Nissan X-Trail VS Infiniti QX30
- No price penalty for new model
- Among the most versatile offerings in its segment
- Safety updates add plenty of appeal
- CVT auto a loud and intrusive annoyance
- No Apple CarPlay/Android Auto
- Not as dynamic as segment leaders
- Attractive, unusual crossover
- Rides and handles well
- Comfortable interior
- Really? No rear view camera at nearly $50,000?
- Not a big back seat
If you're a fan of the old Nissan X-Trail - and plenty of you are, it was the brand's best-selling model here last year - then we've got good news for you: this 2017 Series II update is absolutely unchanged under the skin.
Better still, it costs the same as the old one. Or less. So is more of pretty much the same a good thing?
|Engine Type||2.0L turbo|
Tim Robson road tests and reviews the 2016 Infiniti QX30 at its Australian launch with specs, fuel consumption and verdict.
There’s no doubt that the compact crossover segment is a vitally important place for any carmaker to be. Nissan’s luxury arm, Infiniti, is no different, and thanks to a decision from its Japanese masters, the diminutive premium brand will go from having no players on the field to having two marquee players in a matter of just a few months.
But is there enough of a difference between the two to actually consider them different cars? Is it adding a layer of complexity for the prospective Infiniti customer? As it turns out, the differences run more than skin deep.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
It might not be an X-Trail blazer, but this nip-and-tuck has added some critical technology and safety extras to an already competent package. It's improved in the areas that matter and, CVT aside, is an easy-breezy drive from behind the wheel. For ours, the petrol-powered ST-L makes the most sense, no matter which configuration you opt for, scoring the best of the new stuff without breaking the bank.
Has this refresh put the Nissan X-Trail on your SUV shopping list? Tell us what you think in the comments below.
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).
Would you consider the QX30 over similar rivals? Tell us what yout think in the comments below.
It was and still is rather handsome, the X-Trail. It's not pushing any design boundaries, sure, but neither is it controversial or polarising - plus, it's bound to age well, given it hasn't really changed much since 2014, and it still doesn't look old.
This time around, though, Nissan has redesigned the grille, with a new shield that forms part of a now-jutting jawline. There's a new design for the alloy wheels, too, along with new rear lights and a flat-bottomed steering wheel.
Inside, you get what you pay for, with the cheap plastics that lower the tone in the entry-level model replaced with soft-touch and premium-feeling materials (along with a bigger multimedia screen) in the more expensive models.
In the entry-level ST, for example, the 5.0-inch screen is surrounded by a sea of rock-hard plastics, while the top-spec TI offers up a leather-wrapped and raised centre console, and a stitched leather panel lines the dash.
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.
Nissan refers to its X-Trail as the "Swiss-army knife of our range - the one-size-fits-all, family proof car", and so expect a useable, versatile cabin irrespective of whether you opt for a five or seven seater.
All trim levels offer two up-front cupholders and room for bottles in the doors, along with a USB connection and a 12 volt charge point in the centre console, and a second power source in the centre bin. The dials in the driver's binnacle are analogue, but they're separated by a digital screen that displays all the usual trip data.
The backseat (or second row) is hugely spacious for human-sized riders, even if you opt to go three across. But the aircon vents have no temperature controls and there's no power or USB connections points on offer. There is, however, room in the doors for bottles, and two extra cupholders hidden in the pull down divider that separates the rear seats.
Things do feel a bit squished in third row for the seven seat models, though, with the back row definitely reserved for children. It's tight in head and legroom, and adults (with the possible exception of Tattoo from Fantasy Island) will find the going tough.
Five seat models offer 565 litres of storage with the second row of seats in place, swelling to 945 litres with the second row folded flat. Opt for a seven seater, and you'll get a paltry 135 litres with all seating rows in place, growing to 445 litres with the third row folded flat, and maxing out at 825 litres with everything flattened.
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.
Price and features
Good news for X-Trail shoppers: Series II prices, right across the board, are either identical to, or down slightly on, the 2016 sticker prices.
The range still kicks off with the petrol-powered ST - $27,990-$30,490, depending on your engine choice, $31,990 for the seven seater and $32,490 as a five seat, four-wheel drive (4WD), before climbing to the ST-L ($36,590 for the five-seater, $38,090 for the seven-seater, and $38,590 for the five seat-only 4WD version) before topping out with the 4WD-only Ti ($44,290).
There are still two diesel-powered options on offer (both of which are pencilled in for a mid-year or later arrival), the $35,490 TS, and $47,290 TL.
The ST and TS trims arrive with 17-inch alloy wheels, LED daytime running lights and taillights, along with powered mirrors, automatic headlights and some splashes of chrome, including the door handles. Inside, expect cloth seats, a flat-bottomed steering wheel, push-button start and climate control. A tiny-looking 5.0-inch touchscreen is mounted in the dash, which is paired with a six-speaker stereo, but there's no Apple CarPlay/Android Auto on offer anywhere in the range.
Stepping up to the ST-L trim and you'll add fog lights, roof rails and heated mirrors outside, while your seats are now leather-trimmed, and heated in the front. You'll also score dual-zone climate control and a powered driver's seat. Your entertainment options are now controlled through a bigger 7.0-inch touchscreen, which is sat nav equipped.
The top-spec Ti (or TL, if you've opted for a diesel), gains 19-inch alloys, adaptive headlights and a sunroof outside, along with a boot that opens automatically when you wave your foot under it. Inside, you'll find a heated steering wheel, along with heated seats in the second row. You get a better stereo, too, now an eight-speaker Bose unit.
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.
Engine & trans
There are two petrol engines on offer in the X-Trail range, with a revamped (and, on paper at least, significantly better) diesel engine scheduled to arrive closer to the middle of the year.
The smallest petrol - a 2.0-litre unit good for 106kW at 6000rpm and 200Nm at 4400rpm - is available only in the base model ST, and can only be partnered with a six-speed manual sending its power to the front wheels. Which is bound to make it as popular as curdled milk.
The big seller, then, will be a solid 2.5-litre petrol unit that will produce 126kW at 6000rpm and 226Nm at 4400rpm. It's partnered exclusively with a CVT auto, and can be had in two- or 4WD.
Finally, the late-to-the-party diesel is a fine-sounding 2.0-litre that will produce 130kW at 3750rpm and 380Nm at 2000rpm (significant increases on the outgoing 1.6-litre engine). It's also CVT only, and will only be offered in the 4WD configuration.
Nissan's holding out some hope for the diesel, too. Somewhere around 95 per cent of diesel sales in the segment are 4WDs partnered with an automatic transmission - a configuration missing from the current range.
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 2.0-litre petrol engine sips 8.2L/100km on the claimed/combined cycle, while emitting 190 grams per kilometre of C02. The bigger, 2.5-litre petrol is actually more efficient, needing 7.9 litres (8.1 in seven-seat models) to go the same distance, emitting 183 grams (188 grams if you opt for the third row) per kilometre. Predictably, ticking the 4WD box hurts economy a little, increasing that number to 8.3 litres and 192 grams per kilometre.
The incoming diesel sips a mere 6.0 or 6.1L/100km, depending on the trim level, and emits 158g/km of C02.
Nissan clearly reckons it's onto a good thing with its X-Trail, and so hasn't messed with the formula too much. Or at all, for that matter.
In fact, except for the new diesel engine that's yet to hit our shores, nothing's changed under the skin at all.
But that's maybe not such a bad thing. We spent the majority of our time in the top-spec Ti model, equipped with the bigger 2.5-litre petrol engine and 4WD, and it's a hugely likeable set-up, delivering its power in a constant stream, while its confident suspension irons out all but the worst bumps in the road, and manages to dispose of most corners without transforming the X-Trail into a rollicking high-seas tall ship.
It's confident off-road, too, tackling gravel tracks with ease, while the steering, though weirdly light, is nicely predictable. Nothing there that needed too much updating, then.
But the CVT auto, for us at least, is harrowingly close to a deal-breaker: a whining, whirring disruption that makes smooth progress difficult, instead making you feel like you're constantly ebbing and flowing, surging forward with every light prod of the accelerator.
Elsewhere, though, the X-Trail is spacious and comfortable, and always easy to manoeuvre. And, in the top-spec models at least, it feels polished and premium in the cabin, though some cheaper plastics have crept in below the passengers' line of sight.
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…
Every X-Trail arrives with a commendable standard safety package, including six airbags (dual front, front-side and curtain bags), along with a reversing camera and forward collision warning with AEB.
Spring for the ST-L trim, and you'll add blind-spot warning, rear cross-traffic alert and a surround-view camera that detects motion, while the Ti or TL top-spec models score lane departure warning and pedestrian detection, while for reasons known only to Nissan, only the Ti gets Intelligent Lane Intervention, which will counter-steer if it senses you drifting out of the lane, along with active cruise control.
The X-Trail range scored the maximum five-star ANCAP safety rating when tested in 2014.
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 X-Trail is covered by a three-year/100,000km warranty, and will require a trip to the service centre every 12 months or 10,000km.
X-Trail falls under Nissan's menu-based servicing program, with owners able to verify what needs to be done and cost estimated ahead of each service.
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.