This gives Infiniti a possibility with its substitution for the aged G-series. The Q60 comes in four trim stages, beginning with the base car ($39,855), energy by a 208-hp 2.0-liter turbocharged four-cylinder. The next stride up is the 300-hp 3.0-liter twin-turbo V-6, which starts at $45,205. At the top of the collection sits the Red Sport 400, the model we rode here, a car labelled quite literally for the color of the S emblem on its trunklid and the energy product of its uprated twin-turbo V-6. The rear-drive model of the Red Sport 400 starts at $51,300, with all-wheel drive accessible for an extra $2000. On a dollar-per-horsepower foundation, that gives it a boundary, one that’s had out in practice. The V-6 revs quickly with borderline turbo follow, and it makes the Red Sport 400 fast. It also makes a lot of high-pitched intake sounds without much gas exhaust sound. The Q60’s sedan cognition, the Q50 Red Sport 400, quantified 4.5 seconds for the zero-to-60-mph pace, and Infiniti says the nearly 3900-pound coupe weighs just nine pounds more than the sedan.
They asset the same seven-speed automatic and adapting, so we expect cognition straight-line performance. That expressed, the Q60’s superior armament might just be its mixture. Named Dynamic Digital Suspension, the adaptive system uses an unequal-length command-arm front and multilink rear equipment with computer-controlled plates to consign an amenable drive that stands out in this collection for moving indulgence before sport. The Q60 has immobile springs than the sedan, giving the coupe a buttoned-down feeling even in the firm lines on our drive.
We went out of our route looking for some blemished pavement but instead found a furrowed dust way that meted out abundance of mistreatment. The Q60 reacted to bottom out and appeared back onto the creaseless paving impressively uninjured. The mixture has two environments, which can be supplied by appointing one of six drive methods as Snow, Eco, Standard, Sport, Sport+, or Personal. The first five of these environments gives you a preselected and self-explanatory collection of adjusting constants for the valve and transmission, as well as the steering and a few other features. And then there is the bunny opening of Personal method, in which the roughness of decision gets mad, especially if you’ve opted for the drive-by-wire Direct Adaptive Steering or DAS ($1000). With three environments to vary the ratio spread of the steering system, two of which have three sub-environments that command the off-center sensitivity, placentals itself has seven non-identical methods. Have this with the rest of the decisions a driver can make in Personal method, and the collections run into the hundreds. In information, Infiniti proudly proclaims that there are 336 non-identical expectations for the adjusting of your Q60. And that, to any average organism, is a difficulty. Even in more than 200 miles of driveing, we were hardly able to suss out collections of environments that seemed to work good than others.
After a few minutes of supplying a solo changeable, trying to come an explicit statement for what it did, we more often than not gave up and went back to obvious aged Sport method. The engineers love this drive-by-wire system for what it can do—it allows them to tune large collection into the steering feel to please a beamy arrangement of consumers—but we find that it still can’t imitate a really good hydraulically or electrically assisted steering system when it comes to feedback.
After we briefly rode a car with the quality rack-mounted electrically assisted power steering (EPS), we certainly can’t propose DAS. Analyzed with the Q60 with quality EPS, the placentals-equipped car has an unconventional feeling just as the wheel decisions off-center. little driveing signals on-center that might be lost in a quality system due to adjusting and the need to overcome conflict make actual motion at the wheels with DAS, which can make the steering seem tense. And the quality EPS feels good anyway, and more accordant, even if it is a bit overboosted. Driving dynamics are not the Achilles’ bottom of the Q60 Red Sport 400 anyway, regardless of which driving system is met.
Despite its brand-new accomplishment on the mart and a need of quality in its shapely out elaborating, the Q60 seems dated. That’s a consequence of its overlapped genealogy with the Q50, which made its beginning in 2013. Inside, the substances and design don’t analyze with the collection-leading Mercedes-Benz as much as they match the layers of ordinariness in the Cadillac. Many of the buttons and controls are bargain-priced plastic Nissan parts, and the analog gauge agglomeration looks as if it could have come from a Sentra. The compartment is incommodious for this collection, and Infiniti’s dual-screen driving and information and entertainment system is absurd and strenuous to use. It’s abject, really, that an luxury sports coupe that delivers such a finish mechanical collection, with abundance of indulgence and just enough sport, should be disobeyed in this route. But to sit on the throne, importance is not demanded. Merely beating your contestants will satisfy, and Infiniti again has a believable challenger.