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Infiniti

2013 Infiniti JX35

Vehicle: 2013 Infiniti JX35 with Premium, Driver, Deluxe Touring and Driver Assistance Pkgs
Price as tested: CDN$60350

Performance: Infiniti has always been somewhat left field, when it comes to luxury car. Their latest JX promises to be the most mainstream of all of their left fielders. Will soccer mom find join in one? We will have the answer after this review.

Loosely based on the praiseworthy Murano architecture, JX marks the first front-drive based Infiniti since the departure of the Cefiro-based I35. That said, JX35, as its designation denotes. It shares the well-honored and proven VQ35DE as the rest of the Nissan/Infiniti range, which has to be a very good one despite of its age. With 265hp and 248 lb/ft of torque “on paper”, many would have thought its going to be a breathtaking performer. In real life situation, its only more than adequate given JX’s 4237 lb of hefty curb weight. A close to 2.5 tonnes of curb weight certainly isn’t going to light JX’s belly like a 370Z, however, it remains to be a composed and refined unit promised by the legendary if aged VQ engine series. Which really have said about the merits of VQ, as it has aged gracefully over time. Along with the proven VQ35DE, JX mates with Infiniti’s Xtronic CVT. As far as CVT goes, Nissan has always done a bang up job with their nicely engineered unit. The problem with JX’s CVT has nothing to do with its execution, as a smooth operator which provide seamless sensation with decent fuel economy. The issue has to do with its motor boating which tend to make the engine lacking, when its time to accelerate through its light throttle. If JX is able to cope with the 7-speed automatic unit as in the M hybrid, it would make the acceleration in a more elegant and quiet manners than this CVT did. Despite of my criticisms, it has done of what its worth when it comes to people mover.

Handling: Given its on Murano architecture, it doesn’t come as a surprise that JX’s foundation is solid-as-a-rock. There remain free of any cracks and rattles, which the suspension geometry is able to deliver a class-leading ride quality, which sums up in one word: sublime. However, when pushed JX through corners. Its soft suspension has tuned toward comfort over sharp handling, especially when compares to its edgy rival from Acura. That means JX has plenty of body rolls, which understeer is easy to encounter. That said, its steering provides decent enough feel and feedback to suit its crossover character. Which makes up the flip side of JX’s dynamic equation. Compare to its chassis silibing or even arch-rival MDX, JX feels uninspiring to drive through its detached dynamic characteristics. However, its proactive AWD with a nice set of ESC would give any soccer mom a sense of security when they have reared JX’s ugly heads when driven a bit too hot into a shopping lot parkade.

Brakes: With 4-wheel discs and standard ABS, JX’s braking prowess has up to Infiniti’s usual high standards. Despite of its hefty curb weight, the brake feels crisp and solid. While ABS never delivered the goodies at the wrong time at the wrong place, which is the hallmark of a good braking system.

Interior: If you remember the cabin of the original G35, “crappy” is the perfect word. A decade later, JX’s cabin is nothing but classy and well-crafted. Gone are the cheap and cheesy plastic, in with much nicer use of leather/wood/plastic materials altogether in an interior which worthy of Infiniti’s premium badge. The instrumentation gauges are clear and analog, which the center infomation center is initutive and user-friendly, as per Japanese tradition. Those leather seats feel supple and hug you in all the right places.

What’s the most impressive piece of engineering is Infiniti engineers are able to put 3 rows of seats in, with a nice party trick. Usually, when you put a babyseat in the middle row. Which is where you supposedly to put, as it shouldn’t be put in front facing the airbag nor 3rd row as it faces the oncoming traffic. You have to take it out before anyone is able to get into the 3rd row. With the JX, one can slide the 2nd row in and out with the babyseat in place. While its only a small thing, sometimes, its the smallest thing which makes the biggest difference.

Along with this party trick, there are tri-zone climate control which is able to ensure everyone is able to enjoy the ambience inside the JX. Both the 2nd and 3rd row are able to occupy any human beings in place, comfortably.

In terms of practicality, JX scores well with nicely flat floor after completely fold down both 2nd and 3rd row of seats. However, like most crossovers, there aren’t much luggage space left with 3rd row in place. So when it comes to the “moment of truth”, JX’s 3rd row continues to be “either/or” affair despite of its usefulness for passengers. Despite that, it still has 15.8 cubin feet despite of 3rd row’s existence.

There are two features worthy of mentioning. The Panoramic sunroof has opened up the interior 180 degrees, especially with our black interior. Another feature is the back-up camera, which is a godsent consider JX’s poor rear sightlines.

Conclusion: Infiniti has always been on the quirky side of the Japanese luxury, right from the early grilleless Q45a. There is, finally, a mainstream Infiniti for the masses, which is called JX. Along with a well-appointed interior and competitive pricing, Infiniti’s customer service and reliability record will surely appeal to those soccer mom who can’t get past MDX’s polarizing styling nor German’s quality glitches.

The bottom line? Soccer mom rejoice. :)

Competitions:
Acura MDX
Audi Q7
BMW X5
Buick Enclave
Cadillac SRX
Land Rover LR4

OVERALL VERDICT FOR 2013 Infiniti JX35
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2.5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 5/5
Value-for-money: 4/5

Overall rating: 3.5/5

2012 Infiniti M Hybrid

Vehicle: 2012 Infiniti M Hybrid
Price as tested: CDN$69380

Performance: When mating with 30 hp of Lithium Ion batteries and 330 stallion in one of the world’s finest V6 engine. Infiniti’s first foray into the luxury hybrid delivers. While having 360 ponies certainly impressive for its own right, having 199 lb/ft of torque delivers through batteries alone is another story. As we have always known, batteries deliver impressive torque. When 258 lb/ft of torque delivers through this parallel hybrid, which is able to be driven to 100 km/h on batteries alone. This means serious business. There are many less-than-impressive hybrids aren’t able to drive up to speed, before gasoline engine starts to kick-in. The result is a hybrid which have gasoline kind of fuel economy with huge price premium, which doesn’t justify for its costs. With M hybrid, its able to drive up to 100 km/h is able to deliver true hybrid fuel economy until the seamless VQ35DE stepping into the plate. It has a desired result, which provides V8-like performance with fuel economy of a 4-cylinder. That’s even if it has to carry 4129 lb of mid-size Infiniti luxury through its wrist. M’s 7-speed manumatic is another impressive technology, which has proper gear ratios to match M’s performance hybrid characteristics. With the low 1st and 2nd gears, its able to keep the batteries fully charged while delivery maximum performance. On the other hand, 6th and 7th are gearing as tall as possible in order to keep the gasoline engine efficient on whenever it reaches a top speed for highway cruising.

Handling: Considering M is one of the most dynamic hybrids ever, primarily due to its rear-wheel-drive and ideal weight distribution. It drives as sporty as any of the Infiniti Ms before. Although the suspension setting is more of a comfort-oriented rather than sport-oriented, as with most hybrids. M’s suspension is sporty enough to deliver a satisfying driving experience. The suspension is both firm and compliant, which is able to eliminate body rolls. Whenever driver pushed the M into the limits, its capable suspension has taken a set while able to control itselif nicely after its initial rolls. The combination of electric and hydraulic steering provides sure-footness and direct feedback to the driver. The steering provides sharp and responsive feedback, with proper weight, which you won’t be able to find in any of the recent BMWs. Even if the ESC remains pretty instrusive, as with latest iteration of Ms. This system continues to offer an active safety feature whenever driver rears M’s rear heads. For a luxury hybrid, M has to be judged as one of the sportiest without much of the compromise.

Brakes: While most hybrids deliver mushy pedal feel mainly due to its regenerative braking. M is anything but. The regenerative braking haven’t taken away the confidence-inspiring feel and feedback, which is the hallmark of Infiniti braking system. The pedal always feel solid and reassurring, without having to give up anything. Even the ABS doesn’t drop in unncessarily wraps up the whole design.

Interior: Thanks to those Lithium-Ion batteries at the back of the M, it doesn’t have a proper fold-down rear seats. M Hybrid’s trunk is smaller than many of the small cars, by any sketches of standard. However, Infiniti claims anyone can put 4 sets of golf clubs at the back with instruction stamped at the seatback. But one thing for sure, it takes lots of skills in order to get that 4 particular sets of golf clubs right into the trunk as Infiniti suggested. Nuff said. :D
Up front, M receives top-notch materials and fit-and-finish. The navigation with voice-command system has to be one of the most initutive I have ever used.

Conclusion: With M’s average of 9 liters per 100km, we are very close to Infiniti’s posted fuel economy. This is definitely one of the few hybrids which are able to achieve anything close to posted fuel economy in our experience. Another forte is the sporty driving experience and a beautiful interior. Although there are some compromises when it comes to practicality, this is one of the hybrids which have the fewest trade-off ever. The bottom line? This is the best luxury hybrid to date. :)

Competitions:
Audi A6 3.0T
BMW 535i
Mercedes E350 Bluetec
Lexus GS450h

OVERALL VERDICT FOR 2012 Infiniti M Hybrid
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

2011 Infiniti IPL G Coupe

Vehicle: 2011 Infiniti IPL G Coupe
Price as tested: CDN$57200

Performance: What does IPL stands for Infiniti is similar to what RS stands for Audi and AMG for Mercedes-Benz. Its the high-performance division which is able to transform a good car into a great car.

IPL’s first effort is to transform the worthy G37 coupe. The heavily messaged VQ37HR now comes with 348hp and 276 lb/ft of torque, which are 18 more horses and 6 lb/ft of torque than the standard G37S. In terms of seat-of-the-pants feedback, its not exactly remarkably quicker than the standard G37S. Mesh the responsive throttle, IPL takes off like a rocket, which is typical of this wonderful VQ37HR’s engine characteristics. Along with the usual suspects of technologies like CVTCS and VVEL, which improve engine breathing at all rpm. The IPL is able to run with anything else in its class. Both the low and mid-range are impressive with this improved version of VQ37HR. Mated with the world’s best V6 engine is the smooth shifting 6-speed manual gearbox. The gear ratios are properly mated with IPL’s sporty character. The shift throw has to be some of the best I have ever driven. Gates are well-defined and throw is short. Clutch provides exceptional feedback while progressive. All of those are expected given Nissan’s engineering prowess on performance products, as we have seen in GT-R and Z. If you prefer not to have your left foot with the clutch pedal, there is always a superb 7-speed manumatic with rev-matching variety and paddle shifters. Unfortunately, the same complaint we had with 370Z remains intact with the IPL’s paddle shifter location. That’s mounted on the steering column instead of steering wheel. Pity. :(

Handling: A performance product would be no fun without proper driving dynamics. IPL certainly shines with this regard. Combined with the already stiff and stout chassis, add with the recalibrated sports suspension for IPL application and quicker steering ratio. Not to mention IPL’s rear-wheel-drive 50/50 ideal chassis balance. The result is a sports car that handles like its on rail. Steering is sharp and precise, its almost on par with Porsche when it comes to feel and feedback. Body rolls are minimal to non-existance, while the limited slip differential has done what its worth for its existence. Both understeer and oversteer are well-tempted. The ride is European firm but far from being harsh. In fact, IPL is a dynamically delightful piece of machinery.

Brakes: With 4-wheel discs and standard ABS, IPL has one of the best brake system I have ever tested. The stopping distance is short while pedal feels firm and modulated. There are always lives to the pedal, while ABS doesn’t step in unnecessarily.

Interior: The biggest highlight to IPL’s interior is the great sports seats. They provide exceptional back and side support during enthuisastic moments. The rest of the interior is typical G37. The use of materials and fit-and-finish have improved by each generation. Add one of the most initutive navigational system in the business. It pretty much wraps up IPL’s well-rounded package.

Conclusion: G Coupe is definitely IPL’s excellent first effort. As it combined nice performance, impressive dynamic abilities at an attractive price.

Competitions:
Audi S5
BMW 335i
Mercedes E550

OVERALL VERDICT FOR 2011 Infiniti IPL G Coupe
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4.25/5

Follow-up test: 2011 Infiniti M37x

Vehicle: Infiniti M37x AWD with Premium Pkg and Deluxe Touring & Technology Pkg
Price as tested: CDN$75561

We were came away impressively with the M56 Sport. However, most of M’s sales would be the V6 version with VQ37HR engine. This 3.7 liter DOHC V6 has always been highly praised at Directshift for its level of engine refinement and flexability, the same goes for M37′s application. Not only does it address previous M35′s lack of power, its also a smooth operator that suits its luxury car character. 330hp and 270 lb/ft of torque certainly help a whole lot in this regard.

With Infiniti’s intelligent AWD which works seamlessly through the process by delivery all-weather traction, when mated with standard suspension and VSC. M37′s handling prowess is as impressive as M56 does, with more superior ride comfort on washboard pavement. For most driver’s perspective, this well-calibrated standard suspension is more comfortable but doesn’t sacifice any of its handling prowess. The steering is equally precise, same goes for the exceptional control of its body motions and uninstrusiveness of VSC.

Inside, M37 received the same kind of classy materials as its M56 silibing does. Everything else from stereo control to dual-zone climate control are very initutive. The leather seats provide exceptional support for both driver and passenger.

If you don’t need the extra grunt of a V8, M37 is more than capable for most driver’s needs in a mid-size luxury sedan. It provides the equal amount of driving pleasure and luxury without breaking your bank account. In short, a very impressive package.

Likes:
Sweet VQ37HR
Handling and ride compromise
Interior materials and fit-and-finish
Amount of standard features standard

Dislikes:
Annoying “Eco” mode with non-linear throttle response
Trunk liftover and cut-off
Lack of a proper fold-down rear seats
Instrusive stability control

Competitions:
Audi A6 Quattro
BMW 535i X-Drive
Mercedes E350 4-Matic

Short test: 2011 Infiniti G25

Vehicle: 2011 Infiniti G25 with Touring Pkg
Price as tested: CDN$40409

Since the original G35 debut back in 2004, this entry-level Infiniti has been considered as the only Japanese sports sedan that is able to challenge its German counterparts. The launch of G37 a year ago has made things even better. But given the fuel economy one has to face with the wonderful VQ37HR, despite of its amazing delivery of poise and power. Infiniti has no choice but to bring us the G25.

With 218 hp and 187 lb/ft of torque through the VQ25HR. This engine is competitive enough to challenge formiddable German competitions like Audi A4 2.0T, BMW 328i and C300. So does Acura TSX and Lexus IS250 from Japan. VQ engine series has always provided exceptional refinement, smoothness and NVH. In G25′s case, its no exception. The 7-speed manumatic provides equally impressive shifts and gear ratios.

When it comes to driving experience, G25 doesn’t make any different than G37. It has the same agile and nimble driving feel. The chassis is rigid and solid, with the superbly calibrated suspension that is both comfortably compliant and sporty when pushed. The steering is precise while providing sure-footness feedback. While the standard rear-wheel-drive G25 provided perfect 50/50 weigtht distribution, the optional G25X has added traction for tough Canadian winter. However, it would take a bit of a toll on G25′s performance with additional AWD weight. Body rolls are minimal while Infiniti’s ESC contines to remain uninstrusive.

Interior quality is what makes the 3rd generation G seperates from its predecessors. Instead of having rock-solid plastic, the new cabin is both classy and well-made. As with its G37 silibing, the lack of a proper fold down rear seats have limited the practicality of the luggage space. Pity.

With the launch of the G25, it will surely widen the appeal of the Infiniti brand. More importantly, it would appeal to those who don’t need the extra oomph of a G37 but got smitten by its level of standard features. With Lexus quality starts to become questionable and Acura’s “beak” grille such a controversy, there is no better time to gain these two Japanese brands’ market share.

Likes:
Engine refinement
World-class handling/ride comfort
Impressive feature content
Excellent all-wheel-drive system on G25X

Dislikes:
Lack of fold down rear seats
Cramped trunk
“Chrome” rear spoiler

2010 Infiniti G37 Sport

Vehicle: 2010 Infiniti G37 Sedan Sport M6 with High Tech and 4-wheel Active Steer Pkgs
Price as tested: CDN$59128

Performance: One of the major reasons for considering an Infiniti G is power. With G37 replaces G35, Infiniti decided to up this ante with more horsepower and torque. The latest guise is motivated by possibly the world’s best V6 engine. This VQ37HR has always been highly praised in DirectShift as it provides silky smooth delivering of exceptional performance, without losing any stream while pushing through redline. In the latest G37, it has 328hp and 269 lb/ft of torque at driver’s disposal. The throttle response is excellent without feeling too twitchy. Unlike some of its rivals, Infiniti’s normally aspirated engine doesn’t have any of those annoying turbo lag. Its not only a torquery powertrain, its also a very willing one to rev. Our Sport M6, as indicated by its model name, comes with a sweet 6-speed manual gearbox. Its not only the clutch is light and progressive, the gear ratios are well-matched to VQ37HR’s willing characteristics. The throws are short and precise, while the gates are well-defined.

Handling: Infiniti has built its reputation on producing a fun-to-drive and sporty sports sedan alternative to more expensive German rivals for a long time, right from the original Q45. The latest G37′s chassis, once again, provides itself to be a true rivals to those German brands. The chassis rigidty and stiffness are impressive. Its based on a solid foundation for suspension components to hang its heads. On the other hand, the sports suspension on our G37 Sport is comfortably compliant without feeling harsh. Its supple yet comfortable, exactly what one expects from a proper German sports sedan. The ride is firm but definitely far from harsh. The near-perfect 50/50 weight distribution from its front-engine rear-wheel-drive layout provides balanced yet agile handling dynamics through corners. Pushed the G37 Sport through twisties, all it provides are plenty of driving fun. The steering offers excellent on and off-center feedback with sharp turn-in. The icing on the cake is the optional Active Steer Package, which is a system which gives the rear wheels more active into the corners when pushing without losing the composure of a proper rear-driver. Combined with Infiniti’s Vehicle Dynamic Control, you aren’t get anymore driving fun than pushing the G through black top twisties. Last but not least, its the body motions very well-controlled.

Brakes: With 4-wheel discs and standard ABS, G stops exceptionally well. The stopping distance is short while pedal always feels solid and reassuring. After a couple of hard stops, it remains fade-free. The brake pedal actually has some lives to it is an added bonus. Add to the ABS that doesn’t step in unnecessarily rounded out the excellent dynamic package.

Interior: Infiniti finally addressed the single biggest criticism of the original G, and that’s cheap interior. The original G35′s interior is cheap and plasticky. The latest G37 finally matched up to its main rivals. As it has plenty of soft-touch plastic materials on the dashboard and door panels. The aluminum trim is a tasteful yet sporty touch to the well laid-out interior. All the instrumentation gauges are clear and analog, while auto climate control and navigation system have to be the most initutive in the business.

We are very appreciate of Infiniti designers finally put the power seat switches on where it should belong. Infiniti used to put switches on the seat bolsters which are ergonomically incorrect. They are in the right place where its on the side of the seats.

If the biggest drawback is the lack of a proper fold-down rear seats, only center ski pass through to go from the trunk into the interior. Although G37 got a nicely padded trunk hinges with wide cut-off. Combined with the high liftover and lack of proper fold-down rear seats, it suddently make the G37 not as practical as one would have thought judging by its physical dimensions.

Conclusion: After years of staying behind those of Lexus and Acura, Infiniti has finally come out on top with the latest G37. The G37 Sport not only have a great engine, handles exceptionally well, looks apart and comes with plenty of features. Its also offers great value compares to most of its German competitions. If you are in the market looking at IS350 and TL, make sure you test drive the G37. You might end up with this G37 instead of its Japanese counterparts.

OVERALL VERDICT FOR 2010 Infiniti G37 Sport
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4.25/5

2011 Infiniti M56 Sport

Vehicle: Infiniti M56 Sport
Price as tested: CDN$86601

Performance: While the V6 M has been upgraded from 3.5 into 3.7 liters, V8 has been upgraded from 4.5 to 5.6 liters respectively. As we will have a “follow-up test” on the M37 in the near future, the highlight of our tester is the M56.

Infiniti M has always been considered as rather sporty and athletic alternative to its Japanese rivals, the latest M56′s performance prowess is another prove that Infiniti wants M to be the performance benchmark in this class. The new M56, as its designation suggests, is powered by a sweet 5.6 liter DOHC 32-valve V8 that is good for 420 ponies and 417 lb/ft of torque. When it comes to engine refinement and flexability, this powertrain is simply top notch. The throttle response is quick without feeling overly responsive. On the other hand, there is no shortage of power at any rpm. Infiniti’s VVEL and CVTCS technologies certainly help its breathing. Its also very willing to rev with a solid engine note. In terms of engine note, Infiniti’s engine note used to sound rather cheesy and boy racer. Their latest generation of exhaust setting has changed to a more pleasing sound, which is more suitable to Infiniti’s upscale image. Instead of sound like every other Civic with the early G35, this engine note sounds sophiscated, which is a delightful change. The smooth 7-speed manumatic is the only gearbox mated with the M56. Not only does the shifts are wonderfully smooth and coordinated, the gear ratios are perfectly matched with V8′s performance characteristics. Since the introduction of the 370Z, Nissan has started to use “rev match” with any of its manumatic and works exceptionally well. If the “rev match” works great with 370Z, it works awesomely with this M56. On the other hand, this manumatic has paddle shifters on the steering wheel. That makes any driver can make use of this V8′s rpm even more effectively. The problem is, just like 370Z, is mounted on the steering column instead of steering wheel. This kind of combination has moved M56′s 4224 lb Japanese leather opulent of luxury with authority.

Handling: What makes a luxury car handles like a sports car. Give it a strong and rigid chassis, then caliberate a proper sports suspension setting and add 4-wheel Active Steer to improve the tail from getting out at a corner. In the meantime, M56 has the usual rear-wheel-drive 50/50 perfect balance for docile handling when pushed. That means the whole car feels extremely well balanced and composed when driven hard on a track or on black-top twisties. The Active Steer has made the tail from getting out easier for better adjustability. While the sports suspension is firm, it doesn’t feel any harshness when driven through rough pavement. The ride is comfortably compliant with a sense of European suppleness dial in through the process. What the sports suspension really does help is how flat and secure when pushed hard, given M56′s weight. The body motion control is superb, just like the VSC’s uninstrusive setting. It remains uninstrusive until driver rears M’s ugly head. Given the purpose of a luxury sports sedan, this kind of setting has come as a bit of a surprise even for an enthuisastic driver.

Brakes: Given M56′s weight, its braking performance is as impressive as its dynamic package does. The stopping distance is short while pedal feels alive and solid. The brake pedal always feels reassuring and confidence-inspiring. The ABS doesn’t step in unnecessarily .

Interior: Infiniti has really come a long way in recent years. With the early G35 received such a nasty treatment with those cheap plastic galore. The new M56 is anything but classy and well-finished. There are plenty of soft-touch plastic materials on the dashboard and door panels, while the leather feels soft and supple. Those leather seats provide decent support when driven M56 hard into a corner, with the right thigh and back support. The only drawback is the rather weird, or French-like, driving position.

As with all the latest Infiniti, the power seat switches finally placed on the side of the seats instead of on the seat bolsters beside the center armrest.

The backseat is equally comfortable. There are plenty of head and legrooms for all passengers to spend time on a long trip.

Conclusion: While the previous M was a sporty and athletic car to drive, it comes as a rather underwhelmer when it comes to performance and use of materials. The new Infiniti M56 is anything but. It has everything to run with the top dogs right from performance to the world-class interior ambience.

OVERALL VERDICT FOR 2011 Infiniti M56 Sport
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.5/5

2010 Infiniti G37 Convertible

Vehicle: 2010 Infiniti G37 Convertible Premier Edition
Price as tested: CDN$60700

Performance: Since the introduction of G37 last year, Infiniti has made no bones that they don’t want to take a backseat to its 2 Japanese peers: Lexus and Acura. Will the new G37 convertible finally put Infiniti ahead of the game? We will tell you after this test drive.

The G37, as its designation, its powered by Nissan’s wonderful VQ 3.7 liter DOHC 24-valve 267 V6 High Response engine series. This is the same engine that has been powered G for the last year. In ragtop’s case, it has 325 ponies and 267 lb/ft of torque. Power has never an issue with G37, so does the convertible despite its hefty 4110 lb of leather-lined open-top luxury. The result is a convertible that is equally responsive without losing any refinement and sweetness one associates with Nissan’s VQ37HR. 267 lb/ft arrives at 5200 rpm might seem high on paper, it actually provides a wide torque band across the rev range. On the other hand, 325 horses shine through the entire engine band without losing any composure. The 7-speed manumatic with paddle shifters provide decent gear ratios, especially the tall 7th gear is perfect for highway cruising. Its also has a downshift rev matching that stimuates the sort of driving feel with dual clutch gearbox. Although this remains a traditional automatic gearbox with manumatic mode, the downshift rev matching is dare close to what dual clutch gearbox feels 50% of the time.

Handling: Infiniti engineers have stiffened up G’s chassis as a fundamantal for the convertible to handle all the nasty. That means G ragtop is free of cowl shakes, extremely solidly made and well-build right from the ground up. On our Premimer tester, it got a bonus of sports suspension with faster steering ratio which is even better. The steering provides plenty of feedback with good precision and responsiveness. The sports suspension, at the same time, provide a good level of suppleness dialled in for a good balance of ride and handling. The Vehicle Dynamic Control also works decently. Thanks to G’s rear-wheel-drive with 50/50 perfect balance between front and rear, there is a slight oversteer when pushed hard but very easy to correct. Once it steps out of the line, VDC would act as a helping hand to save driver from rearing its ugliness.

Brakes: With 4-wheel discs and standard ABS, the G ragtop has decent brake feel and modulation. The modulation is solid and confidence-inspiring, on the other hand, it got a good feel through the pedal. ABS has acted at the right time, so does the Brake Assist.

Interior: As with most rectractable hardtop convertible, the trunk space is only good enough for 2 persons on a weekend getaway. The amount of rear seat space is another area where we only recommend 2 persons for G convertible.

On the front, everything else is typical G. While there are still some questionable plastic materials on the dashboard and center console. Infiniti has improved the use of materials gradually over the years. While it remains far from the best-in-class, it finally catch up to the class standard.

Conclusion: While the G37 convertible won’t sell in large numbers, unlike its sedan silibing. It has proved to the world that Infiniti is finally catching up to Lexus and Acura, when it comes to design and engineering fronts. All have put together in an attractively attired package.

OVERALL VERDICT FOR 2010 Infiniti G37 Convertible
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4.25/5

2009 Infiniti M45 Sport

Vehicle: 2009 Infiniti M45 Sport
Price as tested: CDN$69800

Performance: There are 2 different powertrains reside underneath M’s bonnet. The base car comes with VQ35DE with 303hp and 268lb/ft of torque. As we have experienced with all M35 that comes standard with ATTETS-AWD, 303hp feels somewhat lacking. However, its the 4.5 liter V8 that is the engine of choice in M’s case. That powertrain is not only sweet as a nut, its got performance to boot. That means its good for 325 ponies and 336 lb/ft of torque. That 22 extra horses and 68 lb/ft of torque really make the M does. It transforms the M from a boring luxury sedan into one with sporty flair. Along with all the advanced CVVTCS variable valve timing technology, this luxury car certainly isn’t lacking anything called speed. Its willing in both low, mid and even high rev ranges. The throttle response is quick and responsive without the usual abrupt feel of some of its peers. The only transmission that is available on M45 is the smooth shifting 5-speed manumatic. This gearbox is not only willing to up and downshifts, it also learns driver’s behaviour quickly and effectively through its fuzzy logic program. This is a truly good match with this willing V8 motor. On the other hand, without such a willing gearbox. The base M35X would have become pretty much a dog.

Handling: Along with a stiff chassis as a good fundmental, our M45 comes standard with the optional sports package. New for 2009, you can choose an M45 with AWD with standard suspension or RWD with sports package. What makes the Sport different than the rest of the M range is the addition of rear active steer, 19″ wheels and stiffer suspensions. Combined the already good chassis with the sports suspension, it makes the M45 drives more like a sports sedan than a luxury sedan. With nearly perfect 50/50 weight distribution and active rear steer, M45′s tail is able to have some oversteer whenever an enthuisastic driver wants it to. The best of all, M’s Vehicle Dynamic Control or VDC, is not intended to step in unnecessarily until the vehicle rears its ugly head. This suspension is able to absorb bumps and roughness relatively well without the usual floatiness so many on luxury boats. The steering provides decent feedback and its precise enough to please most enthuisasts. Its also weighty enough without being too light.

Brakes: Consider M45′s 4004 lb of leather-lined luxury, its braking performance is a delightful surprise. The stopping distance is short. Brake pedal feel and modulation are decent enough to haul this beast to a stop without any hestiation. Combined with an ABS that doesn’t have unwanted intervention, you pretty sum up its overall dynamic package.

Interior: With the recent facelift of the entire M range, Infiniti has improved its use of materials and level of fit-and-finish a whole lot over the earlier car. That means M finally got the plastic materials that are on par with anything in its class. The rest of the layout is typical Infiniti. That means a lot of standard features from power leather seats to dual zone climate control.

The biggest disppointment has to be found in the trunk. Consider M’s trunk liftover already high, its lack of a proper fold-down rear seats and narrow opening would only make loading luggage worse.

Conclusion: Unlike Infiniti’s previous attempts of cracking on the higher end of the luxury spectum, this M45 represents a real deal. It got plenty of power, handles surprisingly well and offer lots of features for the money. Just like the G37 sedan we just reviewed, M45 is another Infiniti worths of consideration if you are looking for something that offer lots of content for the money with a luxury nameplate.

OVERALL VERDICT FOR 2009 Infiniti M45 Sport
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Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 3.25/5

2009 Infiniti G37 sedan

Vehicle: 2009 Infiniti G37X AWD Sport with Technology Pkg
Price as tested: CDN$51415

Performance: Infiniti vehicles used to have nothing worthy to write home about. Will this ever changed with the introduction of the G37? We will find out after this test drive.

The G37 is basically an upgraded version of the existing G35. As its designation stands, G37 means it uses VQ37VHR instead of VQ35DE in G35. VQ has always been regarded as the world’s best V6 engine series. The latest 3.7 liters is no exception. With 328 hp and 269 lb/ft of torque, that is 22 more horses but, disappointing, only 1 more lb/ft of torque than G35. Throttle response is quick and linear. Power is never an issue with G35, G37 is no exception. 328 hp has made G37 one of the quickest cars in its class. Its also one of the most responsive one. While the extra 1 lb/ft of torque feels disappointing on paper, its maximum torque arrives at 5200rpm is more than acceptable. Consider the capability of this willing V6, it feels somewhat lack of torque at its displacement. The standard of all the latest variable valve timing technlogies have helped the G breaths much better than before. That means the VQ engine finally have the high-end grunt to go with the rest of the peers. Having the maximum torque at lower rpm would make this G launch so much swifter. However, there is a saving grace. G’s 7-speed automatic has low enough ratios for 1st and 2nd for swift launch. While the 6th and 7th are certainly tall enough for comfortable highway cruising. Its manumatic mode has rev-matching capability to encourage performance driving. The paddle shifters have worked exceptionally well in this case.

Handling: For the 1st time ever, G’s AWD version started to offer sports package since 2008 with G35X Sport. This model soldiers on with the 2009 G37X. What the sports package does is to add stiffer suspension and shocks, as well as larger 18″ wheels. This sports package really does for the G. It makes the G handles exceptionally well with its excellent ATTETS-AWD. Its also one of the world’s most sophiscated AWD ever available. Its able to transfer up to 50% of power to the offending wheel without traction. That means if any one of the G’s wheels got stuck, it can keep moving. The sports suspension has matched this AWD to provide confidence-inspiring handling. The steering provides decent feedback and response, with enough weight for confidence. G’s VDC, or Vehicle Dynamic Control, works hand-in-hand with ATTETS-AWD. This electronic stability control won’t step in until the AWD can’t save the nasty. That means it adds an extra protection on top of the existing stiff chassis, a decent suspension setting and security of AWD. On top of that, there are minimal body rolls while under and oversteers are well-tempted. This sports suspended G has a ride quality that is matching with the rest of the class, as an added bonus.

Brakes: With 4-wheel discs and standard ABS, G has provided decent enough pedal feel and response. Its modulation is easy to control and modulated. ABS only steps in without unwanted intervention is an added bonus.

Interior: As with all the Infinitis we have tested before, the latest G is loaded it to the ninth. Everything from power seats to dual zone climate control are all standard features. However, they still haven’t figured out the way to mold out interior with plastic and leather materials that are high-quality. We still have felt too much cheap plastic pieces and leather has a tiny feel. It just feels unacceptable in a luxury car costing 51 grand.

What makes the G really sad is the level of versatility. Its not only lack of a proper fold-down rear seats, its opening is narrow and cut off tight. The hight liftover is just making things worse. The ski pass through just doesn’t cut it.

Conclusion: With the introduction of the G37 sedan, Infiniti finally has a car that is worthy enough of consideration in the marketplace. Its also good enough to match with the rest of the competitions. If you are looking at the new TL, you should take a serious look at this G37 before signing the dotted lines.

OVERALL VERDICT FOR 2009 Infiniti G37 sedan
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Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 2/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 3/5

Long-term test drive: 2008 Infiniti EX35

5-day long-term test drive: 2008 Infiniti EX35
Price as tested: CDN$50650
Total mileage through the test: 1100km

Compact premium crossover is a the fastest growing segment in the industry despite of rising fuel prices. The latest addition is the Infiniti EX35. We have a chance to put EX through the paces to see whether its practical and efficient enough in a couple of days.

EX’s VQ35DE is a smooth and willing performer, thanks to 297hp and 253 lb/ft of torque. Even with its refined 5-speed manumatic gearbox, we were unable to achieve its posted fuel economy figure. We have an average of 14 liters per 100km, with 80% freeway and only 20% city driving. That 80% of highway driving usually consists of heavy bumper-to-bumper traffic but we still expect better figure. This powertrain is quiet enough for most of our cruising journeys.

The ride quality is the most delighful surprise given Infiniti’s typical underdamping suspension, as we have witnessed in both G35, G37 and M35X testers. It absorbs bumps and roughness pretty well. Handling is decent if not remarkable, confidence enough for crossover purpose.

The other disappointment, other than fuel economy, is the interior space. The rear seat leg and headroom are tight, so does cargo space. The front isn’t exactly spectacular neither. That’s despite its workmanship and fit-and-finish are above Infiniti’s usual standards. The back-up camera with bird’s view is quite a nice feature, especially for a crossover with such a large rear blindspots on the D-pillars.

If you are looking for a compact premium crossover with a V6, I suggest to wait for the Mercedes GLK and Audi Q5 before making the final decision. The EX35, just like the rest of the Infiniti product range, is doing everything well but nothing outstandingly. A similarly priced Acura RDX with its excellent 2.3 liter i-VTEC turbo and AWD offer more dynamically entertaining and efficient package, with more versatile cargo space to boot.

2009 Infiniti FX50

Vehicle: 2009 Infiniti FX50 with Navi & Mobile Entertainment System Pkg, Technology Pkg and Sport Pkg
Price as tested: CDN$70650

Performance: While the standard FX is powered by Nissan’s proven VQ35DE, its the uplevel V8 FX that has got the delightful upgrade. 390hp is what the new 5.0 liter V8 serves under the hood of this uplevel FX50. The 5.0 liter V8 hosted lots of advanced engineering right from the CVTCS variable valve timing to VVEL, which stands for Variable Valve Event and Lift. Combined all of these with its DOHC 32-valve V8. Its a welcome upgrade from the potent 4.5 liter resided in its forebear. This 390 horses and, equally impressive, 369 lb/ft of torque have moved this heavy beast pretty well. With close to 4600 lb of leather-lined luxury, this FX remains a potent and responsive vehicle to drive. The throttle response is quick. While the bottom end has been doing aplentry with maximum torque arrives above 4 grand, its the mid-range that is most impressive. The 7-speed manumatic has managed to provide decent gear ratios for both low-end acceleration and highway cruising. Although its got 7th gear as overdrive, FX50 is definitely not the kind of SUV to consider if you are after fuel economy. Our test average of 18 liters per 100km is horrordous even with its performance prowess. FX35, with its 303hp has more than enough grunt in today’s world. Plus a much better fuel economy. On the other hand, this 7-speed has smooth up and downshifts. The shifts are crisp and refined. The addition of a manumatic mode would make this FX an even better car to drive. The downshift rev matching has created a bit of a sequential gearbox feel, although when it comes to speed, far from it.

Handling: One of FX’s biggest highlights has to be its CDC, or what Nissan called Continuous Damping Control. This system automatically adjust the suspension damping under different driving conditions. Driver can control CDC with both comfort and sport mode on the center console. We found CDC really has done a good job on softening FX’s infamous rough-riding characteristics on comfort mode. Even with its huge 20 and 21 inches in our FX35 and FX50 testers, this system managed to create a decent enough ride comfort in sport mode. This is a system that Nissan should made it optional in the outgoing FX. The previous car’s ride quality is simply punishing under all road conditions. The intelligent AWD system has worked hand-in-hand with the chassis to provide a secure driving dynamics. This is a rear-bias system that has worked decently with its Rear Active Steer, which allows a bit of an oversteer when pushed through corners without sacificing the AWD security. On the other hand, FX’s steering feel is decent while manage to engineered enough precision and responsivness. Its stability control is good enough to step out most of the time, while secure enough for those who usually treat FX as a fashionable item. The amount of body rolls is better than average while understeer tends to surface without pushing really hard.

Brakes: FX’s braking system is a surprise one. Consider its porky 4300 lb in base FX35 trim to our tester’s near 4600 lb, it managed to produce a commandable braking distance. The braking feel is solid and linear. Surprisingly lack of brake fade after couple of hard stops. Thankfully, ABS steps out of the picture until absolutely necessary.

Interior: FX has never known for its versatility. Swallow cargo cut-off with high liftover have created limited versatility in the outgoing model, its pretty much remain intact in the latest iteration. 62 cubin feet of cargo space with rear seats fold down is decent if not outstanding. Consider FX’s price, we expect the rear window to open seperately. Sadly, it doesn’t.

The leather seats are comfortable and well-foamed. Infiniti has got one of the most user-friendly navigation system in the business, one in our FX is no exception. The instrumentation gauges are clear and analog. Infiniti interior has never known for good quality. The original FX and G’s use of materials are simply disasterous. The new FX has improved although still far from class-leading. It remains as a good effort from Nissan beancounters, nonetheless. There are too many buttons control the auto climate control, stereo and navigational system in the center console. If you love buttons, you would love this FX.

Due to the sloppy C-pillars, FX has only acceptable rear headroom and legroom is average. The C-pillars is another reason why FX got dismal cargo space with the seats up.

Conclusion: The FX has always been a mixbag when it comes to crossover world. Its styling is debatable enough to be controversial. I personally think its ugly. After looked at the new one, the old one starts to look decent if aged poorly. Interior is comfortable if cramped. There are many compact premium sportswagons, which are even more capable than FX, offered more cargo space. It got good performance. But Infiniti can hardly convince those who are shopping an X5 and Cayenne to drop by their showroom. With its horrordous fuel economy, its definitely a wrong car introduced at a wrong time. That’s simply because there are many sportswagons offer as much performance prowess for better economy.

OVERALL VERDICT FOR 2009 Infiniti FX50
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Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 3.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 3.5/5

2008 Infiniti EX35

Vehicle: 2008 Infiniti EX35 with Journey Pkg, Premium Pkg and Navigation Pkg
Price as tested: CDN$48350

Performance: As its name implies, the EX is powered by Nissan’s renowed VQ35DE engine series. In EX’s case, its good for 297 horses and 253 lb/ft of torque. When it comes to acceleration, its more responsive than its more expensive silibing, the aging FX35, which share the same powertrain. Even under EX’s close to 3000 pounds body, its more than capable to hold its own against its rivals. The level of refinement and smoothness have always been VQ35DE’s trademark and it remains intact. Surprisingly, Infiniti’s typical ugly exhaust note has gone for something more delightful to listen to. Unlike the higher performing VQ35 High Output series, the powertrain remains breathless at the top end. Matched with this V6 is another typical item from Nissan. A 5-speed manumatic which shifts accordingly. It also got right gear ratios to match this nice motor, which means it always at the sweet spot whenever driver needs it.

Handling: While EX doesn’t have the handling edge of Acura RDX and composure of a BMW X3, its dynamics are good enough to hold against its rivals. The most surprising fact is this EX doesn’t ride like its on rough ocean as other Infinitis do. It actually rides more than acceptably even compares to its competitions. As expected from this chassis, its rock-solid and free of rattles. EX handles like a G35 on steriods. Nothing spectacular but nothing outstanding neither. The steering feel provides decent enough feel, same as dynamic stability control acts at the right time at the right place. Its AWD has done what it supposed to be for a compact luxury SUV.

Brakes: With 4-wheel discs and standard ABS, EX’s pedal feel is much better than average even under Westcoast’s typical slush plus snow weather. ABS kicks in when necessary.

Interior: For Infiniti’s usual standards, EX’s interior can be described as “what an interior”. Finally, Nissan is willing to invest the money into building an interior that makes driver and passengers feel good at 48 large. Although the use of materials and fit-and-finish aren’t up to the world’s best, its already a huge achievement for a company which infamous for producing el cheapo interiors for the last 6 years. Despite that, EX has the ugliest passenger front airbag seam line I have ever seen. Instead of cut as a circle, it cuts right in the middle. What an eyesore!

The instrumentation gauges are clear and analog. Stereo and climate control are placed in the right place. However, the navigation system, as with all Infinitis, seem placed more toward the sky than the driver. Leather material remains so-so given how much Infiniti charges for this vehicle.

When it comes to cargo space, don’t expect much. Any hatchback and wagon can provide as much or even more space than this EX35 even with fold-down rear seats.

Conclusion: The EX represents a refreshing change for Infiniti. It finally got the right interior material, proper ride quality and decent dynamics. However, its packaging also represents a poor relations in this luxury SUV world. It lacks the handling sharpness of an Acura RDX. It lacks the cachet and legendry straight-6 of a BMW X3. It even lacks the off-road capability of a Land Rover LR2. Just wait until Mercedes introduces GLK, Audi gives us their Q5 and VW finally brings us the Tiguan; Infiniti will have tough enough time to sell a $48k EX35 without any standout merits.

OVERALL VERDICT FOR 2008 Infiniti EX35
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 3/5

2008 Infiniti G37 Coupe

Vehicle: 2008 Infiniti G37 Coupe Sport M6 with High Tech Pkg and 4-wheel active steer pkg
Price as tested: CDN$55350

Performance: Unlike its sedan silibing, G coupe is powered by an upgraded 3.7L V6. With 330 horses, there should be plenty of get-up-and-go for this sports coupe. However, 270 lb/ft of torque arrives at 5200rpm feels a bit disappointing given VQ engine series is designed for low-end torque instead of high revving. Given its 3.7 liter of displacement and 330hp, the lack of torque makes G feels sluggish when taken off-the-line even with the smooth 6-speed stick shift. On the other hand, it lacks Honda DOHC VTEC’s additive character when revving at upper range even with VVEL and CVTCS. Even this latest iteration of VQ doesn’t feel as refine and smooth revving as its less displacement silibings. Given the status of life as a luxury touring coupe, torque is more important than all-out horses in daily driving. Its a pity it neither provides enough torque for low-end nor enough revving for rev-counter screamer. 330 horsepower only serves as a bragging right for salespersons and owners. 5200rpm for 270 lb/ft of torque doesn’t help though.

Handling: G coupe has always been one of the better ones when it comes to dynamic abilities. The latest iteration has got its steering vibration solved, which means you don’t have to feel every patholes and roughness on the road. The steering feel has got it much better. However, it no longer feel as nimble or tossable as its predecessor. It feels more cumbersome and less want to change direction during left-to-right transitions. The sports suspension’s calibration is capable if not aggressive enough for a performance car, especially with 330 ponies. Ride over patholes and washboard pavement are much improved. But still lacks the suppleness found in its German peers.

Brakes: With 4-wheel discs and standard ABS, G coupe’s pedal feel is decent. Both the stopping distance and pedal feel are much better than expected given its weight, which is a hefty 3668 pounds.

Interior: With a high liftover, swallow cut-off on sides and top, G coupe’s trunk is a joke. Its far smaller than its rivals even with the folding rear seats.

As for the rest of the interior, the use of materials and fit-and-finish are much improved over its poorly-made predecessor. Both the leather and plastic materials have got from crap to average status. That has spoken a lot about the improvements over Nissan’s typical garbage interiors in the last couple of years. Nissan finally put the power seat switches on the right place instead of on the side bolsters. The rest of the interior layout basically mirrors those of the sedan.

Even though the backseat has enough legroom, its sloopy C-pillars have created painful headroom for passengers.

Conclusion: Typical of Infiniti product, G Coupe can still go very fast on straight line if you are at the right gear @ right rev. The rest of the package is a let down. It no longer handles as well as its predecessor, even though the interior has improved. Even though 350Z has less horsepower and 2 fewer seats, you won’t missed anything due to G37′s comical trunk and rear seat space.

OVERALL VERDICT FOR 2008 Infiniti G37 Coupe
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 3.25/5
Interior/ergonomics/user-friendliness: 2/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 1/5
Value-for-money: 2/5

Overall rating: 2.5/5

2007 Infiniti G35S

Vehicle: 2007 Infiniti G35S with 4-Wheel Active Steer Package and Technology Package
Price as tested: CDN$51240

Performance: As its name indicates, G35 is powered by Nissan’s renowed VQ35 engine series. Its latest iteration has been renamed VQ35HR as latter means High Response. That means it got improved exhaust and intake manifold for better breathing at high rpm, which isn’t a very strong point in outgoing VQ engine series. This revised engine is good for 306 horses and 268 lb/ft of torque. Both performance and smoothness are certainly not an issue with the new G. As with all VQ35DE has gone before, this latest motor has to be the best V6 engine in the business. Even though its maximum low-end torque arrives at 4800rpm, it certainly feels more peppy than its numbers suggested. However, I am still not fond of this powerplant’s engine note. Its far from being entertaining and solid as we expected from a sports sedan, it sounds like some aftermarket exhaust with a piece broken. Unfortunately, Nissan’s power boost has sacificed some of VQ’s legendary refinement and quietness while pushed. Combined with that exhaust note, it just add insult to the injury. That’s a big pity! The Sport model can be ordered with a 6-speed stick or 5-speed manumatic transmission. We chose the manumatic model simply because it will be a more popular choice. The downshift rev matching programming in this G has tried to duplicate the sequential gearbox, however, it feels awkward and far from the standard set by VW and Audi’s DSG gearbox. However, the gear ratios are good enough for highway cruising, as well as matching the sporty character that Nissan always wants it to be.

Handling: While the base G35 and AWD G35X come standard with 17″ wheels, our Sport tester comes with 18″ wheels along with sports suspension. This sports suspension rides surprisingly well although it still lacks the supple firmness one expected from legendary German rivals. While it doesn’t have as much underdamping as its predecessor, it certainly doesn’t have the best riding characteristics in its class. In terms of dynamics, it rates as good as anything else with its sports suspension. With its stiff new 2nd generation FM chassis that will underpin the upcoming new Z and GT-R, along with sharp steering that provide decent feedback and precision. G35 is a very capable car in the twisties. Nissan also addressed some of its predecessor’s darty and featherweight steering in return of a more sure-footnness driving qualities. Our tester comes with Active Steer which is a system that makes this rear-driver easier to handle when driver encounters oversteer. We think its a good step since its outgoing car’s tail isn’t controllable when going over 7/10th, that’s even with the standard Vehicle Dynamic Control. With the new model, it remains an uninstrusive system. That’s an added benefit that works hand-in-hand with Active Steer.

Brakes: With standard 4-wheel discs, ABS and Brake Assist. The new G’s braking performance rates as one of the better ones in its class. The stopping distance is short and linear while pedal feels solid to the touch.

Interior: Slip behind the wheel of the new G, you would find a better fit than its predecessor although the finish still lacking. The plastic and leather materials have improved over its horrible previous car. However, its finishing touch remains lacking compares to any of its peers. There are less panel gaps behind door panels and center console. Even the center armrest’s cracky operation has gone for good. Unfortunately, the plastic surface still feels low-rent. Its almost ridiculous to find some screw holes in a supposedly premium car costing 50 grand plus. The outgoing car’s leather feels more plasticky than any of its competitor’s leatherette, while fade out under the sunlight. At least the new one’s leather has leather quality feel and touch. But just don’t expect Connolly leather inside the G as its a premium car built down to costs. The Washi-finish aluminum trim standard in all new G feels cheesy. It does look like real aluminum from 50 feet away. But everyone can feel its a painted aluminum on plastic piece. Optional Rosewood trim is a better alternative.

Its not without good points. The steering’s height adjusted with the instrument panel is a neat touch. Nissan finally put the power seat buttons beside the front seats instead of on the bolster, also some ergonomics have been improved inside. The automatic climate control is efficient and user-friendly.

It isn’t easy to load into the trunk of G either. The lack of split fold-down rear seats, swallow side cut-off and high liftover don’t help neither. Only ski pass through is unacceptable for a car of this caliber.

Conclusion: Even though its base model offers lots of performance for money, $40k for 306hp. This Sport model which costs $51k+ certainly doesn’t. The new G’s lack of refinement, fair interior quality and controversial styling don’t help neither. Its definitely not the contender as many publications would like you to believe, however, it won’t hurt when you are shopping for a premium sports sedan.

OVERALL VERDICT FOR 2007 INFINITI G35S
================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 2/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 3/5

2007 Infiniti M35X

Vehicle: 2007 Infiniti M35X, luxury with aluminum trim
Price as tested: CDN$60200

Performance: Underneath M’s hood, there are 2 engines available. The uplevel M45 is powered by a 4.5L DOHC 32-valver V8 with 325hp and 336 lb/ft of torque. Or the tried-and-true VQ35DE in our tester. This application of Nissan’s proven VQ35DE engine series is good for 275 horses and 268 lb/ft of torque. The acceleration and seat-of-the-pants feel are about average. With maximum torque arrives at 4800 rpm, there is always a feel of an acceleration lag between the throttle input and vehicle starts to pick up the speed. Its 275 hp is barely enough to move 4043 pounds of heavy metal. While this engine unit works beautifully in Nissan Z to Murano, it just doesn’t cut it in the much heavier Infiniti M. The saving grace for the whole powertrain is the smart shifting 5-speed manumatic. Without the energetic work ethics of this manumatic, the M35X would simply feel like a dog. This manumatic allows enthuisastic driver to rev pass through redline before upshifting. Although the rev matching isn’t as smart as Audi’s DSG, its logically enough to satisfied the target audience of this luxury sedan.

Handling: Consider the M is based on the lengthened G platform, its level of stiffness and rigidty are undoubtable. However, its dynamics is a mixbag consider Infiniti would love you to think its a sports sedan. Let’s begin with something positive. The steering provides decent feedback and precision. Its also surprisingly responsive and “Z like” crispness during left-to-right transitions. Nissan’s ATTESS-ETS has always been rated as one of the best rear-bias all-wheel drive system in the world. Suffice to say, it works as expected. As it provides a rear-wheel drive feel when pushing into a curve. When the system detects there is a wheelspin in any of the offending wheel, the AWD would kick-in to save all the nasty. Here comes the negative parts. A proper sports sedan needs a supple suspension that both handle and ride well. In M35X’s case, this suspension is soft and feels softly sprung during aggressive transition. Unfortunately, its feels rough riding when going through washboard pavement and expansion joints. The crispness of the steering tends to become numb when going aggressively. It feels like the whole vehicle has lost something when the going gets tough. When you are really going for it, its instrusive Vehicle Dynamic Control would kick-in abruptly when the back end starts to slide.

Brakes: With M35X’s standard 4-wheel discs, standard ABS with EBD and BD. M has a very complete braking package. It also delivers a short and sure-footness braking feel and distance judging by its over 4000 lb curb weight. The ABS doesn’t kick-in unnecessarily. Brake Assist also works extrmely well, which doesn’t feel like grabbing driver’s foot during assistance.

Interior: Its pretty well layout inside the M. That means a clear and analog instrumentation gauges. An excellent dual automatic climate control, a great set of comfortable leather seats and all the luxury items one expects from an Infiniti. However, the quality of the plastic materials still feel downmarket when you look at M’s over 60k price tag. It just fell short behind the competitions. The aluminum trim feels tacky. With the center console having a keyboard-derived design, it tends to feel grimmicky when Nissan can go with a much simpler design.

There are plenty of head and legroom for rear-seat passengers. The space is enough to seat 3 adults comfortably at the rear of M.

In terms of cargo space, its another mixbag. While the liftover height is acceptable, the lack of fold-down rear seats really have hammered the overall versatility.

Conclusion: With the previous Infiniti M being an unremarkable car, one would expect the new one would be significantly better. While M45 is a really good car, if somewhat overpriced. The M35, especially M35X, are nothing special. It just doesn’t stand out in one single area while there are many worth of criticisms. Except if you really “want” an Infiniti mid-size luxury sedan with AWD, there are plenty of better choices in the market. Namely Acura RL is much better alternative than M35X, its also one of the best choice in this segment.

OVERALL VERDICT FOR 2007 INFINITI M35X
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Performance: 2/5
Handling and ride/fun-to-drive: 2.25/5
Interior/ergonomics/user-friendliness: 2.25/5
Fit-and-finish/build quality: 2.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 2.25/5

2006 Infiniti FX35

Vehicle: 2006 Infiniti FX35 with Technology Pkg
Price as tested: CDN$61100

Performance: Nissan’s VQ engine series has always been famous for its silky-smooth delivery of power, the same goes for the 280hp unit underneath FX35. Throttle response is quick and responsive. With 270 lb/ft of torque available at 4800rpm, it also feels quick despite of FX’s close to 4400 pounds vehicle weight. The level of refinement, NVH and power are as one expected in VQ. Matched with this engine is the quick shifting 5-speed manumatic. It never hunts for the gear. The fuzzy logic program has the work ethics which learns driver’s right foot extremely well.

Handling: The biggest change to FX’s overall dynamic package has to be its ride quality. While FX always handles decently with good driver feedback, as well as a solid chassis and excellent ATTESA ETS AWD. Its ride quality is really lacking compares to its rivals. The ride is rough and damping rates never seem to know how to absorb expansion joints and washboard pavements. The springs are so hard to match the passengers tough to bear inside. With FX35 changed to standard 18″ and 20″ finally available as an option on FX45, on the other hand, Infiniti engineers have recalibrated the rebound damping on this revised version. The result isn’t significant even if its more bearable to passengers and driver inside. Don’t expect RX’s sublime ride quality as Lexus is tuned more toward comfort than sport, unlike the FX. The revised ride is more comparable to X3 without sports suspension. Which means its definitely not the best riding, nor the worse riding, like pre-revised FX45 did. But at least Infiniti engineers know it doesn’t have to be rough-riding to be a superb handling soft-roader. In terms of ride/handling compromise, FX still two notches below those of X5, Cayenne and Touareg. However, I am still impressed with Infiniti’s VDC which is totally uninstrusive when pushed very hard into corners. The center of gravity set for this soft-roader remains another merits that keep driver in total control. The concept of being a nicely handled soft-roader is good for active safety, unfortunately, the execution with ride quality was disappointing. I am happy to see they finally addressed this issue 2 years after initial launch.

Brakes: FX’s 4-wheel discs and ABS have provided more than average stopping distance given its weight. The pedal feels solid and firm, both control and modulation are delightful surprise.

Interior: Other than the poor ride quality, another area lacking in FX had always been cheap interior. The revised FX has improved materials, fit-and-finish. There are more soft plastic on the dashboard than the hard ones. Unfortunately, the wrong placements of power seat rocket switches remain intact; as well as the very complicated center console switches that crammed too many together in such a small areas. There are some merits remain intact in FX’s interior. The easily find driving position, as long as you can find the seat adjustment buttons, comfortable leather seats and a useful back-up camera. After much-criticized by customers on Infiniti’s leather quality, they finally use some more durable material. The leather lining is thicker and doesn’t seem to wear as badly as previous one down the road.

Conclusion: 2 years down the road, there are still many to go for in the Infiniti FX. It got street presence, handles decently with lots of standard features. It also got the ride comfort and interior materials that it has been crying out for in day 1.

OVERALL VERDICT FOR 2006 INFINITI FX35
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Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 3.25/5
Cargo/accessibility/layout: 2/5
Value-f0r-money: 3/5

Overall rating: 3.75/5

2006 Infiniti G35X

Short review of 2006 Infiniti G35X
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Price as tested: CDN$46690

In just a few years, G35 has really dragged itself from one of the better cars in its class to the bottom ones for one reason: competitors have gaining grounds really fast.

While its merits like excellent VQ35DE powerplant that bumps out 280hp and 270 lb/ft of torque, with superb refinement and responsiveness. Along with a docile and responsive chassis, that combines swift steering response remain intact. The rest of the package has fallen way behind the competitions.

Yes, its ATTETS E-TS rear-bias AWD system is an effective one. One still found G35′s tail tricky to handle during oversteer, unlike the controllable ones you feel in a 330i even with DSC-3 completely off. On the other hand, this AWD lacks the control and fool-proof engineering that made Audi’s latest 40/60 split Torsen Quattro so entertaining when letting the tail out.

Infiniti has upgraded the el cheapo interior that finally catch up with the competitions, sort of. Still, the unfriendly ergonomics and tacky aluminum trim executed poorly after all these years. Power seat switches are located on the seat bolsters instead of on the door panel or on the side of the seats. The stereo control is more designed for RHD than LHD. Infomation center for stereo and dual zone climate control washed out during sunlight. Green instrumentation feels cheesy in 21st century. Lastly, I also found some serious dash rattles in our tester which is totally unforgivable in a 46k luxury car.

With the all-new G just around the corner, Infiniti needs to move fast because competitors act equally quick. Just selling on the fastest luxury car for the lowest price doesn’t mean its the best car at all. It needs to have an overall package that combines class, which current G35 seriously lacks, style, performance, quality and dynamics to win those over.

Overall rating: 2/5

2004 Infiniti I35 Sport

Short review of 2004 Infiniti I35 Sport
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Price as tested: CDN$42700

Before the advent of G35, I-series used to be the best-selling model in Infiniti’s product range. The I35 is powered by Nissan’s proven VQ35DE, in this case, 255 hp and 246 lb/ft of torque. This application doesn’t feel as powerful as G35 due to lesser horsepower and torque, on the other hand, it remains a highly refined powerplant.

The sports model of I35 provides a sportier driving feel than its “Luxury” silibing. The slightly stiffer suspension and springs have given out more confidence through twisties without losing the ride quality. In terms of driving feel, it feels more solid and communicative than ES330.

Since I-series born in pre-Renault era, it has the best interior of all Infiniti range. The use of plastic and leather materials have lived up to Infiniti’s premium name without G35′s low-end feel. It feels upscale inside with tastefully done wood trim and a clock to decorate the plain interior.

I35 is more of a vehicle for people cross-shopping ES330 and TL, they are looking for something comfortable and reliable. If you want a sporty Infiniti, G35 remains a better bet.

Overall rating: 4/5

2003 Infiniti G35 Coupe 6 M/T

Short review of 2003 Infiniti G35 Coupe 6 M/T
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Coupe’s sports suspension has given it better handling, better steering feel and response without sacificing the ride comfort. The sports seats are exceptional, providing great side and back support through corners. The dynamic stability control doesn’t have the instrusive sudden kick-in feel as in the sedan. The steering feel is rich, responsive and precise. Match with probably the world’s best V6, VQ35DE, you got a great package wrapped in a gorgeous-looking body. Not only does it drives great, looks great and feels great. Brembo brakes provide exceptional braking feel with short distance braking. The 6-speed shifter has short throw and progressive clutch gave it the best Nissan shifter feel is recent memory. Its also a great value in comparison to its competitors. If I have to be picky, some of the interior material looks rather cheap considered a car of this caliber. Despite that, I gave the coupe the same rating as last 350Z I drove.

Overall rating: 5/5