Infiniti Q60 VS Nissan 370Z
- 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
- Dynamic balance
- Slick manual gearbox
- Classic exterior design
- Lacks latest safety tech
- No Apple CarPlay or Android Auto
- Fake engine noise
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|
Road testing the Nissan 370Z in 2011, I noted it was getting on. Yes, the rear-wheel drive two-seater had been given a design freshen up and a bigger engine a couple of years prior, but the 350Z it was based on had hit the local market way back in 2003. And it wasn't unreasonable to expect replacement or retirement in the not-too-distant future.
Okay, so that was seven years ago, which means if you (like many) consider the 370Z to be an update of the 350Z (the transition happening in 2009), this car has been on sale for 15 years straight. Can you imagine Apple trying to sell any one product without entirely reinventing it for that long?
You might say that makes it a modern classic; so good it's only required an occasional touch up to keep it on the Sports Car Most Wanted list. And in recent years, a consistent average of 30 Aussies a month have slotted a shiny new 370Z in their driveway.
Is it enough to keep Nissan's eternal Z-car flame burning?
|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.
It's hard not to be ageist when it comes to the current Nissan Zed, because 15 years in market (nine if we're generous) is a lengthy stretch in anyone's book. But somehow the 370Z is more than the sum of its parts. It has fantastic front-engine/rear-drive balance, an increasingly rare atmo engine, and a beautiful manual 'box. The value equation is decent, and it's nicely put together. Just don't expect to be dazzled with the latest safety, driver-assist and multimedia technology.
Does the Nissan 370Z have what it takes to elevate your heart rate? Tell us 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.
If you want to go all the way back, the 370Z clearly takes its design direction from Datsun's star of the '70s, the original 240Z.
Inspired by Ferrari, and (along with the Toyota 2000GT) a sports-car breakthrough for the Japanese industry, the first Zed's front-engine, long-nose proportions have remained largely intact in successive iterations over the decades.
With a broad, flat nose, distinctively jagged headlights, and steeply raked rear profile, there's no mistaking the 370's signature stance, with pumped-up guards sitting over fat, 19-inch alloy rims.
Sharp-eyed car-spotters will notice the update's new design RAYS forged wheels, smoked front and rear lights, and a similar smoked finish on the exterior door handles.
A new colour, 'Cherry Red' also replaces 'Bordeaux Black' in an eight-shade colour palette. Our test example was finished in 'Gun Metallic'.
Inside, echoes of Zeds past abound, with a trio of hooded gauges (clock, voltmeter, oil temp) sitting in the centre of the dash top, and the tachometer in the middle of a cowled, three-instrument main cluster shaded by an exaggerated tube.
And aside from consciously retro design touches, some elements have been present inside the car for so long they're just... ancient.
For example, old-school orange graphics for the odometer, gear position and trip computer are dated, and the small (7.0-inch touchscreen) multimedia display has the feel of an early noughties edition of Tekken 6.
Forget a digital speedo or head-up display. A CD slot still sits proudly in the centre stack, and matt silver highlights scattered around the cabin are as on-trend as double denim.
And the steering wheel (joined with the instrument binnacle) adjusts for height, but annoyingly, not reach.
That said, friends and family who rode in the car during the week I had the keys all commented on the swoopy exterior and cozy cockpit feel of the interior. So, what do I know?
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.
Two seats means practicality is a relative term when applied to the 370Z. For example, getting in and out is an athletic exercise requiring gymnastic levels of flexibility and poise. As with most low-lying coupes, I found the outer hand on the A-pillar technique helps with swinging down into the car, or lurching up out of it.
Once ensconced behind the wheel, you're confronted with a relatively modest amount of storage space, running to a medium-size glove box, a lidded bin at the rear of the dividing console, a single cupholder, and door pockets incorporating recesses for small bottles only.
There are two lined recesses for soft bags or coats behind each seat, including a fold-out map pocket, but they're not exactly convenient for retrieving things when you're on the move. What's missing is a tray where you can easily stow things likes keys, coins or a phone.
There are also two 12-volt power outlets, a USB port and an aux-in audio connection.
Rear load space is limited to 195 litres, mainly due to the boot's shallow floor (an alloy space-saver spare sits underneath). It does incorporate a cargo blind and four tie-down hooks, but we only managed to squeeze in the largest (105-litre) suitcase from our three-piece hard set, or a combination of the two smaller ones (35 and 68 litres).
We also had a crack at stuffing in the CarsGuide pram (there is a top-tether hook provided for child seat fitment) and managed it with only a couple of beads of perspiration expended.
Forget the nappy-bag paraphernalia, though. The soft bags with all the baby stuff would have to go in the storage bays in the cabin behind the seats.
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.
The arrival of the tricked-up 370Z NISMO in August last year, offered Nissan Australia an opportunity to reposition the regular model, dropping the MSRP for the manual version from $56,930 to $49,990.
Aside from adjusting the car's value-for-money proposition (and pissing off those who'd bought one in July), that close to seven grand haircut delivered more pricing headroom up to the Roadster (starting at $60,990), and NISMO (from $61,490) versions.
For that money the standard equipment list includes, keyless entry and start, cruise control, climate control air, go-fast alloy finish pedals, 'HDD' (Hard Disc Drive) sat nav with 3D mapping, a 7.0-inch colour multimedia touchscreen, and Bose eight-speaker audio with 9.3GB 'Music Box' hard drive.
You'll also pick up sports seats with lots of features. First, they're 'leather accented', which is code for genuine hide in all the places you regularly contact, and a faux equivalent everywhere else. Not uncommon, and not necessarily unpleasant. Then they're heated and four-way power-adjustable, (with manual lumbar and height adjustment for the driver).
The steering wheel and gear knob also cop the 'leather accented' treatment, plus you can expect LED DRLs and tail-lights as well as auto headlights. It's worth noting that the headlights are garden-variety xenons, and things you might expect in a $50k coupe, like, rain-sensing wipers, dual zone climate, Apple CarPlay and Android Auto connectivity or tyre-pressure monitoring are 100 per cent absent.
Lining up direct competitors for the 370Z isn't easy, because there aren't any. But the closest is arguably a 2.3-litre EcoBoost version of Ford's Mustang at $45,990 for the manual. A further stretch of the imagination could haul in the Mazda MX-5 RF ($43,890) or the 86 GTS+ ($39,440) and Subaru BRZ tS ($39,894).
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 370Z is powered by an all-alloy, 3.7-litre (VQ37VHR), naturally aspirated, quad-cam V6, producing 245kW at 7000rpm and 363Nm at 5200rpm.
It features the 'Continuously Variable Valve Timing Control System' (CVTCS) with 'Variable Valve Event and Lift' (VVEL) on the intake side. And while all that may sound new and ultra-high tech, it was actually introduced in 2007.
Transmission choice is between a seven-speed auto (with manual mode and paddles) or six-speed manual gearbox, as tested here. And this 2018 upgrade brings a high-performance clutch from Japanese specialist Exedy.
Drive goes to the rear wheels via a carbon-fibre composite drive shaft, connecting with a viscous limited slip differential (LSD).
Additional features that won't necessarily be music to purists' ears include 'Active Noise Cancellation', and 'Active Sound Enhancement'.
The former monitors and measures engine sounds, using the audio speakers to produce "acoustically opposing signals to cancel undesirable sounds". So, okay, maybe filtering out the messy noise is a good thing.
But at the same time Active Sound Enhancement employs "digital signal processing to enhance the engine note, using the vehicle's sound system to augment or modify the spectrum of select powertrain sounds in the cabin". Yuck.
I can cop a tube that channels a bit of genuine engine noise into the interior, but in this context, the phrase 'digital signal processing' is a turn-off.
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 10.6L/100km, the 370Z emitting 249g/km of CO2 in the process.
Over roughly 250km of city, suburban and freeway running, we averaged 15.6L/100km, at the bowser. Far from miserly.
Minimum fuel requirement is 95 RON premium unleaded, although Nissan says "for optimum performance" you should stump up for 98 RON. And just to rub it in, you'll need 72 litres of it to fill the tank.
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.
The Nissan 370Z is actually the car many want the Toyobaru 86/BRZ to be. I can sense some of you spluttering out a sweary response to that notion. But hear me out.
If you, like many others, think the 86/BRZ would be perfect with an extra 50kW/80Nm, just bolt on a turbo or supercharger, and voila. You'll get that extra grunt, but remember, the 86/BRZ was conceived to be light, tactile, and, not least of all, affordable.
Up the outputs and you light the wick on an engineering arms race that should also lead to bigger brakes, an engine with more exotic pistons and a tougher bottom end, a stronger gearbox and clutch, a beefier diff, sturdier chassis, fatter rims and rubber... the list goes on, and on. Until you end up with something very much like the spec, weight, and price of the 370Z.
That's not to say this car isn't a fun drive. It is. Just don't expect the quick reflexes of an MX-5 or 86/BRZ.
Despite light-weighting tricks like an aluminium bonnet and all-alloy suspension, the 370Z weighs in at a not inconsiderable 1467kg. And although its 3.7-litre V6 develops a solid 245kW/363Nm, first impressions are dominated by its hollow mid-range.
Much as I love the free-revving nature of a naturally aspirated engine, there's no denying a modern turbo typically delivers lots of torque low down, with peak power also available within a useful rev range.
All the action here is at the top end, with maximum torque arriving way up at 5200rpm, and peak power taking over at a nose-bleed 7000rpm (the rev ceiling is 7500rpm). Not exactly an easily accessible sweet spot.
But there's still so much to like about this evergreen Zed. Its classic front engine/rear-drive layout results in a 53/47 front to rear weight distribution and the car feels balanced and beautifully predictable.
Suspension is double wishbone front, multi-link rear, and ride comfort, even over choppy bitumen surfaces is surprisingly good. On the flip-side, rumble coming up from the Bridgestone Potenza RE050A rubber (245/40 f / 275/35 r) is always noticeable, and often intrusive.
The steering is supported by old-school hydraulic power assist and while connection with the front wheels is impressive, overall feel is light. Hello 'Merica.
The gearbox is a sweet reminder of what a pleasure it is swap ratios in a top-notch close-ratio manual, and hats off to Exedy for producing a wonderfully progressive clutch. Personal preference was to turn off the standard 'SynchroRev Match' function, because I like having a go at the ol' heel 'n' toe tap dance myself.
Brakes are ventilated front and rear with almost equal size rotors (355mm f / 350mm r) clamped by four-piston calipers up front and two piston units at the rear. They are reassuringly powerful and consistent.
Age has not wearied the 370Z's ergonomics. Although the lack of a digital speedo and no reach adjustment for the steering column is annoying, the sports seats are snug and comfortable, the moderately chunky wheel feels great, and all the major controls are simple to use. Who needs slick screens and 'piano black' finishes?
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.
The 370Z must feel like a wall flower at the crash-test disco because it currently isn't rated for safety performance by ANCAP, its Euro NCAP affiliate, JNCAP in Japan, or the USA's NHTSA (National Highway Traffic Safety Administration) or IIHS (Insurance Institute for Highway Safety).
That said, in terms of active safety features you'll find ABS, BA, EBD, traction control, 'Vehicle Dynamic Control' (stability control), and a rear-view camera with 'Predictive Path' guidance lines.
But if you're looking for more current active tech, look elsewhere, because things like AEB, blind-spot monitoring, rear cross-traffic alert, active cruise, lane-keep assist, auto high beam or any kind of pedestrian detection are missing-in-action. They're not even available on the options list.
If all else fails and a crash is unavoidable, primary passive safety runs to active head restraints and eight airbags (driver and passenger front and side airbags, plus roof- and door-mounted curtain airbags).
But it does include 24-hour roadside assistance for three years, and Nissan's 'myNissan Service Certainty' capped-price servicing program applies for up to six years/120,000km.
The scheduled maintenance interval is six months/10,000km, with charges ranging from a low of $283, to a high of $831 (100,000km), averaging out to roughly $428 per service.