No one still really knows what a modern premium crossover is. Most often this standard set from quality finishes, long list electronic systems and a powerful motor, wrapped in a package from the body of an average appearance. Well, chrome grilles and moldings that have become fashionable again, twenty-inch wheels and, possibly, a hybrid drive. Perhaps everything. There are no vibrations of the very song that you want to sing while driving, in today's cars. Usually not. But not in the case of the Infiniti QX50. True, we are not talking about spiritual vibrations, but about real, iron vibrations. At least this time, for the first time, I will have to talk about Infiniti, completely turning off emotions and armed with mass technical information. Believe me, it's not boring at all, because the wow effect from the list of revolutionary innovations makes you shudder...
Let's start with something simple and understandable. The previous model had a lot of complaints about the frivolous ground clearance. They listened to the opinion of consumers, and instead of the former 165 mm, now everything is 220 under the bottom, which means that we can seriously talk about geometric cross-country ability. The appearance has completely changed - the roof no longer looks like the dome of the cycle track in Krylatskoye, and a characteristic bend appeared on the rear pillars (you can emphasize the second “a”). On the hood and especially on the sidewalls, sharp ribs protrude, and those on the doors are the pride of Infiniti and the great achievement of the local stampers. No one else has such sharp and protruding edges! External body parts are obtained by deep molding, due to which, for example, there is practically no familiar step between the door panel and the glass. The body is generally carefully licked aerodynamically. A decrease in the Cx coefficient by 6% to 0.32 does not look very convincing at first glance (believe me, this is a lot), the zero lift that was achieved as a result is much more important. As you know, cars that do not want to take off are more stable in gusts of wind and in cases where you run into some kind of road jump from the whole course.
However, the main surprises are hidden inside. And not even in the cabin, but under the hood. And although, perhaps, sitting behind the wheel of the QX50, you will not feel everything that we will tell you about now, but at least you should have the understanding that a real engineering miracle lives in the depths of the car with a lot of perfect systems. After all, this is one of distinguishing features a real premium - ultra-modern and super-technological, but not particularly striking.
TECHNICAL SYMPHONY
You can talk as much as you want about the design of the crossover, its image niche and the portrait of the audience, but without good motor it will still remain an ordinary average car. The fact that colleagues-superprofessionals call the word "SUV" mysterious for us. After all, among fans of traditional values, the banal slogan “The motor is the heart of the machine” has not become outdated at all. And Infiniti engineers managed to create a unit that, in terms of boldness of decisions, borders on rotary engines, and at the same time, unlike the empirical Yo-mobile blades, it is serial.
The crossover's two-tone interior looks a little defiant, but it doesn't go beyond good taste.
Admire the curve rear pillar and the sharpness of the edge of the rib on the line of the door handles
So, ta-da-da-dam, fanfare! The new petrol VC-Turbo is the first serial engine with mechanical variable degree compression. Moreover, inside the motor, a larger or smaller piston stroke is really obtained. This happens with the help of a two-arm rocker with electric drive. The connecting rods do not rest directly on the crankshaft, but through this rocker. Its “free” end moves the electric motor up and down. The compression ratio varies from 8 to 14. In addition, the engine is able to switch to the Atkinson cycle (at a high compression ratio, when, due to the longer piston stroke, the intake valves remain open for a short time already in the compression phase) and back to the Otto cycle . This gives traction at heavy loads and savings at small. The motor turned out to be a little heavier than conventional gasoline turbos, but at the same time simpler and more technologically advanced than a standard diesel engine. An indirect plus is the extra iron inside the motor (levers, rocker arms, actuator) and the changed trajectory of the connecting rods so reduced vibration that the engineers abandoned balance shafts. As a result, in terms of dimensions, the engine does not differ from the usual one, although it is 18 kg heavier than the average two-liter one. But that's not all. You and I know two injection systems - the usual MPI, when the nozzles are located in the manifold before the intake valve, and the direct GDI, in which gasoline is injected directly into the combustion chamber. So, in VC-Turbo, both of these systems work at once. This is the only way to avoid detonation at high loads with a compression ratio of 14. The systems work in turn or together. The working surface of the cylinders in the new engine is also unusual. In order to reduce the friction of the piston on the walls, the surface is first sprayed with a plasma method, then hardened, and only then honed. The result is mirror-like cleanliness and an almost twofold reduction in friction (and again an increase in traction and fuel savings).
In general, the VC-Turbo idea was not born today - Infiniti and Nissan worked on it for almost 10 years, until they were convinced of the reliability of the engine and its suitability for any operating conditions. You can read more about the VC-Turbo engine, as well as about other developments of engines with a variable compression ratio, on the pages of our magazine (No. 9, 2017) or on the 4x4.media portal. We note that for Russia, the engine power was slightly reduced, lowering the bar from the American 268 hp. With. to digestible we have 249. A curious incident is observed in the field of numbers. The fact is that a variable compression ratio makes the working volume of the engine variable, which ranges from 1970 cm3 to 1997 cm3. And how do you want to calculate the volume?
Another novelty, now outside the motor, is the active upper support cushion. A miniature actuator with a powerful compact solenoid is mounted in it. Under electronic control, it is able to generate a counter-wave, leveling the trembling of a four-cylinder engine. All this made the engine work smooth and devoid of vibrations, as if under the hood is not an R4, but a real V6. Paired with the engine is the Xtrotic CVT, which has a sport mode with simulated gear changes. I never tire of being surprised that the variator, whose main ideology is complete stepless and inseparable traction, makes me imitate conventional automata with their range changes and tachometer strokes. Perhaps this mode is needed for those who are accustomed to hearing a pleasant ear, intermittent vroom-vrumm-vrumm instead of a monotonous hum. At the same time, an advanced motor, coupled with a turbine and an increased ratio main couple 5.846 allow you not to reduce traction in a fairly wide range of revolutions, as a result of which acceleration, as befits a CVT, still turns out to be smooth. Only the tachometer needle and the frequency of the engine noise accompaniment fluctuate. Exhaust, by the way, remained quite noticeable. There is no doubt that if Japanese engineers had the goal of suppressing any sound breaking out, they would have fulfilled it. But the stifled roar was deliberately left as a reminder that an honest gasoline fighter is under the hood.
WITHOUT SAILS BUT WITH ELECTRONIC STEERING
But the achievements of the creators of the QX50 were not limited to one power unit. brake booster with variable stroke for more efficient emergency braking is able to “shorten” the pedal itself at the moment when the distance to the car in front becomes critical. In fact, the car can stop itself (when moving both forward and backward), but allows the driver to participate in the process of saving nerves and banknotes. And the main surprise of the chassis is the optional steering without a mechanical connection between the steering wheel and the wheels on an ultra-fast electric motor (Direct Adaptive Steering). There is no familiar steering column here, just as there is no rigid connection between the steering wheel and the wheels. More precisely, there is a connection, but through an electromagnetic clutch that opens when the engine starts. The clutch is left in case of failure, and to give confidence to those who are beginning to feel sick at the mere thought of control by wire. The system is set up so that at low speeds there is almost no effort on the steering wheel, and at high speeds it noticeably increases. In addition, the booster gets used to your driving style and resists sharp erroneous maneuvers on the track, allowing you to turn the steering wheel only after overcoming a fairly noticeable stabilizing moment. This does not prevent you from taking sharp turns, but practically eliminates skidding, provoked by inadequate driver actions. Actually, being called an electronic amplifier, this steering mechanism is essentially not an amplifier, but is a real finely tuned remote drive. It has three actuators - one for the steering wheel and two for the wheels. All three create effort. Wheeled - for a real turn, and saloon - to create an imitation of the load on the steering wheel. The QX50 is the only crossover in the world with such handling, and the next step is to create a production robotic car without a steering wheel at all. Against this background, opening the fifth door with a wave of the foot and other assistants are perceived as the most ordinary options.
It's nice when a large monitor does not stick out of the topedo, but is skillfully integrated into it
Hidden behind a huge Infiniti badge is an adaptive cruise control radar
PERSONALLY VERIFIED
Having summed up this knowledge and going over the lines of the press release in our head, we began to squeeze everything that was possible out of the QX50, trying to appreciate all the subtleties of its new systems. True, no matter how we tried to feel the moment of changing the compression ratio, we did not succeed. It, of course, can be controlled by a special indicator on the dashboard and the changed exhaust sound ... But the thrust is stable and subjectively does not change. Consumption is confidently kept in the range of 8-9 l / 100 km during the most hectic driving. Electronic steering wheel does not give itself away, except that it resists the driver's inaccurate movements a little more noticeably. No artificial sensations, signs of outside interference or dictates of electronics. Having plunged into the process of studying the steering subtleties with our heads, we found only one nuance that manifests itself on a bad road. Where before front wheel, colliding with its edge on the ledge, dragged along the turning force on the steering wheel, now a complete ignore. On the other hand, why would a driver get a hand in a situation where it can be avoided?
The dynamics are very good. It's probably not worth calling it sports, but, spurred on by the fervent buzz of the exhaust, the engine with the gearbox does a good job. At least overtaking on the highway at speeds over 140 km / h are easy. No complaints about the brakes. Suspension is good both on asphalt and on soils. The gently sloping wave on the track, which once caused a rear end toss, is now almost invisible. High-speed taxiing does not create rolls, and fast steering electric motors work out without delay. Ground disciplines, due to our specifics, were considered almost under a magnifying glass. The car passed them, if not by five, then certainly by four plus. If you remember, the old QX50 was frankly short-stroke and, with any skew, immediately hung out rear wheel, and the current one does it reluctantly, until the last clinging to the ground with all four. For example, the standard exit to the track at a right angle from a crumbling and rather steep curb slope exceeded all expectations. The car did not catch on anything, and the all-wheel drive system (Intelligent All wheel drive) closes the drive clutch rear wheels as fast as the engine changes its compression ratio. You can accelerate along the country road - galloping occurs only on the largest pits. The nose is long, but does not hang too low, and where geometry is still lacking, steel protection saves.
INSTEAD OF VIBRATION - EQUAL TONE
Well, then, does this car cause that sacred awe, for which we are ready to pay huge sums in dealer centers? Yes and no. Engineering and settings are enchanting! The crossover is fast, clear, convenient, and, to tell the truth, its status is even higher than stated. It does not deceive the owner either externally or technically, as expected, it is cozy and beautiful. As for the heart rate, everything is done here so that it remains unchanged, and emotions do not cause bursts of adrenaline. What about the song generated by speed, you ask? And it sounds from 15 BOSE speakers with a total power of 450 W, and even a random rustle that has penetrated into the cabin is instantly suppressed by their antiphase oscillation. So you don't have to tremble. Relax and enjoy new sensations...
TECHNICAL DETAILS
Crossover Infiniti QX50 built in load-bearing body, on the new FF platform, all suspensions are independent. The engine is located transversely in front, has an in-house designation KR20DDET and a variable compression ratio of 8–14 (protected by 300 patents). Front drive - permanent, rear - automatically connected. Steering has a version with an electric drive for turning the wheels without a rigid connection with the steering wheel.
SPECIFICATIONS INFINITI QX50
Length/width/height: 4693/2161/1678 mm
Acceleration to 100 km/h: 7.3 sec
Maximum speed: 220 km/h
Wheelbase: 2,800 mm
Front/rear track: 1 625/1 620 mm
Turning diameter: 11.2 m
Ground clearance: 221 mm
Curb weight: 1986 kg
Trunk volume: 565 L
Transmission: CVT
Drive type: Electronically connected
Engine type: Gasoline turbo R4
Engine size: 1970/1997 cm3
Power: [email protected] hp@rpm
Cool. torque: 380@ 4400 Nm@rpm
Front Suspension: Independent MacPherson strut
Rear suspension: Independent multi-link
Brakes, front/rear: Disc/disc
Tires front: 255/45 R20
Text Evgeny Khapov
Photos of the Company-manufacturer.
On sale: from August 2018 Price: from 2,799,000 rubles
This part is the rear view mirrors. Don't ask why it was done - I don't know. Perhaps, then, so that journalists have something to catch on in the story about the novelty. I have no other versions, as well as questions for the mirrors themselves: they not only fit well into the new look of the crossover, but also provide good review. But everything else in this crossover is designed from scratch - starting with the new front-wheel drive platform FF (previously the rear axle wheels were driving, and the front axle was connected when slipping, now it's the other way around) and ending with the revolutionary VC-Turbo engine, which has no analogues on the market (The development of a mechanism for changing the compression ratio depending on the load took Nissan engineers more than two decades). By the way, in the original power unit develops 272 liters. with., but for our market we managed to knock out a new firmware, which allowed us to "fit" into the tax-preferential 249 liters. With.
Despite the peculiar appearance, gluttonous engine, not very agile machine, modest ground clearance and small trunk, QX50 was the best seller of the entire model a number of Infiniti in Russia. The secret of this success is as simple as a sushi recipe: a surprisingly low price for a crossover in this segment. Taking into account discounts, for a couple of millions it was possible to take a car in a rich configuration, with all-wheel drive and a V6 engine. Now the freebie is over. The new QX50 is significantly more expensive: if not for the current special offer from the importer, you would have to pay almost three million rubles for it. And this is the minimum price, and the prices for the top version exceed four million. But you know what? This price doesn't seem high at all!
Although the crossover has become 5 cm shorter, and wheelbase has decreased by as much as 8 cm, the novelty looks much more impressive than its predecessor. And at the same time it is more spacious. It's hard to believe until you sit in the cabin, but inside the new QX50 feels no smaller than the QX70. And this is not an optical illusion: the body became 10 cm wider and 6 cm higher, although the increase in height fell mainly on ground clearance, which increased from 16.5 to 22 cm. Thanks to the transverse arrangement of the engine, the designers managed not only to solve the the convenience of placing riders (with a height of 186 cm, I fit behind myself with a margin), but also free up space in the trunk: its volume has almost doubled, from 303 to 565 liters. The backs of the rear seats can now be tilted and folded straight out of the trunk, and the fifth door can be opened "from the foot" - on this model it is finally equipped with an electric drive.
Fashionable now electronic instrument panels up to Infiniti cars have not yet reached, but it’s a sin to complain about the analog scales of the new QX50, as well as about the color display occupying the entire space between the speedometer and tachometer on-board computer, which perfectly displays all the necessary information. But the media center with two screens (8 and 7 inches), like on the Q50 sedan, looks already outdated against the background of competitor systems. And yes, it does take some getting used to. Although frequently used functions are duplicated by “hot” buttons near the bottom screen, the heated steering wheel, for example, can only be turned on in the corresponding submenu of the system. But the heating of the rear row of seats, as well as windshield, are not here in principle - in the main sales market, in the USA, they are not in demand.
By the way, due to the fact that most of the Infiniti QX50 is sold in America, its production was moved from Japan to Mexico - and delivery is easier and assembly is cheaper. Why did prices go up? Yes, because the new QX50 has a lot of things that not only the previous generation model, but also other Infiniti cars have never had. For example, this concerns projection display, which shines brighter than competitors' models. Even here, for the first time, an active noise reduction system is used with ... an engine noise amplifier, so that more “correct”, pleasant sound frequencies reach the riders during acceleration. And the motor itself is mounted on an active support, which dampens vibrations, reducing the vibration load of the machine - everything has been done so that the owner does not feel the replacement of the old V6 with a new 4‑cylinder engine. In terms of vibrations (more precisely, their almost complete absence), everything is really good. But you can’t deceive the ear: whatever one may say, the “four” sounds completely different from the “six”.
But luck is even better! Compared with American version QX50 we tested last year new firmware slightly worsened the acceleration to hundreds, but in general it had almost no effect on the dynamics. The crossover accelerates very briskly - just have time to slow down in front of speed cameras, which in Kazan and its environs, where the premiere Russian test of the novelty took place, hang almost on every pole. Unlike the previous QX50, the new motor is not connected to a hydromechanical machine, but to a variator, which hardly slows down during acceleration. The only negative of the new turbo engine is that it was not as economical as the eloquent press releases promised. During the test on the roads of Tatarstan, even in a leisurely driving mode average consumption did not fall below 8.6 liters, and when I "drowned", it grew by almost 3 liters. And it was mostly a track, and in urban conditions the motor will eat more. However, the previous V6 had even higher consumption, although it developed 27 hp. With. less.
Reliability? We were assured that in new transmission all cons are taken into account stepless boxes, which were used by Nissan before: the manufacturer promises a long and trouble-free operation of the variator. The same is said about the engine, which has wound tens of thousands of motorcycle hours on test benches and millions of kilometers on the roads of different climatic zones. Nevertheless, the power unit with the factory index KR20DDET still remains a “dark horse”: how long will it live in reality complex mechanism, changing the height of the piston, and how it will be maintainable, only time will tell. I would like to believe that such a unit will last no less than conventional turbo engines.
Specifications Infiniti QX50 |
|
| Dimensions | 4693x1903x1678 mm |
| Base | 2800 mm |
| Curb weight | 1884 kg |
| Full mass | 2296 kg |
| Clearance | 220 mm |
| Trunk volume | 565-1139 l |
| Fuel tank volume | 60 l |
| Engine | petrol, 4-cyl., turbo, 1997 3 , 249/5600hp/min -1 , 380/4400 Nm/min -1 |
| Transmission | variator, full drive |
| Tire size | 235/55R19 |
| Dynamics | 223km/h; 7.3s to 100km/h |
| Fuel consumption | 8.6 / 10.5 / 7.6 liters per 100 km (city / highway / mixed) |
| Competitors | Audi Q5, BMW X3, Mercedes-Benz GLC |
- Design, excellent dynamics and handling, high ground clearance, spacious interior, good equipment.
- Price, non-alternative motor and transmission, no heating of the rear row and windshield.
Occasion: first Russian test drive.
Scene: Tatarstan, Russia.
Impression: Even during the first acquaintance with the Infiniti QX50, representatives of the brand assured that the car would have to undergo a number of changes before it hit the Russian market. The most obvious is to cut the output of the motor from 272 hp. to tax-beneficial 249. At the same time, the turnover maximum power(5600 rpm) and torque (380 Nm at 4400 rpm) remained the same.
Rewrote desired parameter only on paper? Acceleration time to hundreds hints that the crossover has really become a little weaker. To 60 mph (96 km/h) "American" accelerates in 6.3 seconds, and our QX50 spends a second more per exercise. The equipment is also to blame for the deterioration in dynamics. More options are included, and the car is heavier. However, I did not feel any discomfort from the loss of a second. Overtaking is given by Infiniti QX50 easily and naturally, not to mention the urban rhythm of traffic.
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The clearance did not require intervention: 220 mm under the bottom of the North American version is more than enough for Russia. But over the undercarriage a little conjured, making it tougher. And you know, on the "twenties" Tires Run Flat it is felt! By American roads, I remember, QX50 went softer. And I can’t say that it’s all the fault of the road. In Kazan and the surrounding area on our routes, they were of very good quality. But if there is still a serious pothole or speed bump on the way, the wheels are not shy to remind you that they have a hard time down there.
The solution to the problem is 19-inch wheels on simpler versions. You will win in the softness of the ride and even save money: on buying a car, tires and changing shoes. Wheels "on 19" do not know how to drive with a puncture, but there is still no spare wheel in the trunk. It is suggested to use a vial of sealant. Not The best decision for our roads. Moreover, there is a place for a dokatka.
And also on Russian Infiniti QX50 increased the protection of chrome elements against exposure to reagents. They should not "bloom" and peel off. And this is an important refinement: there is a lot of chrome on the crossover, and it will be very undignified if it quickly loses its original gloss.
Grade: the Japanese really want to play on equal terms with. In the presentation every now and then flashed a comparison with the Audi Q5, BMW X3, Mercedes GLC. In the details, the premium from the Land of the Rising Sun is still “not enough”, but if you do not pay close attention to them (and many buyers probably do not delve into all the nuances of the purchase), you can put cars on one level in a number of key parameters. And it is absolutely certain that in relation to the newcomer he made a huge leap, having been saturated with modern technologies.
Outlook: Infiniti QX50, I am sure, will continue to make the brand the main box office in the Russian market. He still outperforms the representatives of the European school in price. Especially if you remember that under its hood is 249 hp, and a well-equipped version costs about 3 million rubles.
Details: ZR, 2018, No. 10
Who would have thought that Infiniti would ever become the most avant-garde automaker. The breadth of a company's mindset is sometimes scary. At major international exhibitions, the Japanese present radically diverse concepts that would never sit down at the same table with each other. For example, the Project Black S and Prototype 9 concepts. The first is an attempt to introduce the technologies of the Renault F1 factory team into the body of an ordinary coupe with all the ensuing consequences - three auxiliary electric motors, KERS, throttle, brakes and steering by wire, as well as crazy 563 l. With. The second is the desire to convey to us the glory of their racing cars pre-war period. The only problem is that the company was born in 1989... Out of a corporate whim, not the passion of any one person...
However, let's leave the tediousness aside for a moment. Considered to be some of the most creative in the automotive industry, Infiniti designers once again found inspiration somewhere. Having pulled pieces from various areas, they manage to create cars that are everything and nothing at the same time ... Infiniti is a multifaceted company that can surprise not only with the above concepts, but also with ordinary production models. One of them is on test today.
In the past few years, Infiniti has irrevocably stepped on the path of innovation. The story of the steering wheel having no physical connection to the wheels has died down a bit, but the Japanese are once again kicking up the hype with their new variable compression engine. And first stock car, where this technology is applied, was the QX50 crossover. However, such a burning topic, perhaps, we will leave for dessert ...
The QX50 is new inside and out and from head to toe. The only thing he shares with his predecessor is a name. The past "frog-shaped" car, frankly, was terrible. With her 2.5-liter V6, she ate a lot of fuel and did not go anywhere, but! It was a model built on the sports "Nissan" rear-wheel drive FM platform. If anyone else remembers, the original was called the EX35. It had such a low ground clearance that it was essentially a G37 hatchback, and in Japan it was even unambiguously called the Skyline Crossover. To dot the i's, let's add that the shortened FM chassis formed the basis of the 370Z sports car. The new generation is still far from such regalia. Somewhere out there hiding under the clothes Nissan Murano, and in some markets the QX50 can be bought in heretical front-wheel drive.
The production model took inspiration from the QX Sport Inspiration concept. She experienced the new design direction “Powerful Elegance” and was rewarded with a bold full face with narrow LED headlights and a hood so undulating that from the cabin it resembles the breasts of a lying woman. At one time, the chief designer of the brand, Alfonso Albaisa, reached the apogee of grandiloquence, saying: “The model expresses strength and purpose through the so-called “proportional clarity” inherent in brand Infiniti. The exterior design appeals to an artistic sensibility. It has more of a smooth, natural aesthetic than a traditional premium crossover." Beautifully said, damn it, but the meaning is extremely problematic to catch. We would put it simply: Infiniti QX50 is quite a nice car, built according to all the canons of the genre.
There is such Mercedes brand, which ruins the interiors of all other luxury brands. That said, the QX50's interior is pretty nice, but it could be even nicer. By tradition, we see the InTouch infotainment system, consisting of a primary 8-inch touchscreen display and a secondary 7-inch one. A wide range of various types leathers that can be combined with natural maple or aluminum finishes. The main thing is not to injure your elbow on the central armrest.
Charlotte Zukunft, vector and raster designer. When accelerating, it uses paddle shifters of jasmine and eucalyptus.
Mazda has such a strange slogan: "The less, the more." They are about the sacred minimalism in the car. However, the reverse phrase is also true: "The more, the less." We are talking about modern gearbox levers. The larger the car, the smaller the gearshift lever. And the QX50 is one such example. The microscopic lever of the box looks ugly, unnatural and shaped like a mushroom from a nuclear explosion. In addition, the lever is not fixed (as is now fashionable), which causes additional confusion.
Well, now about the engine. The trend of switching to compact turbocharged engines carries one big falsification. At low load, when no turbo is required, these engines are less efficient than equivalent non-turbo engines due to the low compression ratios found in turbo engines. That is, if you do not need a momentary additional power, you are burning fuel in vain.
Turbine engines (and mechanical supercharger) use a low compression ratio to prevent detonation. When you force extra air into the cylinder and mix it with fuel, a premature bang is likely to occur! Reducing the compression ratio prevents this problem, but these motors are less efficient. Infinity engine with the VC-T index promises us the best of both worlds, as its compression ratio ranges from 8.0:1 for maximum performance to 14.0:1 for fuel economy.
The VC-T motor isn't such a big idea, but it's pretty hard to explain. In fact, this concept was outlined 20 years ago. It took a lot of time to get the math right. Saab and Volvo and Peugeot have been toying with this idea, but the necessary fast computer processors are only now available. Nissan has registered more than 300 patents related to this engine, so now no one will definitely copy it.
Instead of connecting the pistons to the crankshaft, Infiniti installed a swing arm in the engine with a connection at each end (mounting bolts are 30% stronger than regular, space-grade bolts). One end is connected to the piston, and the other end is connected to the second lower shaft, controlled by a drive lever. At any given time, the pistons move up and down in accordance with the lobes of the crankshaft. But the drive lever can change the angle of the swing arm. That is, the pistons will still move with the same cycle, but to a different phase. If the lever is moved up, there will be less space at the top, which means more a high degree compression. If it moves down, then the compression ratio will decrease.
The VC-T engine provides more power and torque than the standard 2.0-liter turbocharged 4-cylinders from Audi, BMW and Mercedes - 249 hp. With. and 380 Nm, but actually 268 hp. With. and 390 Nm (well, you understand...). Of course, there are more serious turbo engines of this size - for example, on Honda Civic Type R, Mercedes A45 AMG and Subaru WRX STI, but let's not forget that the Infiniti engine is all about trade-offs between power and economy. On the new QX50, this engine is paired with a CVT that mimics a traditional 8-speed automatic.
Stiguan, the apocalyptic speed racer. Fell into a turbo pit and can't get out.
Still, Japanese admiration for a thing invented in Holland, the variator, is surprising and incomprehensible. The Europeans themselves are trying to stay away from him, but the Japanese! They seem to be possessed. Premium Lexuses and now Infiniti are relentlessly screwing CVTs into their cars, which makes potential customers look askance at their products. Fortunately, there are less than 5% of such clients, and the rest simply do not care. The type of transmission is the last thing buyers of such machines think about. The CVT is just a cost-cutting tool because it's made in-house, not purchased from ZF. In his defense, it is worth saying that he does not bother at all. Strains only the Eco mode. As they say, if you want to feel like your car is broken, activate Eco! And finally, about the motor: its triumph is how normal it feels.
Infiniti emphasizes that technology variable degree compression can be scaled to other four-cylinder engines, but it is impractical for V6 and V8 engines. As far as the V6 goes, the performance of the new VC-T nearly matches that of the 3.5-liter VQ on the QX60 and various front-wheel drive Nissans. As in the data vehicles, VC-T on the QX50 is placed transversely. Perhaps he will just replace the VQ series with Nissan.
In the near future, VC-T will be exclusively available only on the QX50. Installing this engine in a rear-wheel drive Q60 coupe would have been a more elegant solution for car enthusiasts, but Infiniti, as always, chose the most pragmatic path. By the way, the Japanese have promised to electrify all their models by 2021. Probably, the VC-T motor is perceived as a kind of bridge.
It is vital for Infiniti to go for all sorts of tricks and surprise, because in the segment where the Audi Q5, BMW X3 and Mercedes GLC are represented, there is no time to relax. It seems that the golden days of the luxury Japanese are already behind us, and if they have not sagged yet, they will certainly sag. They had the opportunity to pinch and peck at the Germans when other non-Germans premium brands dozed off, but now both Cadillac and Alfa Romeo, and Jaguar. Yes, only the stunning Volvo XC60 is worth something! So it turns out that for the QX50, the most logical competitor would be some kind of Acura RDX, which left a long time ago with Russian market. Infiniti vs. Acura is about as much fun as a mattress maker battle. Infiniti's only hope is that starting price from 2,940,000 rubles, their crossover is on average 200,000 rubles cheaper than its main competitors.
The new Infiniti QX50 is very pleasant to drive. He is calm and collected. After all, not everyone is destined to be a killer. rear tires. A car that limits the noise, vibrations and other negative effects of everyday road trips should appeal to lovers of luxury. True, there is a feeling that the very act of physical driving weighs on the car. She longs to be autonomous, and it is possible that this will happen very soon. We really want the QX50 to sell well. It satisfies all those points that are so loved by the townsfolk and so hated by auto enthusiasts. It is soft, moderately boring, not too fast, not too slow... The only pity is that the miracle engine will remain only in the history books, because customers either do not understand it or do not want to understand it.
We thank the company "Nissan Manufacturing Rus" and personally Ekaterina Dotsenko and Anton Utemisov for the provided car.
Even in Russia, where last year With nearly 1.6 million new vehicles sold, the D-segment SUV is like a can of sardines. What can we say about the US with its sales of 17 million or China!.. The buyer is spoiled for offers for every taste, status and price. It is in this boiling pot that Infiniti is going to compete for its piece of the pie with the all-new QX50 crossover.
Price: n. e. On sale: since mid 2018
In Los Angeles, where we flew in for a test drive, it is sunny, plus 25 Celsius and 5 pm. At this time in Moscow there is snow, minus 13 degrees and 4 o'clock in the morning. Struggling with acclimatization and sleep in every possible way, I am trying to concentrate on a press conference dedicated to the generation-changing QX50. Global Product Director Nicholas Chan devotes most of his speech to the design of the car, which is not surprising. The appearance of the former QX50 (formerly the EX35) caused me and my colleagues a lot of questions: bulky, disproportionate, with a slight ground clearance... A sort of hatchback that ate burgers with bacon after six in the evening.
The fifth door opens with a wave of the foot, but can only be closed with a button.
The new QX50 is radically different: elegant against the background of its predecessor, harmonious and interesting against the background of its main competitors in the face of the angular Lexus RX and the unremarkable Audi Q5. Fully LED optics with branded "ice cubes" in front, moderately massive radiator grille, sharp wavy folds on the hood, smoothly flowing into a deep waist line. She, by the way, is a subject of special pride: a 30-degree bend and deep grooves for door handles- one of the most complex textures in automotive industry which is produced by deep molding. The ground clearance, which has grown from 165 to 218 mm, completes the image.
With the change of generation, the "fifty" moved to a completely new modular platform, designed for front- and all-wheel drive models with McPherson struts at the front and an independent multi-link at the rear. According to unofficial data, people from Mercedes-Benz even had a hand in its development. Let me remind you that the predecessor was based on a rear-wheel drive "cart". The torsional rigidity of the body has increased by 23%, mainly due to the use of high-strength steel. Aluminum was used in the production of body panels.
The only element of the body that has not changed with the change of generation is the side mirrors.
You feel a positive result from the change in architecture as soon as you find yourself in the cabin: the car has become much more spacious, despite the fact that the length and wheelbase have decreased by 54 and 81 mm, respectively. The height from the seats to the roof has increased, the legroom for the rear passengers has increased, the interior has become wider at the level of the shoulders and hips.
IN rear doors integrated mechanical sun blinds.
In practice, this means that without any problems I was placed on the back sofa, which moves on a “sled”, having previously adjusted the chair in front to fit my 187 centimeters of height. There is nothing to say about large leather front seats with pronounced lateral support and ventilation: a little fraud with electrical adjustments, and you can go on a run. In the versions that will be sold in Russia, they promise a winter package: heated seats, steering wheel and windshield heating.
The trunk now holds 880-1048 liters when loaded under the roof, depending on the position of the rear seats. With the second row folded to the floor - 1823 liters. But this is for modifications shod in 20-inch run-flat 255/45. Cars with 235 / 55R19 tires will be entitled to a stowaway that will eat a small part of the trunk, but how much has not yet been reported.
The interior design is its own, with an abundance of high-quality fitted leather and suede. Salon can be ordered in black or beige. If you're looking for something a little more exotic, there's the top-of-the-line Autograph version: diamond-patterned chairs, light beige leather with white stitching contrasting with brown leather and blue suede accents. Looks expensive but...
But then the eye stumbles upon the plastic "Nissan" windows keys and steering column switches. Seems like no big deal, but general impression spoils a little. However, even with their presence, the interior of the new crossover no longer leaves an aftertaste that you are sitting in a Nissan, albeit with an Infiniti badge on the steering wheel.
The worst thing about the second-generation QX50 is the multimedia with two touch screens 8 and 7 inches stacked on top of each other, which hasn't changed since its debut on the Q50 sedan in 2013. Drawing graphics is weak, responsive to touch, like a brick, and as soon as the sun hits the cabin, the upper display fades. One thing is good, the sensor is duplicated by a "washer" under the driver's right hand in the manner of BMW and Mazda.
Separate claims for navigation system: slowdowns and piling up of icons with information on top of the map make you take out your smartphone and turn on Google Maps after 15 minutes. By the way, Android Auto and Apple CarPlay are not. But there is a cool optional Bose Performance Series audio system with 17 speakers. It was tested in the evening traffic jams of Los Angeles, where even the cops drive with their windows open, throwing their arm up to the elbow ... It's good that without a Colt.
The new Infiniti QX50 has a couple of tricks up its sleeves beyond design. One of them is a two-liter gasoline “four” VC-Turbo with an automatic change in the compression ratio, proving that it is too early to say goodbye to internal combustion engines. When the engine needs more output, for example when sharp acceleration, electronics, using a system of levers and rocker arms, changing the position top dead points, reduces the compression ratio to 8:1, and with uniform movement, on the contrary, it increases to 14:1 for the sake of more efficient fuel consumption. At the same time, the working volume of the motor varies from 1970 to 1997 cm3.
The process takes place smoothly and completely unnoticed by the driver and passengers. In addition, the Active Torque Rod (ATR) active vibration reduction system was integrated into the upper engine mount, which made the operation of the motor significantly quieter.
The innovative “turbo four” is not only lighter and more compact than the 2.5-liter V6 that its predecessor was equipped with, but also much more powerful: 272 hp and 380 Nm of torque versus 222 hp and 252 Nm. In addition, the engine is more economical: the declared average fuel consumption is 9 liters per 100 km. In fact, this is exactly what happened. It is difficult to say for sure how reliable the VC-Turbo will be in operation. But the company says that more than 100 prototypes have been tested and a total of about 5 million kilometers have been rolled.
Digests torque variator X-Tronic CVT with imitation of eight stages. The variator was significantly modernized by installing a new torque converter, electric oil pump and a control valve block that provides a direct link between throttle input and engine response. At first, I was not happy with the electronic transmission selector: too vivid memories of the carelessly tuned counterpart that Maserati uses. But the QX50 dispelled my fears. The gears are switched on clearly, simply and quickly, not to mention the fact that it looks more harmonious in the interior than the fixed “poker” of its predecessor. The plug-in all-wheel drive system with an electromagnetic multi-plate clutch, if necessary, transfers to rear axle up to 50% thrust.
The QX50 accelerates briskly, with a quiet, rather pleasant rumbling coming into the cabin from engine compartment. The dynamics are good. The spirit, of course, does not capture, but no one positions the QX50 as a near-sport car. a hundred all-wheel drive crossover picks up in 6.3 seconds and stops accelerating at 230 km / h. The front wheel drive version is 0.4 seconds slower. But here it is worth noting that these are data on European and American modifications. The QX50 will reach Russia deformed to 250 “horses” tax, and its performance in the sprint is still unknown.
The main thing is that on the way to Russia, the QX50 does not lose its handling. The crossover keeps collected in corners, practically does not heel and does not sway after passing high-speed ligaments. IN sport mode on serpentines, of which there are plenty in the mountains in the Malibu region, you want to ride the QX50 for all the money, licking the apexes. Thank you very well tuned adaptive dampers with valve control. True, tight speed limits and severe fines in the event of a meeting with the police quickly cool the ardor.
At the same time, the suspension does a good job of working out small pits, potholes and cracks. Only the contact of 20-inch “runflats” with sharp joints or carelessly applied patches make their way into the cabin with dull blows. Unfortunately, it was not possible to test the crossover off-road. Everywhere you look, private property.
The drag coefficient decreased by 10% to 0.32.
Electronic Adaptive Steering (DAS 2.0), which is equipped with top-end Infiniti versions QX50, in the usual relaxed mode of driving around the city, adds comfort, leveling unpleasant vibrations. But in the sport mode, the steering wheel is artificially overweight, and upon returning to the zero zone, at a certain moment it is sharply empty.
Another trump card of the new QX50 is the Propilot Assist driver assistance system. Using radar and a camera, the electronics can keep the car in the lane, recognize pedestrians, track cars in adjacent lanes, and slow down if emergency, keep your distance, and also move off after another car after a complete stop. Unfortunately, the latter Russian versions will be unavailable.
Prices are only available for the US, but you should not focus on them. The company promises to try to accommodate basic versions in psychological 3 million rubles, and the top ones - 4 million. At the same time, the equipment of the starting versions of Pure for Russia cannot be called poor: four-wheel drive, fully diode optics, chip key, multimedia with two touchscreens, winter package, dual zone climate, power tailgate, 19-inch wheels, six-speaker audio system, Bluetooth, 8 airbags and, of course, Glonass.
*Specifications shown are for versions available in the US
pros
I like how the suspension is set up, how it looks inside and out.
Minuses
But something urgently needs to be done with multimedia.
Verdict
Darkness of competitors: Audi Q5, BMW X1 / X3, Mercedes-Benz GLC, Volvo XC60 and Lexus RX, Cadillac XT5, Jaguar F-Pace And Land Rover Discovery Sport. Like I said at the beginning: a can of sardines. In such a company, appearance and technology alone are not enough to stand out. We hope that the QX50, which left a pleasant impression, will receive an equally pleasant price.
