. In fact, unlike many of its rivals, the QX4 melds easily with urban traffic. Even its long braking distance (11,4 metres, if you ’ re collecting stats) compares well to a sedan of equivalent bulk.

And when you open ‘ er up in the fast lane, you ’ ll find that the QX4 has a few more tricks up its sleeve. Rolling is barely perceptible, and it holds the road well for an SUV. It ’ s only on broken pavement that the QX4 ’ s rear suspension will jar any drowsy passengers from their sleep. The infrastructure jiggles a little, even shakes now and then, but does a good job of blocking out any mechanical noise.

I know it ’ s a long shot, but should you ever be tempted to bring your QX4 on an off-roading adventure, know that only the gas tank has skid plates to shield it from the barrage of stones and stumps.

And so the question remains: why pay more for the Infiniti QX4? A few reasons do spring to mind. For one, there ’ s its superior customer service. Then there are interesting technical features, such as its Xenon headlights and monoframe. And finally, there ’ s its extensive range of accessories. Ask QX4 owners, and they ’ ll tell you it ’ s worth the price. So, what does your banker have to say?

PROS
Loads of standard accessories
Sophisticated monoframe
Fun to drive on a daily basis

CONS
Super gasoline recommended
Long braking distance
Limited capacity for off-roading

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * * * *

REVIEWS AND ROAD TESTS

Talent is not always enough

The first Q45 generation had plenty of style and character. But it wouldn’t sell. The second generation, issued in 1997, tried to please with its low profile and its less inspired road handling. It didn’t fare any better. What can the problem be? Infiniti is trying again this year, with a third proposal, more talented but still lacking some kind of charisma.

On paper, the new Infinity flagship is promising: 4.5-litre V8 (340 hp), 5-speed semi-automatic transmission and lots of safety devices (anti-skid, anti-spin, etc.) and no less than "The world’s most powerful headlights". Who could ask for anything more?

Infinity still hasn’t acquired the brand status of BMW, Jaguar, Mercedes and even Lexus with customers who often use their car as a symbol of their success.If the Q45′s business card has what it takes to make tech-lovers salivate, its overall appearance does not. Once again, Infinity stylists will miss the Nobel Prize for creativity by more than a mile.

The front end looks like a blown-up Taurus, while the rear end is visibly borrowed from the Audi A6. At least, it’s somewhat wider, and the body is less sensible to wind, with its drag factor down from 0.32 to 0.30. The first Q45 was certainly one of the purest achievements in Japanese automobile know-how. The third generation (let’s be nice and forget about the second) tries to recreate it. Livelier, friendlier, I agree, but where is that "Je-ne-sais-quoi" that made the first Q45 so special?

This Infinity’s interior has put stars in our eyes at first glance: two-way adjustable steering, automatic two-zone temperature control, voice recognition system (see below). The Q45 seems able to do everything short of brewing coffee. And for an additional $5,000 (the cost of the Privilege trim), you get electric heating seats, even on the well-padded back seat. That back seat can bear two or three passengers, but toes can hardly squeeze under the front buckets because of all the instruments hidden there. On second thought, two is enough when the trunk as merely as roomy as that of a Civic.

Aware that appreciating competitors’ virtues requires reading the owner’s manual and its extensive knowledge, Infinity designers have made it very simple. The owner’s manual is not the Webster and will not require months of training. A Nintendo-like lever can be used to adjust on a color display (hard to read in sunlight) the air conditioning, the radio, or know the air pressure in each tire, the distance made so far or directions to pay a visit to Aunty Marge. You find the system too complex? The most often used controls are duplicated in conventional form on the dashboard.

Are you hearing instead of vision-oriented? The Q45 can talk to you. Equipped with a voice recognition device, this car performs many little attentions, provided you ask in English. Infinity officials say they are developing a French version, but it may not be ready before several years. Even at $80,000, the Q45 does not come with English lessons, but recognizes some 6,000 different pronunciations.Technically speaking, Infinity engineers have been very careful in correcting the safety and technology of the car after the poor performance of the second edition. Now equipped with side air curtains, the Q45 also features an electronic brake relay, anti-skid, a laser cruise control that maintains a safe distance with the car in front (offered only this fall, too bad if you’re in a hurry) as well as extra-bright Xenon headlights. In spite of all these new accessories, the new Q45 is some 100 kg lighter than its predecessor. That’s great news. Lighter and more powerful, this Q45 carries a 340-hp 4.5-litre V8 under the hood. The former 4.1-litre produced 266 hp. During our test drive, we tested the manufacturer’s claim that this car does 0-100km/h in less than six seconds. One thing is for sure; this Q45 is a fast car. Don’t let your driver’s attention drift too long. The cabin is so sound proof that it’s hard to realize how fast you’re actually going.

The smooth and performing engine is matched with a gentle and accurate 5-speed semi-automatic that really meets the highest expectations.

On the road, this Q45 is a pleasant and surprisingly nimble vehicle, even with its considerable weight. Its short turning radius allows for efficient city driving. But watch out when parking: this Infinity is not equipped with parking radar, unlike most of its competitors. Let’s mention that the steering gets heavier in the center and that the over-assisted rack and pinion seems stuffed with marshmallow. This flaw would be easily forgiven if side winds did not impact its directional stability.

With the Privilege trim, the Q45 receive adjustable shock absorbers. The driver selects "Normal" or "Sport" on a switch. On "Normal" mode, the car feels like a Buick Roadmaster, said one of my passengers. It ’ s comfortable, but very, very soft. Without sacrificing much of the comfort, the "Sport" mode is a better match for the sporty spirit and performance of this sedan. So why offer the option – undoubtedly costly to produce and costly to repair? My guess is: poor customer definition. Instead of tuning the suspension to please a given clientele, engineers had to come up with this system in order to increase the potential customer base. It’s easily understandable when you think only 41 Q45 have been sold last year.

This time, the Competitively-priced Q45 has enough talent to make its way among the great brands. But playing a major part on the crowded prestige car scene requires more than talent and Infinity’s branding still seems too fragile

PROS
Strong motor
Good chassis
Unique headlights

CONS
Brand name still to make
Too many gadgets
Bizarre styling

REVIEWS AND ROAD TESTS

Operation Camouflage

For many observers and critics, the first-generation Infiniti I30 was nothing more than a glorified Maxima. Regardless, the I30 ( now I35 ) quickly became the most popular automobile in the Infiniti lineup (even today, the QX4 utility is still Infiniti’s bestselling vehicle). What about this second incarnation? It’s more elegant and more importantly, more refined.There is a more inviting passenger compartment, where occupants can sit down without worrying about their neighbours. Of course, interior design is worthy of the Infiniti name: warm wood inlays, shiny nickel, buttery leather and the classic little clock housed in the upper part of the console. The driving position is comfortable, instrumentation is clear and easy to read and visibility is impeccable.To make a long story short, you could say that the I35 is a dressed-up Maxima. But it wouldn’t be fair to Infiniti, which went to a lot of trouble to improve certain mechanical features borrowed from Nissan. Take the engine, for example: it’s the same 3.5-litre V6. What’s different? The output. The I35 has 255 horses (5 more than the Maxima). And unlike the Maxima, the I35 comes solely with a four-speed automatic, while the Maxima also offers a manual transmission. Remarkable aboard the Maxima, the 3.5-litre V6 is every bit as good on the I35. Smooth, powerful and responsive, this V6 is a good match for its automatic transmission.

Your choice of version (Luxury or Sport) will have an effect on the I35′s handling. For example, the Sport has 17-inch tires which ensure better balance and better roadholding. In addition, it reactions are very neutral, which makes it safe to drive. The steering system is precise and responsive and lets the I35 corner problem-free. The down side is that this translates into a suspension that’s slightly stiffer on bad roads. For its part, the Luxury model (16-inch wheels) is designed with comfort in mind. Less expensive than the model it’s replacing, at long last this Infiniti has its own personality. Considering the level of standard equipment and Infiniti’s quality service (sales and after-sales), it definitely deserves a place on your list of potential buys.

PROS
Elegant styling
Good road stability
More competitive quality-price ratio

CONS
No manual transmission
Stiff suspension
Heavy steering at low speeds

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * * *

REVIEWS AND ROAD TESTS

Like a hot knife through butter

For 2002, nothing new for the G20. Infiniti has already let it be known that the XVL prototype (see our prototype section) will replace the current G20 in a few months and will be called G35.It may not constitute a full blown trend, but this Infiniti (Nissan) is easy on the eyes. Sportier but still conservative, the new G20 is longer than the previous generation, the better to provide more useable space for its occupants. A brief look at the list of accessories shows that the number of options is limited. Good. But as soon as you open this model’s doors (longer in the front to provide easy entrance and egress), you’re bound to have mixed feelings. On the one hand, you’ll immediately appreciate the impeccable manufacturing quality. On the other, you’ll immediately notice the inferior quality of some materials and their overly strong resemblance (old-fashioned and drab) with current Nissan products.

Get over the initial disappointment and you’ll find an ideal driving position, nicely designed bucket seats and detailed instrumentation. If you’re a sporty kind of driver you will have one objection, though: the small dummy pedal.

The G20′s target market may be couples without children, but most (I hope) will have friends — ideally, only two, if they want to ride in the back seat reasonably comfortably. Three? Well, they’ll just have to fight for elbow room. A small observation intended for rear-seat occupants: watch out when you move your right (or left) foot to get out of the vehicle; almost inevitably you’ll hit it against the centre pillar (the B pillar if you’re familiar with our technical lexicon) given the narrow door openings. Lastly, while we’re still inside, note that the rear bench seat folds down for extra cargo space and the trunk’s low sill makes it easy to load and unload.The G20 is proud of its chassis, and with reason. Well- balanced, consistent and predictable are all adjectives that can easily be used to describe the G20′s handling. And it’s comfortable too! But only when you adopt a sporty driving style can you truly appreciate the difference between the base and Touring versions. The base has 15-inch wheels with less gripping power, while the Touring features high- performance tires and a limited slip differential that improves cornering capabilities.

While the chassis’s quality is unquestionable, this model’s mechanical system doesn’t have the power it needs to capitalize on it. In lieu of electrifying performance capabilities, this 2.0-litre is recognized for its sturdiness and its responsiveness — it likes getting pushed, and pushed hard. To transmit power to the front drive wheels, the G20 proposes a partially revised manual transmission to favour overall performance (acceleration and pick-up), but the steering system is still imprecise. An alternative? The anesthetizing four-speed automatic. Since it’s always wise to choose the lesser of two evils, my preference goes to the manual.

Although an even more powerful engine would have been an excellent idea, the fact remains that the G20 brakes efficiently and its four discs are good at resisting overheating.

PROS
Excellent chassis adjustment
Sportier Touring version
Detailed equipment

CONS
Still marginal engine power
Outdated interior presentation
Imprecise steering (manual transmission)