The Japanese luxury carmaker had something it wanted to make clear in its 2009 Geneva press release: “What Essence is not is merely an indulgent birthday present from Infiniti to itself“, it asserted, immediately planting the germ of doubt into those of a more cynically minded bent.
2009 marked Geneva’s 79th motor show. Infiniti was present that year, celebrating twenty years since its inception. To mark this auspicious milestone, they displayed Essence, a petrol/electric/hybrid concept GT coupé. Essence’s mission it appears was twofold. To showcase a new design ethos, forecasting a range of more exciting vehicles to wear the Infiniti badge, but also to generate excitement around the brand as it made a late entry into the European market.
Nissan’s upmarket sub-brand needed to make up for lost ground. Having made its US debut in 1989, it arrived concurrent with, yet somewhat on the tail of Toyota’s more impactful Lexus nameplate. Over the intervening two decades, while its Toyota City rival became an accepted member of the ‘prestige’ firmament, Infiniti, owing in part to Nissan’s US-centric focus, not to mention a somewhat half-baked commitment to product development, remained something of an also-ran.
We continue the story of Infiniti, Nissan’s troubled luxury brand, from 2010 to the present day and ponder its future.
Infiniti had spent its second decade rather more productively than its first and introduced models like the G35 compact premium saloon, coupé and convertible that were broadly class-competitive against their German rivals. However, sales growth still proved elusive. In 2010, Infiniti US sales were 103,411(1) vehicles, representing a 0.89% market share. In the same year, BMW and Mercedes-Benz were closely matched with US sales of 220,113 and 224,944 vehicles respectively, giving them market shares of 1.90% and 1.94%.
Infiniti’s Japanese nemesis, Lexus, edged ahead of the German duo with 229,329 sales, a market share of 1.98%. Even Acura outperformed Infiniti, with US sales of 133,596 vehicles, a market share of 1.15%. European sales for Infiniti in 2010 were an inconsequential 2,393 vehicles, representing a tiny 0.02% market share. Continue reading “Beyond Infiniti (Part Three)”
We continue the story of Infiniti, Nissan’s troubled luxury brand, as it enters its second decade.
As the new millennium dawned, Infiniti found itself far adrift of its two Japanese rivals, Lexus and Acura, in the US luxury car market. This was largely a result of an unconvincing and substandard product line-up. The J20 compact executive, which should have been Infiniti’s volume seller, was a barely disguised Nissan Primera P11 and had comprehensively failed to attract buyers.
At the other end of its range, the Q45 was a bland and generic luxury saloon that was hugely outclassed by its competitors. The only bright spots in its range were the two mid-sized models, the I30 saloon and the QX4 SUV, both of which were little more than rebadged Nissans. Together, these two models accounted for 78% of the company’s sales in 2000.
Infiniti’s parent company, Nissan, was also in deep trouble. Facing a real prospect of bankruptcy, it had entered into an alliance with Renault in March 1999, with the intention of cutting costs by sharing development on new platforms and mechanical parts, while retaining their individual marque identities. There was little doubt as to which company was the senior partner: Renault purchased a 36.8% stake in Nissan, while the cash-strapped Japanese company could only promise to Continue reading “Beyond Infiniti (Part Two)”
Nissan’s luxury brand is reportedly facing another reinvention as its long struggle for relevancy continues. We examine Infiniti’s chequered history and ponder its future.
When Toyota launched its first Lexus LS400 in 1989, the automotive world was simply stunned by the ambition and audacity of the Japanese automaker. Previously best known for vehicles that were carefully designed, well-built and reliable, but largely uncharismatic, Toyota had created a luxury saloon that easily matched and, in a number of respects, surpassed the best that either Stuttgart or Munich could offer. It was good enough to Continue reading “Beyond Infiniti (Part One)”
When the announcement came, it was met with resignation. For those attuned to the mood music surrounding the embattled Japanese marque of late, and following a decade of under-achievement it has been difficult to feign surprise that Nissan’s upmarket nameplate is shortly to depart Western European markets, seemingly never to return. For everyone else however, it’s been more a case of ‘Infiniti who’?
When I saw an example of this car while running at the weekend my camera was snug and safe at home. So, to paraphrase ourselves “due to the lack of original photos, stock images have been used“. It’s an Infiniti and one of ten examples of this model in Denmark.
What do I call this car? At the Danish car sales website Bilbasen, it’s an FX35. If you ask about that model name, Wikipedia identify it is as an Infiniti QX70, on sale from 2013 to 2017 and it’s patently not that. Dialling up that name at Google brings up everything Infiniti has ever made, but mostly QXs of one sort of another. It is probably not insignificant that Infiniti’s determined inability to Continue reading “Winter Beams Cast Strong Shadows”
Infiniti showed us this car in January. The c-pillar treatment is startling. I revised it.
There are two things you can do when the side glass has a potentially pointy outline. One is to acknowledge that this is the result of the angles set up elsewhere and fill that triangular gap with a matching piece of glass (with all the cost that entails). Our good friend the Opel Astra F did this.