Toyota GR Yaris VS Infiniti Q30
Toyota GR Yaris
Likes
- Brilliant powertrain
- Superb dynamics
- Relative refinement
Dislikes
- Some hard plastics in cabin
- Oversize interior mirror
- Audio exhaust noise enhancement
Infiniti Q30
Likes
- Concept car looks
- Willing engine
- Standard safety
Dislikes
- Concept car practicality
- Lacking multimedia
- Priced in the big leagues
Summary
Toyota GR Yaris
It's a rally rocket for the road. A lightweight, pocket-sized, all-wheel drive, three-cylinder turbo screamer with enough grunt to blow the doors off performance cars twice its size.
Yes, it's the much-anticipated Toyota GR Yaris, the basis for homologation of Toyota's 2021 World Rally Championship contender. And remember, Toyota won the manufacturer's title in 2018, the driver's championship last year, and is leading the WRC pack in 2020. So, it's a significant arrival, packing a huge amount of tech into a compact, entertainingly racy package.
Toyota invited us to a local launch program, including open and closed road driving opportunities, so we could see what all the fuss is about.
| Safety rating | |
|---|---|
| Engine Type | 1.6L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7.6L/100km |
| Seating | 4 seats |
Infiniti Q30
Welcome to the future - where your Mercedes-Benz is a Nissan and your Nissan is a Mercedes-Benz.
Lost already? Let me catch you up. Infiniti is the premium arm of Nissan, in much the same way Lexus is the premium arm of Toyota, and the Q30 is Infiniti’s hatchback.
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.
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 6.3L/100km |
| Seating | 5 seats |
Verdict
Toyota GR Yaris8.3/10
In late 2020, Toyota Australia offered the first 1000 examples of the GR Yaris at a discount to help establish the car and the GR brand. The first 250 were accounted for in 30min. That grew to 560 in 24 hours, and all 1000 were spoken for in seven days. Another hundred, at a slightly higher price, were snapped up in only a few weeks.
There'll be fresh supply in 2021, although it's not yet known how many or exactly when. But we do know they'll be at full retail price. Even at $50K, I'd say, if you're thinking about it, don't hesitate. This is an instant classic.
Infiniti Q306.9/10
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.
Design
Toyota GR Yaris8/10
First thing you'll notice is that this is a three-door body that's waaay lower and waaay wider than the standard five-door Yaris.
That's because World Rally Championship regulations for 2021 demand a competition car's bodywork must be close to the road car it's based on.
| (mm) | Yaris five-door | GR Yaris | +/- |
| Length | 3940 | 3995 | +55 |
| Width | 1695 | 1805 | +110 |
| Height | 1505 | 1455 | -50 |
| Wheelbase | 2550 | 2558 | +8 |
| Track (fr) | 1480 | 1535 | +55 |
| Track (rr) | 1475 | 1565 | +90 |
The GR's roof tapers steeply at the rear, being 50mm shorter than the standard five-door overall, but 90mm closer to the ground at the trailing edge of the roof. Combine that with frameless doors and you have a close to coupe look.
It's offered in the Gazoo Racing colours of black, red and white, specifically, 'Tarmac Black' (metallic), 'Feverish Red' (mica-metallic), and 'Glacier White' (solid).
The GR sits on a new, dedicated TNGA platform, essentially combining the front end of the Yaris (GA-B platform), with the rear of the Corolla (GA-C), and you'll understand why a bit later.
It shares just three exterior components with the Yaris hatch – headlights, tail-lights and mirrors. And the car stands apart thanks to its more aggressive grille with huge front air intakes.
There's also a rear spoiler, side skirts, and fat fenders, with 18-inch Enkei forged alloy rims sitting under them. They're shod with high-performance Dunlop SP Sport Maxx rubber (225/40).
The wider tracks, greater overall width, fat rubber, and pumped guards give the car an aggressive stance and tough look. Like a muscular terrier ready to chase down whatever you throw at it.
The headlights, taillights and front and rear fog lights are LED. And there's tricky aero everywhere, from spats in front of each tyre, to multiple underbody covers, and steps built into the inside of the rear bumper.
Weight has been carved off all around the car, but the highlights are a carbon roof, aluminium bonnet, doors and tailgate, and the body uses lots of lightweight, high-tensile steel.
Inside the sports front seats feature suede inserts and leather accents, there's a small-diameter, leather-trimmed steering wheel, and a short-throw gear shift and handbrake.
The dash is a neat, two-tier design, with the 7.0-inch media screen standing proud at the centre of the upper level. The top part is covered in a soft-touch layer, but the plastics used on the lower dash section and doors are unforgivingly hard.
A simple instrument binnacle houses a large speedo and tacho dials sitting either side of a 4.2-inch multi information display, offering an array of details including turbo pressure and gear-shift indicators.
Infiniti Q307/10
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.
Practicality
Toyota GR Yaris7/10
Not only does the GR have two fewer doors than the standard Yaris, as a strict four-seater, it also has one less seating position.
Although this car is focused on driver engagement, day-to-day practicality isn't forgotten with storage comprising elongated trays on the lower level of the two-tier dash, a modest glove box, a storage compartment/armrest between the front seats, front door bins with (500ml) bottle holders, and a pair of cupholders in the centre console.
The rear seats are nicely sculpted, but despite a marginally longer wheelbase, it's tight back there. Sitting behind the driver's seat set for my 183cm (6'0") driving position I was cramped for headspace and legroom. Great for a couple of pre-teen kids, but very much a short trips only proposition for grown-ups.
No fold-down centre armrest, cupholders or storage back there either, although outer armrests are recessed into the interior panels behind the B-pillars. Connectivity runs to a single USB-A socket and 12V outlet in the front.
Boot capacity with the 60/40-split fold rear seat up is 141 litres (VDA), which is tiny, but expands to a claimed 737 litres with it folded down. Enough, Toyota says, to load in four spare wheels/tyres for track days.
On the subject of spare tyres, don't bother looking for even a space saver as standard fit. An inflator/repair kit is your only option.
Infiniti Q306/10
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…
Price and features
Toyota GR Yaris8/10
First up, let's get the price on the table. At $49,500, before on-road costs, the GR Yaris is not a budget-focused shopping trolley. But you'll want to take the long way home on the grocery run.
At that around $50K mark an interesting range of cross-shopping options emerge. Audi's S1 ($50,400) is super cool and AWD, but gives ground on grunt at 170kW. The Mercedes-Benz A250 ($51,500) also looks sharp, but you have to pay $57,800 for the AWD '4Matic' version to match the GR's drivetrain.
Renault's Megane R.S. Cup Trophy ($53,490) is a three-pedal sporting thoroughbred, but it's FWD only. And then there's the VW Golf. Soon to be updated in eighth-generation guise, the current GTI manual ($47,190) undercuts the Yaris but is FWD only. Step up to the AWD Golf R and you have 213kW to play with, but cost-of-entry is $55,990.
So, the GR Yaris hits the Goldilocks zone on price and dynamic performance, but what about spec? Aside from the safety and driver-focused tech, as well as the exotic materials baked into the car's design, the standard equipment list includes, heated sports front seats with suede and leather accents, a small-diameter leather-trimmed and heated steering wheel, plus leather on the short-throw gear shift and (manual) handbrake.
There's also a 7.0-inch colour media touchscreen (including voice recognition) with Apple CarPlay and Android Auto, and eight-speaker JBL audio (including digital radio and active noise control), satellite navigation, adaptive cruise control, dual-zone climate control air, plus keyless entry and start. A 4.2-inch multi information display sits between the main dials in the instrument display.
Not a premium fit-out, but far from spartan, with the majority of those features enhancing the central focus on driving enjoyment.
Infiniti Q307/10
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.
Under the bonnet
Toyota GR Yaris9/10
Under the GR Yaris' bonnet is an all-new (G16E-GTS), single-turbo, 1.6-litre three-cylinder engine, making 200kW at 6500rpm and 370Nm from 3000-4600rpm.
That's nearly 270hp from a 1.6-litre triple! And Toyota claims it's the world's most powerful, mass-produced, three-cylinder powerplant.
It features heaps of competition-focused elements, including multi oil-jet piston cooling, machined intake ports and large-diameter exhaust valves, as well as an aluminium oil cooler and high-capacity water pump.
The single-scroll turbo uses ball-bearing internals for rapid spool up, and the intercooler is a large crossflow type. The pistons are pent-roof for more efficient combustion (with minimal heat loss), while shot-peening of surfaces and a resin coating for the piston skirt are claimed to reduce friction and improve durability.
The battery sits under the boot floor (rather than in the engine bay), which leaves room for a high-volume (10.8-litre) air cleaner (with compound filter).
Drive goes to all four wheels through a (EA67F) six-speed manual gearbox, and Toyota's latest 'GR-Four' permanent all-wheel drive system.
The mechanical, electronically-controlled system is built around a lightweight high-response coupling, and a rear diff featuring an integrated, electronically-controlled, multi-plate clutch.
It uses a slightly different gear ratio for each axle which delivers a theoretical torque split of up to 100 per cent to the front or rear wheels, with multiple pre-set modes available.
'Normal' is 60:40 front to rear. 'Sport' is 30:70 for your favourite B-road, and 'Track' is 50:50 for a quick, balanced circuit set-up.
Infiniti Q307/10
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.
Efficiency
Toyota GR Yaris8/10
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.6L/100km, the GR Yaris emitting 172g/km of CO2 in the process
Stop-start.is standard, but you'll be heading for the priciest bowser because minimum fuel requirement is 98 RON premium unleaded. You'll need 50 litres of it to fill the tank.
With track time in mind, a 2.1-litre sub-tank is designed to ensure consistent fuel delivery, even with the fuel-warning light on and lateral forces reaching up to 1.2G during hard cornering.
Infiniti Q306/10
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.
Driving
Toyota GR Yaris10/10
This is unlike any Yaris you've ever known. Tommi Mäkinen Racing partners with Toyota in the WRC, and had big input into this car's development, as did a bunch of pro racing drivers. And it definitely feels like a road-ified competition car.
Claimed 0-100km/h acceleration is 5.2sec, although four-time Australian rally champion and long-time Toyota collaborator, Neil Bates, showed us data he'd been sent by an early-adopting Aussie customer, lowering that number to 4.7sec.
Similar times have been recorded independently overseas, and the car feels every bit that quick, surging forward with pure, linear, thrust.
Peak torque of 370Nm is a gigantic number for a 1280kg hatch, and it's available across a broad plateau from 3000-4600rpm.
The high-performance exhaust incorporates dual mufflers and circular sound baffles wrapped around its twin tailpipes. The result is typically guttural three-cylinder engine noise combined with a raucous, growly, exhaust note.
But beware, Toyota has played around with "engine sound enhancement" through the audio system, "integrated with throttle action and vehicle speed." Boo.
Aside from its rapid acceleration one of the strongest initial impressions behind the wheel of the GR Yaris is how well it rides.
he reason the Corolla's rear end was grafted onto the front of the Yaris to make this car's platform is that while the strut front suspension remains (albeit re-tuned with newly developed knuckles, stiffer bushes, and beefier struts), the rear swaps out the standard car's puny torsion bar set-up, for a wider track, trailing-arm, multi-link arrangement.
I was expecting harshness in line with the GR's performance focus, but not so. Aside from some rumble on coarse roads from the 225/40 Dunlop SP Sport Maxx tyres, this powerhouse Yaris is surprisingly civilised. For mine, a great balance between ride quality and dynamic response is the hallmark of a thoroughly well-tuned suspension.
The sports front seat is a fantastic combination of location and comfort, the short-throw shift for the six-speed manual gearbox is sublime, while clutch weight and action are spot-on. Save the manuals!
There's a little button on the console to fire up a 'iMT' rev-matching function, but I preferred the old-school 'heel and toe' for braking and down-changing into corners, and the relationship of the pedals is made for it. Huge fun, and very satisfying.
Then there's the steering. The absolutely superb steering. It's electrically-assisted, yet road feel is brilliant, thanks in part to the column's tricky (mainly aluminium) construction, there's next to no shock feeding back through the wheel. A direct connection with the front treads, with no NVH penalty is mega-impressive.
And the brakes are professional grade, with 356mm x 28mm two-piece ventilated and grooved front discs clamped by four-piston alloy calipers, 297mm x 18mm vented rotors at the rear with two-piston calipers, and high friction pads all around.
Put it all together and you have a 'please don't let it end' hot-hatch experience. Set to Sport on the open road, the GR-Four AWD system quietly does its thing.
Irrespective of the selected mode, torque balance shifts in response to driver inputs (steering angle, throttle and brake) and vehicle behaviour (acceleration, yaw rate, etc), as well as surface conditions. It's amazing, and turns go-fast wannabes into neat and tidy heroes.
The GR Yaris puts its power down firmly, and grips hard, but at the limit, the system also co-operates with the stability and traction controls, and ABS to keep things on an even keel.
The car is balanced, communicative, and super responsive. You somehow sense, rather than consciously feel, the smart AWD system buttoning things down behind the scenes.
The brakes, complete with short-stroke pedal, are flawless, washing off speed powerfully but progressively, with zero fade, even after a solid hammering on closed road exercises during the launch program.
Scratching my head for something to pick on, the best I can come up with is the size of the interior rear-view mirror. It's big, and the windscreen's short, so sighting the apex in left-hand corners can be tricky. That's it.
Infiniti Q307/10
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.
Safety
Toyota GR Yaris8/10
Although the standard five-door Yaris scores a maximum five ANCAP stars for all variants, this completely different, low-volume beast won't be assessed, and can't claim the same status. But that's not to say it's lacking in active and passive safety tech.
The GR Yaris features Toyota's 'pre-collision safety system' incorporating autonomous emergency braking (AEB), able to detect pedestrians day and night, and cyclists during the day.
It also includes emergency steering assist and intersection assistance (able to detect oncoming cars when turning right, and pedestrians crossing the street, when turning right or left), as well as high-speed adaptive cruise control (above approximately 30km/h), lane trace assist, lane departure alert (with steering assistance), road-sign assist (speed signs only), auto high beam, blind spot monitoring, a head-up display, and a reversing camera (with guidelines).
If all that isn't enough to avoid an impact the GR Yaris features six airbags (front, front side, and curtain) as well as two top tether points and ISOFIX child restraint anchors in the rear.
Infiniti Q307/10
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.
Ownership
Toyota GR Yaris8/10
The GR Yaris is covered by Toyota's five-year/unlimited kilometre warranty, the 'Toyota Warranty Advantage' program also covering the engine and driveline for seven years.
Capped-price servicing is available with scheduled maintenance intervals set at 12-months/15,000km, and $205 (each) for the first five services.
Infiniti Q308/10
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.