The 2000 Infiniti I30 has no open NHTSA recalls. Owners report 8 recurring issue clusters, led by “Rusted radiator support and front cross member.” Infiniti manuals split service into Schedule 1 (severe — short trips, city traffic, extreme temperatures) and Schedule 2 (easy highway use). Most US drivers honestly belong on Schedule 1: oil every 5,000 miles. The VQ V6s that power most of the lineup are chain-driven and durable when the oil stays fresh. The two things owners skip at their peril: CVT fluid on QX50/QX60 (extended intervals are how these transmissions die) and oil discipline on the twin-turbo VR30 in Q50/Q60 Red Sport.
No open recalls on file. NHTSA lists no unrepaired safety recalls for this year, make and model. A recall can be issued at any time, and a specific car can still have one open — check yours by VIN at nhtsa.gov/recalls.
What drivers and federal regulators have officially reported about the 2000 Infiniti I30.
STRUCTURE
5 NHTSA complaints · 2010-11 → 2018-02
“WHILE WORKING UNDER MY CAR, I NOTICED THAT THE SUPPORT STRUCTURE UNDER THE RADIATOR IS RUSTING BADLY AND CAN BE MOVED BY HAND”
“WENT TO GET AN OIL/FILTER CHANGE AND FOUND THE FRAME UNDER THE RADIATOR IS COMPLETELY RUSTED AND IS ACTUALLY SAGGING”
“THE CONTACT STATED THAT THE CROSS MEMBER THAT SUPPORTED THE FRAME WAS RUSTING AND COULD POSSIBLY DROP THE ENGINE”
ELECTRICAL SYSTEM
8 NHTSA complaints · 2005-12 → 2012-04
“DEALER DIAGNOSED AND CONCLUDED THAT THE IGNITION COILS WENT BAD AND NEED TO REPLACE ALL 6 OF THEM”
“THE COILS WERE DEFECTIVE WHICH WERE AFFECTING THE IGNITION- SIGNAL WHICH WAS CAUSING THE HIGH VOLTAGE”
“I HAD A TUNE-UP THE SPARK PLUGS AND THE SIX IGNITION COIL AND THE CRANK SENSOR FIX, AND THE ENGINE LIGHT STILL COME ON”
ENGINE AND ENGINE COOLING
2 NHTSA complaints · 2007-01 → 2011-10
“THERE IS A CODE P0420 THAT INDICATES A PROBLEM WITH THE BANK 1 CATALYTIC CONVERTER”
“FOUND OUT RECENTLY THERE IS A SERVICE BULLETIN FOR THIS PROBLEM ON THE INTERNET”
SERVICE BRAKES, HYDRAULIC
6 NHTSA complaints · 2001-06 → 2006-07
“I HAVE RESURFACED SEVERAL TIMES ONLY TO HAVE THE SHUDDER START BACK UP WITH IN WEEKS”
“PREMATURE WEAR OF BRAKE ROTORS DUE TO WARPING CAUSED BRAKES TO SHUTTER WHEN APPLIED”
“VEHICLE ROTORS HAVE WARPED FOUR TIMES NEEDING RESURFACING EACH TIME”
EXTERIOR LIGHTING
2 NHTSA complaints · 2005-11 → 2012-10
“HEADLIGHTS TURN OFF WHEN COMPLETING A TURN USING TURN INDICATOR”
“WHEN THE HEADLIGHTS ARE ON AT NIGHT AND USING THE TURN SIGNAL, WHEN THE TURN SIGNAL CANCELS AFTER A TURN, THE HEADLIGHTS TURN OFF BRIEFLY THEN COME BACK ON”
ELECTRICAL SYSTEM
2 NHTSA complaints · 2005-05 → 2005-08
“THE BATTERY LIGHT CAME ON WHILE THE CONSUMER WAS ON THE WAY HOME TRAVELING 45 MPH”
“DRIVING HOME VEHICLE QUIT IN TRAFFIC”
AIR BAGS
3 NHTSA complaints · 2002-08 → 2015-08
“UPON IMPACT, NEITHER DRIVER'S SIDE NOR PASSENGER'S SIDE AIR BAGS DEPLOYED”
“WHILE DRIVING AT 30 MPH, CONSUMER T-BONED AND HIT ANOTHER VEHICLE HEAD-ON, BUT NONE OF THE THE AIR BAGS DEPLOYED”
“THE CAR RAN INTO A BRICK BUILDING. THE AIR BAGS DID NOT DEPLOY!”
VEHICLE SPEED CONTROL
5 NHTSA complaints · 2000-04 → 2012-08
“UNINTENDED ACCELERATION 5 TIMES OVER THE PAST 2 YEARS WHEN STOPPING, USUALLY WHEN GOING DOWNHILL”
“WHILE DEPRESSING BRAKE PEDAL ENGINE IDLED, CAUSING VEHICLE TO SURGE”
“SHIFTED FROM R THROUGH N TO D. VEHICLE SURGED FORWARD AT VERY HIGH RPMS”
Issues on other model years
Source: NHTSA Office of Defects Investigation (ODI). Complaint data refreshed Sep 20, 2026. Investigation data refreshed Sep 20, 2026.
We display NHTSA's record with attribution; we don't editorialize on what these complaints mean for any specific vehicle.
Critical for safety and preventing major damage
Every 5,000 miles under Schedule 1 (most US driving); 7,500 on the easy-use Schedule 2. VQ engines tolerate a lot but reward fresh oil with quiet chains and clean variable-timing operation. VR30 twin-turbo: treat 5,000 as the ceiling.
Estimated cost — typical U.S. ranges
Dealer
~$120–$160
Shop
~$85–$115
DIY
~$25–$55
Full synthetic costs more than conventional. 5-quart 0W-20 + filter is the typical bill.
Rotate with every oil change. Staggered-fitment sport models (G37S, Q60) can't rotate front-to-rear — budget rear tires accordingly.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Often free at the shop where you bought the tires — worth asking before paying.
CVT-equipped models: replace fluid around 60,000 miles — sooner with towing or hot-climate city driving. Use only Nissan NS-spec CVT fluid. This is the single most skipped, most expensive-to-skip item on modern Infiniti SUVs.
Estimated cost — typical U.S. ranges
Dealer
~$360–$500
Shop
~$255–$355
DIY
~$80–$180
CVT fluid is manufacturer-specific and pricey — do NOT substitute conventional ATF.
Inspect pads, rotors, and lines at every service. Akebono-caliper sport packages wear pads unevenly if the slide hardware isn't serviced — have it cleaned and lubricated with pad changes.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Most shops do this free as a courtesy with any service. Don't pay separately if you can avoid it.
Keeps your vehicle running smoothly and efficiently
Replace around 30,000 miles. Twin-intake VQ and VR engines use two filters — replace both, not just the easy one.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
5-minute job on most cars; the airbox lid usually has clips, no tools needed.
Replace roughly every 30,000 miles or 2 years — Infiniti pairs it with major services. Sport models driven hard should err toward the 2-year mark.
Estimated cost — typical U.S. ranges
Dealer
~$180–$200
Shop
~$125–$140
DIY
~$10–$25
DOT 3 or 4 — match the cap. Vacuum bleeders make this a one-person DIY.
Conventional automatics (G35/G37/Q50 RWD 7-speed, QX80 9-speed): fluid service around 60,000 miles under severe use keeps shifts clean. Matic-S/Matic-D spec fluid only.
Estimated cost — typical U.S. ranges
Dealer
~$330–$500
Shop
~$235–$355
DIY
~$60–$180
Some sealed transmissions have no dipstick — fill is precise and best left to a shop. Many drivers can still DIY drain-and-fill.
Iridium plugs rated to 105,000 miles. On transverse VQ models (older QX60, JX35) the rear bank hides under the intake plenum — pay the labor once, at the full interval.
Estimated cost — typical U.S. ranges
Dealer
~$285–$390
Shop
~$200–$275
DIY
~$25–$100
Iridium plugs cost more but last 100k+ miles. V6/V8 access varies wildly — some are tough.
Extends the life of your vehicle and improves comfort
Replace about every 15,000 miles; behind the glovebox on most models.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
Usually behind the glovebox. Shops charge labor for a 10-minute job — easy DIY win.
First replacement at 75,000 miles / 5 years (Nissan blue long-life), then about every 4 years after. Genuine or NS-spec coolant only — mixing types gels.
Estimated cost — typical U.S. ranges
Dealer
~$285–$330
Shop
~$200–$235
DIY
~$25–$60
Use the manufacturer-specified coolant — wrong color/chemistry can damage the cooling system.
Inspect from 60,000 miles; replace on cracking, glazing, or tensioner noise. VQ accessory belts announce their age with a cold-start chirp.
Estimated cost — typical U.S. ranges
Dealer
~$195–$235
Shop
~$135–$165
DIY
~$20–$50
DIY-friendly if you can reach the tensioner. Inspect for cracks rather than swap on a strict mileage interval.
Test annually after year 3. Intelligent-Key and always-on telematics draw at rest — weak batteries show up first as slow push-button starts.
Estimated cost — typical U.S. ranges
Dealer
~$225–$390
Shop
~$160–$280
DIY
~$130–$250
Most auto-parts stores test and install batteries free with purchase. Skip the dealer markup.
Occupant deaths in fatal crashes (FARS)
71 crashes 1990–2024
How the 71 occupant deaths break down
51
driver deaths
20
passenger deaths
71
occupant deaths
Crash years covered: 1990–2024 This model year first appears in 1999 crashes. Older models have had more years on the road to appear in these crashes, so a higher count here does not by itself mean a vehicle is less safe.
FARS counts every occupant death in a fatal crash, whatever the cause — it does not mean the vehicle was at fault or defective. Counts are not adjusted for how many of each vehicle are on the road. How to read this number
FARS 2024 data is an annual report file. NHTSA revises these records when the final file is published, so this count can change.
Every vehicle has exactly one driver seat, so driver deaths line up fairly when you compare one model to another. Occupant deaths include passengers, so a three row SUV can show a higher number than a two seat car simply because it carries more people.
Both figures are plain counts, not rates. A rate would need to know how many of each vehicle are on the road, and that registration data is not public, so we do not publish rates or scores of any kind.
IIHS publishes driver death rates using this same driver only idea, paired with a registered vehicle years denominator we do not have. Their rates and these counts answer different questions, so do not read either number here as a safety rating.
Owner-reported problem signals
Separate from the federal fatality data above: complaints owners filed with NHTSA about this year and model. These are reports of problems, unverified, and are counted here only as signals.
5
complaints mentioning a crash
1
complaints mentioning a fire
Typical U.S. ranges. Actual quotes vary by shop, parts choice, and vehicle condition.
How we estimate: Dealer = OEM parts × 1.4 + labor × $165/hr. Shop = parts + labor × $115/hr. DIY = parts only.
This maintenance schedule for the 2000 Infiniti I30 reflects INFINITI's published service intervals and the Schedule 1 / Schedule 2 Maintenance system. Your actual service needs may vary based on driving conditions, climate, and vehicle usage. Always consult your owner's manual for model-specific recommendations.