INFINITI QX50 2019

Body and cabin

Infiniti added 8 cm to the wheelbase of the 2016 QX50 to make up for a lack of rear space in previous models. This year, those extra centimetres are subtracted, and the body is 5 cm shorter.

Nevertheless, the new model finally can accommodate four adults, with limited foot room the only problem. The key is the new platform, designed for a transversely mounted engine. The outgoing QX50 stemmed from the old G35/G37 sedans, with a rear-wheel drive and longitudinally mounted engine design that intruded more on cabin space.

Cargo volume is claimed to be superior to that of Audi Q5, BMW X3 and the redesigned 2019 Acura RDX; however, such comparisons should be taken with a grain of salt because each manufacturer uses its own methods of calculation. Folding down the rear seats creates a continuous but not completely flat floor. Certain rivals offer a 40/20/40 split-fold rear seat, which is more versatile than the QX50’s 60/40 seat. However, the latter compensates in part thanks to its sliding bench, allowing the trunk floor to be expanded while leaving the seatbacks up.

Several Nissan and Infiniti models offer “zero gravity” front seats, apparently inspired by NASA. They may be generously padded, with good thigh support, but between that and feeling weightless… let’s not exaggerate, particularly since side support is disappointing in curves. Moreover, several competitors provide much more than the QX50’s ten power settings, notably height-adjustable lumbar support.

Only the base Luxe model substitutes imitation leather for the real thing; conversely, the two top trims offer high-end semi-aniline leather. Autograph trim adds diamond-patterned quilted seats and suede accents. Along with a chestnut-brown dashboard, the white seats create an inviting ambiance. Sensory models that we examined were more subdued, with a plain black colour scheme, but still carefully assembled.

Infiniti is standing by its InTouch dual-touchscreen infotainment system, even though the other automakers who have tried this layout are moving on. The upper screen is basically devoted to the GPS; it can also be navigated via a control dial on the central console. Nearly everything else is concentrated in the lower display, including driver-assist systems.

The problem is that the onscreen buttons are too small, and the menus, complex. For instance, it takes five taps just to access the tonal sound setting. Physical buttons help with the main functions, but they are placed much too low.

Worse yet, the QX50 bypasses Android Auto and Apple CarPlay connectivity, considered by the American Automobile Association (CAA’s counterpart) as easier to use than manufacturer systems. Let’s hope Infiniti acts quickly to correct this baffling oversight.

However, chances are slim that they will bring back the traditional gearshift lever, replaced this year by the brand’s first electronic shifter. You get used to it eventually, but it shifts too easily to neutral if you rest your hand on it by mistake. It would be nice if it freed up more than just average storage space, like certain competitors…

And why isn’t there a button beside the seat heater switches for the steering wheel heater? That would avoid waiting ten seconds for the touchscreen to start up to activate it on frosty mornings. Still, Nissan deserves congratulations for incorporating its winter-comfort features on all QX50s, though it’s to be hoped that heated seats become standard in the back, too.

Safety

All Infiniti QX50s come with automatic emergency braking with pedestrian detection; Infiniti is thus taking action before the 2022 industry deadline. A blind-spot detection system is also standard, which compensates somewhat for the poor side visibility. However, you have to opt for ProActive trim in order to obtain the other advanced safety systems (lane keeping assist with semi-autonomous driving on the highway, rear cross traffic alert and rear collision prevention). Acura and Lexus include most such systems on their base models.

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 5 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact: Not tested
Side impact: 4 / 4
Rear impact: Not tested
Roof strength: Not tested

Mechanical overview

The new Infiniti QX50 platform comprises a larger proportion of high-strength steel. The structure now weighs only 473 kg while providing more than 20 percent more rigidity. The QX50 weighs in at just under 1,800 kg; that’s 28 kg less than the 2017 model and less than most rival SUVs. According to our survey, only the Jaguar F-Pace, Lexus NX 300 and Porsche Macan weigh less.

The independent suspension is not ground breaking, but none of its parts have anything in common with the first QX50. The steering system adopts the electronic configuration launched in 2014 on the Q50 sedan. That means there is no mechanical link between the steering wheel and the front wheels; the steering column and traditional rack-and-pinion take over only in case of electronic failure. This system is restricted to the top three trims, all equipped with the ProPilot Assist system; Luxe and Essential models have a traditional electric-assist steering system.

However, all QX50s share the same engine. Following the lead of the majority of the competition, Infiniti has switched out its V6 for a turbocharged four-cylinder. Whereas the 2.0L displacement corresponds to the current unofficial standard, its variable compression ratio is unique to the QX50—not just for the segment but for the entire industry.

Briefly put, the cylinder compression ratio varies constantly between 8:1 and 14:1, depending on driving conditions. A higher ratio promotes fuel economy and a lower rate, performance.

The new engine develops 268 hp, or 57 hp less than the old V6. However, peak power is now available at 5,600 rpm vs 7,000 rpm for the 325 hp of the V6. At the same time, maximum torque climbs from 267 to 280 lb-ft, also accessible at lower RPMs than before. For most drivers, this pulling force is much more important than total power.

The choice of a continuously variable transmission may come as a surprise, especially from a brand with an eye on performance. Of course, the decision aims to keep fuel consumption as low as possible in normal driving. Nissan says it has achieved a 25-percent reduction of its city-highway combined average (to 9 L/100 km, from 11.9); in our test, 80 percent on the highway, the trip computer displayed 8.5 L/100 km!

Paddles mounted on the steering wheel allow you to shift eight simulated gears to spice up the driving experience or simply to obtain a bit of engine braking.

In Canada, all Infiniti QX50s come with standard all-wheel drive. The system can direct up to 50 percent of power to the rear in case of slippage as well as distribute torque from one side to the other if necessary.

Driving impressions

Our first drive of the redesigned 2019 Infiniti QX50 took place between downtown Toronto and the wine-producing region of Niagara-on-the-Lake. The 300-km round trip included several detours on secondary roads and long sections on the Queen Elizabeth Way, a busy South Ontario throughway.

Our route allowed us to thoroughly test the Nissan/Infiniti ProPilot Assist system. When the adaptive cruise control system is engaged, the driver just has to keep a light touch on the wheel for the vehicle to remain centered in its lane and follow the preceding vehicle. In concert with the electronic steering, which avoids unnecessary steering movements, the system is one of the most precise we have tested to date. It also maintains braking assistance in traffic even when the cruise control is switched off.

You have to get used to letting the machine make the decisions. As “intelligent” as these assist systems may be, they are not yet able to anticipate traffic flow or see brakes light up four vehicles ahead, like a vigilant driver can.

With the driver fully in control, the Infiniti QX50 displays several dynamic qualities. Straight-line stability, cornering grip and linear braking all contribute to support the liveliness of the new turbo engine.

Engine power is amply sufficient in all situations. However, we noticed some vibration at low RPMs, which is out of keeping for a luxury vehicle. The rather plaintive engine note is equally uninspiring, especially compared to a BMW X3 or Audi Q5.

Fortunately, the CVT avoids holding the engine at constant high revs when accelerating. In fact, it tries very hard to imitate a good, traditional automatic, but without total success. Power delivery is sometimes uneven, both at low speed and during quick downshifts.

The excessively firm reaction of the suspension on sharp bumps also has a negative impact on refinement. The QX50 does not solve the comfort-handling equation as rigorously as certain European rivals, especially since the absence of a physical link between the steering wheel and the wheels is a bit too apparent.