(first posted 3/10/2016) The focal point of Nissan’s new prestige brand was the Q45, much like the LS400 was to the Lexus brand. Both Nissan and Toyota realized, though, that they couldn’t launch new luxury brands with one model each. Lexus initially offered a smaller, front-wheel-drive JDM sedan (the ES250) as a stopgap, and similarly Infiniti supplemented the Q45 with a JDM offering: the M30, a rebadged Nissan Leopard. Slow-selling and short-lived, the M30 didn’t make Infiniti’s rocky start as a brand any smoother.
While the Lexus ES250 was nothing terribly exciting – it was effectively a rebodied Camry – the M30 was a curious offering that really underscored how confused Nissan’s handling of its new Infiniti marque was. The Lexus LS400 went right for Mercedes-Benz’s jugular with similarly imposing styling and impressive refinement and build quality. Infiniti’s debut model, the Q45, took a decidedly different tack: no grille, no wood trim and decidedly more spirited and sporting handling than its rival. But the M30, the entry-level Infiniti priced $15k lower, was nothing so daring.
The M30’s biggest handicap? Styling. Being a coupe, there is already going to be some sacrifice of practicality. Two-door vehicles must compensate, then, with attractive styling. The M30 was clean, inoffensive and forgettable. That is to be expected, given it was based on the 1986 Nissan Leopard. No effort was made to restyle the Leopard to look more like the Q45, and Infiniti’s first two models had completely different visages unlike the two Lexus sedans. The Q45 looked ready for the 1990s, while the M30 looked like a vestige of the 1980s, which it was.
Those who were aware of Infiniti’s parentage might have scratched their heads at the M30’s price. It debuted with an MSRP of $23,500, around $4-5k higher than a Nissan Maxima. Infiniti had not yet established any cachet as a brand and was relying on marketing to establish itself as a bonafide luxury player. The M30 may have been RWD while the Maxima was FWD, but they shared the same engine – a gutsy 3.0 V6 with 162 hp, 180 ft-lbs and a 0-60 time under 10 seconds – and both had Nissan’s Sonar Suspension II available. The Maxima was also a newer and fresher design and was, of course, more practical.
To drive, the M30 was comfortable and pleasant but never exciting. The Sonar Suspension II, standard on the M30, used sensors that analyzed road conditions and adjusted the shock absorbers; the driver could also select between “comfort” and “sport” settings. Although rear-wheel-drive is praised, especially today, for providing more balanced handling, Motor Trend found the FWD Acura Legend to be a much more enjoyable drive. In their words: “In every way, the Legend’s more sophisticated suspension better deals with the compromises of ride, handling and control.” The Legend featured upper and lower control arms front and rear; the M30 had a MacPherson strut front suspension and semi-trailing arms at the rear. While a Legend couldn’t cosset as well as the M30, it had a similarly smooth V6 and the availability of a five-speed manual; the M30 had only a four-speed automatic standard.
The M30 came with one engine, one transmission and one very well-equipped trim level. Standard fitment included anti-lock brakes, a driver’s airbag, automatic climate control, sunroof, leather seats and power windows, locks and driver’s seat. Unfortunately, the interior design was not as slick as the Q45’s with a very dated and angular dashboard.
Direct rivals for the M30 were few, as cars like the Cadillac Eldorado and Lexus SC300 were priced around $7-10k higher. That left the Buick Riviera and Oldsmobile Toronado for those buyers happy to spend their $23k on a domestic car, or the Acura Legend. The first-generation Legend Coupe was already a bit of a looker, but a new second-generation coupe arrived for 1991 and blew the M30 away with an even more powerful 3.2 V6 and beautiful styling. Alas, prices also rose, making the M30 seem like a bit of a bargain at a $5k lower price. But a slightly lower sticker price isn’t always a tremendous draw for somebody buying a luxury coupe, an inherently impractical purchase. In total, just 12,000 M30s were imported from 1990-92.
One thing Lexus and Acura didn’t have was a convertible. The M30 did, with the droptop bowing in 1991. It was a conversion by American Sunroof Corporation and cost a whopping $8,200 more, a lofty price especially considering the modification made the M30 look even more like a Nissan Stanza. Only 2500 were produced over 1991-92. Jim Mateja of the Chicago Tribune said an Oldsmobile Cutlass Supreme was a more refined drive, while MotorWeek criticized the droptop’s body flex and said the stiffness of the M30 convertible’s chassis was “nowhere near that of less expensive convertibles… like the Dodge Shadow.” Ouch.
After a strong start, Lexus hit some bumps and the Germans recovered from the Japanese assault to soar to higher heights. For Infiniti, the road was much more jagged and tortuous. The M30 was never intended to be a long-term fixture in the lineup and for 1993 it was replaced by the J30, a polarizing, curvaceous sedan that was little more successful. Earlier, in 1991, the European Nissan Primera had donned the G20 nameplate and become the entry-level Infiniti; with crisp dynamics and a four-cylinder engine, it was more a rival for the Acura Integra than it was a Lexus ES contender. There was no consistent design language or consistent purpose in the Infiniti lineup and sales were always a half or two-thirds of Lexus’ numbers. Halfway through the 1990s, Nissan dumped any real aspirations of Infiniti being a brand of sport sedans: the Q45 was softened and depowered, the Maxima-based I30 impersonated the Lexus ES and the QX4 was a rebadged Pathfinder. Despite this, Infiniti was still nowhere near Lexus or even Acura in sales, let alone the Germans.
It was revealed a while ago that the axing of Infiniti was considered at one point. Although the timeframe is unclear, it was possibly during the late 1990s when Nissan’s financial situation was imperilled and Infiniti was faltering. But Infiniti was saved by one car: the Infiniti G35, also known as the Nissan Skyline. Total production volume for Infiniti almost doubled from Infiniti’s dark days of the late 1990s. With a powerful V6 engine, sharp dynamics and attractive styling, the G35 was easily the most engaging Infiniti since the original Q45 but featured styling that was much better received.
This history lesson may be interesting but you all must be wondering what this has to do with the M30. Well, the rise of BMW in the 1980s had really elevated the sport sedan in the North American market. Gone was the idea that a luxury brand sedan needed to be plush and overstuffed. Nicely-weighted steering and excellent cornering abilities were just as valuable as luxury amenities. The Nissan Skyline would eventually save Infiniti in the 2000s. Why did Infiniti wait so long? Instead of offering the stopgap M30 and the poorly-received J30, why didn’t Nissan launch Infiniti with the JDM Skyline?
Available as either a coupe or sedan, the 1989 R32 Skyline was available with several engines, from a 1.8 four-cylinder, through 2.0 and 2.5 inline sixes, right up to a twin-turbocharged 2.6 inline six with 276 horsepower in the GT-R. Rear-wheel-drive was standard with all-wheel-drive available in the performance models. Those performance models are legendary and remain highly sought after; an Infiniti Skyline would have bolstered the performance image of the brand. Quite simply, Infiniti would have had a consistent brand identity and a tiered lineup of sporty vehicles: G20, Skyline and Q45. The Skyline could have been offered as a coupe or sedan, well-specified, and like its big brother the Q45, bereft of wood trim and other traditional luxury ornamentation. Lexus hilariously referred to its ES250 as a “sport sedan” in promotional materials. The Skyline would have blown the doors off of it and ran circles around it, fortifying Infiniti’s brand identity as a high-tech, Japanese BMW.
Instead, they fumbled and futzed around during the 1990s with disappointing models like the M30. To be fair, the M30 was hardly a bad vehicle. It was well-equipped, comfortable to drive and reasonably well-priced. But when you launch a new premium brand, you have to put your best foot forward. The four-year-old Nissan Leopard wasn’t that foot.
Curbside Classic: 1997 Lexus SC400
Car Of A Lifetime: 1994 Acura Legend LS Coupe
The Lexus SC300/400 really only overlapped the M30 a little bit in terms of U.S. sales, since the Lexus coupe arrived as 1992 models. The SC was sold in Japan as the Z30 Toyota Soarer; the 1986 (F31) Leopard was supposed to compete with the previous-generation (Z20) Soarer, the car the Z30 replaced. (I say “supposed to” because that generation Leopard was a sales flop in the home market as well.)
The subsequent Infiniti J30, which was a 1993 model, was the next-generation JY32 Leopard (Leopard J. Ferie). The F31 had debuted at about the same time as the Z20 Soarer, so my suspicion is that its replacement was delayed a year or so because its sales were sub-par.
The Leopard was available with various hotter engines, but most of them hadn’t been EPA certified, so offering them here would have involved a bunch of added costs that I assume they were able to skip or minimize by using the older 12-valve VG30E (which I don’t think was ever offered on the Leopard).
I don’t think the 12-valve VG30E was offered
Even though imports cars are more common in bigger cities in general ( including Michigan ) but I only saw Infiniti M30 convertible in remote northern Michigan once. Lexus SC wise, one zoomed by in the remote countryside by the ’89 Cadillac Brougham I was slowly driving today, and it looks pristine. I wonder if the owners know each other, as those two cars really stand out in the area and they are both pretty distinctive on its own.
Obviously this was a dud in the marketplace. It did look like a two door Stanza. It did luxury worse than Buick and sport worse than Pontiac. No point even talking about Lexus or BMW. It did have a solid powertrain and a Japanese nameplate for those inclined.
All that said, I rather like it. It comes across as a car the Japanese would build for themselves. It reflected their tastes. Which is what I like to see in an import. Since it was near the end of it’s cycle when it arrived looked more 80s than 90s. Since I prefer the crisp 80s style to the melted bloat of the 90s, this is only a plus to me. Thanks William for the writeup.
“There was no consistent design language or consistent purpose in the Infiniti lineup”
Couldn’t have said it better. I really don’t think Nissan had a clear aim with Infiniti until the G35, and in recent years it seems as though they’re losing their focus with the brand again.
Also, good point about why didn’t they sell the Skyline here from the start. I’ve never even considered that, but it certainly would’ve been a good move to establish Infiniti’s credentials and image.
Did they source LHD dashes from Chrysler to save money? It looks like it came straight out of a Dynasty or an Acclaim.
The weird thing is that that’s NOT the same dashboard design as the late F31 Leopard. I’m not sure offhand where this one came from, but the dash in Leopards of the same vintage as the M30 isn’t nearly so boxy.
I think if you look at road tests for the M30 you will find that all or nearly all mention the cramped interior dimensions of the car. Sure, it’s a “sporty coupe”, but headroom for even an average sized driver was said to be lacking. I once tried to drive a 240SX SE, but at 6 foot 4 I could barely fit in the car, driving on less than glass smooth roads would have been painful, I believe from the road tests I read that the M30 was as bad if not worse for headroom.
Yes, the styling was very 80s, to me the M looks like the roof was flattened out purposely, and the trunk looks too long…..at least when the car was viewed from the back. Add in the convertible top that looked like it was designed for a baby’s carriage…..?
Finally, for me, the lack of a manual transmission would have kept me from considering the M30, especially when the mechanically similar 300ZX was available.
I remember when the Infiniti M30 was introduced. I also loved the Q45. This was Infiniti at its best. This was when both Infiniti and Lexus offered awesome cars, lovely looking cars, IMHO. I believe things started going south, for Infiniti and for Lexus, and the entire Japanese car industry by the mid to late 90s, when they started expanding to include luxury SUV models – Lexus, with the LX 450, and the Infiniti QX4. While I like the styling of the first generation models, everything after that was simply hideous crap.
Infiniti was like the ugly stepchild of the premium Japanese brands. If Lexus was the model of how to roll out, Infiniti was not. Whereas Lexus and Acuras emphasized their cars and its features, Infiniti went off on a touchy feely love tangent with commercials like this that confused and perplexed potential buyers and seriously affected the marque’s imagine in the marketplace, a problem that has persisted, to varying degrees, to this day. Some Infiniti models are quite good, mainly because the corresponding Nissan models that underpinned them were good, but unfortunately many were bad for varying reasons.
There are many lists of the top best cars and top worst cars ever, but if there was ever a list of the worst car advertisements, at least in terms of how they damaged a brand, this would be among them: https://www.youtube.com/watch?v=0R6Gl94FEo4
I actually liked the styling on these cars. They were as crisp and balanced, and a little softer around the edges than many of the overly angular 80s designs. But that inside – ugh. I never knew the backstory on these, but it was apparent that this car was plugged into the Infiniti line to give the dealers something to sell below the Q-45. The two just did not go together at all.
Thanks for the good read, William. Excellent analysis and even better article title.
Great information on a nearly forgotten model. I’ve always liked the M30. I never realized just how much of a minority that made me.
I’m not sure I ever looked closely enough at the inside to notice just how 1985 that dash design was, even for the early ’90’s. Despite its shortcomings and scathing reviews I would probably still have a hard time not picking one of these up if a nice example crossed my path at the right price.
Note to the author: As a fairly recent transplant from West Harlem/Washington Heights, the photography accompanying your posts always makes me homesick…in the best possible way.
Only a couple of those Skylines have any real performance and handling capabilities the basic sedans are quite dull to drive with mediocre roadholding and dismal performance NZ is drowning in ex JDM Skylines the 4wd turbo model goes like stink the fourdoor doesnt they would hardly fit the Infiniti luxury performance criteria untill the model Nissan actually turned into an Infiniti arrived on the market
Imagine how Inifiniti could have turned out if they had brought the Skyline instead of this car. The M30 was an image-damaging blunder, and particularly ironic since the right solution was sitting right there at Nissan’s fingertips. I think the F32 Skyline, in both 2- and 4-door models, would have handily outsold the ES250 and effectively challenged the Legend. Any added costs for Federalizing the Skyline would have quickly been earned back with stronger sales and higher margins. Plus, the Skyline combined with the Q45 would have firmly established a consistent luxury/performance brand imagery. Picking the aged Leopard instead was very nearly a deadly sin…
Nissan had a serious problem in that only certain models were approved to be sold outside Japan.
I remember reading time and time again how Nissan Australia executives had to fight hard to get the car they wanted, and often to no avail at that. I got the distinct impression that the high-ups in Japan had no idea of what foreign markets needed, and that whoever was in charge of making decisions for export markets must have thought he was the Emperor. Or something.
Case in point: the Nissan Tiida. No, that’s not a spelling mistake, you’re not going cross-eyed; that is a double-i. It was sold as a replacement for the moderately-successful Pulsar, a name which had been familiar for twenty-odd years. Nissan Australia fought to keep the Pulsar name, but the cars arrived wearing this weird JDM moniker. It didn’t sell, no matter what Nissan Australia did. Finally head office admitted defeat, and restored the well-known name. But from what I see on the roads, Nissan isn’t a name many people seem to associate with small cars any more – the damage is done.
The R32 Skyline, if suitably equipped (as Bryce points out), would have made a great Infiniti. But I doubt head office, as it was at the time (and maybe still is?), would have let it happen.
As I mentioned above, I think powertrain certification was a big issue as well. I don’t know if ADR compliance certification is as complex as EPA emissions certification, but here it’s typically costly and takes time. I’m pretty sure that’s why a fair number of Japanese cars ended up using variations of the same engine even if there were other choices at home — cheaper to compliance.
I found the M30 to be the best looking car in the Infiniti line-up, just closely behind the Q45. What I didn’t care for was the J30 or the G35. Nissan should’ve killed Infiniti when they offered those two hideous looking jokes.
I kind of liked the looks of the M30 too, at least on the outside, but then I like sedanish coupes.
Do you dislike the Skyline-based G35, which shared its RWD platform (or a lot of it, anyway) with the 350Z? Or are you perhaps thinking of the FWD I30, which was based on the later Cefiro and looked like a Maxima with fussier front and rear styling (which it was, more or less)?
I ask because a lot of people are fond of the G35 and saw it as Infiniti finally rediscovering the plot. (It certainly sold well.) I rather liked the coupe, which was essentially a more luxurious version of the Z with a back seat. The G35 sedan looked a little more like an Altima than one might like at that price point, but it wasn’t a particularly controversial design — especially compared to the J30 — and was a pretty competent package. Obviously, you’re not obliged to like it just because other people do, but I don’t know that I’ve ever heard someone feeling quite that negative about it.
It’s not a bad looking car overall, but I’ve never found the front end of the car very attractive. I imagine you’re wondering “who the hell is this guy? Has he ever driven an Infiniti? If not, how the hell can he judge a car’s appearance without driving it?” and you’d be right. I haven’t driven an Infiniti car of any year. However, I’ve seen enough of them to know what I find attractive and what I find unattractive.
Nah, I certainly don’t begrudge you your opinion of its aesthetics. I’m not defending the looks G35, about which I have no strong feelings one way or the other.
I was just curious because while the J30 is obviously a love-it-or-hate-it design, the G35 sedan was sort of generic big-Nissan for that time. (If you pried the badges off a G35 and the contemporary Altima and Maxima, I’m not sure the average person could tell you which was which.) If you really hated the look, I can see how the praise and critical clamoring of Infiniti having finally found its niche (or whatever) would make you say, “Okay, if this is the direction, just put it to sleep now.” (I have similar feelings about modern Cadillac styling, as I’ve said before.)
You may be right. I’ve never owned or driven a Nissan nor Infiniti, so I don’t know what they’re like to drive.
I don’t think ADR compliance is as complex, but the concept of shared powertrains across several models is sure familiar.
I’m not sure outselling the ES250 would have been any great achievement; topping the Legend would have been more impressive.
I can see a variety of reasons for not federalizing the hot turbo AWD Skyline. One is the cost of emissions and safety certification, which would have probably been fairly high. Another is that the turbo AWD Skyline everyone lusts after would have probably cost as much in U.S. form as the Q45, defeating the purpose of giving Infiniti dealers something cheaper to sell. A Skyline GT-R would also have completely overshadowed the Q45, at least as far as the American automotive press was concerned — not a great equation when you’ve just spent a bundle on a whole new platform.
The first-generation (A31) Nissan Cefiro would probably have been a better choice for what Nissan had in mind.
I think the Maxima, near it’s peak in the 89-94 generation was the answer. I think giving the 222hp V6 from the 300zx, assuming Nissan had a transaxle that could cope, and a more lux interior could be done. On the outside, a ES250 like hardtop treatment could have differentiated from the cheaper Nissan. A four door was going to outsell a two door, and the extra weight of the RWD/AWD offerings would have seen them underperforming Maxima SEs. In hindsight, there is a tendency to aim a car at the much later drifter movement, rather than the near lux market of 1990.
I don’t think there was a hardtop version of the JDM Maxima, however, while the ES250 was a preexisting JDM Camry body style that wasn’t otherwise exported to the U.S. I’m not sure there was a 4WD Maxima of that generation either, although 4WD was offered on the contemporary Bluebird SSS. Having to do a major reengineering of the Maxima would have made it tough to keep the price where Nissan wanted it, so I can’t see them going that way — it’s pretty clear that price point was a major priority, which meant using something off the shelf. Still, the I30 did fairly well for Infiniti, so using the Maxima was probably a reasonable way to go.
I think the A31 Cefiro would have been a more interesting approach, though. The first-gen Cefiro was comparable in size to the Maxima (a bit shorter on a marginally longer wheelbase), was RWD, and had a more modern chassis than the Leopard. (The Cefiro debuted for 1989.) The tricky part, as far as Infiniti was concerned, was that it used the inline RB engines rather than the 3-liter V-6, of which Nissan already had various EPA-certified versions. Still, that plus the Q45 and the later G20 seems like a more cohesive three-tiered lineup.
The Cefiro would have been a great choice to go alongside the M30, head to head against the ES250. I’ve actually seen one here in Virginia, as there is a shop in town who specializes in JDM imports. Good-looking car–at first glance it shares a general shape with the Maxima, but its details are all its own and the RWD would I’m sure make the handling a different story.
a31 nissan cefiro
Back when I had my Infiniti G20 in the late 90’s, my neighbor across the street had an M35 coupe. His wasn’t a bad car by any measure, and I actually liked the (exterior) styling of it. If nothing else, like my G20, it was stone reliable.
I think the Skyline would have been way too expensive, certainly the more interesting models would have been and really would have had a very (if not even more) limited market as well. As Bryce said above, not the whole Skyline line-up is that interesting. The whole point of the second car was showroom filler. I suppose Nissan figured that if they could only offer two cars to start, make one a 4-door (the Q) and the other a 2-door to try to hit more markets. While Infiniti didn’t end up with any kind of sporty image as a result of offering a coupe, Lexus certainly didn’t either, and frankly is still considered sort of dull while Infiniti did end up being perceived as quite a bit more sporty, mainly due to the G35.
I’ll note that the G20 was quite the little handler as well, and the G20t was a great little variant of it with a peach of an engine and a very nice interior for the era.
I always liked the exterior styling of the M30–sure, it does look Stanza-like, but it’s got a longer, lower vibe befitting a coupe. That dash though–wow. Did they borrow it from 1980’s GM?
I agree that the Skyline would have been a much better choice. Even though they probably didn’t want to sell the hot GT-R outside the Japanese market (and as noted it would have been extremely expensive) they could have sold one of the milder versions like the GTS-T. If the engine bay could be modified to fit a V6 rather than the home market I6, the VG30DE of the N/A 300ZX would have been an ideal powerplant (fully federalized, DOHC version of the same base engine the M30 used).
I liked the M30 when it came out…they were distinctive in their angularity. I do agree that the Cefiro or the Skyline would have been better, far more contemporary choices. I did sit in an M30 at the car show in Detroit way back in the day and it was pleasant enough but certainly narrow as noted. I also remember sitting in an ES250 and with a moonroof, my head was seriously rubbing the headliner. It was a very small car inside…I don’t know how they managed to make it so small compared to a Camry. I loved the J30…to me, a stunning (and also small inside) car in person. The G20 generally got good reviews, especially in T-trim with its trick limited slip. Where it really falls apart is the addition of the I30. Way too similar to the Maxima, not upscale enough, deeply bland and it lead to some decontenting of the Maxima. I’m on the fence with how the mid-cycle refresh of the 1st gen Q was handled. Certainly it needed something. Did it need wood trim? Probably. Did it need the suspension softened and cushy looking seats? I’m not so sure. A grille? Maybe yes but not the one they gave it. Q45 gen-2–while I liked the exterior–the interior wasn’t the interior of a 45-55K car. There were a number of familiar looking corporate parts and real wood trim didn’t show up until the last couple years of production. In more recent times, I don’t think Johan de Nysschen did anything noteworthy and I think the model name changes has been confusing, even for a car guy like me. The Eau Rouge really needed to be built though, however the decision to cut it was made after de Nysschen left for Cadillac.
I remember first seeing the Q45 and the M30 when they debuted. At the time, I found the M30 more attractive than the Q45.
The dash was sourced from an R31 skyline, just mirrored. And the F31 platform was greatly based on the R31 skyline platform as well as the same rear end as the R31.
What’s the coupe body sourced from? It doesn’t look like any Nissan I’ve seen.
JDM Nissan Leopard. It was brought over here wholesale and, with almost no exterior changes other than badging, became the M30. (The article does mention this…)
At the time, I found the Infiniti M30 more attractive than the Q45. I would’ve gladly bought one if I didn’t already have a Toyota. I was disappointed when it was discontinued.
I had a 1990 M30 for about 10 years. One of the best cars I ever had except for the 505 Peugeot. Every reliable, I only had to change the starter during those years. The suspension was great, very comfortable to drive, with plenty of energy.
My favourite cars were the Lexus ES250 and the Infiniti M30.
M30 dashboard looks like it’s from a Dodge Spirit or Plymouth Acclaim.
Should have been Infiniti K30.
Another car best viewed in hindsight, as we have the luxury of doing.
Nissan styling in the mid-late eighties was dreadfully dreary and old-fashioned, when seen alongside the competition. Squarish and boxy, at a time when design was getting curvy again. Out of step. At least the Leopard/M30 was beginning to show signs of somebody sanding off the sharp corners; the concurrent R31 Skyline wasn’t so lucky. The R32 we discuss above was a different kettle of fish entirely; it’s predecessor was positively ultrabox.
Taken outside the context of its time, this Leopard isn’t a bad looking car with interesting paint and different wheels. 🙂
Such a seemingly odd choice on Nissan’s part to bring these over to the US when they did, obviously knowing full well that the Leopard upon which it was based was due to be replaced in two year’s time. I’m not sure Nissan really had any real good alternatives, however. The Skyline on paper sort of looks a good fit, but there are some reasons I can see why that was not given a go. Skylines were not luxurious by any stretch of the imagination. At least with the M30, it was a Leopard underneath, which was positioned as a luxury car in Japan in the first place. The other thing I don’t think people readily realize from pictures of Skylines, with their long hood proportions, is that they are small. A Chevrolet Beretta would dwarf an R32. After seeing one in person, interior packaging is not something I would be willing to go out on a limb on and assume is anything other than the occasional 2+2, especially for anyone over 5’10”. Too close to a 240SX, even if it was faster, and I don’t see that as being a superior attempt over this M30.
When I was attending a community college around 2004-2005, I had a class with a girl who drove a convertible one of these. It’s the only one I recall ever seeing. Seeing how few were produced I can see why.
I remember when the Infiniti M30 was offered. I found it more attractive at the time than Q45. I would’ve bought an M30 had I been in the market for one.
I’d love to see a CC on the QX4
I’ve always had a soft spot for the M30. If I came across a nice one it would be tempting, tho’ I’d end up doing something stupid like trying a 5-speed swap with a Z31 computer or something.
I agree. It’s a crying shame that it wasn’t on the market for very long before being discontinued. I would’ve preferred it over the Lexus SC400.