Iconic status is usually half ordained, half accidental fortune, and as long as there have been icons, the question has been: what does an icon do for round two? Those responsible for the ordained portion need to make sure any changes remain in the good graces of Fortuna. Consequently, things usually remain heavy on the iconic, and light on the evolution. In the G's case, the evolution is not a cheap shot or a copout.
I quite liked the previous generation's styling -- and so did a lot of other people. It squared the Z off perfectly. Exterior styling is the number two reason consumers give for buying a G Coupe, so it was especially important not to turn them off. All of the previous edges are gone, the G having been worked over by a team armed with dueling compasses and protractors. Where it was straight before, it is curved now -- in some cases, downright swoopy -- though its predecessor can still be seen. Infiniti calls it "kinetic feeling with emotional surface expression." We call it different, but still good-looking. It's also longer and wider than the previous car, which is meant to be "indicative of the power and technology of the vehicle." We will, again, stick with good looking.
I also especially liked the tail on the G35, that horizontal slab balanced on the decklid. It has also been retired, replaced by a chromed lip that, if you've ordered the navigation, also houses the rear view camera. Kyle Bazemore, Infiniti PR man, said that there was a decided split of opinion on that part of the revised design. It won't turn anyone off, but it's an interesting change.
The true evolution is hidden by that bodywork, because the engine and the interior are what Infiniti really put work into. Infiniti pitches the G Coupe against the BMW 3-Series, and with young affluent professionals as the target, they have thrown more chips into the fit-and-finish pot.
Inside it's quintessential Inifiniti, with electroluminescent dials tucked in their cowl, and to the right, the familiar center console stack. Aluminum alloy trim is now finished in with a Japanese Washi paper pattern, and African Rosewood trim is also available. Some folks liked it, some folks thought it looked scratched, and some other folks said if nothing else, it would hide scratches.
The seats are beautiful to look at, and while a bit narrow (at least for this tester), terrifically supportive for spirited driving. The bolsters are also adjustable, which was a boon. On the G37 Journey with Sport Package and Sport 6MT, the seats are 14-way, which was fantastic, even though I've really only got an 8-way body.
I also like that Infiniti gives you a place to put the key fob that you don't need to put in the ignition. It's a bit out of the way, to the lower left of the wheel. But that beats having valets run after me because they can't move my car.
Infiniti's also joined the iPod integration game, with a dedicated plug in the center console cubby. You can control it from the steering wheel as well, although you don't have access to the entire range of iPod functions.
The V6 has grown to 3.7 liters and 330 horsepower and 270 lb-ft of torque, and now features VVEL-variable valve event and lift-technology. It's hydraulically controlled and aimed at increasing performance and fuel efficiency. The engine, which is 35% new from the one just introduced in the new G35 sedan, is also has ladder frame construction for greater rigidity, large crank journal and pin diameters, asymmetric piston skirts, twin knock sensors, an electronically controlled "drive-by-wire" throttle system, molybdenum coated lightweight pistons, Iridium spark plugs and a symmetric twin air intake system.
How does it drive? Even better than before. This is especially important, since "fun to drive" is given as the number one reason for buying a G Coupe. But the point isn't just how it goes, it's how it all comes together: in addition to the horsepower, the car is 36% stiffer overall, the upper models get a new sport suspension, the performance braking system has opposing pistons and larger rotors, and all models come with Vehicle Dynamic control and speed sensitive steering.
The 6MT gets a revised dynamic damper, modified shifter linkage, and modified shifter isolator. And if you stump for the 4-Wheel Active Steer system (4WAS), there's a unique chassis configuration that features automatically variable front steering ratios and rear suspension geometry that adjusts to steering input and vehicle speed via motor-driven controls. The result is better coordination all round, going, stopping, shifting, and turning.
With its exhaust note, hop-to-it acceleration, and suspension, the G35 always asks you to run it. On twisting country roads outside of Seattle, you can get at least another two-tenths out of the G37, and a clear stretch of asphalt that disappeared in a downhill, steeply banked left hand turn gave one that roller coaster thrill.
Driving it around the snaking coastal roads of Monterey was even better, even though the speeds were slower. The Pebble Beach Concours turned the roads into a mess of parading supercars, weekend drivers, and 3-mph crawlers looking for parking spots. The G37 did just as well coming to sudden stops after hard acceleration uphill out of tight turns as it did cruising and spurting through beach traffic. The rev-matching downshifts and magnesium paddle shifters on the automatic were especially good.
The sum of its evolutionary details adds up to a revolution. The G37 Coupe is a full generational step taken in finish and performance that will undoubtedly keep folks heading to the showrooms.
Autoblog drives the Infiniti G37 Coupe - Autoblog
Autoblog drives the Infiniti G37 Coupe
