Automotive Reviews
Posts tagged Infiniti
2002 Infiniti I35
01033 days
In some circles, they’re called “near-luxury” cars, and it’s no easy task being one. These sedans and coupes combine the plush, well-engineered aspects of the top-of-the-line cars with the affordability of more reasonably-priced models. The combination is a popular one, too. The “near-luxury” class has produced some fantastic automobiles: the Acura 3.2 TL, the Audi A6, the Lexus ES300 and the Lincoln LS, to name just a few.
That’s why it’s so tough to be a car like the new Infiniti I35. The newly refreshed I35 features all of the things required in this competitive market, from high-intensity discharge (HID) headlamps to a chrome-tipped exhaust. It’s all part of Infiniti’s resurgence of personality, as the once-bland Japanese premium nameplate revises its entire lineup. Flagship Q45 came first, in 2001. The I35 is the second model to benefit from the series-wide redesign, and the almost forgotten G20 will be next, with an all-new G35 coming for 2003. But is the new I35 good enough to stand out among the fantastic cars it competes with?
The new design is certainly a standout. The new horizontal-slat grille is reminiscent of the Q45′s new look. The I35 shares a sculpted hoodline and multi-unit headlight design with other Infinitis, not to mention those distinctive blue-tinged HID headlights. The contoured headlamps are an interesting touch up front. A handsome set of 17″ alloy wheels is standard equipment. At the back, a more conventional tail is simple and elegant. It’s a good design.
Inside, the I35 is a good example of what the “near-luxury” class is all about. Even with a base price below $30,000, the I35 coddles passengers with soft leather and wood trim. Additional luxury touches include a gated automatic shifter, electrofluorescent gauges a la Lexus, and Infiniti’s signature oval analog clock, perched high in the dash. Addressing the issue of tunes is a standard 200-watt sound system. Like most cars at this price level, side-impact airbags are standard as well. Want heated seats? They’re on the options list. Want a navigation system? Ditto. Infiniti knows what near-luxury customers want.
The 3.5 liter V6 is all-new. With 255 horsepower on tap, the I35 is no slouch in the get up and go department. A variable induction system assures strong, deep breathing at all speeds. Hard-throttle acceleration is occasionally marred by torque steer, as the front wheels are overwhelmed by the power, but at speed the I35 calms down. The four-speed automatic transmission works smoothly, splitting the difference between hard-core sport and super-soft luxury. Four-wheel disc brakes with ABS are standard equipment, and Nissan includes a brake assist system which maximizes braking power in emergency situations. Traction control is also standard. As with most of the near-luxury cars, the somewhat sizeable I35 is happy on the freeway, and less so in congested traffic.
The I35 has a broad, planted feel on the road, thanks to its wide track and tires. A strut-and-coil front suspension is coupled with a multilink rear for a firm but compliant ride…just like every other near-luxury car out there. The I35 is the middleman in the near-luxury class, with a less sporty feel than cars from BMW and Lincoln, and a somewhat stiffer ride than the coddlers from Lexus and Audi. More sport-minded buyers can opt for a “Sport” suspension package which includes an active handling system called Vehicle Dynamic Control, that’s cribbed from big brother Q45. VDC steps in to control skids, slides, and sloppy steering. Overall, the I35 is a really good car, addressing both the “sport” and “luxury” issues adequately.
The list of standard equipment is long, and the luxury can be positively packed into this car: the options list includes a heated steering wheel, rear sunshades, and a sunroof. Also included in the deal is Infiniti’s Total Ownership Experience, which offers a high level of customer service and emergency services. With all of this, a $28,750 base price makes the I35 quite an attractive deal. It’s only in comparison to the competition that it suffers from a lack of personality and some nebulous “special” feeling. The I35′s biggest problem is that it’s a really, really nice car that’s competing with a whole bunch of wonderful ones.
Specifications:
All specs are for the 2002 Infiniti I35, which we tested.
Length: 193.7 in.
Width: 70.2 in.
Height: 56.7 in.
Wheelbase: 108.3 in.
Curb weight: 3342 (est.)
Cargo space: 14.9 cu.ft.
Base price: $28,750
Price as tested: $30,675
Engine: 3.5 liter DOHC V6
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 255 @ 5800
Torque: 246 @ 4400
Fuel capacity: 18.5 gal.
Est. mileage: 20/26
2008 Infiniti G37 S
01301 days
I’m too young to have ever met any of the original “grand touring” cars–those four-place two-doors made legendary by Ferrari, Aston Martin and Maserati in the 1960s. I’ve never even sat in an Aston DB5 or a Ferrari Daytona. Even so, I’m astute enough to recognize the concept when I see it, and the new Infiniti G37 is as powerful an embodiment of this respected market niche as anything available today.
The G37 certainly matches the description of a grand touring car: it’s a longer, lower and wider four-seat, two-door coupe. Add to that equation an ultra-responsive, great-sounding V6 engine with over 330 horsepower and a comfortable yet athletic suspension, and you just might have road-trip magic. To check it out, we took the G37 on a quick, 2000-mile road trip.
You wouldn’t know to look at it, but the G37 is packing over 330 horsepower. Like a proper grand tourer, it doesn’t shout its performance capabilities to the world like a muscle car. Hidden beneath its smooth lines is a 3.7 liter V6–as if it weren’t evident by the name change, the G37 gets a larger engine than its four-door counterpart the G35 for the first time. The 3.7 features Infiniti’s Variable Valve Event and Lift (VVEL) system that changes valve timing and lift to improve performance and efficiency. Power’s immediate; drop the pedal at almost any engine speed and the G37 responds eagerly. Electronic throttle control only speeds the engine’s response. On surface streets, the G37 rips off impressive zero-to-the-speed-limit times with ease; on the freeway, it’s a relaxed cruiser that’s ready to accelerate with an instant’s notice, and it sounds great too. The G37 will roll with V8-powered cars easily, while beating their fuel economy numbers. Like in its sedan counterpart, the 3.7′s power comes on with a steadily building rush, and it never feels wound up or wrung out even at high revs. The six-speed manual transmission makes driving the G37 a heck of a lot of fun as well. A paddle-shifter-equipped five-speed automatic is available, as is a launch-enhancing limited-slip rear differential.
The straight-line performance is there, and the G37 lives up to the grand-touring designation on twisty roads as well. It’s too heavy to be an honest sports car, but with a double-wishbone suspension up front and a multi-link rear it was happy to demonstrate grin-inducing stability and grip on the on-ramps and backroads I found myself exploring. Vehicle Dynamic Control (VDC) stability control is standard equipment, and a new, exclusive-to-Infiniti four-wheel active steering system is available. This system can change the steering gear ratios and move the rear lower links to provide an additional measure of stability and responsiveness in the curves. The controls strike an excellent balance between comfort and communication; this car is easy to drive all day.
It’s not a proper grand tourer if it won’t impress the folks waiting in line at your favorite resort, of course. Here, the G37 doesn’t disappoint, with lines that look right at home parked next to any Jaguar or Lexus at two-thirds the price. The catlike silhouette dips handsomely at both ends, looking at a glance like a hatchback, but the G37 has a proper trunk. Angry-looking headlights are pulled back tight to the fenders, and large lower air intakes beneath an Infiniti family grille. The Adaptive Front Lighting System, whose headlights turn with the front wheels, is available. The G37 looks finished and polished. The taillights are flush-mounted LED units, and large dual exhausts with air diffusers finish the rear end. It’s aerodynamically correct too; when equipped with the optional rear spoiler, the G37 has zero lift at the rear.
The G37′s handsome interior layout avoids the sin of too much plastic and also avoids looking too much like a sports car. Brushed aluminum is accented with polished trim on the dash and door panels, and the car feels modern and purposeful. If you want to go old-school, wood trim is also available. It’s not quite as inviting as it looks though, I had a hard time getting comfortable in the driver’s seat on my long drive, and the cabin is short on small-item space. Travel necessities like maps, notepads and cell phone had to be piled in the passenger seat once the tiny console and door pockets filled up. Once on the road, the G37′s excellent driving dynamics and Bose sound system made these things seem less significant, however. Standard equipment includes Infiniti’s Intelligent Key with a pushbutton start. The available Intelligent Cruise Control, Bluetooth connectivity, backup camera and navigation system make road-tripping that much more effortless. The navigation system’s touch screen controls could be more intuitive, but overall the G37 is a pleasing travel companion.
Headroom in the back seat is less than optimal, but there is enough legroom for the G37 to be called a proper 2+2, and enough luggage space for it to really be a grand tourer. In fact, the only thing keeping the G37 from true grand tourer status may be the price. Unlike the Ferraris and Jaguars that have traditionally held the distinction, this slick Infiniti stickers for less than $50,000–considerably less, in fact. Starting MSRP for the G37 is a comparatively reasonable $34,250, with the sportier 6MT manual transmission-equipped version coming in at $35,550.
Specifications:
All specs are for the 2008 Infiniti G37 S
Length: 183.1 in.
Width: 71.8 in.
Height: 54.8 in.
Wheelbase: 112.2 in.
Curb weight: 3668 lb.
Cargo space: 7.4 cu.ft.
Base price: $34,250
Engine: 3.7 liter DOHC 24-valve V6
Drivetrain: six-speed manual transmission, rear-wheel drive
Horsepower: 330 @ 7000
Torque: 270 @ 5200
Fuel capacity: 20.0 gal.
Est. mileage: 17/26