Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Andrew Nabors – November 11, 2018

Reviewed: 2018 Nissan 370Z

If you are looking for a sporty rear-wheel drive 2-seater, what comes to mind? Porsche offers incredible fun with the 718 Series Boxster and Cayman, and Chevrolet dealers are discounting the Stingray in anticipation of the new model. But what about the Nissan 370Z? Every auto enthusiast has a memory of the Datsun (or Nissan Z-cars). Growing up around 240 and 280Z cars. Our museum even included a 1983 300ZX. It was the only year to be branded as a Datsun and Nissan, save that one for trivia night. Unlike other automakers who give up on their loyal fans, Nissan still builds one of the best sports cars on the market. Bugatti Veyron Specs, Price, Photos & Review The 370Z is not an evolution of the 350Z from 2003. Everything was redesigned for Model Year 2009. So it has been around for a decade, but it is still impressive. We spent a week with a six-speed version and here are our thoughts. Starting from the inside, it is a driver-focused car. The screen and controls are within easy reach, something that seems lost in higher-priced competitors. A triple gauge pod sits atop the dash so you won't be distracted. The main instrument cluster tilts and telescopes with the steering column, another amazing feature not seen anywhere else. Seats are well bolstered and the stock shifter has crisp, short throws. We drive many of the world's best cars, and there is something to be said for simplicity. Instead of a confusing menu for infotainment and and A/C, you have 4 real knobs. Regarding the A/C vents, they are large and aimed at you. This is essential in Florida, and we were thankful. Maserati Gran Turismo For Sale It doesn't pretend to have rear seats. This allows for ample cargo space and no friends trying to bum a ride home. Fit and finish of the door panels and dash is above par, thanks to many pieces being handed down from their Infiniti luxury brand. Visibility is much better than Mustang or Camaro, and that brings us to ride quality. If you don't opt for the Nismo or V-spec performance models, the 370Z is a comfortable cruiser. It has independent suspension and a strong chassis. Many panels are aluminum, but the major components are the latest in high-strength steel. This makes it incredible fun and predictable in corners. Downshift and crank the wheel and you will be a drift king. Speed bumps and broken pavement are much less abrupt than my spine-shaking CTS-V. Steering feedback is perfectly matched to speed, with power steering taking a rest a on the highway. You know exactly how much to dial in to rotate, and you feel the front tires obey your commands. Under the hood is an old friend. The VQ series V6 engine is rated at 332 horsepower and 270 lb-ft of torque. You won't find another car with a 6-speed manual for $29,900. Learning the shift points takes around 30 minutes, and it has plenty of power for its size. This engine is the basis for the GT-R and the V8 found in the Titan. It offers 200,000 miles of worry-free running, and the aftermarket can double its power with a weekend of work. In conclusion, you will be hard-pressed to find any faults. Every button and control is in English, and it can squeeze out 27 mpg on the highway. The only issue is age. While it was redesigned in 2008, people view it as the same car that arrived in 2003. Sales in 2017 were barely above 4,000 cars because of this. Nissan builds a reliable car, so the market might be saturated. But if you want a perfect sports car that won't break the bank, the Nissan 370Z is for you. Find Your Nissan For Sale Here

By Edward Jones – September 28, 2018

duPont REGISTRY Exotic Car Buyer's Guide 2019 Preview

duPont REGISTRY Exotic Car Buyers Guide is the go-to source for the best reviews on upcoming exotic and luxury vehicles. Every year, new cars are released and countless amounts of people are left wondering which one they should add to their collection. Here to help is the 2019 edition of duPont REGISTRY's Exotic Car Buyers Guide. Featured in this year's publication are more than 100 reviews of the hottest exotic and luxury automobiles to hit showroom floors this year and next.In this guide, you'll learn about cars like the new Lamborghini Aventador SVJ, Ferrari 488 Pista Spider, Hennessey Venom F5, Bugatti Divo, Apollo IE, Porsche 911 GT3 RS and so many others. There's a wide-ranging amount of vehicle categories that are covered in this issue, like tuner cars, hypercars, luxury SUVs, daily drivers, muscle cars, sports cars, luxury cars, luxury performance cars and even electric cars. You'll be able to learn all about cars included in each of these categories and see their price, specs and pictures. Even if you aren't in the market for an exotic car, it's a great read for automotive enthusiasts and aspiring buyers.To pick up a copy of the 2019 ECBG, visit your local magazine rack or click the button below. Buy Your Issue Now

By Andrew Nabors – July 09, 2018

Reviewed: 2018 Lincoln Navigator

It looks like the crossover craze is dead because full-size SUV's are back with a vengeance. GM has loaded their Suburban, Yukon, and Escalade with the same 460 horsepower engine found in the Camaro and Corvette, but Ford chose a different path.Sultan of Brunei Car Collection is at 7,000 Cars & GrowingUsing the same frame as the F150 pickup, the latest Expedition and Lincoln Navigator also adopt the truck's aluminum body technology. Aluminum SUVs are nothing new, the Range Rover has been almost all aluminum since the beginning. Ford chose it to build their new trucks and SUV lineup to save weight and offer better fuel economy. Another benefit for those like us who live on the ocean, you won't have to worry about rust.We spent a week with the new model, and it is unlike anything you have driven before. They incorporated the Active Motion front bucket seats from the latest Continental. The Perfect Position system conforms the seat back to your spine, which is a first for this segment. The tooling for aluminum is more precise than steel, so the body panel gaps are much tighter than other American offerings. Sound and heat insulation are top-notch, and the prominent center touch screen is intuitive and quick to respond.The transfer case and adaptive suspension respond instantly to the drive mode selector. It has six distinct settings depending on your situation. The 10-speed automatic was co-developed with GM, and it is also shared with the Raptor and the Camaro SS. But that brings us to the elephant in the room. Under the hood is a 450 hp version of the Raptor's twin-turbo V6. It makes 510 lb-ft of torque also, but only when the turbos are spinning.This is fine in a pickup truck, but in a 3-ton family hauler, you will find it caught in a feedback loop of boost and coast, and repeat. The turbos are either on or off, and when they are working, the Navigator burns fuel like its going out of style. Not offering the 5.0L V8 from the Mustang and F150 was a mistake.Yes, it is closely related to the V6 that powers the Ford GT, but after a long day at work, the exhaust notes and turbo lag are downright infuriating. For taking the kids to school or running errands it is a comfortable and elegant SUV, but if want a V8 you will need to look elsewhere. The 6.2 from the 1st gen Raptor would have been a great choice, but sadly it has been relegated to the F250. The other issue is the center console for the 2nd row. It is an island of plastic above the folded seats. If you plan to haul bulky items, it is a legitimate obstruction. Pricing starts just over $72,500, and it is a fair amount for the quality of the design and the materials used.Find Your Lincoln Navigator Here!

By Dylan Orluck – June 05, 2018

2018 Buick Enclave Review

The Buick Enclave has looked the same for many years. For 2018 Buick has given the crossover a much needed revamp. The Enclave still has a similar shape but has much sharper edges and lines. With a more aggressive front end, the Enclave looks sportier than it ever has in the past. As you walk out to the all-new Enclave, the remote start and hands-free power liftgate make life a lot easier. The 20-inch wheels all the way around, not only look good but make for a smooth ride. The power comes from a 3.6 liter V6 that is paired with a 9-speed automatic transmission. With such a large car I was worried about the power delivery from the V6, but the 310 horsepower is perfect and can certainly get out of its on own way. All these features come together to give the new Enclave amazing ride quality that makes you feel like you’re driving a small car. The AWD system helps to make the car extremely capable in any condition making this the perfect all-around car for someone that needs space and a bit of luxury. Our test vehicle’s price tag was $57,175 and had nearly every feature, including heated and cooled seats, lane departure, park assist, and an 8” screen with Apple CarPlay. Overall, I can’t find a single feature I am unhappy with and truly believe that this crossover does it all.

By Dylan Orluck – June 04, 2018

2018 Hyundai Elantra GT Review

The new Hyundai Elantra GT is a sporty new hatchback that comes with four doors and your choice of a manual or automatic transmission. The example we tested came with an automatic transmission that was paired with a 2.0 liter, 161 horsepower, turbocharged four-cylinder engine. At first, those numbers startled me, but after jumping behind the wheel and feeling how light and nimble the new Elantra GT is, that nervousness turned into a smile. Although it isn’t the sportiest car in the world, when you put the car in sport mode the shifts and throttle response feel more crisp, which offer a more visceral driving experience. Not only that but the car had all the interior features you need in your day to day drives. It is comfortable and has a ton of room in the trunk for such a small car. The test car had a sticker price of $27,460 and featured options like blind spot detection, ventilated leather seats, LED headlights and taillights, Apple CarPlay and a sunroof. I don’t know about you but I don't need much more than that when it comes to driving on a daily basis. Overall, the car has a sleek-looking front-end with a large cargo space and a comfortable yet well-optioned interior. It checks all of the boxes for the average driver looking for an average 27MPG and a nice ride. Hyundai continues to impress me.

By Andrew Nabors – May 10, 2018

Reviewed: 2018 Cadillac XT5

American sedans are facing a change in the market. Families want SUVs and Crossovers because they are practical, but only a few are actually appealing to the eye. The Cadillac XT5 arrived in 2016 to replace the aged SRX. It is built alongside its corporate cousin, the GMC Acadia in Spring Hill Tennessee. This factory was once the home of Saturn, so it goes without saying that the fine people of UAW Local 1853 know how to build quality cars.We spent a week with a new XT5 to see how it compares to its predecessor since one of our coworkers has one of the last examples of the SRX. First off, horsepower comes from the smooth, direct-injected 3.6 liter V6. Yes, it is the same V6 found in everything from the Camaro to the Colorado. But you can't deny 310 horsepower and 271 lb-ft of torque.This power can be had in a front wheel drive only model, but ours had All Wheel Drive. Yes, we are in Florida, so why would someone need to sacrifice fuel mileage for traction? Cadillac's latest AWD system can completely divorce the rear wheels thanks to a twin-clutch system at the differential. It is more like a traditional 4WD system while offering the economy of FWD. When engaged, the system can send 100% of power to the rear for peppy launches and minimal understeer in the corners.We go through many "luxury" cars and crossovers that are powered by 4 cylinder engines. This is an oxymoron. No matter how well the engine is built, they are unbalanced. Nobody wants to feel like they are driving around on a paint mixer, which is why the XT5 has incredible insulation. The V6 is a smooth operator, and the latest in magnetic suspension adjusts the shocks every 2 milliseconds. This one system alone is worth the starting price of $38,500. Cadillac introduced the world to MagneRide in 2002 on the Deville, and you won't believe how it tunes out any road imperfections.It is a Caddy, so expect to find real wood trim, heated & ventilated seats, 14-speaker Bose audio, and a panoramic sunroof. Airbags are hidden everywhere, and the collision avoidance includes 360* camera, automatic braking, cross traffic alert, and lane keeping assist. With the seats folded, you will have 63 cubic-feet of cargo space, no wonder Mary Kay uses them to reward their managers. One drawback is that short owners might not like the relatively high load floor, but it earns top honors in rear impact safety from the IIHS. If you don't want or need a full-size SUV, the XT5 might have your name on it. Click on the link below and stay with us for more insightful reviews. Browse Cadillac XT5 For Sale

By Dylan Orluck – April 17, 2018

2018 Ford Mustang GT Review

The all-new 2018 Mustang GT has the looks, sound, and performance to help attract nearly anyone's attention. While building the new and improved Mustang, Ford made subtle changes throughout the car in all areas including the most obvious, the front fascia. The updated headlights give the front-end an entirely new look, while still maintaining that Mustang vibe. As you begin to walk around the Kona Blue Metallic car, you start to notice that the same shape has been used and the rear end nearly looks identical to the untrained eye.Pop the hood, and you’ll notice the same engine that can be found in the last few models but has been “re-tuned” with more horsepower and torque. The five liter V8 puts out 460 horsepower and 420lb-ft of torque. When paired with the 10-speed automatic transmission, you are able to put down all that power while still maintaining decent gas mileage. The new Mustang gets up to 16 mpg city and 25 mpg highway.Saleen S302 Mustang Races a Fighter Jet 2018 Ford Mustang (Kona Blue with Performance Pack)The interior has a similar feel but features a few noticeable differences. The example we test drove happened to be a Premium, so the interior had a few updates. The seats were very nicely trimmed in leather to match the leather-wrapped steering wheel. The steering wheel tilted and adjusted to my liking, and the infotainment system was very intuitive.Overall I am a fan of the updates that Ford went with on the 2018 Mustang GT, it has everything you need and more unless you need a ton of room in the back seat. 2018 Ford Mustang Interior

By Dylan Orluck – April 15, 2018

2018 GMC Terrain Denali Review

If you’re looking for the space of an SUV but do not need the third-row seating, the all-new 2018 GMC Terrain Denali offers you more room with a small car feel. The example we had the opportunity of driving had a Red Quartz Tintcoat paint job with Jet Black interior. The 19” wheels give it a sporty look and it is impossible to miss the LED Signature head and tail lamps. With roof rack rails and a hands-free liftgate, the Terrain is ready for any adventure. 2018 GMC Terrain DenaliAs you take your first step into the vehicle you may notice that something is missing. The usual shifter cannot be found to place the car into gear. You have the option to select a gear using four buttons underneath the radio and climate control features. To the right of those buttons is the “L” button that gives you the ability to shift through the gears up or down, but seems to be a little out of the way if you needed it. Other than that the interior is nice and comfortable and the infotainment system is easy to use. Throughout the car you will also find heated and cooled seats, lane departure, and if you are feeling really adventurous, off-road mode. 2018 All-New GMC Terrain Denali InteriorThe new Terrain Denali comes with all-wheel drive and is powered by a 2.0L DOHC 4 cylinder turbocharged motor that gets 21mpg in the city and 26mpg on the highway. Overall, this 2018 GMC is a great all around vehicle that can handle a family road trip, a trip to the grocery store and even an off-road adventure. 2018 GMC Terrain Denali Trunk

By Andrew Nabors – February 19, 2018

Reviewed: 2018 Mercedes Benz E400 Cabriolet

Some days at work are better than others, and we're sure you can empathize. Last week when we noticed a new E-Class at our front door it made Monday much more enjoyable. As one of Mercedes-Benz most popular models, the E Class lineup ranges from coupe to sedan, with rear and AWD. Engine choices range from an economical four-cylinder up to the wild E63 AMG.We spent two weeks with a 2018 E400 Cabriolet, and it left each of us with smiles. The E Class was all-new for 2017. Now riding on the W213 chassis, the manufacturer says it was their most advanced new car to-date. Development took over 4 years, with 1,200 prototypes tested to destruction. Probably known as operation brake dance, engineers conducted over 10,000 autonomous brake tests and 5,000 automated lane changes.That last sentence alludes to an updated version of Drive Pilot, the same semi-autonomous system introduced in the S Class. Self-piloting cars are beginning to be a thing because the Cadillac CT6 we had a week before was bestowed with GM's Supercruise. I had an errand to run up to Ferman BMW, so I figured it would be funny to arrive in an E-Class. Traveling at an undisclosed rate of speed on US 19, the E 400 proved to have the same abilities as the S-Class, which are just shy of Cadillac's ability to sense changing traffic.Check Out These Great Deals On The SL65 AMGPutting the hammer down on the highway is much more rewarding than stop & go traffic. Even in Sport + mode, the computer seems to unlock boost at a gradual rate. But once you are going with traffic, it accelerates well for a lower-level engine option. The top is well insulated and showed no signs of buffeting. Hitting a reflector does induce a smidge of cowl shake, but this car is not set up for a road course. It had a sticker price of $87,215 after $12,000 of optional content. Not a bad price to pay for a German Cabriolet with decent power. If you are interested, click the link below to find our dealer nearest you. Stay with us for more great reviews.New E-Class For Sale

By Andrew Nabors – January 26, 2018

Reiewed: 2017 Infiniti QX50

Crossovers are easy to sell on a world stage. Families seem to want to travel suburbia in FWD comfort, driving scaled up versions of sedans. Nissan and Infiniti have perfected the formula, offering the QX30, 50, and 80. We've had ample seat time on the smallest and largest in their lineup, so now its time to peruse the features of the QX50.Reviewed: 2017 Infiniti QX30Before they renamed their lineup, the QX50 began life as the EX, a taller version of the G35 sedan. Sharing the same FM chassis as the 370Z and the GT-R. Primarily offered as RWD, AWD is optional, which separates the QX from its competitors.Reviewed: 2018 Infiniti Q50We had a week to spend with a new model, and everyone had valid points to make. It doesn't ride as high as other crossovers, so body roll feels more like a sporty sedan. Your only transmission choice is a 7-speed automatic, and for some reason, it offers rev-matched shifts in manual mode. Seats are wide and comfortable, but cargo room isn't comparable to others in this class.Power- we like power. All luxury brands seem to think a V6 customer will be happy with a turbocharged four, but we can't justify it. That's why the 325 horsepower 3.7 liter V6 puts the QX50 ahead of many. You have 267 lb-ft of torque which will have you at 60 mph a little over 6 seconds. The differential is geared for highway cruising, in order to max out at 24 mpg. City mileage is less impressive at 17 mpg.Browse Infiniti QX50 For Sale

Reviews

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe