2017 Infiniti QX30

2017 Infiniti QX30

Episode 3613 , Episode 3632
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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
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW