Infiniti Q60 VS Audi TT
- Great looks
- AEB even on this base spec Q60
- Grunty engine
- Not as engaging to drive as the Red Sport
- Restricted head and legroom in back seat
- Confusing double decker screens and media system
- Rorty engine
- Dynamic balance
- It's quick
- No AEB
- Tight in the back
- Pricey paint
One day Nissan's luxury sub-brand Infiniti could grow up to be as popular as Toyota's Lexus, but it'll take more than just time and brand awareness to get there – it will have to build outstanding cars that impress us, as well.
When I drove the top-of-the-range Q60 Red Sport at its launch a few months ago I called it the breakthrough car for Infiniti. Now we're testing the entry point into the line-up – the GT, which likes to imagine itself as keeping the BMW 420i and Mercedes-Benz C200 Coupe awake at night, but really rivals the Lexus RC 200t.
So, is the Q60 GT outstanding or should you ignore it and go straight to the Red Sport with its bigger engine and Sport + driving mode if you want to be impressed? And what is it like to live with when you've taken your race face off and need to pick up the toddler from day care, then do a load of shopping on the way home?
We found out pretty quickly when we lived with the Q60 GT for a week.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
From world rally, sports and touring car success, Audi has motorsport and performance embedded in its DNA. So, no surprise Audi chose Phillip Island for the Australian launch of its TT RS.
Think of Audi and the image of a sleek SUV is the one most likely to pop into your mind. The compact Q3 currently runs neck-and-neck with its A3 sibling as the brand’s top seller in Australia, while the mid-size Q5, and seven seat Q7 SUVs also rack up substantial numbers.
But from the Auto Union ‘Silver Arrows’ of the 1930s, to world rally, sports and touring car success, Audi has motorsport and performance embedded deep in its DNA.
No surprise then, that Audi chose the sensational Phillip Island race circuit for the Australian launch of its much-anticipated TT RS.
Arriving 18 months after the launch of the third-gen regular TT range, the new RS is powered by a further developed version of its signature 2.5-litre, five cylinder turbo-petrol engine, and its abilities have pushed it into an even higher league.
Does the RS’s distinctive design and impressive spec translate into a driving experience capable of knocking off Stuttgart’s mid-engine duo? Stay tuned, as we hit the road and track to find out.
|Engine Type||2.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
Beautiful looks, good handling, but the driving experience of the Q60 GT is let down by a numbness and disconnection relative to what's happening under you. Refinement isn't on the same level as its BMW and Benz rivals, but the GT is a perfect match for the RC 200t, while remaining good value for money. If you have your heart set on an Infiniti Q60 then I'd skip straight to the top and opt for the Red Sport.
Would you buy a Q60 GT or pay a few thousand more for a Mercedes-Benz C200 Coupe? Let us know what you think in the comments below.
The Audi TT RS is faster, more focused, and even more desirable than the excellent second-gen version it replaces. Is it a 718 Boxster/Cayman crusher? The answer boils down to single-minded purpose versus all-around ability. The price and performance may be comparable, but the Porsches are purer sports cars, relative to TT RS’s broader, multi-purpose personality. Not a bad choice if you’re in the happy position to make it. All we can say is steer this brilliant Bavarian before you settle on Stuttgart’s finest.
Is Audi's TT RS a match for the big performance players? Tell us what you think in the comments below.
The Q60 GT is a head turner – literally. Whenever I was driving slow enough to notice, people were rubbernecking to look at the long, low-slung coupe. I'm sure most had no idea what brand of car it was, but in its 'Iridium Blue' paint the Q60 looked amazing with its curvy, sleek profile.
There's only one small issue – the RC 200t and Q60 GT are way too similar looking, right down to their 'signature' shaped c-pillars. I prefer the grille of the Lexus but the rear of the Q60. While there might be a bit of copy-catting going on, both are prettier than their BMW or Benz rivals.
The Q60 GT feels fairly large to drive and the dimensions don't lie – 4690mm end-to-end, 2052mm across with the wing mirrors unfurled, but low at 1395mm.
The cabin treatment is just as emotional as the exterior, with its dual screens, swoopy dashboard and sectioned off driver and passenger cells.
Close to 20 years ago you could hear the collective gasp as car-spotters around the world first caught sight of the original Audi TT.
It was one of the most innovative automotive designs of the late 20th century, and as time ticked by the big question became, how do you evolve such a ground-breaking shape?
Several ‘how not to do this’ case-studies are on the public record, with the sublime Datsun 240Z, through lengthened and less agile 260Z 2+2, to bloated and ponderous 280Z, being a prime example. Kind of Elvis on wheels.
But somehow Audi has managed to avoid that syndrome and maintain the spirit of the original while gradually morphing the TT into a wider, lower, slicker version of itself.
The third-gen TT wears an evil-eyed, angry expression, with the relatively small glasshouse enhancing the profile’s smooth curvature.
Broad, bold surfaces are beautifully controlled, while the RS’s standard 20-inch rims, and cheeky fixed rear wing add an appropriate sense of menace to an already purposeful stance.
And the RS’s stunning form delivers efficient aero function. A large front splitter and serious diffuser at the rear are clues to careful management of the air flowing under the car as much as that passing over it, and the result is a handy drag coefficient (Cd) of 0.32 for the Coupe, and 0.33 for the Roadster.
Inside is all business, with typical Audi efficiency applied to the key controls and instruments, while brushed metal elements (carbon optional) add a suitably racy feel.
The centre console is subtly angled towards the driver, and the Audi design team has again managed to develop TT-esque elements like the five, circular ventilation outlets, into new but familiar features of the current interior.
The short answer is not very practical - but then no two-door sports car really is. So while the front two seats are roomy (although the optional sunroof restricts headroom) the same can't be said for the back seats – at 191cm tall, not only can I not sit up straight (because of the sloping roofline), I can't fit my legs in behind my driving position.
While those large doors open wide the roofline and the lack of rear doors means trying to insert a toddler into his car seat was painful and involved kneeling in the street, there were days we took our much less fancy SUV just because it was easier.
This is a four seater – with two cupholders in between the rear seats and two more cupholders up front. Storage elsewhere is limited, with tiny pockets in the front doors and a small centre console bin to hide your phone and wallet.
The boot is also on the small side at 341 litres – don't compare this to the 423 litre of cargo capacity in the RC 200t which is measured in VDA litres. That said, there was more than enough room for our weekly shop which fitted in snugly, although you have to hoist your shopping bags high to clear that boot lip.
The four-seat TT coupe provides generous space for the driver and front passenger, and unlike some others fitting the ‘2+2’ description, getting in and out (of the front) is a breeze.
In terms of storage, there’s a glovebox, plus a small lidded box in the console, storage drawers under the seats, and bins in the doors, although the latter are just large enough to accommodate a small drink bottle (lying on its side). And if you and your front passenger have stopped to pick up a take-away coffee there’ll be an arm wrestle over the single cup holder in the centre console.
There are two USB inputs and an auxiliary-in socket located in a tissue box-sized storage space hidden under a sliding lid in front of the gearshift.
A charitable person might describe the TT coupe’s rear accommodation - the convertible is a strict two-seater - as cozy, but frankly, it’s tight. It's a scramble to get in, and head and legroom for anyone beyond Year 8 is going to be distinctly uncomfortable. A UN-style negotiation will be required between front and rear occupants to set up a mutually habitable arrangement.
There are outer armrests back there, with oddments trays underneath, but you’re looking at a 100 per cent deficiency in the cupholder department, and no specific ventilation outlets.
But if you really want to get practical and sensible, there’s a generous 305-litre boot (280 in the convertible), with that space more than doubling to 712 litres with those pesky rear seats folded forward. There’s also a 12 volt outlet in there.
There’s no spare tyre. Just a ‘tyre repair kit’, more commonly known as a ‘can of goo’.
Price and features
The Q60 GT has a list price of $62,900, undercutting the Lexus RC 200t by $2000, but what you might find surprising is that the Benz C200 Coupe is only $3500 more than the Infiniti, while the BMW 420i in the Luxury grade lists for $69,900. Depending on how you look at it, either the Germans are affordable or the Japanese are expensive. Perhaps a bit of both.
What's for sure is that the Q60 GT's standard features list is substantial. There's 8.0-inch and 7.0-inch 'double-decker' screens, sat nav, reversing camera, front and rear parking sensors, six-speaker stereo, LED head- and fog lights, proximity unlocking, heated and power adjustable front seats and leather upholstery.
The Q60 Sport Premium is the next grade up from the GT and lists for $70,900, while the Red Sport is $88,900.
As you might expect, at $137,900 for the Coupe, and $141,900 for the Roadster (before on-road costs) the TT RS boasts a lengthy standard equipment list including, electrically adjustable and heated ‘RS’ sport front seats with electric lumbar support and pneumatic adjustment for the backrest side bolsters.
The interior, including the seats, door armrests, door pull handles and centre console, is trimmed in nappa leather with nifty diamond pattern stitching on the centre of the front chairs.
An electrically controlled wind deflector and three-stage neck-level heating for the front seats are standard in the Roadster.
You can also expect, cruise control, keyless entry and start, LED headlights, daytime running lights and tail-lights, tinted ‘privacy’ glass, climate control air, ambient lighting, rain-sensing wipers and auto headlights (including auto high beam), nine-speaker/155 watt audio, Apple CarPlay and Android Auto integration, plus sat nav including ‘MMI Touch’ functionality and live traffic updates.
Add in the outstanding 12.3-inch, configurable ‘Virtual Cockpit’ display, plus all the safety gear detailed further down, and you’re looking at a solid basket of standard fruit.
Three option packs are available – ‘Advanced Lighting’, which includes Matrix LED headlights, the ‘RS Catalunya red design package’, which as the name implies, adds red highlights to various interior pieces including the air vents, seatbelts and floor mats, plus the ‘RS Nardo grey design package’, which swaps out red for grey highlights.
There are eight exterior colours offered, with ‘Nardo Grey’ the only no-cost option. Choose a metallic shade and you’re up for $1300, with a ‘crystal effect’ finish adding $2000 to the price tag.
Engine & trans
The Q60 GT has a 155kW/350Nm 2.0-litre four-cylinder turbo-petrol engine with drive being sent to the rear wheels through a seven-speed automatic transmission. The same engine is also in the Q60 Sport Premium, while the Red Sport packs a twin-turbo V6.
The latest (07K3) version of Audi’s all-alloy 2.5-litre turbo-petrol in-line five cylinder engine is 26kg lighter than the previous version, thanks largely to the addition of an alloy crankcase, and hollow-bored crankshaft.
The ‘Audi valvelift system’ (AVS) operates on the exhaust side to optimise fuel consumption under low or partial loads, and retain the ability to sharpen throttle response and maximise power at full noise.
A range of other upgrades include plasma coated cylinder bores to reduce internal friction, and dual injection which can send fuel into the intake manifold as well as directly into the combustion chamber.
Net result is a 17 per cent power increase, to 294kW at 5850-7000rpm, and maximum torque (480Nm) delivered from just 1700, all the way to 5850rpm. Talk about a beautifully dovetailed dyno sheet.
All that grunt gets to the ground via a new, lighter seven-speed dual clutch gearbox feeding the latest iteration of Audi’s 'quattro' adaptive all-wheel drive system, with an electronic differential lock (EDL) and wheel-selective torque control in support.
An official combined fuel consumption figure of 7.7L/100km is fairly optimistic and our combination of urban, city and highway running saw the trip computer reporting back to us with 9.1L/100km. Still, that's not too bad considering how much time was spent in city traffic.
Despite its fire and brimstone performance potential the TT RS’s fuel consumption is suitably planet-friendly.
A claimed combined (urban/extra urban) figure of 8.4L/100km is good going for a car this quick, with the tailpipe emitting 192 g/km of CO2 in the process.
Fuel requirement is 98RON premium unleaded, with 55 litres of it required to fill the tank.
Given a large part of this launch first drive was spent ‘pushing on’ through challenging open roads, and hammering around the 4.5km Phillip Island circuit, we didn’t record a test economy figure.
I had a feeling this would happen - the GT was disappointing to drive after the Red Sport with the latter's twin-turbo V6, sports suspension, better steering and excellent Sport + drive mode. There's lots to like about the GT, though – the grip is great from the wide Dunlop SP rubber (235 40 R19 front and 255 40 R19 rear), the chassis feels taught, acceleration is good and it's a gorgeous looking car.
But there's a sense of disconnection from the driving experience I couldn't get past, such as the numb feeling in the steering which needed constant re-adjustment. I also think the suspension felt over sprung and lacked composure over small bumps in the road.
The GT and all Q60s don't have the same level of refinement as the C200 Coupe or 420i, evident from the clunky feel of the door handles to the road noise intruding into the cabin.
I'm not a fan of the cockpit. Sure it's brave and expressively designed, but the double-deck screens are confusing, there's one for nav, while the other's for media... I think. Then there are things you don't need, such as a digital compass – actually there are two, one on the display and another in the instrument cluster, but there's no digital speedo.
That 2.0-litre engine is great, but the transmission is a mood killer with it wanting to change up gears quickly to save fuel, even in 'Sport' mode.
Here's a curve ball call for you – I've just stepped out of a, Alfa Giulia Super. Close in price to the Infiniti, same sized engine, but infinitely more rewarding and fun to drive – plus you get an extra two doors.
Slip into the grippy RS sports seats, and you’re presented with a chunky sports wheel, complete with manual shift paddles, and Audi’s brilliant virtual cockpit, with additional RS-specific screens for tyre pressure, torque, and g-force.
To go with the RS’s extra power Audi has added lightness, the Coupe dropping to 1440kg (-35kg) and the Roadster weighing in at 1530kg.
As a result, acceleration is supercar rapid, with the Coupe blasting from 0-100km/h in just 3.7sec, while the head-turning, but slightly heavier Roadster takes 0.2sec longer to hit the same number.
And speed is nothing without sound (I’m talking to you Formula E and Elon Musk). The in-line five emits a characteristically guttural growl, with a console switch opening tabs in the exhaust to enhance a spine-tingling howl at the top end.
Speaking of which, in manual mode a shift indicator function in the tacho adds an extra level of engagement by lighting up from 5000rpm through green, amber, and ultimately red segments, before the entire dial blinks manically on arrival at the 7000rpm rev ceiling. Nice touch.
The RS is underpinned by the ultra-stiff Audi Space Frame chassis, and sits 10mm lower than the standard car, with strut front and four-link rear RS Sport suspension, plus ‘Magnetic Ride’ adaptive damper control standard.
Audi Drive Select manages the engine, transmission, steering, dampers and diff to offers four modes – Comfort, Auto, Dynamic and Individual.
For Australia, standard rims are 20-inch alloys shod with high-performance 255/30 x 20 Yokohama Advan or Pirelli P Zero rubber. The RS steering is re-tuned for more direct response, and the ESC boasts specific RS settings.
Sport delivers later ESC intervention, and you can give the fun police a send-off by switching it off altogether.
On the open road, with masses of mid-range torque, and heaps of top end power, the TT RS is a rapid and refined point-to-point projectile, with the ability to settle down into a comfortable, quiet city and suburban daily driver when required.
The shift from Dynamic to Comfort mode transforms the ride quality from hard and jittery to smooth and comfy almost instantly, and with the exhaust in a similarly polite setting the TT RS is ready to eat up a peak hour commute.
On the subject of polished behaviour, the Roadster, if a little louder to ride in, is the equal of the Coupe dynamically, and its automatic Z-fold acoustic soft top opens or closes in 10 seconds at speeds up to 50km/h. Very civilised.
Around Phillip Island the TT RS is composed and balanced at speeds that would see lesser machines spinning off into the weeds. We took a quick peek and saw 245km/h (just five kays off the electronically-limited maximum) staring back at us on entry to the braking zone for turn one.
You can feel the quattro system and its connected electronic wizardry keeping the car in a stable state with the steering communicating every movement through the imposing layout’s seriously quick, sweeping corners.
The electromechanically-assisted, variable ratio steering has a satisfyingly direct connection with the front wheels, without a hint of shock or unnecessary reaction, and the Pirelli P Zero rubber (fitted to our car) is superb.
And on a circuit as epic as ‘the island’ big speed needs to be matched with big brakes and thanks to massive ventilated 370mm discs with eight piston calipers at the front, and 310mm solid rotors at the rear, the RS washes off speed with consistent authority.
The Q60 is yet to be rated by ANCAP, although it's good to see AEB with pedestrian detection is standard, even on the base grade GT. That said, it would be good to see blind spot warning and lane keeping assistance fitted as standard (as you'll find on the Benz C200 Coupe). It's not a lot to ask considering these comes standard on higher grades of the Nissan X-Trail.
There are two ISOFIX mounts in the back and two top tether anchor points.
On the active side of the safety equation the TT RS features ‘Attention assist’ (alert tone and visual signal if system determines the driver’s attention may be lapsing), ‘Active lane assist’ (corrective steering intervention and steering vibration), ‘Side assist’ (blind spot warning), a tyre pressure monitoring system, Electronic Stabilisation Control (ESC) with electronic wheel-selective torque control, ABS, ASR, EDL and Brake Assist. But no AEB.
If all that isn’t enough to keep you out of trouble there are airbags aplenty; specifically, six in the Coupe (dual front, side and curtain), and four on the Roadster (dual front and side). Given the obvious inability to equip the Roadster with curtain bags, its side airbags are shaped to inflate higher, to better protect the head and thorax.
The TT RS also features an active bonnet to minimise injury in a pedestrian collision, but despite ISOFIX child restraint location points in each rear seat position, “inadequate child protection” and that lack of AEB, caused ANCAP to rate the TT coupe four from a possible five stars in 2015 testing.
Audi offers a three year/unlimited km warranty, with three years paint protection and a 12 year rust perforation warranty also included.
Service is recommended every 15,000km or 12 months, whichever comes first, but Audi’s ‘Genuine Care’ fixed price service program isn’t available on RS models.