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2024 Infiniti Q50 prices up $475, start at $44,200

The Infiniti Q50, like some small geologic formation, carries its graceful, aged sculpture into 2024 fearless and unchanged. Whereas in 2023 Infiniti added a new interior color, included Infiniti Premium Care, and increased prices, 2024 only sees higher prices. MSRPs are up $400 and the destination charge rises $75 to $1,150, for an additional premium of $475. Starting sums including destination are:  Q50 Luxe: $44,200  Q50 Sensory: $49,900 Q50 Red Sport 400: $58,050  Every Q50 is powered by a twin-turbo 3.0-liter V6, the Luxe and Sensory trims making 300 horsepower and 295 pound-feet of torque, the Red Sport 400 making the eponymous 400 hp and 350 lb-ft. As standard, all send their power to the rear axle through a seven-speed automatic. Sending power to the front axle adds $2,000.  The Black Opal Edition Package that we expected to be of limited supply returns for 2024. Its black opal iridescent paint job shifts from black to blue to green to purple depending on the light and viewing angle. The paint is matched with satin black badging and an exposed carbon fiber trunk spoiler, adding $2,200 to the price of the sole trim it's available on, the Q50 Red Sport 400. The package traces its lineage to the legendary iridescent Midnight Purple II, a color introduced on the R34 Nissan Skyline GT-R in 1998, and counts recent reboots elsewhere in the Nissan range with the 2014 GT-R with a Midnight Opal paint job and the 2022 GT-R T-spec in Midnight Purple.    It's understandable that a brand built on premium and sporty offerings doesn't want to give up its last unabashedly sporty offering, but this seems like a natural time to again wonder what is the endgame for the Q50, the final car in Infiniti's U.S. lineup. Automotive News reported over the summer that Infiniti showed its U.S. dealers a fastback sedan called a "striking evolution" of the Q70 boasting a longer wheelbase and shorter overhangs, a full-width headlight and taillight, and a "sporty and Porsche-like" rear end. That's anticipated in 2026. Maybe then the Q50 will be allowed to go off somewhere and rest.

Infiniti signs four-year deal to become title sponsor of Red Bull Racing

The chief of Infiniti's Formula One motorsport involvement, Andreas Sigl, said just last week that the brand was "going longer and deeper" into its collaboration with Red Bull, and the proof has already come: the Japanese luxury brand has signed a four-year deal to become the title sponsor of Red Bull Racing. From next year the team will be Infiniti Red Bull Racing.
The move cements Infiniti's intention to make the most of the already-ongoing technical collaboration it has had with Red Bull Racing for two years - this year Milton Keynes team has been testing Infiniti's Scratch Heal paint for aero properties and during the young driver test it used KERS batteries that were wholly developed by Infiniti's parent company, Nissan.
Earning a tip of the hat for not giving into cheap-trick branding, the engines will continue to be branded as Renault. Renault/Nissan CEO does not "want any confusion within the Alliance as to who does what."

The yin and yang of the 2017 Infiniti Q50 Red Sport 400

When we first drove the Q50 Red Sport 400, Infiniti had the car out at a prepared slalom-and-cone course in a large, open parking lot. The car was stacked up against another Q50 without the Direct Adaptive Steer steer-by-wire system, and the course was designed to show that the DAS-equipped Red Sport 400 (it's a $1,000 option) required less steering input to master the same course. With all due respect to Infiniti, which is invested in this unfortunate system and has been working hard to revise it, the comparison doesn't make a lot of sense. The non-DAS Red Sport 400 has a steering ratio of 15:1 in RWD and 16.7:1 in AWD forms. The DAS system can vary between 12:1 and 32.9:1 in RWD and 11.8:1 to 32.3:1 in AWD flavors. At its extremes, the DAS system's ratio is vastly different than the fixed-ratio cars. So sure, with a super-quick steering ratio available, the DAS driver's going to do less work. It's all in the gearing. Does this mean it's better, that the steering feel is more natural, that it's easier to hustle quickly? The amount the driver saws at the wheel isn't an indication of that, necessarily. After a few days in a rear-drive Red Sport 400, I'm saying that the spooky disconnection between the driver and the front wheels would be a severe deficit to a driver on a real autocross course. It's not like the DAS system is choosing bad ratios within its range, it's just not supplying the feedback to make it enjoyable. Knowing what your front tires are up to is critical. I can hear you saying right now, "But what Q50 Red Sport 400 owners are going to autocross their cars?" Sure, but it was just a means to an end: showing off the DAS in a good light. And in that case, it probably did. The thing is, in isolation, not back-to-back with a non-DAS car with a slow steering ratio, the DAS system has the same issues it's always had: It simply doesn't feel natural. It doesn't feel intuitive. There doesn't seem to be any real advantage over a slightly quicker rack. I don't hear about people making buying decisions based on how much work they have to do sawing at the wheel, do you? So, that's one side of the Q50 coin – one that's hard to ignore if you're an enthusiast and steering feel is an important connection between you and the vehicle you just dropped a large hunk of change on, and will be spending a lot of your time in. The other is that there's a really compelling reason to drive a Red Sport 400: The 3.0-liter, twin-turbocharged V6 is a monster.