From £33,0567
Mid-sized Infiniti coupé has pace, richness and refinement but its steering and transmission take the edge off an otherwise impressive drive

Our Verdict

Infiniti Q60

Infiniti’s mid-sized coupé has the looks to do well, but little of the substance to go with them

Richard Bremner Autocar
17 November 2016

What is it?

This is the replacement for a car that you may have heard of but quite possibly never seen. The Infiniti G37 coupé, a quietly handsome V6-powered car of surprising potency, is one of the rarer Infinitis in this country. Since that descriptor applies to all of them bar the new UK-built Q30 and QX30 crossovers, chances are that you may never have seen one coming the other way.

The Q60 that replaces it may face a similar fate although, like its predecessor, it deserves a wider audience. This all-new coupé may win more attention by promising useful improvement in almost every direction, and Infiniti’s gradually rising presence, not least through the Q30, should also help its case. The Q60 certainly has the content to attract buyers of compact, classy and smoothly swift coupés, although the competition is pretty fearsome, coming from the BMW 4 Series, Mercedes-Benz E-Class Coupé and a renewed Audi A5.

It’s propelled by either a 205bhp 2.0-litre turbo or a 400bhp 3.0-litre twin-turbo V6, the bigger engine coming from the new VR family that replaces Nissan’s highly regarded VX motor, as used by the 370Z among others. The 2.0-litre powers the rear wheels only whereas the 3.0T tested here propels all four wheels, the rear axle potentially receiving up to all of the engine’s torque in the quest for agile handling. Both models get a BMW-style drive selector, ranging through Snow, Eco, Standard, Sport and Sport+ modes, and the V6 model also has adjustable electronic dampers, labelled Dynamic Digital Suspension in Infiniti speak.

Both versions provide Infiniti’s controversial direct adaptive steering, whose odd tactile character undermines the Q50 saloon. The good news is that the Q60 system comes in second-generation form, while still allowing choice. In combination with the Standard, Sport or Sport+ driving modes, you can overlay default, Dynamic and Dynamic+ steering response modes via the infotainment screen. The steering system is claimed to react more quickly than a mechanical system, adjusting itself up to 1000 times a second. Further technical flourishes include an active shutter radiator grille and narrower door mirrors that also direct air along the car’s deeply sculpted flanks, although this Infiniti’s 0.28 Cd is not so remarkable these days.

Those deeply sculpted flanks are part of a restyle that includes a decidedly more emphatic grille, and Infiniti’s trademark crescent-cut side-window-to-D-pillar trim is also harder to miss. Arch-filling 19in rims come as standard and are upgradeable to 20in. The interior has been modernised, too, with the centre console presenting two stacked screens, the lower panel finger triggered. The screens provide plenty, including an around-view monitor, Infiniti InTouch concierge services and endless programming and information choices, from steering modes and three-flash lane-changing to weather forecasts and the stock market’s status.

Surprisingly, given Infiniti’s love for the technical, the instruments are conventional rather than configurable virtual dials, although the main pair are ringed with crescent-cut aluminium circles. The modernisation also includes an obvious upgrade in material quality for this subtly stylish, more swoopy cabin.

What's it like?

It doesn’t take long to discover that six cylinders, twin turbos and four-wheel drive equal quick. This is a 5.0sec-to-62mph car and one that could easily broach its 155mph limiter. The seven-speed automatic gearbox does a good job of masking the V6’s slightly indolent sub-1500rpm work rate. A very solid surge of melodic thrust rapidly emerges and without much disturbing the tyres' purchase on the road below, on dry days at least.

Sink the throttle completely and the crank will soon close on 7000rpm, the limiter’s arrival foretold by a now more mechanical soundtrack. The transmission is adaptive and gives itself a hurry-up if you select Sport or Sport+, and again if it detects an ambitious driving style. It's a shame that it has been substantially tuned for refinement because the sometimes delayed shifts are at frustrating odds with the engine’s eagerness. Paddle-shifting helps, but not completely.

The Q60’s chassis is quietly keen, too. Secure, decently supple and pointable, it allows you to attack bends with satisfyingly bold commitment, and with steering gear that’s a whole lot more helpful than you’ll find in the Q50. The weighting’s pretty good and it’s precise and quick without being flighty. For bend-bashing, it’s best in Dynamic+, where there is less slack around the centrepoint, but in truth the difference between these modes is relatively slight. And it can still feel slightly glutinous.

But never mind. The Q60 is pretty entertaining along a snake of tarmac, decidedly swift and civilised with it. Civility is what it does particularly well, in fact. This coupé is quiet and very comfortable, its cabin ambience is of fairly high quality, and it’s very well equipped. On most roads, the ride is good, too. This is more GT than sports coupé, and it plays that role well. Four can enjoy it as well. The back seats are unexpectedly capacious for a coupé, although the tall will find their heads touching a rear screen that will also broil them in summer.

Should I buy one?

If you want something that isn’t a 4 Series, an A5 or a Benz coupé, this car is worth a look - and not because it’s almost the only alternative. It’s quick, fairly engaging, well finished, generously equipped and refined. It’s also a more satisfying drive than the outgoing A5 and feels more eager than a Merceders. But the transmission and needlessly complicated steering underline the more poised abilities of the 4 Series.

Infiniti Q60 S 3.0T Sport Tech

Location Pasadena, US; On sale now; Price £46,690; Engine V6, 2997cc, twin-turbo, petrol; Power 400bhp at 6400rpm; Torque 350lb ft at 1600-5200rpm; Gearbox 7-spd automatic; Kerb weight 1892kg; 0-62mph 5.0sec; Top speed 155mph; Economy 31.0mpg; CO2/tax band 208g/km, 37% Rivals BMW 440i, Mercedes-AMG C43 Coupé

Join the debate

Comments
2

17 November 2016
I get paid 85 bucks hourly for freelancing. I never thought I can manage to do it but my good friend is making 10000 dollars each month by doing this jobb and shere commended me to check it out.D@1..

Try it out on following website,,,,,, WWW.w­o­r­k­j­o­i­n­3­0.COM

17 November 2016
did you just say 'broil' in a uk car magazine?

Pretty car this.

Add your comment

Log in or register to post comments

Find an Autocar car review

Driven this week

  • Skoda-Karoq 2.0 TDI 4x4
    First Drive
    16 October 2017
    Diesel version of Skoda’s junior SUV is unobtrusive and undemanding, but we’d still go for the silkier petrol version of the Karoq
  • Audi Q7 e-tron
    First Drive
    16 October 2017
    Expensive and flawed but this understated diesel-electric Audi Q7 has a lot to offer
  • Citroën C3
    First Drive
    16 October 2017
    Is the third gen Citroën C3 ‘fresh and different’ enough to take on its supermini rivals? We spend six months with one to find out
  • BMW X3
    First Drive
    15 October 2017
    A satisfying rework of the X3 that usefully improves its handling, cabin finish, space and connectivity to make this BMW a class front-runner again
  • Vauxhall Insignia Country Tourer
    First Drive
    13 October 2017
    Off-road estate is now bigger, more spacious and available with torque-vectoring all-wheel drive, but is it enough to make its German rivals anxious?