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Nissan tests fully autonomous ProPilot tech on Tokyo roads

We've been hearing a lot about Nissan's ProPilot technology lately. ProPilot Assist is coming to the U.S. in the Rogue, as well as the Leaf EV. For this generation, the system allows for Level 2 autonomous driving, which is essentially adaptive cruise control paired with a lane-keeping function. Later, Nissan will add ProPilot Park, which allows the car to park itself. The next generation of ProPilot, though, allows for Level 4 fully autonomous driving, even on urban streets, beginning in 2020. Nissan has announced that it has already tested it on public roads during a demonstration in Tokyo. The prototype test vehicle is an Infiniti Q50. It's fitted with 12 cameras, 12 sonar sensors, nine millimeter-wave radar sensors, six laser scanners and high-definition mapping, all run through artificial intelligence. With this combination of hardware and software, the Q50 prototype can navigate across town or on the highway, automating the entire driving duties from the moment the passenger selects a destination until their arrival. It can tackle busy intersections and respond to obstacles in the road, providing what Nissan claims is a "human-like driving feel that gives passengers peace of mind." View 29 Photos "Our next-generation ProPilot prototype showcases technology that will be available for real-world use from 2020," said Takao Asami, Nissan's senior VP of research and advanced engineering. "Today's demonstration is another example of our successful work toward creating an autonomous driving future for all." Autoblog has already had the chance to sample the current generation of ProPilot Assist, in both the Leaf and the Rogue. While there has been a little bit of disagreement in our office, most of us have found the technology to work fairly well, and are looking forward to trying the next generation of semi-autonomous and autonomous systems. As the tech advances, it will only get smoother and smarter. Related Video: News Source: Nissan Green Infiniti Nissan Technology Emerging Technologies Autonomous Vehicles Electric Videos Sedan nissan propilot propilot

2023 Infiniti QX55 starts at $50,175, an increase of $2,650

Infiniti has added "more standard luxury amenities, driver-convenience features, and Infiniti Premium Care" to all grades of the 2023 QX55. The plusher digs come at a price, though. The entry-level Luxe and mid-level Essential trims have each gone up by $2,650, the 2023 Luxe costing $50,175 after the $1,025 destination charge, the 2023 Essential costing $55,275. The top Sensory trim has only been increased by $750, rising to $58,825. The dosh buys perforated leather upholstery, 4-way power lumbar adjustment for the driver's seat, a USB-C port for the back passengers, rear door handles with integrated LED welcome lighting, auto-folding heated outside mirrors with blind spot detection, and ProPILOT Assist across the board. Three-year standard maintenance program Infinity Premium Care is thrown in, too, providing routine inspections, oil changes and tire rotations for purchasers and lessees. Every variant also comes with wireless Apple CarPlay, but Android Auto still requires a cord. Moving to the Essential upgrades to adaptive LED headlights in a cube design with auto leveling, adds Traffic Sign Recognition to the ADAS suite, and extends feature content with items like climate controlled front seats, around-view monitor, and 3D building graphics for the navigation system. The QX55 Sensory picks up even nicer leather seating, four-way power lumbar adjustment for the front passenger, heated outboard seats in the second row, a heads-up display, and a motion-activated rear hatch. The powertrain holds steady with the 2.0-liter variable-compression four-cylinder making 268 horsepower and 280 pound-feet of torque, "shifting" through a continuously variable transmission and sending power to both axles. The 2023 QX55 can be configured at the Infiniti site now, arriving at dealerships sometime this summer.

Infiniti's new VC-T changes the rules of small turbocharged engines

The upcoming Infiniti QX50 crossover does not get our pulse racing, no matter how shapely the QX Sport Inspiration concept that previews it may be. No midsize SUV does, to be fair. But it has something special under the hood – the world's first production variable-compression-ratio engine. That means the QX50's 2.0-liter turbo four, which makes 268 horsepower and 288 pound-feet of torque, will have up to 27 percent better fuel economy. Here's how it works. The trend of moving to smaller, turbocharged engines carries with it one big falsehood. Under low load when the turbo isn't needed, these engines are less efficient than an equivalent engine without a turbo because of the low compression ratio the turbo requires. That is, if you never need the extra power, you're wasting fuel. Turbocharged (and supercharged) engines use a lower compression ratio to prevent detonation. When you force extra air in a cylinder and mix it with fuel, it's more likely to prematurely go boom. Lowering the compression ratio prevents this problem, but it's less efficient. Infiniti's VC-T promises the best of both worlds, with a compression ratio that ranges from 8.0:1 for high-power turbo needs to a 14.0:1 ratio for fuel-sipping efficiency. At its heart the VC-T engine is a simple idea, but it's complicated to explain. Consider yourself warned. The photo below from Infiniti serves as a good visual overview. For the truly nerdy, this patent application covers the mechanical concept. Instead of having the pistons connected to the crankshaft, Infiniti's engine has a pivot arm with a connection on each end. One end connects to the piston, the other connects to a second lower shaft, which is controlled by an actuator arm. At any given time the engine's pistons move up and down according to the lobes on the crankshaft. But the actuator arm can change the angle of the pivot arm up and down. That is, the pistons still move in the same motion with the same stroke, but phase the entire stroke up or down. Move the pivot up and there's less room at the top, which means a higher compression ratio. Move the pivot down and the compression ratio goes down, too. As an added bonus, the lower shaft eliminates the need for counter-rotating balance shafts. Infiniti says this system works constantly and can vary the compression ratio to any number between 8:1 and 14:1. It also uses electronic variable valve timing on the intake valves to switch into Atkinson-cycle combustion for greater efficiency.