Gac Aion V vs Infiniti QX30

What's the difference?

Candidly, I questioned the logic behind GAC entering the Australian market, especially now given the seemingly non-stop influx of other brands. How could it really hope to stand a chance against so many similarly priced and similarly equipped rivals?

Well, the answer is by providing a better product. The Aion V is simply a better package than many of its rivals, Chinese and otherwise, at least based on our initial impressions.

It combines value and practicality but also adds a level of driving comfort and manners its Chinese rivals can’t match.

Is that enough to guarantee success? Not at all, but it’s a strong foundation to start with and at least gives GAC a fighting chance to not get lost in the crowd.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

Even though it’s almost identical to the Q30, the QX30 manages to feel sufficiently different in suspension tune and cabin ambiance to be considered different.

It’s a disappointing oversight, though, by Infiniti to deny the base GT such basic safety fundamentals as a rear view camera (which Infiniti assures us is being worked on).

One of the most notable elements of the Aion V design is the absence of a ‘GAC’ badge on the front. That’s because, while all GAC models in Australia will be sold under the one name, in its native China there are several different sub-brands. GAC Aion is the ‘new energy vehicles’ brand, focused on electric vehicles (EVs), while the smaller Emzoom SUV is part of the more mainstream Trumpchi brand that offers internal combustion engine models.

It means the three cars sold initially, and even as the brand moves forward with its expansion plans, there will likely be stark visual differences between models because they are effectively different brands. In the same way Holden ended up with a mixture of Opel, Chevrolet and GMC products in its final years.

Having said all that, the Aion V itself is an inoffensive design. It’s not as generic as some of its rivals, with some design character around the headlights and silhouette, so overall it cuts a likeable figure without being particularly memorable.

Like so many modern cars, the Aion V has a very simplistic layout inside, with more screens and less physical buttons and switches to reduce cost and complexity. There’s an 8.8-inch digital instrument display and a 14.6-inch multimedia touchscreen in the centre on the dashboard.

The QX30 is one of the first projects to result from a technology partnership formed between the parent company of Mercedes-Benz and the Nissan-Renault Alliance.

In a sign of how worldly the car industry is becoming, the QX30 is built in Nissan’s Sunderland plant in the UK, using the German Mercedes-Benz A-Class platform and powertrains, all under Sino-French ownership via the Nissan-Renault Alliance.

On the outside, the design that first aired on the Q30 is pretty unique. It’s not a subtle car, with deep crease lines along its sides that, according to Infiniti, is an industry first in terms of manufacturing complexity.

When it comes to differences between the two vehicles, it’s minimal at best. There is a 35mm increase in height (30mm from taller springs and 5mm from roof rails), an extra 10mm in width, and extra trims affixed to the front and rear bumpers. Aside from the all-wheel-drive underpinnings, that is pretty much it for the exterior.

The same black plastic overfenders that are fitted to the Q30 are present on the QX30, with 18-inch rims on both the base model GT and the other variant, the Premium.

The dimensions of the QX30 are also an exact match for those on the Mercedes-Benz GLA, with the long front overhang acting as the main visual connection between the two cars.

In terms of practicality there’s a handy space for a wireless smartphone charging pad, and that previously mentioned heated or cooled centre console box. Oddly, though, there is no traditional glove box. Instead there are just a pair of bag hooks ahead of the front seat passenger.

Space is good for a mid-size SUV, with a roomy front and respectable space in the second row. It would comfortably accommodate four adults, so would be a good option for families with older children.

As for the boot, it’s a generous 427 litres and has multiple adjustable floor heights available. Disappointingly, even though it has space for a spare, potentially even a full-size one, it only has a tyre repair kit. That might be fine in some markets around the world, but in the vastness of Australia, that is not the best option. Even a space-saver spare would be a better bet.

The QX30 is obviously very similar to the Q30 in many respects, but the interior is slightly different, with larger, less cosseting seats up front and slightly higher seats in the rear.

The cabin is also lighter in overall appearance, thanks to a paler colour palette.

There are plenty of neat inclusions, including a pair of USB ports, plenty of door storage, a space for six bottles and a sizable glove box.

A pair of cupholders resides up front, along with a pair in the fold-down armrest in the rear.

There is no particularly logical location for the storage of smartphones, though, and the lack of Apple CarPlay or Android Auto is down to Infiniti opting for its own phone connectivity suite.

A decent 430 litres of luggage space behind the rear seats is contrasted by a cramped rear area for all but the smallest of passengers, while sharply shaped rear door apertures making getting in and out a bit of an ask.

There are two ISOFIX baby seat points and a 12-volt socket in the rear, as well.

The QX30 will be offered in two variants; the base model GT at $48,900 plus on-road costs, while the Premium will cost $56,900.

Both come equipped with the same engine; a 2.0-litre four-cylinder turbocharged petrol engine that’s sourced from Mercedes-Benz and also used on the Q30 and Merc GLA.

Eighteen-inch rims are standard on both cars, while an electronic handbrake, 10-speaker Bose audio, 7.0-inch multimedia screen and a full set of LED lamps all round are fitted across both variants as well.

Unfortunately, the QX30 GT misses out on a reversing camera all together, a fate it shares with the Q30 GT. 

Infiniti Cars Australia told us that this was an oversight at the time the cars were being specced for Australia, particularly in light of the other technologies that the car would receive, like automatic emergency braking.

The company says it’s working hard to bring a reversing camera to the GT.

The top-spec Premium gets leather trim, a powered driver’s seat, and additional safety equipment like a 360-degree camera and radar cruise with brake assist.

The only optional extra on each car is metallic paint.

Both the Aion V Premium and Luxury are powered by a 150kW/210Nm electric motor, which drives the front wheels. 

Aion doesn’t claim a 0-100km/h time, but it wouldn’t be quick, at least not in EV terms. If you’re looking for a ludicrously powerful electric car - this ain’t it. It’s a perfectly fine powertrain for the job at hand, but it won’t blow your socks off with its performance and will take more than eight seconds to run 0-100km/h.

Just the one engine is used across both cars; the 155kW/350Nm single-turbo 2.0-litre four-cylinder petrol engine from the Q30 and A-Class.

It’s backed by a seven-speed transmission and wired into an all-wheel-drive system that is biased towards a front-drive configuration.

Sourced from Mercedes-Benz, up to 50 per cent of drive can be sent to the rear wheels, according to Infiniti.

The battery is 75.2kWh lithium-phosphate type, which provides a claimed range of 510km. Importantly, that figure is on the WLTP cycle, not the more lenient Chinese (CLTC) test protocol, so you could reasonably expect close to that target in the real world.

GAC claims it can accept up to 180kW charging speeds, which will get the battery from 10-80 per cent in just 24 minutes. 

It also has vehicle-to-load functionality, so you can draw power from the battery for tools or appliances if you need it.

Infiniti claims a combined fuel economy figure of 8.9L/100km for the 1576kg QX30 across both the variants; this is 0.5L thirstier than the Q30 version.

Our brief test yielded a dash figure of 11.2L/100km over 150km.

This is perhaps the area where the Aion V surprised the most. One of the most consistent qualities of these new Chinese-developed models is their incompatibility with Australia’s unique road conditions. They have a tendency to lack comfortable, controlled suspension and well-weighted and consistent steering.

That’s not the case with the Aion V, with GAC clearly taking the benefits from the partnerships it has with Toyota and Honda to learn what international markets prefer. Is this a clear standout, class-leading SUV dynamically? No. But it is above-average in the way it rides and handles.

The suspension is well resolved and feels comfortable to live with, while the steering is nice and direct, which will make navigating the cities, suburbs and open roads more easy and enjoyable. 

There is still some fine-tuning that could make it better, but overall the Aion V leaves a positive first impression. 

Again, it would be easy to think that the QX30 would feel almost identical to its lower-riding sibling – but that would be incorrect. We criticised the Q30 for being a bit too buttoned down and unresponsive, but the QX30 feels more lively and involving, thanks to its unique spring and damper set-up.

Even though it’s 30mm higher than the Q, the QX doesn’t feel it at all, with a benign, pleasant ride with good body roll control and competent steering.

Our front-seat passenger complained of feeling a little ‘hemmed in’, which is a valid point. The sides of the car are very high, and the roofline is quite low, exacerbated by the steeply raked windscreen.

The 2.0-litre four-potter is smooth and punchy, and the gearbox well suited to it, but it’s lacking in aural character. Luckily the QX30 does a terrific job of suppressing noise before it gets into the cabin, then…

The QX30 gets seven airbags, auto emergency braking, forward collision warning and a pop-up bonnet as standard across the line.

The base GT does, however, miss out on a reversing camera.

The Premium model also offers a 360-degree camera, blind spot warning, radar cruise control and brake assist, traffic sign detection, reverse motion detection and lane departure warning.

The Aion V is covered by an eight-year, unlimited kilometre warranty which is well ahead of the mainstream pack, typically sitting at five years, unlimited km. The drive battery is also covered for eight years, 200,000km and roadside assist is included for five years. Recommended service interval and costs are still to be confirmed.

But one of the biggest challenges for all these new car brands is finding space in the Australian market - literally. If you want to sell a lot of new cars you need a lot of new car showrooms and if you want to keep customers happy, you’ll need enough service centres to keep cars on the road as much as possible.

GAC has plans to have as many as 100 dealerships in the next five years, but right now it has reportedly less than a dozen. That will make servicing problematic if you do not live in close proximity to a service centre. This isn’t the work of a moment either, with so many new brands fighting for dealership real estate and staff there are only so many places GAC can set up shop.

The Q30 is offered with a four-year, 100,000km warranty, and servicing is suggested every 12 months or 25,000km.

Infiniti offers a fixed three-year service schedule, with the GT and the Premium both costing an average of $541 over the three services provided.