The Truth About Cars » q50 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Fri, 18 Jul 2014 14:25:20 +0000 en-US hourly 1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » q50 US Nissan Plant To Supply Engine For Euro-Special Infiniti Q50 Thu, 12 Jun 2014 11:00:33 +0000 2014 Infiniti Q50

In its fight against the big premium brands in Europe, Infiniti is calling upon some German-designed American firepower for its Japanese-made, Euro-market special Q50 sedan.

Automotive News reports the Q50 will receive a 2-liter turbo-four from an $319 million Infinti-only line inside Nissan’s engine plant in Decherd, Tenn.; total overall production is expected to reach 250,000 annually while employing 400. The same engine will be used by Mercedes in its next-generation C-Class launching this year from the German automaker’s factory in Vance, Ala.

The plan, set to begin in late June, is part of a product-sharing agreement between parent companies Renault-Nissan and Daimler, as well as a checkbox for Infiniti’s to-do global portfolio expansion list.

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Skyline Sedan to Wear Infiniti Badge, Not Much Else Wed, 13 Nov 2013 14:22:38 +0000 Infiniti Q50 - Skyline

While Nissan plans to resurrect Datsun to battle Toyota’s scions in North America, the automaker is bringing Infiniti back home to Japan by delicately mounting its badge just so upon the grill of what will be the Skyline sedan. Just the badge, though.

Not only will the new Skyline — based off the Q50 — not be dubbed an Infiniti, it also won’t be dubbed a Nissan, instead going by the full name of Skyline, by Nissan Motor Co. The new identity is an attempt to tie the new Skyline back into the Japanese imperial family, whose Emperor Akihito lent his then-title to Prince Motor Co. in 1952; the first Skyline debuted three years later.

With this strategy, Nissan is entering into a (very) soft launch of the Infiniti brand in its native Japan by doing more to separate the two lines; as a further example, Infiniti’s headquarters were recently relocated to Hong Kong, with their C-suite focused solely upon the luxury brand.

Expectations for the Skyline include 200 sedans sold to local customers per month, increasing to 500 sales/month a year after its launch. Nissan will also price the Skyline accordingly to match their German competitors in BMW, Mercedes-Benz and Audi.

Should the experiment prove fruitful, Infiniti could make its debut in Japan sooner than later to aid in the capture of 10 percent of the global premium car market by 2020 as part of CEO Carlos Ghosn’s Power 88 plan.

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Inside The Industry: If It’s So Hard For Infiniti To Come To Japan, How Easy Do You Expect It To Be For Other Brands? Wed, 15 May 2013 12:31:03 +0000 IMG_4647“So would this new Infiniti Q50 be the new JDM Nissan Skyline?” asked TTAC commenter luvmyv8. One of the benefits of having a TTAC editor on the other side of the globe, as opposed to in a basement in Peoria, is that we can get first-hand answers to luvmyv8, straight from Nissan’s and Infiniti’s top men.IMG_4161

“What I can tell you today is that the Skyline name will continue in Japan,” said Nissan’s CEO Carlos Ghosn in regards to luvmyv8. When pressed further, Ghosn said that bringing Infiniti to Japan “has always been the object of a lot of discussion within the company.” Ghosn started his answer with a mild put-down:

“With the arrival of newcomers … by Johan de Nysschen now heading the Infiniti business, he also brought with him a lot of very competent people from the industry who have a very good knowledge of the premium market. We are debating and challenging everything. But so far there is no decision that has been taken about the introduction of the Infiniti brand to Japan. But it is being discussed. There are pros, there are cons. Usually, we make thorough business decisions based on the analysis of the pros and the cons. For the moment, all I can tell you is that there is no decision to introduce Infiniti in Japan. The Skyline will continue in Japan.”


TTAC readers know that Infiniti chief de Nysschen is a strong advocate of Infiniti coming home to Japan. In an interview last year in Hong Kong, de Nysschen said :

“Ironically, we take models that are unique Infiniti platforms, developed for Infiniti, and in Japan, we put a Nissan badge on them.”

De Nysschen may be a newcomer to Nissan, but not to Japan. He managed Audi’s business in Japan, and came here in 1999, at the same time as Ghosn arrived in Tokyo. Ghosn immediately wanted to hire de Nysschen, but had to take a rain-check. De Nysschen knows the market, and that it is not easy.

When a reporter asked de Nysschen in Tochigi about Infiniti’s homecoming plans, the questioner found himself instantly castigated:

“So, that means that if you ask Mr. Ghosn a question and he doesn’t answer, you are making another attempt to get an answer out of me?”


Nevertheless, there was an answer, delivered wrapped into de Nysschen’s trademark carefully carved sentences:

To be a global brand, you might well want to compete in the premium sector in your domestic market.

We spend a lot of time talking about Infiniti brand values, and how those are to be communicated, not only in the tone and manner of our marketing and our advertising communication, but also, they need to be expressed and conveyed through the product, through design, through technology, through the engineering.

It seems to me to be very difficult for all the men and women who work on expressing these values in the Infiniti product to then not also see the vehicle and the brand being available in the domestic market.

Also, in term s of the international flavor for the brand, our customers are internationally mobile. And one important cornerstone of premium brands is that wherever you encounter them, they are positioned consistently, they portray the same values and qualities, whether you meet them in New York, or in London, or in Beijing, or indeed in Tokyo.”

After having made a strong philosophical case for estranged Infiniti coming home, de Nysschen sees himself faced with the realities:

“One of the disadvantages of course is cost of entry. It is very expensive to set up a distribution network in Japan. Last time I looked, not too many free open spaces were shouting to come and build an automotive showroom.”


Again, this is coming from a former Audi manager who had busted a cozy (and largely unknown) distribution agreement between Volkswagen and Toyota, and who had talked Ferdinand Piech into setting up an exclusive network in Japan. Eventually, this led to the end of Volkswagen’s Japanese distribution agreement with Toyota. This case should be a required course in the education of carmakers, especially those who feel entitled to major shares of the Japanese market without really trying. Continued de Nysschen:

It is my commitment that Infiniti will achieve profitable growth, and that we will achieve very quickly a positive contribution to the overall operating profit of Nissan. That means that we have to balance the speed with which we want to enter the Japanese market.”

I take that as a carefully wrapped no.

In regards to luvmyv8’s question and with regards to luvmyv8, de Nysschen said that “on the Skyline, I really have no further comments to add other than those already expressed by Mr. Ghosn. I would urge you to be patient for just a little while.”

As this is a question and answer session, let me try to answer  28-cars-later’s inquiry. He said: “Bertel, how do you get such access to Ghosn… is Nissan just *this* friendly to the press?” Instead of a simple and pat “yes,” let’s make a separate story out of that.

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Inside The Industry: With Carlos Ghosn At The Infiniti Q50 Line-Off Tue, 14 May 2013 17:57:15 +0000

Yoko Kubota of Reuters had already written half of her story before we boarded a bus this Tokyo morning. It took us north to Nissan’s Tochigi plant, where we were promised to see the new Infiniti Q50 roll off the assembly lines. Kubota wrote that “in the financial year ended March, Infiniti sold 172,615 vehicles globally, up 12.1 percent year-on-year,” that the brand needs to grow, that the backbone of Infiniti’s volume has been the G37 Sedan, and that its successor, “with a new name Q50, will go on sale in the United States in the summer.” Today, we see how the Q50 is made.


Built in 1968, the Tochigi plant in Kaminokawa, a two-hour drive from Tokyo, is the backbone of Infiniti. Finished cars go from there to the port of Hitachi, and most of them go straight to Los Angeles, where, as Kubota-san has written, “nearly 14 years after the launch of its first car, the Q45 luxury sedan, Infiniti continues to be largely a U.S.- centric brand with meager overseas sales.”


Before we see the plant at work, we see the first real Q50. It rolls on stage with the usual aplomb customary for such a line-off. Plant manager Ryoji Kurosawa is pleased, while CEO Ghosn backslaps a representative of the workforce.


Photo-op with the boss.


And the car without people in front.


Ghosn is here with his personal translator, Yuki Morimoto. When he addresses the workers, he speaks in Japanese.


The workers like it.


The workers sit on the shop floor when the boss speaks. This is not a sit-in, and it is not unusual at all in Japan. There is a lot of sitting and kneeling on the floor. Can you imagine what would have happened in a UAW shop?


You can sit on, and, if necessary, eat off the floor because it is immaculate. The slippers are here for a reason.


In other plants, one might be forced wearing shoes with steel caps. In Tochigi, you see a sign that forbids the wearing of shoes at all. The shop is as sacrosanct as a Japanese house, where no one would dare to soil the serenity of the home by wearing shoes. It has been that way for thousands of year, and it won’t change. Footwear is removed at the entrance to help keep the house clean.


This rule applies to all. Even the CEO and his translator would not dare to desecrate the clean shop floor by wearing shoes.


On to the next part of the plant.


This is where the front end goes on the car. It is done with a jig. The jig is cleverly hidden by a cart with parts. The cart zooms in front of me whenever I lift the camera.


Actually, taking pictures is not allowed in this part, and I am nonverbally reminded of that by Infiniti chief Johan de Nysschen. You met him a while ago.


We see how quality checkers probe the surface of the car for impurities that can’t be seen, but felt with the touch of a thinly gloved hand.


CEO Ghosn tries his hand as a quality checker while Murimoto-san translates, and while Infiniti-chief Johan de Nysschen looks away.


Soon, this car will be en-route to America, where it is “scheduled to go on sale in summer,” as Ghosn promises. On the bus, en-route back to Tokyo, Yuko Kubota already had her story on the wire. I wish I’d be half as fast.

In case you wish more driving impressions  and less arm waving, I refer you to a test drive presented by someone who is far more attractive than yours truly.

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TTAC Will Show You The First Infiniti Q50 You Can Actually Buy, If You Can Wait A Day Mon, 13 May 2013 12:09:11 +0000

Infiniti’s Q50 will come “this summer” says  the new York Daily News, which nonetheless already “reviewed”  it, coming to the conclusion that “the all new Infiniti Q50 will be base priced at just $36,450, and the expected to be most popular trim level, the “Premium,” featuring an optional, navigation system is expected to come in at $40,700.”

Alleged Motor Authority meanwhile breathlessly reports that, OMG,  the “2014 Infiniti Q50 [was] Leaked By Canadian Retail Site.” Never mind that the Q50 was already revealed at NAIAS, and then again in Shanghai, as the self-made picture above proves.

Be it as it may, TTAC will trek tomorrow at o-dark-thirty  to Kaminokawa-machi, somewhere deep in the Japanese boonies, to watch the first real Q50  roll off the line at Nissan’s Tochigi plant. Look for the pictures. There probably will be a little more arm waving also.

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Avoidable Contact: Infinity Jest. Mon, 21 Jan 2013 14:00:14 +0000

I want to tell you this, although I know many of you will not believe. I want you to close your eyes and give me the gift of your trust for a few minutes, to travel through memory and dream and ambition with me. I want you to experience the “theater dim” of the interior lights. To open the throttle on the Bose-by-Nissan stereo. To feel the perfect response from the small sedan’s leather-wrapped steering wheel, to catch a slide as the four-wheel-steering kicks in at the most bizarre time during an irresponsible freeway maneuver. To pose Yakuza-style in the baddest sedan on the block, B-pillars swimming barely seen beneath the glass. To feel the 276-horsepower, quad-cam V-8 punch you back into the impeccably tasteful interior.

Then, and only then, if you can dream with me, if you can believe what I believe, then you might be able to look through the stupid Q-names and the dumb-assed rocks-and-trees marketing and the aftermarket Skyline badges and the unfocused-looking Pathfinder rebadge and the Jersey shore types crowding each owner’s meet and just hold this idea in your head:

Infiniti didn’t always suck.

Because it is part of my job to know, I will eventually put away my disgust long enough to internalize the ridiculous new naming convention employed by the not-really-autonomous luxury arm of Nissan. What I know offhand is this: the G37 successor will be called the Q50. This arrant stupidity is roughly equivalent to Rolls-Royce introducing a new small car and calling it the Phantom Eight. Or calling the new Acura ILX the Legend Plus Five. Or calling the swoopy 2014 Lexus IS the Lexus LS510hL. I could go on, and I encourage you to do so when you are wasting time with your work buddies at lunch (“Hey! I’ve got one! The new Mercedes CLA coulda been the S650!”) but you get the idea. The just-unveiled Infiniti Q-ship system has the previously unknown-to-science ability to make the utter marketing dolts at Lincoln and Cadillac look like geniuses just for not calling the MKZ and ATS the Continental Mark XIV and Fleetwood Talisman Brougham Eldorado, respectively.

The G37 becomes the Q50. The G37 coupe becomes the Q60, and why shouldn’t it? The M37 and M56 both become the Q80, which sounds like a plastic-bodied camera they sell people in the “pro-sumer” department of Best Buy. Meanwhile, the trucks all take a nomenclature cue from the QX56, a vehicle so unspeakably crass it depresses the space-time curve around it for kilometers and causes cordovan Alden penny loafers to spontaneously evolve into Chinese-sewn Kenneth Cole white-trash square-toe monstrosities as all notions of human decency are shattered beyond hope or recognition in its lumbering, cetacean wake.

In other words, they’ve named the trucks after the worst product they’ve ever made, and named the cars after a product they haven’t made since… don’t you say 2005. Don’t you dare fucking say two thousand and five. I’m watching you. Don’t open your mouth. I’m serious. According to my son, I am big and tough. He’s only three years old, but that doesn’t necessarily mean he’s wrong. Be careful.

The Infiniti Q45, in its majesty and glory, died in 1996. Dead. Dead as Caesar. Except, of course, in Japan, where it lived a happy and fruitful life until after the whole Y2K thing had settled down and the Japanese people no longer needed the shining light of excellence the Q45 undoubtedly provided in those dark, fearful times.

Oh, that original Q45. It appeared seemingly out of nowhere, heralded not by John the Baptist but by a series of bizarre and deliberately opaque advertisements where the car wasn’t shown at all. Arty. Interesting. Classy. Meanwhile, Lexus was carpet-bombing the media with endless images of its S-Class-by-Nikon, each and every one of them with the humiliating italicized “$35,000″ featured front and center. The Lexus LS400! It’s a CHEAP JAPANESE S-CLASS RIPOFF! DID YOU GET THAT MEMO! CHEAP! JAPANESE! S-CLASS! CHEAP! Ugh, it was slimy, and they had the nerve to have a fake British accent in the TV ads, too. It was beneath contempt.

The LS400, too, was beneath contempt. In retrospect, we know it to have been a fabulous feat of loss-leader engineering, but at the time it looked like the equivalent of JC Penney’s “Hunt Club” polo shirts. Yeah, it was cheap, yeah it probably lasted longer, but who’d be seen in such an obvious copy? $35,000! CHEAP CHEAP CHEAP FAKE BRITISH ACCENT!

Enter the Q45. We, the cognoscenti, nodded approvingly. The LS400 had a fake Mercedes grille? The Q45 had no grille. The LS400 had a fake Mercedes interior by way of a Corolla? The Q45 had center-seam seats, a dashboard sweep that predicted the current Audi mode fifteen years in advance and not a bit of wood, fake or otherwise, to be seen. The LS400 had a nifty four-liter, 250-hp V-8 that made it as fast as the BMW 735? The Q45 had a bigger, stronger, more majestic V-8 that bitch-slapped the Germans back to the drawing board, where they would eventually make Nikasil V-8s and embitter an entire generation of victims, er, owners, but that’s another story.

Everything about the LS400 was fake. Everything about the Q45 was real. Plus it was bitchin’ fast. Also available at the dealership was an authentic Nissan Leopard JDM coo-pay, pressed into service as the M30. It was slick and futuristic and it sure as hell wasn’t a Camry. Since nobody had a functioning crystal ball at the time, this wasn’t seen as the source of the brand’s descent into sales-report hell and perennial second-tier status. It was considered to be a source of pride.

Just to pound the point home — just to put the final nails into the coffin of that stupid experiment in middle-class buffoonery over at Toyopets Ltd — the G20 arrived shortly after and OMG IT WAS A PRIMERA AND STUFF. Tasteful to a fault. Handling to die for. Not a centimeter larger than it needed to be. Infiniti. By. A. Knock. Out!

Your humble author, having been forced to pull the eject handle on a rather promising postgraduate collegiate career by a combination of bad temper, worse judgment, and incandescent youthful arrogance, arrived for My First Real Job with Infiniti of Columbus in the spring of 1994. The M30 had bowed out and been replaced by the J30, which was the combination of a Jaguar and a 300ZX and in many ways was the most satisfying sedan money could buy. The Q45 had been lightly refreshed with a grille and some wood but just when you thought the soul was gone, they hit back with the (partially) active-suspension Q45a, a genuine Japanese technical masterpiece and still monstrously quick in a straight line. I couldn’t wait to sell them. The whole lineup kicked ass. Heck, my own father had abandoned the Germans to pick up not one, but two J30 sedans.

Six months later, I was out on the street again without a penny in my pocket but with a considerably greater understanding of how the luxury-market battle in the country was actually going. The G20 wasn’t appreciated by customers; they drove the ES300 back-to-back with it and found the four-cylinder G to be slow, noisy, cramped, and Sentra-esque. The J30 was too expensive and only moved as a $399 magic lease.

The Q45 — that gorgeous, machined-billet, time-shifting, four-cam masterpiece — was showroom poison. Nobody wanted one. It cost more than the Lexus LS and, as I would hear time and time again from thirty-four-year-old second wives distractedly evaluating the metal while hanging succubus-like from the leather-tanned arms of their Boomer boys, it “looked weird”. Only six years into Infiniti’s existence, the flagship was forced to lower its flag and retreat back to the homeland.

In its place, my successor salesmen were burdened with… a Nissan Cima. So check this out: In Japan, the Q45 was simply the current generation of the Nissan President. The President, as you might guess from the name, was the best sedan Nissan offered. The Cima was the car beneath it. By replacing the President in the United States with the Cima, Nissan pulled…

well, you know what they pulled…

That’s right. The 1997 Infiniti Q45: Nissan’s Bonneville Model G. Hell, it even looked like one. Actually, it was worse than that, because while the “Model G” legitimately rode on the GM G-platform, the new “Q45″ had a 4.1-liter engine. The Cima-Q45 was derided as a “Japanese Buick” by the color rags. I don’t even want to talk about it any more. The Q45 was “rebooted” as a super-Cima with an actual 4.5-liter engine in 2002, but the market had long since stopped caring about the idea of a full-size Infiniti and when it disappeared nobody realized it was gone, no doubt because unsold ones were still cluttering dealer lots.

That’s not quite the entire story of the Infiniti “Q”. There was a rebadged Nissan Pathfinder, called “QX4″. It was typical Nissan monkey-see business: when Lexus rebranded their well-respected Land Cruiser as the “LX”, Nissan felt compelled to trot out the miserable unibody Pathy to “compete”. I wish I could make the quotes around “compete” bigger back there. Just imagine I’m wiggling my fingers at you when you read it again. “Compete”. The QX4 was such a non-success the “QX” badge was then slapped on a horrifying variant of the despicable Titan Pathfinder Armada Brake-Chewer Deathsled, (note: not actual vehicle name, but more of a nickname, really) said vehicle being recently deposed by the current QX56, soon to be QX6000SUX or something like that, which combines the depressing aspect of Dickens books with the side aspect of Moby Dick.

Infiniti has had precisely one successful product of any note since the mid-Nineties: the G35 sedan and its successors. They are increasingly Baroque-looking 3-Series competitors which, in the right configuration, can be pleasant to drive. To its credit, Infiniti offers a six-speed manual, rear-wheel-drive, sport-suspended G37 sedan and coupe. I’d tell you to check them out, but the dealers prefer to stock AWD automatics, so just forget about it.

Still, the G37 has some genuine brand cachet. Unfortunately, to a lot of people the G37 is a car driven by people who can’t afford a BMW and who also use a lot of hair gel. So that’s bad. Still, it cannot be denied that the Infiniti G-something is a well-known item with an established fanbase and name recognition even among people who don’t like or understand cars.

No longer. The G37 is now the Q50. The inoffensive and somewhat popular EX and FX are going be tarred with the QX brush. This time, we don’t need a crystal ball to know what will happen. Sales will slump. A buying public which still spells the brand name “Infinity” after twenty-three years in the market won’t bother to learn the Q-uestionable new designations. Resale value will approach nil as used-market buyers try to understand why a Q80 costs so much more than a Q60. The long-suffering dealers, who went though a lot of trouble buying shoji screens in 1990 so they could do whatever was supposed to be done with the shoji screen besides conceal young salespeople taking a nap on the expensive mandatory leather showroom couches, will suffer some more.

A new plan will debut in… oh, let’s be generous and give it four years. In the meantime, plenty of people will offer opinions as to what should be done, what should have been done, and so on. I’d like to offer some hugely nostalgic and product-centric plan for Infiniti, the way I did for Lincoln a month or so ago. Build an all-new Q45, deserving of the name, and as far ahead of the Germans now as the original one was in 1990! A snub-nosed supersedan with an all-conquering powertrain and a timber-free interior! Just build the great car and watch the greatness return!

In this case, I won’t even bother. You see, people used to care about Lincoln. To some degree, they still do. But nobody ever cared about Infiniti. The G37 would be more popular with a Nissan Skyline badge. The rest of the stuff would be more popular in a landfill. This is what you do. Close the dealers, repurpose the factories, give it up. You’ll never beat Lexus at the game of being Lexus, and you’ll never beat BMW at the game of copiously defecating all over BMW’s legacy while simultaneously blowing 100,000-plus lease-deal angel-eye crapwagons out the door. Admit defeat and walk away.

Before you turn out the lights, however, I want a few minutes alone with an original 1990 Q45. Triple black, if you can manage it. If you have one in the archives. I want to open the door with that gorgeous big chrome pull-handle that looked so perfect but froze solid in the winters. I want to sit in the tailored interior that didn’t have wood or a Nakamichi logo screen-printed in tacky-ass gold letters on the console. I want to hear the big V-8 roar. I want a few minutes to show my respect to the product. We always say “May the best man win,” and when we say that, we acknowledge that plenty of times, the best man doesn’t win, he falls, he fails, he fades from history.

Good-bye, Infiniti Q45. You didn’t suck.

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NAIAS 2013: Infiniti Reveals New Q50 – Same V6 As G37, Now With Optional Battery Power Mon, 14 Jan 2013 15:12:24 +0000

Fresh off a PR campaign to rename every new vehicle in their line-up, Infiniti has shown their new model with the updated Q-numeric model designation: the 2014 Infiniti Q50.

On the surface, the new Infiniti Q50 now shares some more DNA from its brothers and sisters, grabbing the corporate design language and putting it to good use. The front-end lower valance is somewhat similar to new Lexus models, but that isn’t really a bad thing.

Power will again come from the Nissan-Renault 3.7L V6, generating 328hp, that sees ubiquitous use through all of the company’s vehicles. A manual transmission will no longer be an option, with the model offered solely with a 7-speed slushbox powering the rear wheels.

The big news: the Q50 will be available with the same hybrid system currently available in the M35h, good for 354hp, driving either the rear wheels or all four corners. This system relies on the older 3.5L V6 (still used in the Infiniti JX35).

Inside, the gadgetry has received a serious upgrade. Gone is the keyboard-like buttons below the single screen infotainment system. Instead, two screens sitting one atop the other provide the mission control interface for the majority of the tech functions.

Price? Not available. But, if I were a betting man, I’d hunt down the current G37′s MSRP and add 5-7%.

Infiniti-Q50-driving Infiniti-Q50-driving-02 Infiniti-Q50-front-grille Infiniti-Q50-lines Infiniti-Q50-Sedan-interior Infiniti-Q50-Sedan-interior-screens Infiniti-Q50-Sedan-red Infiniti-Q50-wet Zemanta Related Posts Thumbnail ]]> 23