The Truth About Cars » Infiniti G37 http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Wed, 23 Jul 2014 18:25:17 +0000 en-US hourly 1 http://wordpress.org/?v=3.9.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » Infiniti G37 http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Reader Review: Infiniti G37x http://www.thetruthaboutcars.com/2014/06/reader-review-infiniti-g37x/ http://www.thetruthaboutcars.com/2014/06/reader-review-infiniti-g37x/#comments Mon, 23 Jun 2014 12:30:50 +0000 http://www.thetruthaboutcars.com/?p=849986 G37x8

TTAC reader Tim Rust sends us his review of his 2010 Infiniti G37x.

Do you pass up the expensive steak house restaurant to buy your meat at Costco and grill the perfect steak at home?  Do you purchase your clothing at an outlet mall to avoid the huge mark-up employed by brand-name stores in a mall?  Is hiring a handyman/contractor a last resort when your house needs some work? If so, a gently used Infiniti G37 may be the vehicle for you.

 

As people go, I tend to fall more on the practical end of the spectrum.  When I purchase a product, I like to get good value for my dollar, but I also like high-quality products. Sports sedans have always called to me for that reason.  They are not too ostentatious or gaudy, but definitely hint that there is some performance underneath the conservative sheet metal—the E39 BMW 5-series would be my prototypical specimen.  So why not buy a used E39, you ask?  Well, I want a product that will last without numerous trips to the mechanic and intimidating repair bills.  I also require some of the creature comforts only found in newer models (decent audio system, Bluetooth, up-to-date safety features, etc.).  Looking at sports sedans circa 2010, the Infiniti G37 stands out as being both dynamic and reliable.  Consequently, last year, I purchased a 2010 Infiniti G37x sedan with about 25,000 miles on the clock.

Why might you not want to get this car?  Well, the gas mileage is poor compared to some newer models—I get 19 mpg with a majority of city driving.  The cup holders also stink.  Two soda cans fit well, but try getting two large McDonald’s cups in there during a road trip and you’re just asking for a spill.  But, these aren’t factors that should keep you away from the G37.

The ride, handling, and driving feel in a practical package are the reasons to purchase this car.  In my non-sport trim, the ride is firm, but forgiving.  Uneven road surfaces are felt, but are tolerable.  Driving on the twisty roads in the Hocking Hills of Southeastern Ohio is enjoyable, but there is some body roll, reminding you that you are not in a full -on sports car.  The G37 still employs hydraulic power steering, so steering feel is great compared to newer vehicles with electric power steering.  It feels a bit heavy while navigating parking lots at slow speeds and firms up nicely at higher speeds for confident handling.  For a daily driver, it offers a great compromise between a firm sporty suspension and a comfortable commuter.  Road noise is noticeable, but not so bad that you will hate yourself after a long road trip.  Much of the noise comes from the coarse, throaty engine note, which adds to the sporting nature of the car.

And about that engine… This was a pleasant surprise for me after owning the car for a while.  The engine note is almost more muscle car than sports sedan.  I’ve never really been attracted to muscle cars, but the sensation of all of that power is growing on me.  Acceleration in city driving is great and a blast when in sport/manual shift mode.  At highway speeds, it seems to be a little out of the torque curve and it can take some minimal effort to pass.  The automatic transmission has been a bit of a disappointment with this car.  There are seven gears, but the shifts can be a little rough, especially when coasting to a stop.  Even though my car is not a sport model, I have also read online that it should still be prewired for the shift paddles that come on the sport model.  It looks like it is a reasonably easy self-install after buying a kit and it is on my list of things to do this summer.

My prior car was a 2004 Subaru Legacy sedan and there is a noticeable difference between Subaru’s symmetrical all wheel drive and the AWD system on the G37x.  For those that don’t know, the Subaru system sends power to all four wheels all of the time.  The G37’s AWD powers only the rear wheels until they slip and then power is sent to the front as well.  This is great, in that it maintains the RWD feel of the car.  Still, compared to the Subaru, it is disconcerting to feel the back of the car start to slip before the AWD kicks in.  At low speeds, the car can be locked in AWD with the “Snow Mode” button, but this deactivates at higher speeds.  In all fairness, I only really notice problems while trying to drive on unplowed roads with more than two inches of snow on the ground.  In light snow or plowed streets, the G37’s AWD is great for winter driving.  I haven’t noticed any difference driving in simply wet conditions.

I admit, the interior of the car is starting to look a little dated.  I prefer a more classic look, so this works for me.  Infiniti’s center screen with dial and keypad below looks premium and is simple to use.  It may not be cutting edge, but it works well and minimizes distraction from driving.  The screen also works as a touchscreen in cars equipped with navigation.  The voice commands work well for making phone calls and using the navigation system.  Bluetooth audio streaming comes with models with navigation and works well 95% of the time with a few glitches.  Curiously, there is no auxiliary jack, so Bluetooth is the only connectivity option for playing music from your own device.  There is a hard drive that can rip CDs—I know, terrible outdated.  The Bose sound system is pretty decent, although I am not a hardcore audiophile and I don’t expect my subwoofer to rattle my neighbors’ windows as I cruise by.  It seems a step above the Bose system in the 2014 Mazda6.

I prefer lighter vehicle interiors rather than an expanse of black plastic and leather and went with the Stone interior and aluminum trim.  It’s a little different than a typical beige car interior and may strike some as too bland.  Aluminum also helps to make the interior look a little more contemporary compared to the optional wood trim.  The non-sport front seats are very comfortable and tend to be on the firm side.  No problems after a seven-hour road trip.  They do allow some room for sliding around during hard cornering, though.  The seat heaters are excellent and the climate control is very quick to heat or cool.

The rear seat room is another plus of this car.  Compared to a 2010 BMW 3 series, Audi A4, or Lexus IS there is considerably more room for two adults to comfortably sit in the back.  I am six feet tall and can sit comfortably behind my drivers seat position.  The center armrest is chunky and padded, adding to the comfort and coziness of the back seat.  I have not tested this personally, but several online reviews show that rear-facing infant and child seats can also fit in the backseat without ruining the front seat legroom.  This was a big factor in the practical nature of this car, as it truly can be a family vehicle.

Visibility is quite good and a back-up camera is standard even though it’s really not necessary.  There are also rear backup radar sensors to help with parking and pulling out of parking spots.  The trunk is so-so.  The opening is probably too small, but there is room for several roller bags for airport runs and the like—approximately 13.5 cubic feet.  The rear seats do not fold down, though, so you’ll have to take your SUV when making hardware store runs for longer objects.  There is a small pass-through for skis.  Overall, I found this interior more comfortable, practical, and better looking than the comparable BMW.

Infiniti’s exterior styling seems to be pretty polarizing.  Compared to other models, they showed some more restraint with the G37.  The front end is beautiful with the swooping sleek HID headlights and aggressive fender flairs.  These are the best headlights I have experienced in a car—very bright with a large area of coverage.  Of note, there are no daytime running lights.  The back end of the car does not work as well.  The G sedan has had the same basic taillight design for a while now and it looks old.  It is unique, though, in an age where many cars seem to have the same basic rear end design.  The rear end just looks frumpy compared to the curvaceous front end.  And I am not a fan of the chrome trim on the spoiler either.

The excellent reliability record according to Consumer Reports and True Delta along with the reasonable price, driving dynamics, and interior amenities made this purchase a no brainer.  You can get more for more money with a newer model, but this value is hard to beat.  BMW—and with recent models, maybe now Cadillac—may be the Ultimate Driving Machine, but the Infiniti G37 is the Ultimate Used Sports Sedan.  If you are a practical guy or gal on a budget looking for a sophisticated, fun ride, definitely check one out.

G37x1 G37x2 G37x3 G37x4 G37x5 G37x6 G37x7 G37x8 ]]>
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Infiniti Gives G37 Reprieve, Will Sell Alongside New Q50 For Rest Of Year http://www.thetruthaboutcars.com/2013/08/infiniti-gives-g37-reprieve-will-sell-alongside-new-q50-for-rest-of-year/ http://www.thetruthaboutcars.com/2013/08/infiniti-gives-g37-reprieve-will-sell-alongside-new-q50-for-rest-of-year/#comments Thu, 08 Aug 2013 12:00:46 +0000 http://www.thetruthaboutcars.com/?p=498567 2013_infiniti_g_sedan_01

Infiniti G37

Consumers will still be able to order the Infiniti G37 until the end of 2013, despite the looming introduction of the all-new Q50. According to Automotive News, the Nissan owned brand is doing this so as not to create a disruption – the G37 sedan is Infiniti’s best selling model. In 2012, G sedans made up about 40% of the brand’s total sales in the U.S., with 45,828 being sold. The Q50 went on sale across the U.S. this week. Both it and the G37 are assembled in Japan. The decision to keep the G37 in production and on sale, at least temporarily, was made after consulting with its 200 dealers in the U.S. on the launch of the Q50.

As marketing of the Q50 ramps up, Infiniti will stop advertising the G. It is expected that dealers will offer the outgoing model as a less expensive alternative to the Q. While leasing makes up 75% of G37 deliveries, Infiniti expects the majority of Q50s will be purchased.

Infiniti Q50

Infiniti Q50

This isn’t the first time car companies have sold vehicles and their replacements at the same time. Ford sells two generations of the Focus in China and the Dearborn automaker has also kept outgoing F-150 pickups around as it rolled out the next generation truck in the U.S..

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Infiniti Revives The “Q” http://www.thetruthaboutcars.com/2012/12/infiniti-revives-the-q/ http://www.thetruthaboutcars.com/2012/12/infiniti-revives-the-q/#comments Tue, 18 Dec 2012 15:49:32 +0000 http://www.thetruthaboutcars.com/?p=470583

Infiniti has decided to abandon its current alphanumeric strategy for…an all-new alphanumeric strategy whereby passenger cars are given the “Q” designation, and crossovers and SUVs are dubbed the “QX”.

The G37, which has built up substantial equity over the last few years, will be renamed the “Q50″ for the sedan and “Q60″ for the coupe. The M will be re-named the “Q70″. On the light truck side, the EX will now be known as the “QX50″ all the way up to the Nissan Patrol-based QX, which is now the “QX80″, with the current JX and FX filling out the remaining slots.

The ascending numeric designations do help with creating a hierarchy based on vehicle size, and also takes engine size out of the equation – important if Infiniti ends up downsizing to smaller engines, a la the German marques.

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Review: 2013 Hyundai Genesis Coupe 2.0T R-Spec http://www.thetruthaboutcars.com/2012/09/review-2013-hyundai-genesis-coupe-2-0t-r-spec/ http://www.thetruthaboutcars.com/2012/09/review-2013-hyundai-genesis-coupe-2-0t-r-spec/#comments Fri, 14 Sep 2012 15:59:15 +0000 http://www.thetruthaboutcars.com/?p=460366

What’s a Mustang? We know, but it’s not an easy question to answer. A Mustang is…a Mustang. It’s so thoroughly itself that there’s no need to define it as a variant of someone else’s car. All truly great cars are like this. Competitors might meet and even beat them in this or that regard, but until they develop identities of their own they’ll never possess the same allure. The Europeans practically have such cars in their DNA. The Americans and Japanese have stumbled over the goal line from time to time. The Koreans…well, the Koreans are still new. So what’s a Genesis Coupe?

At launch, the styling of the Genesis in both coupe and sedan forms betrayed the parent company’s lack of confidence and direction. Both cars were styled much like someone else’s car, a Lexus (itself still styled a late-model Mercedes) in the case of the sedan and an Infiniti in the case of the coupe. Neither car’s face projected a clear, distinctive identity or a connection with the parent company. With its 2013 refresh, the Genesis Coupe takes a step in this direction. The new face isn’t to everyone’s liking. But, dramatically styled around an oversized hexagonal grille, it’s bold, cohesive, like those on other new Hyundais, and not like anyone else’s. The Korean company clearly feels more confident. It’s now comfortable with people identifying the Genesis Coupe as a Hyundai.

Yet it remains unclear what the Genesis Coupe wants to be when it grows up. Many reviews compare the car to a Mustang or a Camaro. But the Gen Coupe doesn’t look like a pony, sit like a pony, walk like a pony, or talk like a pony. It’s not a pony. Aside from the new face, the car most resembles a G37 Coupe. Which is…what? Well, the Infiniti is itself a reflection of someone else’s car, specifically a BMW 3-Series, with more reliable bits (the first generation’s engine might burn oil and its suspension might chew tires, but its electronics are solid!) and a lower price. With the BMW ever deeper into its own identity crisis—driver’s car, or luxury car, or technophile’s wet dream?—the entire class could well be losing its center.

When considering which aspect of the G37 / 3-Series to pursue, Hyundai clearly didn’t decide on gadgetry. There’s Bluetooth and iPod integration, and Hyundai’s new telematics system with the top trim level, but nothing approaching the pervasive technological overkill of recent BMWs or the nanny infestation of recent Infinitis. You don’t need to RTFM to figure out how to operate the car. Perhaps Hyundai focused more on the 3-Series that used to be. If so, not a bad move. More likely, though, the Koreans were pursuing a much lower price point and a BMW-class armada of microprocessors wasn’t budget compliant.

Top trim Genesis Coupes are somewhat luxurious. But even with substantial upgrades for 2013 the interior remains well short of the Infiniti G37’s, itself no match for the BMW’s (until it’s next redesigned). The Hyundai’s interior is nice…considering the price. Even at the Hyundai’s price a power driver seat recliner (standard on a mid-level VW Jetta) might be expected, but remains notable in its absence. Opt for the performance-oriented R-Spec, and the seat adjustments are entirely manual. The seat itself is neither as substantial nor as cushy as that in a G37. One must conclude that, despite the premium aspirations of the Genesis sub-brand, the Genesis Coupe isn’t about luxury.

Despite sharing a name, the coupe has little in common with the sedan. The two cars don’t look alike, they don’t drive alike, they’re not contented alike, and they’re not priced alike. Why, then, do they share a name? When two dissimilar cars share a name, at least one will lack an identity among the broader public.

By process of elimination, the Genesis Coupe must be about the driving experience, the thing that originally made BMWs desirable. In some ways the Genesis Coupe comes closer to the 3-Series than the Infiniti intermediary. This is partly good, partly bad. The Genesis Coupe feels more composed and less tricky to drive than the G37. Especially with the R-Spec’s limited-slip differential, the Hyundai’s rear end can be provoked to rotate by your right foot, but it won’t deal out nasty surprises the way the Infiniti’s will. But, partly by the same token, the Hyundai doesn’t feel as direct or as visceral as the Infiniti. Driving the G37 is more of an experience. Like a BMW, the Genesis Coupe only begins to come alive when pushed, and feels better the harder it is pushed. Hyundai’s engineers have made much progress on this front. The Genesis Coupe won’t embarrass itself at the track, but due to the heavy, uncommunicative steering, the car never stops feeling larger and heavier than it is (182.3×73.4×54.5 inches, 3,492 lbs.) and than either target. While fun to drive along a winding road, it still seems less fun than it ought to be, as if Hyundai couldn’t quite commit to a sporty direction (or didn’t fully comprehend what fun feels like).

BMWs aren’t as visceral as they used to be largely due to the company’s pursuit of day-to-day livability. Premium aspirations aside, the same conflict doesn’t seem to have bedeviled Hyundai, judging from the Genesis Coupe’s behavior when it’s not being pushed. Though body motions are well controlled, the ride that felt okay during a preview drive sometimes proved irritatingly busy in daily life (if rarely harsh). The 274-horsepower turbocharged four that seemed to best suit the car earlier has a lumpy, “surge-and-lag” delivery through its midrange at part throttle. Far more than BMW’s new, less-powerful-on-paper 2.0T, this one’s clearly boosted. The vague, somewhat clunky manual shifter further impedes smooth shifts. Add it all up, and the level of concentration required to drive the Genesis Coupe smoothly takes the casual out of casual driving. Not so much that I’d call the Hyundai a bad car, not even close. There’s just not enough payoff of the daily deficit when you are able to really drive the car. It has fallen between the proverbial stools.

But the Genesis Coupe’s price can’t be ignored. It might not be all that special in itself. But a stylish coupe that warrants comparison with a BMW 3-Series yet lists for $27,375 with all available performance hardware, that’s special. With a manual transmission, Infiniti’s “3er for less” lists for nearly $18,000 more. In stark comparison to Hyundai, Infiniti requires a Premium Package to get the Sport Package and nav as well to get the stick. You end up with over $7,000 more “stuff” (as calculated by TrueDelta’s car price comparison tool), but this still leaves the Hyundai with a feature-adjusted price advantage of over $10,000. And maybe you don’t want the stuff.

The thing is, selling on price is exactly the position Hyundai has been striving to escape, and with more than a little success in other, paradoxically less pricey segments. If they’re to do the same with the not-quite-premium Genesis Coupe, they’ve got to decide what the car is really about. If it’s about luxury, it needs more content, better materials, and more refinement. If it’s about driving, it needs sprightlier moves, more direct communication, and, again, more refinement. If it tries to be both, but at an affordable price, it’ll end up where it is.

With either direction, to really come into its own the Genesis Coupe needs to capture the special magic that elevates iconic cars above the rest. It’s not possible to specify what the car’s character should be, except that it can’t be derived from somebody else’s. It needs to be something new, yet this newness can’t be forced. It can only come from someone who thoroughly and deeply understands what he or she wants, who wants a car that no one else is providing, and who can inspire the organization to create it. We’ll know it if and when we see it.

The cars discussed were provided by their respective manufacturers with insurance and a tank of gas.

Michael Karesh operates truedelta.com, a provider of car reliability and pricing information.

Zemanta Related Posts Thumbnail Gen Coupe front, picture by Michael Karesh Gen Coupe front quarter, picture by Michael Karesh Gen Coupe rear quarter, picture by Michael Karesh Gen Coupe interior, picture by Michael Karesh Gen Coupe rear seat, picture by Michael Karesh Gen Coupe trunk, picture by Michael Karesh Gen Coupe engine, picture by Michael Karesh ]]>
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You Know You Have Been In Japan For Too Long, If … http://www.thetruthaboutcars.com/2011/11/you-know-you-have-been-in-japan-for-too-long-if-%e2%80%a6/ http://www.thetruthaboutcars.com/2011/11/you-know-you-have-been-in-japan-for-too-long-if-%e2%80%a6/#comments Sat, 05 Nov 2011 22:02:53 +0000 http://www.thetruthaboutcars.com/?p=416963

I was still a little shook-up from the treatment administered by Matsuda-san, and it must have shown. “Why don’t you get some fresh air?” was the polite Japanese suggestion.

An Infiniti G37 Convertible was the appropriate way to enhance the flow of seaside breeze around my still pale nose. I sat down. Buckled up. Pushed start. Put the 7 speed automatic into drive. Put my hands on the steering wheel. However …

… there was no steering wheel. The spot where they have a steering wheel in countries such as Japan, the UK,  Australia, Hong Kong, Thailand, and the U.S. Virgin Islands gave me a nicely appointed, but nonetheless blank stare. I sat in the right place.

But I was slipped an export model, with the steering on the left. Sheepishly, I traded places. Everybody pretended not to have seen.

Infiniti G37, export spec. Picture courtesy Bertel Schmitt Infiniti G37, export spec. Picture courtesy Bertel Schmitt Infiniti G37, export spec. Picture courtesy Bertel Schmitt Infiniti G37, export spec. Picture courtesy Bertel Schmitt ]]>
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