By on September 13, 2016


2016 Infiniti Q50 2.0t Premium AWD

2.0-liter inline 4 (208 horsepower @ 5,500 rpm, 258 lb-ft torque @

1,500 rpm)

Seven-speed automatic transmission, all-wheel-drive

Fuel Economy (Rated, MPG): 22 city / 28 highway / 24


Fuel Economy (Observed, MPG): 24.1

Base Price: $40,555

As Tested Price: $42,705

All prices include a $905 destination charge

In 1988, Nissan released the third-generation Maxima with a bold tagline — “Four-Door Sports Car.” A year later, American TV viewers were introduced to Nissan’s Infiniti brand with commercials that showed a pond.

You win some, you lose some.

That Maxima was indeed a brilliant car. And Nissan finally decided that showing luxury cars was a good way to sell luxury cars. That said, part of me wishes the Infiniti brand had failed, as the Q50 might now be a Maxima. Certainly, I don’t wish anyone at Infiniti to lose their jobs, but I have a love for the Maxima that is unfulfilled by the current model. I never expected to find my ideal sports sedan wearing an Infiniti badge.

The styling of the Q50 hasn’t changed much since it replaced the well-loved G sedan in 2013. As such, the sedan blended in traffic and parking lots without turning many heads. The Hagane Blue paint didn’t help — it’s attractive, but not memorable. Still, familiarity hasn’t eroded market share (according to, as the Infiniti has moved into third place in sales behind the Mercedes-Benz C-Class and BMW 3 series.

Infiniti hasn’t followed the traditional, conservative lines long used by its German rivals, as the Q50 is a bit bulbous, with rounded, flowing lines. The character line over the rear wheel wells adds some definition and visual aggressiveness to the rear quarter view. The standard seventeen inch wheels do look small, considering the bulk above the wheel well.

BMW has sparked one trend within Infiniti — the introduction of a “signature” C-pillar. The Bavarians have a “Hofmeister Kink.” Nissan’s premium division refers to their pillar treatment as a “Crescent-Cut”. The chrome strip surrounding the crescent is, unfortunately, a fingerprint magnet, placed exactly where my kids grasp the door to close it.

Those kids found plenty of room in the spacious Q50, though a third rear-seat passenger would be less comfortable due to the tall driveshaft tunnel dividing the floor. Furthermore, your six-foot-four author is quite comfortable as a rear-seat passenger in the Infiniti, even while performing the time-honored sit-behind-oneself maneuver. Leg, head, and shoulder room are plentiful, both fore and aft.

The stone-colored leatherette upholstery was sturdy and comfortable, though not completely convincing as a leather substitute. Thankfully, the seats were stellar, with plenty of adjustment range — I’m one who tends to vary his driving position on long trips, and the ease of maneuvering from a church pew to a lounge chair is remarkable.

I am aware that I’m likely a minority among luxury sedan drivers, but I will occasionally use the manual shift mode on an automatic transmission when so equipped. For me, the shift lever in the Q50 was not ideally placed — it was a bit rearward of my preferred position. This is likely due to the dual infotainment screens requiring plenty of real estate, but it’s only an issue when driving aggressively.

2016 Infiniti Q50 2.0t gauges

I’m happy to report that the transmission connected to that shifter is a real torque converter seven-speed automatic, rather than the CVT attached to most Nissans. While the newest iteration of Nissan’s Xtronic transmission was impressive in my testing, the immediate response of the traditional transmission is still superior in enthusiastic driving. When sport mode is selected, the Infiniti will hold a lower gear rather than upshifting, making attacking twisty backroads much more enjoyable.

The engine hanging off the front of the transmission isn’t quite as enthusiastic. Rather than the familiar Nissan V6 that has powered all prior Q50s and the G35/37 series before, this 2.0t model has, logically, a two liter turbocharged four cylinder. Designed by Mercedes-Benz and built in Tennessee by Nissan, it’s the same powerplant used in the Mercedes-Benz GLA 250. With 208 horsepower and 258 pounds-foot of torque, it’s a stretch to compare it to the 300-plus hp found in its V6-equipped predecessors and stablemates. The engine note is coarse, especially at idle where the direct-injection clatter can be heard clearly when the windows are down.

My tester was also equipped with all-wheel drive, though I can’t say I’d have noticed if it weren’t for the badge. My most taxing drive was on a dew-covered road in southern Ohio’s Hocking Hills, and the Q50 never felt anything but planted, even while attacking switchbacks at the top of second gear. I’m sure I’d appreciate the extra traction come January.

My test vehicle came fitted with the Premium Plus package, which includes Infiniti’s InTouch dual-screen infotainment and navigation system. Both screens are touch sensitive, and the top screen can also be controlled by a multifunction knob immediately aft of the shift lever. A simple rotation of the knob will zoom the navigation screen in or out. Entering destinations can be done via the knob, via the lower touchscreen, or by voice — which was simple and accurate to use. I’ve tried other voice recognition systems that haven’t responded kindly to my Ohio accent, but InTouch worked flawlessly.

Simple fan speed and temperature adjustments can be controlled by the dual columns of buttons flanking the center stack, but more granular changes require clicking through on the lower touch screen. Here, levels of seat heating can be refined, as well as personal settings based on the individual user’s preferences.

My biggest gripe about the Q50’s infotainment isn’t about how it works — it’s remarkably intuitive. My problem is the high-gloss lower screen — it attracts fingerprints like any touch screen, but is so glossy that it can reflect sunglare into the drivers’ eye. It’s a minor thing that most drivers won’t care about, but I notice and am bothered by little things like this.

Driving the Q50 is effortless. As one would expect from a car targeting a German driving experience, the Infiniti doesn’t completely insulate the driver, but deadens many of the harsher aspects of the road. Potholed roads were absorbed with a quiet thump rather than a cowl-rattling judder. There was a touch of tire noise, but nothing too severe.

The four cylinder did have one feature I disliked: the fuel saving start-stop system. While I appreciate the system — which worked seamlessly, restarting quickly at the slightest change in brake pedal pressure while stopped — the engine did not react well to being restarted. Rather, it was like waking Grandpa with an offer of coffee and pie between football games on Thanksgiving — the entire car shook with a grunt and a harrumph. Mercifully, the system can easily be disabled.

Besides my usual commuting on surface streets and the occasional interstate, I took the Q50 2.0t on an early-morning jaunt on the winding roads of southeastern Ohio. While these leafy roads are best appreciated with a ragtop and a five-speed manual, I took advantage of a rare child-free day (thanks, Mom!) and went for a drive.

I had to check several sources to verify, but the four-cylinder Q50 does not have the Direct Adaptive Steering (steer-by-wire) that many enthusiasts hate in higher-trim Q50s. Friends asked me what I thought of the steering, and I had no answers. Turns out I wasn’t missing anything. The electric/hydraulic rack in the 2.0t is reasonably communicative, though a bit numb at lower speeds. Still, I had no problems placing the big sedan in the corners.

I have to wonder about this car and who will buy it. The entry luxury market seems to be dominated by cars built to a lease figure, rather than a total MSRP. When I look at to price out various options, the Premium models like I drove are highlighted with lease prices of $279 and $299 per month, for rear-wheel and all-wheel drive respectively. At that price, buyers are likely to be recent grads looking to impress. These buyers should be content with the two-liter turbo engine, as the extra power of the V6 only means greater fuel consumption on the commute to the office.

As a guy who looks at cars for the long-term, however, I think of the second and third buyers — and I recall the many G35/G37 owners with highly-customized cars. I have to imagine there will be a booming secondary market for Q50 tuners in a few years, as the Mercedes-Benz four-cylinder has plenty of head room for performance. Heck, AMG is getting 375 hp out of this same basic powerplant in the GLA 45. Tuners should be able to do the same quite easily.

So I circle back to the four-door sports car. The Q50 2.0t is an excellent entry-level luxury car as is. The current Maxima is an expensive Altima with a funky roofline. I’d love to see a restyled Q in a Nissan showroom with some additional power and a manual transmission. There are plenty of options in the parts bin. Until that happens, I’ll have to wait for an off-lease Q50 and do it myself.

[Images: © 2016 Chris Tonn/The Truth About Cars]

Infiniti provided the test vehicle for purposes of this review, as well as a tank of fuel.

Chris Tonn is the Large Editor at Large for Car Of The Day, a classic-car focused site highlighting cool and unusual finds.

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92 Comments on “2016 Infiniti Q50 2.0t AWD Review – Four-Door Sports Car...”

  • avatar

    So the 2.0t saddled with AWD was fine even though it has just a shade over 200hp?

  • avatar

    I have yet to experience an engine start/stop system that works well, outside of those in hybrids. If fuel economy is that important, might as well go to the full hybrid setup and get regenerative braking as well.

    • 0 avatar

      Yep that makes sense to me too. May as well go with a ‘soft hybrid’ car that has something like a 40 mile range but uses the battery to get the car moving.

    • 0 avatar

      I was walking my dog at an intersection this morning and and MB with start/stop started up as the light changed. It sounded like a golf cart. When I looked around the MB was the only car around. Otherwise I would have assumed it was some other, much less refined car. My only hope is that the driver is more isolated from this due to sound and vibration cancelling in the cabin but for the passerby it certainly didn’t sound like a premium car.

  • avatar

    So we finally get a new Q50 review and it is a 2.0t AWD version?

    That’s some fine trolling by the Nissan press fleet admin.

  • avatar

    “At that price, buyers are likely to be recent grads looking to impress.”

    I think you underestimate the number of people who are happy to pay the price of a nice dinner out with a good bottle each month to have a new car they don’t have to worry about. Expecially when they’ll get a note from Infiniti every 3 years telling them to swing by the dealership next month to pick up their new car.

  • avatar

    208hp? Jaguar and BMW – and GM! – are getting more power out of their 2.0L engines. what gives?

  • avatar

    I like this car generally speaking. Have been looking to potentially pick one up in the next year or so, but would be looking at the 3.0 300hp mid level engine. One thing I have noticed that is quite annoying, that to get real leather, you have to check quite a few option boxes bringing the price much closer to more capable vehicles and trims.

    There is absolutely zero reviews of the mid level engine option, the 3.0 VR turbo with 300hp. Nearly every review is of the Red Sport and a few with the base model. Seems like most agree that the base engine gets the job done, but not much else good to say about it.

    In general I like the design. It is handsome although, like you implied, somewhat generic. It is also a shame that the 17’s are offered on so many trims as the only option unless you are willing to load up on option packages, again bringing the price substantially higher where there is really a ton of options from many manufacturers.

    Seems like I see more and more of this. Adding 10K in option packages to get one simple desirable feature like fog lights or larger rims. Rather annoying trend that is likely to just lead me to aftermarket or somewhere else altogether.

  • avatar

    Umm…it’s spelled ‘Infinity”…

  • avatar

    Ill take mine as a 2012 G37x thanks…

    Also, bad Chris! the 17″ rims look perfect for providing a smooth ride and protecting the rims. Which is far more important than having them try and make up for deficiencies in styling.

    The base (non-S) G37 had 17s and I think they’re perfect.

  • avatar

    This is OK, but to be honest, I feel like my Sonata looks more upscale by far on the outside and by quite a bit on the inside. The lease pricing is attractive relative to MSRP but the car itself really doesn’t seem to justify any lust – and nothing in the review suggests that it drives in a way that offsets its prosaic appearance.

    • 0 avatar
      30-mile fetch

      You’re right, every time I see a Sonata going down the road with those knockoff chain-of-pearls accent LEDs pasted on its huge anonymous blunt snout I think “upscale”.

      I understand that the gulf in price between prosaic family sedans (which I have a soft spot for) and entry level luxury cars may not be fully evident in review photographs, but a Sonata is not more upscale than a Q50 and it will run rings around the Hyundai even with the 2.0T.

      • 0 avatar

        Oh, I get you on the accent LEDs. But the overall look of it I find much nicer; there’s something old and, yeah, bulbous about the Q50. Maybe it’s just not my bag.

        And obviously it will run rings around the 2.4 Sonata. My wife pushing the jogging stroller runs rings around the 2.4 Sonata. But the *twenty thousand dollar discount* does go some way toward assuaging the disappointment in regard to its powertrain! :)

        • 0 avatar
          Kyree S. Williams

          Actually, our 2012 Sonata Limited with the 2.4-liter (which I realize was detuned for the current model) is rather spritely; what it is not is refined. The suspension and engine-noise-mitigation are a bit lacking; the extra money for an Accord or Camry would have given us that little bit extra.

          • 0 avatar

            Kyree, the suspension in the 15+ Sonatas is a significant improvement over the previous generation IMO, but it’s still a notch below the Fusion. It’s not a very big notch, though.

            The drivetrain is another matter; it is indeed horribly unrefined and easily the weakest point of the car, at least in NA 2.4 guise. I haven’t driven the turbo so I can’t offer an opinion on that.

            The Sonata got the nod over a base-engine Fusion for me, though, *because* of its weakest point: The sonata is a couple of hundred pounds lighter than the Fusion, and its extra 10hp over the base Fusion mean that it spends far less time rubber-banding between gears on hills. The NA Fusion was utterly intolerable.

        • 0 avatar
          30-mile fetch

          Tastes vary, I think the Q50 looks very nice out in the real world.

          You’re right that these cars aren’t value plays in any sense of the word. You pay through the nose to drive off with a new one and if the very tangible difference in how they feel and drive compared to a mainstream sedan isn’t important to you then it surely is money wasted. The removal of 6 cylinder engines from the entry trims has certainly made them less appealing to me.

          But there’s a bright spot. Autotrader is showing me 2-year old Q50s with real by-God V6s for ~$26K. I’d certainly take that over a new 4-cylinder family sedan and I don’t think it would be financially foolish to do so.

    • 0 avatar

      “by far on the outside and by quite a bit on the inside.”

      Having been near and inside a Sonata, and near and inside a G37XS, I can say no, the Sonata does not.

      They feel like thin crap on the inside, frankly.

      • 0 avatar

        “They feel like thin crap on the inside, frankly.”

        I said it *looks* better, not that it feels better. I don’t know what the Q50 feels like but I certainly hope it feels better than the Sonata.

        That said, I think the current Sonata is extremely impressive in terms of feel for the most part. The center console, controls, air vents, buttons, etc, are all smooth, solid, and you can grab any surface inside and squeeze it without give or squeaks. The Sonata is behind its closest competitors in areas you don’t see all the time; the inside of the glove box is just a slab of plastic; the door pockets are thin-walled; the inside of the center console storage is another slab of plastic.

        But you don’t have a multiple-k price advantage over your competition by flocking plastic bits that you only look at once every four months, and I think Hyundai did an excellent job of prioritizing the feel of things you touch often (steering wheel leather, shifter, vent controls, audio controls) rather than things you interact with rarely.

  • avatar
    30-mile fetch

    Thanks for the review Chris, well done. Every other review of this car seems to be of trims equipped with the steer by wire or of the new RedSport, so reading about the base 2.0T (boo!) with the hydraulic steering is useful.

    It’s sad to see a me-too two liter turbo replace the raucous and charming 3.7. The wave of 2.0T is depressing. That format works in the GTI, but for this class of car the NVH is just out of place. For the 3.7VQ that was acceptable–it was potent. But for 208hp? At least the 328i provides real performance with its reedy little four.

    • 0 avatar

      In a NVH comparison, I don’t think the raucous and charming 3.7 VQ does particularly well compared to the GTI’s 2.0T, which is one of the smoothest and most refined out there.

      I don’t think the 2.0T in this car is considered a replacement for the 3.7…there is a 3.0T that does that. The 2.0T is a new niche.

      • 0 avatar
        30-mile fetch

        You’re right, it looks like you can get into one of these for about $34K to start, $40K for the 3.0. I was initially looking at the $40K base price for Chris’s tester and that seemed like 3.7VQ money in prior years.

        Regarding the GTI, I agree that is a smooth motor but I’m not real fond of the way it sounds. BMW’s 2.0T is what I had in mind regarding the NVH comment. It’s appropriately powerful but feels and sounds like it belongs in a $27K hot hatch, and reviews suggest it is one of the better 2.0Ts in the entry level lux world from an NVH standpoint.

        • 0 avatar

          The BMW 328i turbo 4 is a little bit rough at idle, but I would say it’s not bad.

          The sound on acceleration can be a little rough, but it’s very quiet the rest of the time.

          However, the BMW’s engine sound is at the least modified by active sound management involving the speakers. I had a hard time judging how much was the engine and how much the speakers. It seemed to me that BMW made the full-throttle sound louder on purpose … but I couldn’t say for sure.

  • avatar

    Let’s see…Bland looks, unrefined 4 cylinder, fake leather. Why would anyone get this over a loaded mainstream sedan for 10k less .

    • 0 avatar


    • 0 avatar

      Prado, I agree with you. Consider the 2015 Crosstour, I purchased a year ago for $28,500 on a closeout. A V-6 engine with more power that gets 24.5 mpg, more than this car and I have a very heavy foot and it weighs 400 pounds more than this vehicle. No expensive turbo charger to replace, one less repair. Honda reliability, more passenger and storage room. I have yet to drive a four cylinder car that didn’t have noticeable vibrations when idling.
      The regular Accord V-6 and the Camry V-6 would be similar.

      Of course you are paying for prestige with this car not value.

      I will concede the Infiniti has a nicer interior but I have leather not leatherette, and I have double wishbone suspension. I also think it is a bland looking vehicle. The older G35s and G37s were much better looking. The coupe being my favorite car for looks. Unfortunately when I finally sat in one, my shoulder was right up against the door and I found it very uncomfortable. I had the same problem when I test drove the Catera years ago.

  • avatar

    I struggle with the idea of a car with no spare tire. Run Flats are horrible, I know because I had them in my van. Replaced recently with a regular tire (cheaper and better ride) and got me a spare.
    This whole tendency of eliminating the spare tires is hard to digest.
    I know the Q50 has a spare kit, but the whole design uses almost the entire trunk, so it does not work. Jaguar has a better setup, IMHO.

    • 0 avatar
      Kyree S. Williams

      The only cars in which it makes absolute sense to remove the spare tire are hybrids, which typically have a gargantuan battery taking up some of the space. Of course, those don’t use run-flats; they use rock-hard low-rolling-resistance tires and generally come with tire-repair kits.

      I also recall my best friend’s 2015 Mustang not having a spare tire; instead it came with a powered tire inflator (which plugged into the cigarette lighter) and a repair kit.

      My 2011 X5 had actual run-flats, as did most units. You could spec it with regular tires and the spare tire kit for additional money…unless you had the third row and load-leveling rear air suspension, in which case you were forced to get the run-flats and spare-tire delete because there was no room for a spare. Also, having talked to an owner, I don’t believe the current F10 5-Series has dedicated space for a spare in any guise. You’d have to have it sitting in the trunk, like cargo.

      Meanwhile, my 2015 Golf SportWagen has a donut; my Jetta SportWagen had a full-sized (steel) spare. That last arrangement made me the most comfortable, especially while traveling.

      • 0 avatar
        30-mile fetch

        They killed the full size spare in the Golf wagon? Bummer. I love that feature on our Jetta wagon.

        • 0 avatar
          Kyree S. Williams

          Yep. No more full-sized spare, which p***ed me off when I sliced open the sidewall of the Golf SportWagen’s right rear tire on a curb, and had to make use of the spare for two days until an OEM-spec tire could be shipped in. P.S., Volkswagen, an 18″ wheel is overkill on this car.

          Since my GSW is the SEL, there is a “Fender” subwoofer that sits inside of the spare tire. It looks like there is room for a full-sized spare; deleting it was merely a cost-savings measure and I’ll bet in other markets, a full-sized spare is standard. I should have made the dealer let me keep the full-sized spare from my JSW when I traded it in, especially since they wound up keeping the car instead of selling it, and using it as a service shuttle.

          • 0 avatar

            How would having a 17″ tire on your car rather than an 18″ have prevented you from having it sliced open on a curb?

            You hit a curb that was sharp enough to slice a sidewall…how is having a taller sidewall going to change that?

          • 0 avatar
            Kyree S. Williams

            No, I was saying that objectively, 18″ is too big a wheel size for this car. It wouldn’t have prevented a tire mishap, but I feel like the ride is a bit compromised, especially with the move to a torsion-beam suspension in the rear on the TDI models.

  • avatar
    Kyree S. Williams

    I’ve always liked the Q50’s design. But yesterday, as I was perusing the car lots, I saw a Q60 (the coupe version) for the first time and became quite smitten with it, especially for the listed price, $47,000, which doesn’t get you very far in a 4-Series or A5.

    I’d be interested in seeing what Genesis’ upcoming compact RWD coupe looks like, but in my eyes, the Infiniti is the one to beat from a design and probably dynamics standpoint (if the old G37 Coupe was any indication).

  • avatar

    Infiniti is gradually falling further and further into irrelevance. Nobody can remember their model nomenclature, their styling is not good, and their performance is underwhelming.

  • avatar
    Snail Kite

    Looks about 5 years old already.

  • avatar

    Since the last rear-wheel-drive Maxima was almost 30 years ago (before the 4DSC), if this car weren’t an Infiniti, it wouldn’t exist (as a Nissan).

  • avatar

    “Still, I had no problems placing the big sedan in the corners.”

    Haha oh pleez, it’s so small.

  • avatar

    I wish they’d work on reducing the size of that middle console.. I like to occasionally stretch my legs out to the side on longer drives. So many newer cars feel totally cramped (Genesis, CTS, etc).

    I guess I’m from the good old days (got my license in the late 80s) when the only thing between the 2 front seats (if it wasn’t a bench seat!) was the gear shifter and/or parking brake.

    • 0 avatar

      You’re not alone. This was actually a major consideration when I bought a car over the summer. I wanted enough room that my legs were jammed into the driver’s door or center console. I bought the car that didn’t confine me.

      Last auto show I went to, I noticed that the so many entry-level luxury cars fail this test. Worse, the Q50 (along with the ATS) were the worst at flex. As in, my knee is pressed against the console or door, which causes the whole thing to flex. Makes the whole car seem cheap (although I think the interiors on both the Q50 and ATS are absolutely terrible already). Too bad the Q50 gave up the only thing that made it interesting (the engine).

  • avatar

    I find it strange that:

    – this car has LED front signals but incandescent rear signals

    – this car has a cool, bold nighttime rear lighting signature with LED pipes that is very distinct. But the daytime brake lights are very boring.

    Separately, the handful of people I know who are in Q50s now were between Q50 and Lexus IS. All leased.

    And that’s about all I think about when I think of “Q50”

  • avatar

    A 4-cyl (turbo or not) just doesn’t belong in a car costing this much. There’s nothing like the sound and power delivery of a V8. So build some small 3.0L V8s and turbocharge ’em!

  • avatar

    Sorry Infinity, but I’ll take the Audi A4 any day over this.

  • avatar

    I am sure it is comfortable and decent ride but for much less money one could buy a Subaru WRX Sti. Amenities are not as nice but the Subaru is the AWD sedan I would buy. If one does not desire manual shift the standard WRX Limited would have the CVT and have leather, etc to be luxurious and have softer ride than the Sti.

    • 0 avatar
      30-mile fetch

      And you can have big racer boi wing on the back. Because an entry level luxury buyer who is giving up the comfort and ride and amenities for a completely different class of car may as well put a wing on it as well ;)

    • 0 avatar

      If you think a WRX with leather is “luxurious” then you won’t ever understand the point of any luxury car. It’s a lot of fun, but it’s also harsh, noisy, poorly constructed (especially inside), and not all that well equipped.

  • avatar

    It’s bad enough they turned the once proud Skyline in to this mushy Q50 but you want to label it with Maxima badge too now!?

  • avatar

    “The current Maxima is an expensive Altima with a funky roofline.”

    The 2016 versions? Sorry, no. Your credibility is dinged.

  • avatar

    Subscript error: no Maxima found

    Try not to mess up the true memory of the old Maxima. It arrived on our shores base equipped with a motor that won awards, it lapped with v8 pony cars, and carried a MSRP that embarrassed the Bavarians.

  • avatar

    FYI, say “$279 and $299 per month” means nothing if you don’t mention what the downpayment is.

  • avatar

    I had to chuckle at the notion that, as a demographic group, “recent grads” are purchasing $42k near luxury vehicles. While no doubt true in some individual cases, as a group they are more likely to be saddled with debt up to their eyeballs and no immediate job prospects.

    I’m not feeling this car with the 4-pot turbo. Not because 4-pot turbos are a bad thing, but because this one seems only barely adequate to the task. How much of a stretch from $42k to get a V6?

  • avatar

    Infiniti, you lost me at 2.0T.

  • avatar

    “Rather, it was like waking Grandpa with an offer of coffee and pie between football games on Thanksgiving — the entire car shook with a grunt and a harrumph.”

    Great description!

  • avatar

    So this car has the same issues as nearly all the other 2.0T-powered luxury cars out there: a nasty engine sound and a lack of engine refinement. Only VW/Audi have figured out how to make a halfway refined 2.0T, and it’s still not as good as a six.

    I’d like to know what the mileage penalty would be for a 2.0T V6 or straight-six as opposed to the fours we have today. I’m fine with the power level but would like more refinement in sound and feel.

  • avatar

    I drove this car at the dealer while my 2008 G35xS was being serviced. I was disappointed in the turbo lag. My wife has a 2006 Saab 9-5 SportCombi and the difference in the two cars response is significant. While the Saab throttle response is immediate and smooth, the MB engine reacted almost two seconds after you press the accelerator and then with an uncomfortable surge. This is considered a feature on some of the forums, but I found it annoying. Now get out of my yard

  • avatar

    For pure driving enjoyment, buy a used G37. This car is no comparison, period.

  • avatar

    So I lose roughly 100bhp to gain about 3mpg city and still pay $40K + dest?

    F*ck you Infiniti.

    Oooo but it has AWD!

    Still, f*ck you Infiniti.

  • avatar

    my lease in one of my cars is up. a 2013 maxima . after test driving and taking some home including s class,xjl portfolio jag,audi a8 and a6, and others ,i decided to purchase my maxima that i found to be more satisfying to drive and more fun than all the others …i got the maxima when back in 2009 i went to a jag dealer to test drive the new jag. he was also a nissan dealer ,i test rode both and got a 09 maxima ,then when lease was up got this 2013 , to me one f the best cars sold in the usa and joins my 2000 saab aero 9.5 ,and lexus rc and gti and others ..all fun cars

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