2017 Infiniti QX30
It looks like the lines between hatchback “car” and crossover “utility vehicle” have finally been obliterated entirely. As proof we present the Infiniti QX30, the latest addition to the growing compact luxury CUV market here in the U.S., but basically the same vehicle is also known as the Q30 hatchback in Europe. And that’s just the beginning of the blurred lines for this this dynamic little 5-door hatchback…sorry…crossover.
Yes, this 2017 Infiniti QX30 is many things to many people. But what really matters here, is that it arrives at a perfect time; when Americans can’t seem to get enough small luxury crossovers.
Oh, and for those of you who have been bemoaning the fact that you can’t buy a Mercedes-Benz A-class hatchback here; well, now you can, because that’s what’s under the QX30’s way more dynamic bodywork.
Yes, this is the first vehicle to emerge from the Renault/Nissan/Daimler partnership announced last year. And though the overall stance and silhouette are very similar to the Mercedes-Benz GLA crossover; it’s much better looking, if you speak Infiniti’s design language like we do, we’d pick this one over the GLA.
There’s a decent 8.0-inches of ground clearance, same as the GLA. Unless of course you opt for front-wheel-drive only Sport trim. Which to confuse things further, really is the Q30 also known as the A-Class hatchback, with its hard parts just 6.1–inches above the pavement. It also comes with some minor unique exterior elements.
Infiniti engineers had their way with the suspension of course, so it rides nothing like the GLA. It felt stiffer initially, but better the more time we spent with it; no suspension altering drive modes to be found here.
It drives lively, not economy car-like at all; straddling the comfort/capability line almost perfectly. Leaning slightly more towards the tougher end than some other “sporty crossovers”, which is no longer a weird thing to say. Yet it remains exceptionally quiet.
There’s good pick-up from the standard 2.0-liter turbo I4 and 7-speed DCT transmission, both of which come from Mercedes; as does the key to get things started. Software for managing all of it, however, comes from Nissan, still the overall feel is very Benz, and ratings are the same at 208-horsepower and 258 lb-ft. of torque.
The Intelligent all-wheel-drive system is also a version of Benz’s 4MATIC, which can send as much as 50% of torque to the rear wheels when slip is detected.
There was noticeable turbo-lag, and an overall softer launch than when we had the GLA, but the resulting 0-60 time was still not bad at 6.8-seconds.
As is usually the case, if you’re looking for the best outcome, just leave it in auto, as manual shifting was slow to respond. Still, there was a nice whoosh of sound coming from the turbo-4 as it powered us to the end of the ¼-mile in 15.1-seconds at 92 miles-per-hour.
Through the cones, there’s a playful nature; with minimal amounts of both under and oversteer. Suspension feels taut, and it remained very flat.
Infiniti also tweaked the steering to their liking, but they did it no favors as far as we’re concerned. It’s loose feeling on-center, and there’s an awkward heft when making inputs.
A 110-foot stopping average from 60 is very good, and stops were both smooth and stable. But after about 4-runs, fatigue set in and brakes started to fade.
Inside the QX30’s cabin is where things depart most from its Mercedes-Benz roots. There are still some GLA controls on the dash, but things appear much more inviting. Material quality is quite good.
Infiniti owners who aren’t familiar with the GLA will enjoy the refreshing new take on layout, as well as find the fit-and finish they are used to. The most obvious Benz element is the door mounted seat control; but they work so well, we’re glad Infiniti left them alone.
Both central controller and shifter are unique, with a nice obvious Park button.
There’s a comfortable seating position for the driver; but visibility is very poor, with thick pillars in back as well as a very small rear window.
Government Fuel Economy Ratings for all-wheel-drive are 21-City, 30-Highway, and 25-Combined; so our 30.7 miles-per-gallon of Premium average was excellent.
Still there’s only an average Energy Impact Score of 13.2-barrels of annual oil consumption with CO2 emissions of 6.0-tons.
With many different QX30s to choose from, $30,945 to start seems reasonable, considering it’s about 2-grand cheaper than a GLA.
So, while the Mercedes-Benz GLA came to market earlier, don’t think of this 2017 Infiniti QX30 as a re-badged Benz, but a cooperative effort along the lines of Toyota and Subaru with the 86 and BRZ. It is highly competitive with the current influx of cute utes, as well as a perfect step up for open-minded hatchback buyers. We predict this international coalition will be quite successful.
Specifications
- Engine: 2.0 liter
- Horsepower: 208
- Torque: 258 lb-ft.
- 0-60 mph: 6.8 seconds
- 1/4 mile: 15.1 seconds @ 92 mph
- EPA: 21 mpg city / 30 mpg highway
- Energy Impact: 13.2 barrels of oil/yr
- CO2 Emissions: 6.0 tons/yr
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.