The second-generation Infiniti G satisfies both the left and right brain: It's fun to drive and nicely appointed, yet it's reliable and less expensive than many competitors. If I age half so well, I'll die a happy man.
An entry-level G25 sedan and high-performance G37 IPL (for Infiniti Performance Line) are both new this year. The G37 remains available in sedan, coupe and retractable-hardtop convertible form, with all-wheel drive — denoted by an "x" — optional on the sedan and coupe. Sport and Limited editions are new this year.
We evaluated two cars: an all-wheel-drive G37x Limited Edition sedan in Chicago and a G37 IPL coupe at Wisconsin's Road America racetrack.
Appearance Updates
Following a face-lift for last year's sedan, the coupe and convertible get some rhinoplasty themselves for 2011. Stretching more than 9 inches past the BMW 3 Series, the second-generation G sedan is one of the largest in its segment — which makes its narrow, 35.4-foot turning circle all the more impressive. The styling at large — vintage Infiniti, with curves aplenty — looks distinctly Asian, for better or worse. Overall, the look is wearing OK.
Xenon headlights and 17-inch wheels are standard. Both the Sport and Limited packages include 18-inch wheels, a rear spoiler and some pretty silly-looking ground effects. The base car looks nowhere near as overwrought.
Introduced two model years back, the G37 convertible has a folding metal hardtop that takes a longish 30 seconds to operate.
Going & Stopping
What hasn't changed is the G37's performance. Gallons of ink and multiple terabytes have been expended comparing every iota of the G37 sedan's 3.7-liter V-6 to the optional turbocharged inline-six from its archrival, the BMW 3 Series. Suffice it to say that its similar curb weight and an extra 31 pounds-feet of torque make the 335i quicker off the line despite a lower power rating (300 horsepower). But the 328-hp G37 has gobs of output in its own right, accelerating with more urgency than many competitors — including the Acura TL, Audi A4 and 3.6-liter Cadillac CTS. Even with all-wheel drive, which adds some 200 pounds versus a rear-wheel-drive G37, the sedan bolts away from stoplights and muscles its way up to highway speeds. Push the engine hard, and the power feels a bit peaky — less of it starting out and a lot more as the tachometer needle swings clockwise — but that's a relative sensation. In absolute terms, you'll find usable oomph even around town at 2,000 rpm.
Matched well to the engine is the G37's seven-speed automatic transmission. The seven-speed isn't as decisive as the G's earlier five-speed auto — it exhibits slower kickdown on the highway and occasionally hunts for the right gear — but its short ratios mean the G's high-revving power comes up quickly.
Stick-shift drivers will appreciate the G37's marvelous six-speed manual. With short throws and a crisp feel to the gates, it beats the 3 Series' rubbery shifter, and the clumsy ones in the A4 and CTS. The clutch's narrow friction point takes some getting used to, but accelerator response is virtually instantaneous, allowing you to hammer off easy rev-matched downshifts. Interestingly, I detected a lot more accelerator lag in the automatic G37, though it's not nearly as bad as in some cars.
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