By on July 23, 2010

Two decades have elapsed since rocks and trees went on TV to announce the birth of a new, proudly Japanese luxury car brand from Nissan. Infiniti somehow survived that car-free campaign and the (baker’s) dozen years of wandering in the desert that followed to finally enjoy some success with the 2003 G35. Sales might be off lately, but in light of the brand’s first 13 years and the entire industry’s last few years the mere act of survival merits a celebration. And what better way to celebrate than with special editions of the model that saved the brand (and that is currently most in need of a bump), recently renamed G37 to reflect an enlarged V6. Of course, some special editions are more special than others. Just how special is the G37 Anniversary Edition?

Sisters often don’t equally share in a family’s “assets.” In the Infiniti sedan family, the new 2011 M gets all of the lusty curves. Then again, one man’s “plain” might be another’s “clean.” The G37’s exterior is certainly clean, if less crisp than that of the original G35. The grille has avoided Audi’s influence and so remains a reasonable size. Look closely and you might notice a distinctive shape and detailing inspired by Japanese swords. Too subtle when the competition seeks visual differentiation from a thousand feet? Or refreshingly subtle? The G’s “cab rearward” proportions have always been near perfect, with a lengthy dash-to-axle to proclaim that this ain’t no front-driver.

To this exterior the Anniversary Edition (AE henceforce) adds Graphite Shadow paint, nine-spoke alloys, a unique front chin spoiler, and a rear spoiler. Even if the paint was exclusive to this edition—and it’s not—there’s nothing special about dark gray metallic. The wheels, though attractive, have at least two spokes too many to appear sporty. Elegant, perhaps. But the spoilers, clashing with the otherwise clean lines, take the exterior in the other direction.

The interior makes more of a statement, with red leather seats exclusive to the AE. “Shodo” patterned aluminum trim, shared with the regular sedan, subtly maintains Infiniti’s position as the most overtly Japanese luxury car brand. The wood trim optional on other G37s is not available here. One artful touch: streets in the nav display appear hand-drawn. Aside from the red leather, though, the interior is standard G37. So the materials are semi-premium and the lines are more practical than stylish. The lever to manually adjust the driver seat’s lumbar would seem less out of place in a Versa. The new M is a major step up in terms of both materials and style, which does much to justify its higher price.

Not that practical interior design is a bad thing. A major strength of the G37 sedan is that it simply feels right from the driver seat. The windshield isn’t overly distant or overly raked. By current standards the A-pillars are almost thin. The instrument panel, though larger and taller than in the original G35, isn’t overly massive or tall. The instrument cluster moves with the steering wheel, so the steering wheel can be relatively small without obstructing the gauges. The center stack’s controls are logically arranged within easy reach. All common sense, perhaps, but increasingly uncommon.

Car makers struggle over how aggressively to bolster seats. Enthusiasts want lateral support, but non-enthusiasts want ease of entry and exit. People come in different shapes and sizes. The “obvious” but not common solution: adjustable bolsters. Infiniti goes half as far as BMW, fitting modestly sized but firm power-adjustable bolsters to the driver’s seat. If a bolster can be perfectly positioned, it doesn’t have to be terribly large.

Another piece of the G’s winning formula: an exterior length in between compact and intermediate. This permitted a few more inches of rear legroom than in the 2003 BMW 3-Series or Audi A4. The A4 is now nearly the same size, and the next 3 will follow suit, confirming that Infiniti found a happy medium. Want a car sized just large enough that the average adult can fit somewhat comfortably in back? This is it. Want a roomy, comfortable rear seat? Well, that’s another segment. The trunk is similarly “just enough.” A weakness: unlike in the Germans, a folding rear seat is not available.

The tweaked 350-horsepower V6 from the NISMO Z would have been welcome, if only to add some specialness, but the AE receives no powertrain tweaks. Worse, the 6-speed manual available on the regular G37 is not available here. The only powertrain option: a 328-horsepower 3.7-liter V6 paired with a manually-shiftable seven-speed automatic. The aging VQ isn’t the sweetest-sounding six, but its growl, suitably aggressive for this application, and nicely swelling torque curve as revs build encourage trips to the red line. Nissan paid a lot of attention to how this engine feels as revs climb, and it shows. 

Infiniti’s seven-speed automatic isn’t the smoothest shifting, the quickest reacting, or the most intelligent. But this transmission has one clear strength: its first three gears are tightly spaced and significantly shorter than those in competing six-speed slushboxes. Corners taken in second in other cars are taken in third in this one. Unless it’s a tight corner, where other transmissions can fail to offer an appropriate ratio—first too low, second too high—and this one provides a short second. This gearing gives the already strong V6 a big boost at low speeds. There’s no soft spot as the engine gets from idle to its powerband. Thanks to this transmission it’s always already there. The transmission can be manually shifted via the paddles or the lever. But snick the lever to the left to engage sport mode and it generally maintains a sufficiently aggressive ratio all on its own.

The EPA rates the G37 19 city and 27 highway. You’ll match these figures only if you keep your foot out of the throttle, which isn’t easy.

The AE includes the G37’s Sport Package, with larger brake rotors (14.0” front, 13.8” rear), a sport suspension, low-profile performance tires, and a limited-slip rear differential, as standard equipment. The huge brakes fitted with the $370 R-Spec pads feel firm and strong without biting too quickly in casual driving (a problem I’ve experienced with the compact Infiniti in the past). I did not go all Baruth on the brakes, though. No doubt Jack could (and would) fry them.

A possibly unwelcome bonus: the four-wheel-steering system (4WS) that used to be a $1,300 option on the G37 is for the 2010 model year only available, as a standard feature, on the AE. I say “possibly unwelcome” because I haven’t driven a G without this feature recently. Does it help, hurt, or not do much of anything? I’m afraid I cannot say. Owner opinions are, in their usual way, split. But including this system certainly bumps up the base price.

The standard G37’s steering ratio is a fairly quick 16.4:1. The Sport Package quickens this to 14.7:1. In addition to steering the rear wheels up to one degree in phase with the fronts, the 4WS includes an active variable steering ratio that ranges from 11.9:1 to 14.3:1. So the AE’s steering feels ultra-quick, right? No, not really. It feels quick and firm compared to the relaxed systems in domestic cars, but you’ll find quicker- and sharper-feeling steering in front-drivers like the Nissan Maxima and Acura TL—and in a 3-Series fitted with active steering. The 4WS might be a factor, since steering the rear wheels can effectively slow the steering ratio to 20:1. BMW’s active steering encompasses a similar range without involving the rear wheels, and its variation feels much more dramatic (not necessarily a good thing).

Whatever the cause, even with 4WS the G37 Infiniti steers close to conventional German steering systems, which avoid ultra-sharp steering reactions as they might lead to unplanned lane changes on the Autobahn. The G37 AE’s highway tracking is certainly relaxed, so 4WS seems to provide a benefit here. But in aggressive driving at moderate speeds the steering doesn’t quicken up and sharpen up as much as I’d personally prefer. The steering in the best German cars provides clearer feedback and makes corner carving more intuitive. With the G37, you receive more feedback through the seat of your pant than through your fingertips. The G37 also feels a little larger and heavier than the original G35, no doubt because it is a little larger and heavier, but also because of the usual sacrifices made in pursuit of refinement. Overall the G37’s steering is good but not great.

Even though the engine is positioned well rearward in a “front-mid” configuration, the G37’s weight distribution is a somewhat nose-heavy 54/46. This comes through in the handling, which is certainly more balanced than in a front-driver but retains a touch of understeer. Unless you get on the gas, in which case the car quickly transitions to severe oversteer. The limited-slip differential might play a role. Being able to steer a car with the throttle is a major benefit of rear-wheel-drive, but optimally the transition into oversteer can be gradually dialed in. Turn the G37’s stability control system off and you’d best be very careful as your right foot works its way up a definite learning curve.

Why turn the G37’s stability control system off? These days most such systems are virtually transparent in their operation. This isn’t one of them. The G37’s stability control cuts in early and aggressively. You don’t need the warning light to know when the safety nanny is cutting in. Why is this happening in a 2010 premium sedan? One suspicion: a quick-and-dirty fix for the tendency to sudden oversteer despite the fact that they’ve had years to sort the chassis out. Driving on unpaved roads suggests that winter driving would be…entertaining. It should go without saying that, for snow and ice, the standard summer tires should be replaced with winter treads.

The AE’s standard sport suspension is very firm, with the usual plusses and minuses. Body control is very good, with no slop in transitions, and the car is quite fun when rocketing along a curvy road. But settle back for a long, casual drive, and the suspension does not relax with you. There’s no bobbling about, but bumps tend to effect sharp vertical movements. The ride is often busy, and can lapse into harsh. Most enthusiasts will be willing to pay the price. Others will be unhappy.

Price has always been part of the appeal with the G. It has edged up over the last seven years, but remains considerably lower than the German competition. The AE might push some limits nevertheless. The Premium, Navigation, and Sport Packages are all standard, along with the spoilers and the 4WS. Infiniti has knocked off a few hundred dollars compared to where a G37 would normally be with this level of equipment, but this still leaves $44,585. Whether or not this represents a good value depends on whether you’d check off the same boxes if you had a choice.

Ultimately, there’s one compelling reason to hunt down a remaining Anniversary Edition: the red leather. Want a manual transmission, or a more livable ride, or the lower price that attends fewer features? Perhaps the 4WS (which adds about $1,300) or the spoilers (which add nearly a grand) aren’t your cup of tea? Then that red leather will carry too high a price. Narrow market? Clearly, but then Infiniti only made 350 AE sedans.

Aside from the red leather, this special edition isn’t any more special than the regular G37. But then the G37 is a special car. The G35 saved Infiniti by combining a strong V6 and right-wheel-drive with the right size, the right price, and the promise of sub-Euro maintenance costs. Though the size and price have crept up a little with the G37, the G formula remains highly appealing.

Infiniti provided the vehicle, insurance and one tank of gas for this review

Michael Karesh owns and operates TrueDelta, an online source of automotive pricing and reliability data

Get the latest TTAC e-Newsletter!

45 Comments on “Review: 2010 Infiniti G37 Anniversary Edition...”

  • avatar

    Has Infiniti smoothed the G37 engine? The first gen G35 felt like a near luxury sedan fitted with a truck engine. Fix the engine vibration and it would be a serious 3-Series/A4 contender.


    • 0 avatar

      Well that depends on your context. Is the G37 smoother then the G35? My test drive of one (during which I floored it several times) when compared to my father’s 2004 G35 would say yes. Will it ever match the hushed hammer of an IS350 or the linear response of a 335? No. And it most likely never will.

      The fact that the Germans have gotten closer to the G’s size is indication enough that Infiniti has a contender. Full disclosure of MY context, I ended up buying the Lexus (and a IS250 at that).

    • 0 avatar

      If sounded and felt smoother than I recall the engine in the G35 feeling, but as meefer and the review notes it’s still far from the smoothest.

      I’m driving a Lexus IS-F this week which, though very quick, has me missing the greater responsiveness and lighter feel of the G37.

    • 0 avatar

      I went the same way: IS-250 over G37 (although we considered a coupe, not sedan as reviewed). G37 seemed too big. Postfactum I understand that Nissan saw fit to use sedan’s wheelbase instead of Z’s and that pretty much ruined the deal. But it was a great performer. Just didn’t do “it”.

    • 0 avatar

      A4 has a smooth engine?

  • avatar

    “The G35 saved Infiniti…”

    Yep, the G35 saved Infiniti by cleansing the Skyline of its roots and then turning it into a perpetual BMW 3er wanna-be.

    • 0 avatar

      Here in North America, only the geekiest of auto-knobs gives a crap about the Skyline’s roots. The G is what it is.

    • 0 avatar

      And what would the geekiest (and those no so geeky) say if, hypothetically speaking, Mitsubishi decided to turn the Evo into a premium performance sedan?

    • 0 avatar

      The difference is that the Skyline was never sold here. Unless it was a grey market import, or you watched auto magazines really closely, or people here wouldn’t even know what a Skyline is. I shouldn’t forget that the Skyline probably appeared in video games too. Maybe it’s the digital crowd that’s angry about the ruination of the Skyline?

    • 0 avatar

      I’m not sure about the digital crowd, but a small Canadian crowd may be angry. Cars 15+ years of age are allowed to be imported and a lot of those imports are Skylines. Curiously, I see about as many old Skylines as new G35/G37s.

    • 0 avatar

      Everyone got bored of the Skyline pretty quick.

      Delicas though… those damn things are everywhere now.

    • 0 avatar

      I saw a couple of Skylines just this week in Albuquerque. I didn’t know about decals. Also, the body style looked unusual. At first I thought it was some kind of Z with a body kit, but it looked a shade longer.

    • 0 avatar

      @PZ Hmm, it looks like you actually saw GT-Rs because the ‘true’ Skyline (R32-R34) looks nothing like the modern Z, while V35+ Sky’s were/are sold under the Infiniti brand.

  • avatar

    I wouldn’t kick either the G Sedan or G Coupe out of my driveway for eating crackers in it.

    But Infiniti needs to get a smooth V6. It was smooth back when it was a 3.0V6 but now that it’s been bored and stroked again and again, they might need to go back to the drawing board.

  • avatar

    I like the G’s. Fast, feature-filled, respected if not revered brand, slick looks. Don’t own one though. Kind of like the TL, this car strikes me as a decision you make with your head, not your soul. I personally have recommended the car to many people, but am saving up for something a little stupider but more involving.

    • 0 avatar

      Agreed. While I was shopping for my wife’s car, the decision came down to either a new G35 or a certified pre-owned BMW 335. I test drove both cars and both were fantastic. The power and handling were far beyond any car I owned in the past. In the end, though, I chose the 335. As Lawmonkey alluded to, it was a decision that came from the heart, not the head.

      We’ve owned the car for about a year now. Although its reliability has hardly been perfect, I’ve never regretted my decision for a moment.

  • avatar

    On the reliability front, the 2007 G35 suffered from some minor glitches early on. Since then these have been very reliable cars, based on responses to TrueDelta’s Car Reliability Survey:

  • avatar

    It seems like the G37’s 4WS falls into the same boat as the old SUPER HICAS or Honda’s 4WS — kind of neat, but is it worth the tariff? I used to a have a 4WS Prelude, and the four-wheel steering was a neat parlor trick (it took me months to relearn parallel parking, because the turning radius was dramatically shortened), but when I consider the 10% price premium it tacked onto the car, it was pretty hard to justify versus the perfectly competent standard Prelude Si.

    • 0 avatar

      The systems in various Nissans don’t turn the rear wheels opposite the fronts to shorten the turning radius. They only turn the rear wheels in phase with the fronts and operate only at higher speeds.

    • 0 avatar

      The 4WS is intended to control tail wag during abrupt lane changes At high speed. It probably works well in that context.

      While researching the G37S coupe, I came across two comments which greatly influenced me. One came from Edmunds. On the track, they liked the G37 without 4WS. With it, they could not accurately aim the car. It seemed like the computer couldn’t figure out what to do with the rear wheels. The other comment came from a Canadian driver who had driven a 300ZX with HICAS. The first time he took it through a fast corner, it scared the crap out of him. These comments led me to reject 4WS for my car. The extra weight, expense and complexity were additional reasons.

    • 0 avatar

      Had Super HICAS in an old 240sx. Everything was fine up until a certain point and then suddenly the car would develop a mind of it’s own. It made the car unpredictable and not a lot of fun near its limit and completely obscured how hard you were pushing the car.

      Plenty of grip left or about to perform an impressive 4 wheel drift into a tree? I always assumed the latter and backed off.

      I hope/assume they’ve improved it.

  • avatar

    I like the Infiniti cars, although the name is tacky. It is good to see Rear wheel drive Japanese cars that aren’t Lexus. For some reason Toyota and Lexus don’t appeal to me, they give a bland boring ordinary image.

  • avatar

    A coworker of mine has a g35 sedan in this body style. It’s got better size / proportions than a 3 or an IS from a useability standpoint. The refinement / driving feels lacks a bit

  • avatar
    Amendment X

    Previous generation G35 coupe = brilliant design.

    All other Gs = average design.

  • avatar

    I really don’t like that red leather look.
    Perhaps if seen in person it would look better.

    As far as the rear seating, how does it compare to the A4 or 3?
    I can’t sit in a 3, but it feels a little better in the A4.
    I suppose these are considered the same category, right?

    • 0 avatar

      I second your red leather comment… seems out of place for a luxo-sports car. I wouldn’t mind seeing this in a Z, or a WRX, or any non-luxo sport-like car, honestly, but in my book luxury cars should have much less visual drama on the inside; a luxury car should speak to you through textures, material, and quality, not via bright colors.

    • 0 avatar

      Rear seating is about equal with the current A4.

      The red leather looks better in person than in these photos, which are a little oversaturated.

  • avatar

    Give it the 5.0L V8 and make the entire interior red.

  • avatar

    Excellent review. I currently have a 07 G35 and had an 04 before that. I am currently in the market for a new car.

    While the G37 is not as good a car as a 3 series, for me it came down to the price. I can get a loaded 328i for 42k. It has 230 hp or I can get a loaded up G37 for 39k that has 330 hp. After having several cars now with north of 300 hp it is awfully hard to go back to a 230 hp car. In order to get that much horsepower out of a BMW, I have to step to a 335i which costs 10k more.

    And the same goes for Audi. I need to step up to an S4 in order to get the bigger engine.

    Both of the G’s have been good cars, no major problems with either. The engine does run a bit rough. The clutch pedal vibrates a lot at idle on my current one. The interior on the 04 was nicer. They are very pretty cars. My current sport with the larger wheels is really sharp.

    I do not think that I will be getting another one though. I am considering buying a used 335i this time.

    It is hard to argue with the price of this car, but if Infinity tried to price it at 50k to compete with the 335i no one would buy one.

    • 0 avatar

      Or one can just wait a little bit, buy a Buick Regal with turbo and save a mound of cash.

    • 0 avatar


      Why would he buy a regal when both of the car he stated is either RWD or AWD?

      I don’t think AWD on the Regal is coming out any time soon…

    • 0 avatar

      I wasn’t talking about Doc – what he obviously wants is a 335i. True, if RWD is a must, the Regal is not an option. However, if one wants a well-priced entry-level luxury sport sedan and can live with FWD (kind of handy on ice, too), the Regal with its upcoming 220 hp turbo is one’s top choice. Compared to the G series, the Regal – as the Opel Insignia – is far more modern, more refined, better engineered, handles better, and has a way better fuel economy.

    • 0 avatar

      Although the Regal is pretty sharp, I do like rwd cars. I just like the steering feel better.

  • avatar

    I like the sharpened front end of the refreshed G as compared to when it launched. I think it’s a better looking car than the M, which is a bit doughy and weird. Unfortunately the interior still sucks, no comparison to the M there.

    The Infiniti still has to make its case on price, because if you take that out of the equation, the S4 just kills it. The QuattroSport diff makes a hell of a lot more sense than silly rear wheel steering.

  • avatar

    Jelly beanesque exterior appearance fails to excite me.

    Would still prefer to motorvate ’round the burgh in a 1969 Dodge Dart even it was propelled via a slant-six though a 318 would be mo’ liver quiver inducing.

    Or an early 70s Duster.

    Maybe it’s those torsion rods below with the Duster that adds that little extra unexplainable pizazz.

    Can omit the 8-track player, though.

    Advantages of a CD player simply too great to adhere to ancient tape technology.

  • avatar

    “..and the promise of sub-Euro maintenance costs.”

    Who promised that!? I purchased a new G35x in 2004 (six years old yesterday) and it’s been a great car thus far. I have 51k on it and it’s been pretty bulletproof since I took delivery. My dealer is the only complaint, I feel like I’m getting ripped every time I pull into the service drive. I take my car to the dealer even though warranty has long ago expired because I want my car fixed right and I need a loaner to get to work (convenience factor). You do pay for it, however. $600 for front pads (ceramic) and rotors, $129/hr for labor, etc. Here are some recent quotes:

    Trans fluid change: $165
    Transfer case fluid change: $170
    Front and rear diff fluid change: $220
    Cooling flush: $150

    Here’s where it gets interesting; I took it in recently complaining of front end noise (crunching). I was told my compression rods needed replacement to the tune of $800. I ok the repair and 5 minutes later I find a TSB saying to replace the compression rod bushings only, not the whole assy. I explain this to my service rep and he gives me lame reason (we don’t service the AWD rods b/c they are steel). Ok, whatever, I need to get home. A few weeks later, I email the service director and he admits the error and now I am having the above services performed for free. Thank god for the internet.

    As for this AE, I like the color scheme but it reminds me of a mid-70s GM product like a Cutlass or GP. Nice car but if I purchase another Infiniti, it will be an M37 Sport or FX50.

    • 0 avatar

      Perhaps you’ve simply gotten a bad dealer. Infiniti dealers are regularly rated in the top five with consumers, along with Lexus, Lincoln, and Buick.

      Some other musings: they are fixing your problem for free after you found the TSB. Do you realize the percentage of dealers of any brand that willingly give out free fixes based on TSBs? It’s so close to zero as to be negligible. Also, $129/hr labor is $20/hr more than the combined Chevrolet/Cadillac/Toyota/Scion/Mitsubishi dealer here that I had my last two cars serviced at. It’s been at this price since at least 2006. The prices you quoted for specific services are not only not far off independent, low-quality shops (Monro, Meineke), but are in line with what most dealers charge, in my experience.

      I will also point out that you admit to choosing to have the vehicle serviced at the dealer, implying that you acknowledge its higher cost as a necessary evil.

      The initial comment from the story, I believe, was referencing the classically better reliability record of Nissan (and, especially, Infiniti) products as opposed to the established European luxury manufacturers.

      So, in sum, you want dramatically better service (I’m not sure what dealers you’ve dealt with in the past) for dramatically less money. TINSTAAFL…

  • avatar

    Of course I acknowledge the higher cost having my car dealer serviced as a “necessary evil.” However, I was overcharged by about $400 on my last visit which is the only reason that my next visit is free. I’m not looking for freebies here but I do expect to be treated fairly for my $129/hr. I shouldn’t have to go digging for TSBs, they should know them all and they probably do.

    Overall, I think Infiniti service is outstanding. No matter what my issue has been over the past six years it has been dealt with swiftly and without arguement. That’s real customer service and probably the reason why they’ll be at the top of my list when it’s time to trade up.

    “The initial comment from the story, I believe, was referencing the classically better reliability record of Nissan (and, especially, Infiniti) products as opposed to the established European luxury manufacturers.”

    Thanks for clarifying, come to think of it, that is one of the main reasons why I went Infiniti in the first place!

    Finally, I think my Volvo dealer has a lower hourly rate, but I’m not certain. I’m sure it’s competitive.

  • avatar

    Test drove a G37x the other day and was pleasantly surprised. Second time in the past 3 months that I’ve been pleasantly surprised by an Infiniti (last time was the M37X).

    G37 is quick and comfortable, and the handling felt good, even though the sport suspension isn’t available with AWD (stupid, IMO).

    A few things will stop me from buying one, though:
    – no fold-down rear seat. (it’s amazing how often that comes in handy)
    – no sport suspension with AWD
    – not truly a fan of the styling
    – felt “nice” to drive, not inspiring or really special.

    I’m headed towards a modestly-equipped Audi S4, which will certainly cost more, but is much more entertaining to drive, plus has added practicality with a larger trunk, folding rear-seat and better space in the the back.

    Not to mention that the S4 is less ubiquitous (G35s/37s are EVERYwhere in my area), and much better-looking, IMO.

    • 0 avatar

      This is exactly the problem that’s been affecting both Infiniti and Acura for quite a while. Those are kind of ‘nice’, kind of sporty, kind of upscale, but never strikingly so. As a result, you may easily like one, but you rarely become infatuated with it.

  • avatar

    Nice review. I switched from a 325i to a G37S 6MT last year and echo many of the reviewers comments. The engine is powerful and quite likeable but rough as guts over 5,000rpm where the serious power is to be had. After the silk of the BMW, it is very hard to take and annoys me to know. The larger physical size is well appreciated especially in the back. With respect to handling it is a blunt instrument compared to the BMW. It has too much understeer which needs to balanced with early throttle application. The problem is that with the electronic nanny on it kills the power way too quickly (and comes back way too slowly). With it off it can snap into full on, whoa there! oversteer without a moment’s notice. The half turned off DTC mode on the BMW is a lot better.

    In summary a performance bargain but you still get what you pay for. Mine ended up at $35,500 (MSRP low 40’s). If I was spending 45K I’d be in a BMW no question

  • avatar
    Cougar Red

    I just purchased a 2010 G37 sedan. My last car was a 2004 G35 sedan. A few comments:

    1. Out of 100 cars Infiniti sells, 40 are G37 sedans. It’s their bread & butter. Yet it competes in one of the most competitive segments in the market. So you know Infiniti is putting its best foot forward with this car. They can’t afford not to.

    2. The price between similarly equipped 2004 and 2010 models did not materially change in 6 years. Yet the 2010 model is faster with more horsepower, 7AT v 5AT, better gas mileage, much better cabin technology, and roomier. Maybe I overpaid in 2004. Maybe I got a screaming deal in 2010. Either way, it reminds me of a real good home computer. Seems like it always costs about $2500, but you get more for your money year after year.

    3. My 2010 version (non-sport, 17″ tires) is much quieter, smoother over bumps, and gets better gas mileage. Road noise, feeling every bump and poor MPG were about the only things I got tired of in my 2004 G.

    4. The VQ35 engine seemed “torquier”, especially at the low end. The VQ37 on the other hand feels like my Dad’s old 533i. When he bought that car in 1982, we were amazed because we’d always be surprised at how fast we were going when we looked at the speedometer. It just didn’t feel like we were going that fast. I get a similar sensation with the G37. It’s sneaky fast.

    5. One of the things I liked about the G37 is that it was only about 1 inch longer and wider than than the G35. My garage is the same size it was in 2004. I guess I could have cleaned it out to make room for a larger sedan, but I appreciated the fact that Infiniti has resisted the urge to bloat the G.

    6. Despite the same relative size, the cabin feels much roomier on the G37. I don’t know how they did it. Visibility is awesome.

    7. I can’t fathom why any red-blooded male would pay $5K more for a 328i.

  • avatar
    Bunk Moreland

    Infiniti is one of the only companies doing everything right. I would never buy a droll Nissan, but what they’ve been able to do with the G35/G37 is amazing. Beautiful and potent.

Read all comments

Back to TopLeave a Reply

You must be logged in to post a comment.

Recent Comments

  • tomLU86: Flawed ergonomics? Do you mean the mail slot trunk opening or smallish rear seat? Or the appearance?...
  • pmirp1: dal20402, we already know you run away from fights in Seattle. In East St. Louis you do the same.
  • FreedMike: Northstar Caddies were great…until a few years down the road, when the engine self-destructed.
  • dal20402: I swore in my reply and so it got caught in purgatory, but the short version is: I’d take my chances...
  • FreedMike: Things didn’t go so well for the guy who lit the fuse on the Eldo, though…

New Car Research

Get a Free Dealer Quote

Who We Are

  • Adam Tonge
  • Bozi Tatarevic
  • Corey Lewis
  • Jo Borras
  • Mark Baruth
  • Ronnie Schreiber