Infiniti G37 Coupe Review

infiniti g37 coupe review

Lexus, Infiniti, Acura, Cadillac, Lincoln. Any automaker with dreams of glory in the upscale midsize sports sedan market has tried to beat the BMW 3-Series– and lost. Too big, too small, too crude, too expensive, too front-wheel drive, too ugly, no stick. Of all the contenders, only Infiniti has mounted a credible challenge. Some say the last G35 [more or less] usurped the 3-Series’ throne. And then BMW dropped the turbo bomb: the sublime 330-horse 335i. Infiniti has countered, sending us the normally aspirated, equally-horsed G37 coupe. Does the new car hit the G-spot?

You’d be forgiven for not seeing anything new about the new G37. The styling changes are only slightly more evolutionary than what’s happening with your baby toe. The biggest difference: in their Infiniti wisdom, stylists have traded the “you got me by surprise!” vertical headlights for more organic amoeba shaped lamps. Otherwise, we’re looking at the same sleek, low-slung two-door sports car whose side profile is ruined by the inevitable 25-year-old “son of stock broker” with gelled back hair sitting far too low behind the wheel.

The big news is inside. Out goes the old blocky JDM interior. In comes the sweeping cabin from the second generation G Sedan. Ignore the feng-shui dashboard and you’ll spot the signs that the G37 means business. The seats are now heavily bolstered and exceptionally comfortable, complete with an extending bottom cushion (just like the 3-Series Sport). The steering wheel is as meaty as the tires below, with two perfectly-shaped curved razors behind its arc for swapping cogs. And while the aluminum pedals are a bit tacky, well, point taken.

The G35 groaned and complained when you hit the gas. Spritz some dino-juice into the G37’s eponymous 3.7-liter V6 and she delivers the best aural sex you can get without dialing a number starting with 1-900. While there’s nothing wrong with the way BMW’s smooth-spinning six signals its intentions to pervert the course of justice, wind-up the Infiniti’s mill to the 7500rpm redline and auditory addiction is yours.

The engine note perfectly mirrors the G37’s intensely aggressive dynamic demeanor. The G37 is well-suited to enthusiasts who like their internal organs thrust rearwards; zero to sixty takes just 5.5 seconds of your time. Yes, the 335i is faster. But the blown Bimmer swooshes you towards triple digits with less drama than an hour of C-Span. A whip-handed G37s whirrs, moans, screams and then jettisons you from any speed to any speed, at speed.

And just as the G37’s engine's sound and fury signifies a major hydromorphone blood dump, the steering sets your left brain alight. Critics have rightly condemned BMW for the mental disengagement of its active steering system. The old G35's helm was far worse; the words "surgically numb" spring to mind. But the new G37’s tiller tactility trumps them all. It’s as direct as a TTAC editorial, with gobs of feedback and consistent and linear response. It’s point and shoot perfection.

When it comes to handling, there’s not much in it. Both cars are equally capable of annihilating corners without a hint of oversteer or Nanny intrusion. Again, the 3-Series is the more civilized of the pair; it's the luxury sports car that can slalom through sharp curves with one-hand behind its back. The G37 is a sportier sports coupe; the machine that makes you work harder for the same result.

Low profile tires mounted on huge wheels surmounting road imperfections (potholes, speed bumps, loose coins in the street); it's the usual recipe for getting jostled to the point where taping your hands to the steering wheel seems a reasonable option. And yet a G37 with the Sport Package (19” rims and performance tires) rides comfortably over broken surfaces. It’s not cushy like a Lexus, but there’s no reason not to make a G37 a daily driver.

In short, the G37 is less mature than Old Man Bimmer, but more fun for the really determined “hands on” driver. And then there’s the “real” bottom line. Dollar for dollar, the G37 coupe defenestrates the BMW 335i coupe– and nearly all its other natural born competitors. A G37 coupe buyer saves some seven grand over a comparably equipped 3-Series. Lease… and it’s a different ball game. You’re looking at a gap of less than $100/month. Three bucks a day. A cup of Starbucks. And come trade-in time…

Yes, but– is the Infiniti G37 better than a 3-Series? That depends on which model you compare it to and your driving style. But one thing’s for sure: the biggest difference between these sports sedans is image. BMW can rely on the 3-Series’ iconic status to protect its sales, but that new kid in town’s back, and he’s badder than ever.

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  • Edgett Edgett on May 03, 2008

    actually, the G37 and 335 coupe are almost exactly the same size; if you are comparing on price, the 135 is more affordable, but it is a smaller car inside and out than the Infiniti. Unfortunately for BMW fans, the 135 only weighs a little less (like 150 lbs) than the 335 and is in my view far more "bangled" than the 335 coupe. The G37 is the great value here and a damned nice car to boot. I compared the 335 sedan with the latest G35 and decided on the 335, but it wasn't an easy decision. Infiniti has gotten much closer to BMW responses than the Mercedes "C" class, and promises better reliability than either of the German cars. It is interesting to watch, however, as the Japanese get closer to BMW's driving dynamics and BMW is working equally hard to match Toyota reliability. In the end, a great competition for any of us who love cars...

  • MitoXbR MitoXbR on Jul 18, 2008

    Not about Bmw, Infiniti or Lexus its really is about 10k to 15k extra for the same mid-luxury sport cars that we can afford, they are great cars with some minors problem that u can find, cant be perfect. I own a G37 cuz I dont want to pay another 10k-15k for a loaded 335I, Gs350, TT or the new S5, I drove the 328i, Gs350 and the TT before I bought my G37. I'm not sure about the turbo in the 335i but the Gs350 that's would be my next 4dr. If u really pay attention to the interior, the G37 and Gs350 look alot better and modern than the 335i, TT's plain look.

  • Inside Looking Out Why EBFlex dominates this EV discussion? Just because he is a Ford expert?
  • Marky S. Very nice article and photos. I am a HUGE Edsel fan. I have always been fascinated with the "Charlie Brown of Cars." Allow me to make a minor correction to add here: the Pacer line was the second-from-bottom rung Edsel, not the entry-level trim. That would be the Edsel Ranger for 1958. It had the widest array of body styles. The Ranger 2-door sedan (with a "B-pillar", not a pillarless hardtop), was priced at $2,484. So, the Ranger and Pacer both used the smaller Ford body. The next two upscale Edsel's were based on the Mercury body, are were: Corsair, and, top-line Citation. Although the 1959 style is my fav. I would love a '58 Edsel Pacer 4-door hardtop sedan!
  • Lou_BC Stupid to kill the 6ft box in the crewcab. That's the most common Canyon/Colorado trim I see. That kills the utility of a small truck. The extended cab was a poor seller so that makes sense. GM should have kept the diesel. It's a decent engine that mates well with the 6 speed. Fuel economy is impressive.
  • Lou_BC High end EV's are selling well. Car companies are taking advantage of that fact. I see quite a few $100k pickups in my travels so why is that ok but $100k EV's are bad? The cynical side of me sees car companies tack on 8k premiums to EV's around the time we see governments up EV credits. Coincidence? No fooking way.
  • EBFlex "I'd add to that right now, demand is higher than supply, so basic business rules say to raise the price."Demand is very low. Supply is even lower. Saying that demand is outstripping supply without providing context is dishonest at best.
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