Infiniti Q30 VS Nissan Qashqai
- Concept car looks
- Willing engine
- Standard safety
- Concept car practicality
- Lacking multimedia
- Priced in the big leagues
- Looks sharper
- Still good to drive
- Standard safety gear
- Still no CarPlay/Android Auto
- Highway tyre noise on the 19-inch wheels
- CVT could be less flarey
Welcome to the future - where your Mercedes-Benz is a Nissan and your Nissan is a Mercedes-Benz.
Thanks to the state of various global manufacturing alliances the Q30 is mechanically, largely a previous-generation Mercedes-Benz A-Class, with a similar arrangement seeing the new Mercedes-Benz X-Class ute comprised largely of Nissan Navara underpinnings.
Recently, the Q30 has had its range of variants trimmed from a confusing five down to two, and the one we’re testing here is the top-spec Sport.
Make sense? I hope so. The Q30 Sport joined me on an 800km trip along the east coast in the height of summer. So, can it make the most of its German/Japanese roots? Read on to find out.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Nissan's Qashqai has achieved something remarkable. After enduring a name change for its second generation (it used to be called Dualis), it has maintained its strong popularity among Australian buyers who are switching en masse to SUVs.
The compact SUV market is becoming increasingly crowded - the Dualis had few competitors on its release but today's Qashqai has 27 of them. The Nissan has seemingly brushed off all-comers, consistently and persistently battling with the Mitsubishi ASX, Mazda CX-3 and Honda HR-V.
It's mid-life update has arrived and as night follows day, MY18 supercedes MY17, with new additions to the safety list, a farewell to diesel power and a detail-focussed update to the range.
|Fuel Type||Regular Unleaded Petrol|
The Q30 Sport is a left-field choice in the premium hatch segment. For those who don’t care about badge equity and are looking for something different, the Q30 provides maybe 70 per cent the feel of its well-established competition while offering decent value courtesy of standard safety and spec inclusions.
The biggest letdown is how much better it could be with just a little extra in every department. Even in this top-spec the drive experience is a bit generic, and it’s missing an up-to-date multimedia experience limiting its appeal to a younger audience.
Even with its promising mixed heritage, the Q30 hardly feels more than the sum of its parts.
Is the Q30 Sport different enough that you’d consider it over its premium hatch rivals? Tell us what you think in the comments below.
The Qashqai's MY18 update is subtle but effective. It had a good base to start with, so it was all about detailed improvements. Ride and handling are better, it looks a bit more modern, the safety gear is improved and the exit of the diesel won't upset too many people.
As for which Qashqai is best, it's probably the ST-L - a good mix of spec and price make it our pick. As a range, it's likely the Qashqai will continue to sell as well as it has, despite stiffening competition. It has a solid reputation, well-judged spec and it can carry people and things in comfort and reasonable style.
The Qashqai's mid-life update is upon us - does it keep it in the hunt as pressure builds from Japan, Korea and Germany?
The Q30 drew more than just looks for its badge. It genuinely looks like a concept car from a motor show stand. Not the paper mache Mars rover early prototype kind, more like the six-months-before-production kind.
It’s all swoopy with curves cutting all down the sides, and Infiniti has done a good job imprinting the brand’s signature design queues – like the chrome-framed grille and notched C-pillar - on the front and rear three-quarter views.
It’s genuinely hard to tell it shares major componentry with the last-gen (W176) A-Class from the outside and I’d place the overall look somewhere between Mazda and Lexus’ design languages for better or worse.
While the front is swoopy and resolved the rear is a bit busy with lines everywhere and bits of chrome and black trim all over the place. The tapered roofline and high bumpers set it apart from your regular hatchback fare.
It might grab the eye for the wrong reasons, but it certainly gives the Q30 a slick look when viewed in profile. I wouldn’t call it a bad looking car, but it is divisive and will appeal only to certain tastes.
Inside is simple and plush. Perhaps a little too simple when compared with the new (W177) A-Class with its entirely digital dashboard or the 1 Series with its M bits. One could even argue the Audi A3 has done ‘simplicity’ better.
The seats are nice in the two-tone white-on-black trim and the Alcantara roof is a premium touch, but the rest of the dash is a bit too basic and dated. There’s a smattering of buttons down the centre stack which are replaced with more intuitive touchscreen functions on most rivals, and the 7.0-inch touchscreen looks small, distantly embedded in the dash.
The materials are all nice to the touch, with most important touch-points clad in leather, but it also feels a little claustrophobic, with the abundance of dark trim, thick roof pillars and a low roof-line, especially in the back seat. The switchgear, which is mostly dropped straight out of a Benz A-Class, feels good.
The exterior design has been left largely alone, with just a small amount of surgery to bring it up to date with current Nissan thinking. There's a new iteration of the 'V Motion' grille, revised headlights and more interesting bumper designs front and rear.
The cabin is largely the same - beautifully built, most of the materials are pleasant to the touch if not exactly an aesthete's delight. Everything is well laid-out, the dash is clear and the switchgear all perfectly pleasant.
The space is well proportioned, too and with the big sunroof, flooded with light, so it doesn't feel the slightest bit tight or claustrophobic, quite a feat in a car this size.
Infiniti calls the Q30 a “crossover” rather than a hatchback and this is best reflected through its pumped ride height. Rather than hugging the ground like the A-Class or 1 Series, the Q30 sits propped up, almost like a small SUV.
There’s also the QX30 which is an even more pumped version of this car complete with plastic guards in the vein of Subaru’s XV. The QX30 is also your only way to all-wheel drive now that the Q30 is front-wheel drive only.
While the extra ride height means you won’t have to worry about scraping expensive body panels on speedbumps or steep ramps you won’t be wanting to get too brave off the tarmac.
Interior space is fine for front passengers with plenty of arm and legroom, but back seat passengers are left with a small, dark space which feels especially claustrophobic. Headroom is not great no matter which seat you’re in. In the front seat I could almost rest my head on the sun-visor (I’m 182cm tall) and the back seat was not much better.
Rear passengers do score nice seat trim and two air-conditioning vents though, so they haven’t totally been forgotten.
There’s average amounts of storage up front and in the back, with small bottle holders in each of the four doors, two on the transmission tunnel and a tiny trench – useful for keys maybe – in front of the air-conditioning controls.
Even the centre console box is shallow, despite a large opening. Once I had collected enough loose objects on my trip I started to run out of room for things in the cabin.
There are nettings on the back of the front seats and an odd extra one on the passenger’s side of the transmission tunnel.
Power outlets come in the form of a single USB port in the dash and a 12-volt outlet in the centre box.
The boot is a much better story despite the swoopy roofline with 430 litres of space available. That’s bigger than the A-Class (370L), 1 Series (360L), A3 (380L) and CT200h (375L). Needless to say, it ate up two large duffle bags and some extra items we brought with us for our week-long trip.
This is due to its impressive depth, but it does come at a cost. The Q30 only has the sound system’s base and an inflator kit under the boot floor. There’s no spare for long distance trips.
One irritation I have to mention is the shift-lever, which was annoying in its tilt-shift operation. Often when trying to change to drive from reverse or vice versa it would get stuck in neutral. Sometimes I wonder what’s wrong with a shifter which locks in position…
Rear legroom is good, with enough room behind my driving position for folks of up to 185cm. There is tons of headroom front and rear even with the panoramic sunroof of the higher model spec. The interior dimensions mean four adults can cheerfully fit, with its light airy design (evident in the photos) made even brighter if you've got the full-length sunroof open.
Cabin storage includes up to four cupholders (ST and ST-L miss out on a rear armrest, so no vessel holding back there) and four bottle holders. The glove box easily swallows the owners manual.
The Qashaqi's boot space is nearly number one in its class, bettered only by Honda's HR-V. With 430 litres, it has the luggage capacity for a family getaway and the size for every day needs such as shopping or carrying the kids and their gear around.
Drop the 60/40 split fold back seats and you're in dangerous territory if you live near an Ikea - the space almost triples to 1596 litres and somehow people put these two facts together and your weekends are lost - although I guess it depends how much you like helping people.
Price and features
If you’re shopping in this segment, there’s a good chance you’re not looking for a bargain buy, but the Q30 shines in some areas its competition doesn’t.
A promising start is the complete lack of a lengthy and expensive options list with items which should be standard. In fact, apart from a reasonable set of accessories and the $1200 premium 'Majestic White' paint, the Q30 has no options in the traditional sense.
The base Q30 scores 18-inch alloy wheels, LED headlights with high-beam assist, heated leather seats, flat-bottomed leather steering wheel, leather trim on the doors and dash, Alcantara (synthetic suede) roof-lining and a 7.0-inch multimedia touchscreen supporting DAB+ digital radio and built-in navigation.
Our Sport adds a 10-speaker Bose audio system (which could have been better…) dual-zone climate control, a fixed panoramic sunroof, fully-electric front seats and Nissan’s 360-degree ‘around view monitoring’ parking suite.
It might have premium aspirations, but value-wise Q30 is still specified like a Nissan.
The standard safety suite is also reasonably impressive, and you can read more about it in the safety section of this review.
Our Q30 Sport comes in at a total of $46,888 (MSRP) which is still premium money. The price pits it against the BMW 120i M-Sport (eight-speed auto, $46,990), Mercedes-Benz A200 (seven-speed DCT, $47,200) and fellow Japanese premium hatch act - the Lexus CT200h F-Sport (CVT, $50,400).
Herein lies the Q30’s biggest problem. Brand recognition. Everybody knows the BMW and Benz hatches by virtue of their badges alone and the Lexus CT200h is known by those who care about it.
Even without the extensive options list, it makes the price of entry against such established competition tough. While you might see a couple of them around Sydney, the Q30 is a relatively rare sight which garnered more than a few quizzical looks in the towns of NSW’s mid-north coast.
The standard spec is also missing the all-important Apple CarPlay and Android Auto connectivity. It rendered the 7.0-inch multimedia screen clumsy and largely useless, although the old-fashioned built-in nav gives peace-of-mind when you’re out of phone reception range.
If you have an Apple phone you can make use of the iPod music playback feature via the USB port.
The MY18's launch will see four Nissan Qashqai models on the price list: the ST, ST-L, N-TEC and Ti. The N-TEC will be with us throughout early 2018 when the advanced safety technology of the Ti becomes available. The current plan is that the N-TEC will disappear when that happens.
The 2018 Qashqai introduces a number of new features as standard across the range. All of them now have forward collision warning, auto emergency braking and lane departure warning. These are in addition to front and rear parking sensors and the reversing camera carried over from the 2017 models.
Pricing hasn't moved very much, meaning how much you pay for a Qashqai has only changed due to the new spec level and the end of the diesel models. The ST is up by $500, the ST-L and N-TEC don't really have obvious counterparts given the demise of the diesel and the petrol Ti is $1000 more. Having said that, the ST-L is $1000 cheaper than the old TS.
Pricing for the ST range opener kicks off at $26,490 for the manual and $28,990 for the CVT auto. Rolling on 17-inch alloys, the ST has a six-speaker stereo, cruise control, cloth trim, keyless entry and start, air-conditioning and a space saver spare tyre.
The ST's sound system is powered by a 5.0-inch touchscreen and features an AM/FM radio, CD player, MP3 player and you can connect your iPhone or Android device via USB or Bluetooth. Sadly - and this goes for the whole range - there is not yet Apple CarPlay or Android Auto support.
Next up is the ST-L, starting at $32,990. On top of the ST spec you'll get 18-inch alloys, roof rails, fog lights, electric and heated folding mirrors, GPS sat nav, partial leather seats, heated seats, electric drivers seat and around-view cameras (as well as the normal reversing camera).
The infotainment screen is pumped up to 7.0-inches and DAB+ digital radio joins the list.
The gadgets list expands with the N-TEC, which will stick around until the Ti's arrival. Priced from $36,490, this one includes 19-inch alloys with fatter tyres, LED headlights (in addition to the LED daytime running lights), dual-zone climate control to replace the standard AC, auto headlights and wipers, panoramic sunroof, rear centre armrest, auto parking and mood lighting. The safety list expands with blind spot monitoring, high beam assist and reverse cross traffic alert.
The $37,990 top of the range Ti will land sometime before the middle of 2018. Compared with the N-TEC, the Ti is basically the same but adds nappa leather interior, lane keep assist and active cruise control.
Should the N-TEC be wildly successful, would it stick around? We asked, but Nissan wouldn't speculate. The reason for the Ti's late arrival is related to production availabilty of the lane keep assist and active cruise combination.
As for the colour choices, there are now eight colours for the Qashqai. As before, 'Ivory Pearl' (white) and 'Pearl Black' are no extra cost. The remaining colours - 'Platinum' (a light grey silver), 'Gun Metallic' (dark grey), 'Night Shade' (a sort of purple blue) and 'Magnetic Red' all cost $495. The new 'Vivid Blue', which is exactly what it sounds like, is new to the range and is also $495.
Those looking for more exotic colours like orange or gold will sadly miss out and the earthy tones of brown are also unavailable.
For a more detailed comparison, see our model snapshots.
Engine & trans
For 2019 the Q30 has had its list of engines trimmed from three to just one. The diesel and smaller 1.6-litre petrol engines have been culled, leaving a 2.0-litre petrol.
Thankfully, it’s a strong unit producing a once-V6-range 155kW/350Nm across a wide band from 1200-4000rpm.
It feels responsive and isn’t let down by a slick-shifting seven-speed dual clutch automatic transmission.
The new-generation A-Class equivalent, even in 2.0-litre A250 guise produces less torque with outputs of 165kW/250Nm, so for the money the Infiniti scores a solid serving of extra punch.
The petrol vs diesel decision is no longer part of the equation - as President Trump might say, diesel's ratings were low, with just under 10 percent of cars sold drinking the DERV.
Despite its availability in overseas markets, all-wheel drive is not available in Australia, perhaps because of the X-Trail's popularity (and close relationship to the Qashqai).
The only available engine is Nissan's 2.0-litre naturally-aspirated petrol developing 106kW/200Nm. This neatly side-steps any turbo problems as it's a fairly straightforward sort of engine. As far as engine size goes, it is consistent with its Mazda rival, the CX-3 which also runs a 2.0-litre petrol.
The manual gearbox is a six-speed (just three percent of buyers choose to change their own gears) and mated to the same (MR20DD) engine. For those interested, this engine employs a chain rather than timing belt.
For CVT-equipped cars, the towing capacity is 1200kg for a braked trailer and a very specific 729kg for unbraked, so you can haul a decent load.
As with 4 wheel drive, an LP gas fuelled Qashqai is also a non-starter from the factory.
Engine specs across the segment aren't remarkably different - some are smaller turbo engines, but most around the 1.8 to 2.0-litre mark. The Qashqai's acceleration performance figures for the 0-100km/h dash are around ten seconds (CVT). Kerb weight ranges from 1343kg for the manual ST to 1429kg for the Ti.
Oil capacity is 3.8 litres and the recommended oil type is 5W-30.
Over my week-long test the Q30 returned a figure of 9.0L/100km. I was a little disappointed with this figure given much of the distance covered was cruising at freeway speeds.
It’s made worse when you pitch it against the claimed/combined figure of 6.3L/100km (not sure how you could achieve that…) and the fact that I left the irritating stop-start system on for much of the time.
For a leader in the luxury hatch class consider the Lexus CT200h which makes full use of Toyota’s hybrid drive and pitches a fuel consumption figure of 4.4L/100km.
The Q30 has a 56-litre fuel tank and takes a minimum of 95 RON premium unleaded.
The offical combined cycle fuel economy figure for the 2.0-litre are 7.7L/100km for the manual and 6.9L/100km for the CVT. On test, which was partly highway and a good chunk of Victorian back roads, our fuel consumption figure was a neat 8.0L/100km.
Fuel tank capacity is 65 litres.
Thanks to its shared underpinnings with the A-Class the Q30 Sport drives largely like you would expect a premium hatch to drive. It’s just lacking a bit of character.
The engine is responsive, the transmission is fast and the availability of peak torque from just 1200rpm will lead to spinning the front wheels if caution is not applied. Power is no real issue.
Although Infiniti says it has tuned the Q30 in Japan and Europe, the ride has an undeniably Germanic flavour. It doesn’t feel quite as tight as the A-Class or 1 Series but it doesn’t feel as soft as the CT200h, so it strikes a decent balance.
The Q30 uses MacPherson strut suspension in the front and multi-link at the rear, more suited to a premium car than the torsion bar rear on the new Benz A 200.
The wheel has a nice amount of feedback, and thankfully doesn’t use the larger Q50’s strange ‘Direct Adaptive Steering’ which has no mechanical connection between the driver and the road.
If you’ve driven a decently-specified A-Class before the drive experience will feel familiar. The added ride height seems to remove a bit of feel from the corners, however.
There’s also the inclusion of three drive modes – Economy, Sport and Manual. Economy mode seems to be the default with Sport simply holding gears for longer. Steering-wheel mounted paddle-shifters could be used to mill through the seven gears in 'Manual' mode, although this didn’t add much to the experience.
The addition of active cruise control and adaptive high beams proved to be fantastic for reducing fatigue on long highway stints during the night, but the lack of a padded surface on the inside of the transmission tunnel proved uncomfortable for the driver’s knee on longer trips.
I persisted with the stop-start system to test it, but it proved slow and irritating. Under normal circumstances it would be the first thing I’d turn off.
Visibility was also a bit limited out the rear three quarter courtesy of the low, swoopy C-pillars.
The Qashqai has always been near the top of the class when it comes to ride and handling if not quite there for off-road ability - front-wheel drive and the absence of hill descent control pretty much nixes any muddy fun ambitions. Nissan doesn't quote a wading depth, so that should also tell you it's not for rock-hopping.
Front suspension is by McPherson struts while the rear is a multi-link set-up, something you expect from the next segment up. The MY18 features firmer springs, retuned damping and stiffer anti-roll bars. Out on the flowing country roads outside Daylesford, the new set-up wasn't remarkably different to the old, but the body felt slightly better-controlled without ruining the excellent ride.
On 18-inch wheels, road noise seems lower. Part of that comes from additional sound-deadening and some thicker glass in the rear. The wing mirrors still whistle faintly, but it's nothing the stereo can't handle, and you'll really only hear it at speed.
Switch to the 19s as fitted to the N-TEC (and Ti), and all those efforts seem defeated - there's some tyre roar at highway speeds, attributable to both the lower profile of the tyres and their extra width. The ride doesn't seem to suffer though, and it's a pleasant place to be in suburban and city traffic, soaking up the bumps quietly and smoothly.
Unladen ground clearance measures 186mm, which is among the higher-riders in the class and it was quite at home on a deeply-potholed back road. It was perhaps a little firmer than expected over the gravel, but the surface was very poorly-maintained and resembled the Ypres battlefield. Despite only driving the front wheels, it felt secure, the torque vectoring system helping keep it on the straight and narrow. The turning circle is usable if not tight at 10.7 metres.
It rides well, but what's the engine like? I won't lie, I'd like a bit more horsepower, but in a drag race, the Qashqai is going to be pretty much neck and neck with most of the cars in the segment.
In the cruise it's a quiet engine and the CVT keeps the revs low until you floor it for an overtake, which you will need to do. Then the engine winds up with the CVT keeping it on the boil to make the most of engine specs. Around town both engine and gearbox are unobtrusive.
The Q30 scores some decent active safety goodies alongside the usual refinements. Active safety items include auto emergency braking (AEB) with forward collision warning, blind spot monitoring (BSM), lane departure warning (LDW) and active cruise control.
There’s also Nissan’s signature ‘Around View Monitor’ 360-degree reversing camera which sounds more useful than it is. Thankfully there is also a standard reversing camera.
The Q30 carries a maximum five-star ANCAP safety rating as of 2015 but has not been tested to the more demanding 2019 standards.
The rear seats also benefit from two sets of ISOFIX child seat mounting points.
As previously mentioned, there’s no spare wheel in the Q30 Sport, so best of luck with the inflator kit if you end up with a flat in the outback.
All Qashqais leave the Sunderland UK factory with at least six SRS airbags, ABS, stability and traction controls, forward collision warning, reversing camera, forward auto emergency braking, front and rear parking sensors and lane departure warning.
You can fit a baby car seat for your child using either one of the three top-tether anchor points or two ISOFIX points.
ST-L buyers pick up around-view cameras with moving object detection.
The N-TEC adds to the safety list with rear cross traffic alert, blind spot warning, park assist and drowsiness detection. Finally, the Ti's specifications include 'Intelligent Lane Intervention', which helps keep you in your lane if you drift towards the edge.
The safety rating is five ANCAP stars, regardless of model. It was last tested in 2014.
As with all Infiniti products, the Q30 is covered by a four-year/100,000km warranty and a three-year service program can be purchased with the car. Pricing was not available for the 2019 Q30 model year at the time of writing, but its 2.0-litre turbo predecessor averaged $540 per service once a year or every 25,000km.
Credit where credit is due, the Q30 edges out the European competition by a year of warranty length and general service pricing. This market segment is still wide open for a manufacturer to take the lead offering five or more years of warranty coverage.
Nissan offers a three year/100,000km warranty and your dealer will almost certainly try and flog you an extended warranty.
Those worried about service costs will be pleased to note that the MY18 Qasqhai capped price servicing regime is the same price as the previous year's. Service intervals remain at 12 months or 10,000km, with service prices bouncing around from $224 to $532 and averaging $307 over 12 services.
The Qashqai's resale value appears to be performing well and is as good as any in the compact SUV class. A good guide is to expect around 60 percent of the car's value to be retained over three years.
Owners seem to score it well for reliability, with few common faults reported. Searching for gearbox problems, clutch problems, cruise control problems or injector problems produce few results. As there is no longer a diesel option, searching for diesel problems is redundant.