Infiniti G37 2013 Review

Infiniti G37 Coupe and Convertible

Not so much:
>> Cargo space of convertible model
>> Scuttle shake and rack rattle on convertible
>> Nissan-sourced switchgear & centre-stack

OVERVIEW

G37 utilises a front-midship, rear-wheel drive layout familiar to the Z, albeit with dimensional changes to the track and wheelbase, as well as modified suspension geometry and steering ratios.

Familiar also is the capable VQ37 six-cylinder engine that powers both variants. The powerplant is paired to a svelte seven-speed electronically-controlled automatic transmission. It’s a formula not uncommon in the Nissan/Infiniti portfolio, the unit mounted in both longitudinal and traverse applications.

Depending on variant, the G37 is offered with a swag of high-tech mechanicals and equipment, including four-wheel steering, BOSE audio and an automated folding hardtop.

The two-door models are the fourth to join the prestige marque’s Australian line-up, and will go on sale alongside the M sedan and FX SUV. 

The range is topped by the $87,900 G37 Convertible S Premium which adds bigger brakes, 19-inch wheels with tyre pressure monitoring and a 13-speaker BOSE Open Air sound system. While the $83,500 G37 Coupe S Premium receives sports suspension, four-wheel steering, a limited-slip differential, sports seats and a rear lip spoiler.

Infiniti’s Wolverine-like Scratch Shield self-healing clearcoat paint is standard on all G37 Coupe and Convertible variants.

Pricing sees the G37 competitive with its Japanese and European contemporaries (see COMPETITORS), a fact that should see the model significantly bolster Infiniti’s prospects in 2013.

Fuel economy is rated at 10.5L/100km (11.4L/100km for Convertible) on the combined cycle with CO2 emissions of 246g/km (264g/km for Convertible). Infiniti G37 models require 95 RON PULP or higher.

The G37 Coupe and Convertible are offered exclusively with a seven-speed electronically-controlled automatic transmission driving the rear wheels. Much like the Nissan 370Z, the unit is equipped with downshift rev-matching and driver-adaptive shift patterns. It can be operated via drive (D), sport (DS) or manual modes -- the latter controlled by steering column-mounted magnesium paddles.

The G37 rides on a double wishbone (front) / multi-link (rear) suspension arrangement with lightweight 18x8.0-inch or 19x9.0-inch alloy wheels, depending on specification. They are shod with 225/50 and 245/45 series rubber respectively.

Convertible models feature 19x8.5-inch alloy wheels with 225/45 series tyres at the front and 19x9.0-inch and 245/40 series hoops at the rear.

Steering is a variable ratio, speed-sensitive electrically-assisted unit across both body types with the high-grade Coupe offered optionally with Infiniti’s four-wheel active-steer system (4WAS). Top-spec models also receive a limited slip differential.

Braking is managed by aluminium four-piston calipers grabbing 320mm discs at the front and two-piston units on 308mm rotors at the rear. S Premium models receive 355mm front and 350mm rear discs.

PACKAGING

The reason for this compromise is the installation of a three-piece “clamshell” folding hardtop. Retracting in 25 seconds the roof cuts a svelte silhouette for G37, insulating much of the road and wind noise noticed al fresco. A manually-installed wind blocker is included; however, this eliminates the use of the back seat…

Despite its plush leather and semi-soft-touch surfaces, the Infiniti G37’s cabin is still very much similar to the Nissan product. Indeed, those familiar with 370Z, Maxima or Murano models will no-doubt recognise the parallels between much of the switchgear, centre-stack, steering wheel and console.

For Coupe models the rear seat folds to allow through-loading of long objects. The seat folds in one piece (i.e. there is no split-fold functionality).

SAFETY

Regardless, the Infiniti G37 is well specified in terms of standard safety equipment. All variants receive electronic stability control, traction control, anti-lock brakes, electronic brake-force distribution and brake assist. Driver and front-seat passenger airbags are fitted to both the Coupe and Convertible models along with ceiling-mounted (Coupe only) side-curtain airbags for front and rear-seat passenger head protection. For Convertible models, door-mounted side-curtain airbags and dual pop-up rollover bars are included.

Both the G37 Coupe and Convertible also receive Adaptive Forward Lighting (AFS), three-point seatbelts with pre-tensioners and load limiters, active head restraints, and ISOFIX and top-tether child seat anchorages. Front and rear crumple zones are of course included into the G37’s monocoque with the engine designed to move under the passenger compartment in the event of a high-speed frontal collision.

COMPETITORS

Thus the G37 will go head-to-head with the likes of BMW’s 320d Coupe, which starts at $69,500. BMW’s cheapest petrol-powered 3 Series offering, the comparably spec’ed 325i, is listed at $83,815, while the Bavarian brand’s 3 Series Convertible competitor starts at $82,500.

Lexus’ lone coupe/cabriolet offering, the IS 250 C, is priced at $76,300. While the Audi A5 Coupe range is listed from $66,900 to $95,900 (MRLP) and Cabriolet range from $78,500 to $108,800.

The entire hoard of midsize prestige models are undercut by the three-pointed star brand with Mercedes-Benz’s C-Class Coupe beginning at just $58,900.

ON THE ROAD

Muddling through Melbourne’s CBD to the poorly-maintained back roads of the Macedon Ranges, the G37 Convertible (S Premium) showed itself as an enthusiastic performer. The engine offers a linearity of performance and is equal parts predictable and athletic.

The smooth-revving atmo V6 delivers the greater part of its power high in the rev-range which suits the sportier (DS) transmission setting or manual override. Here, the transmission is quick and velvety smooth, managing promptly any change in throttle input with gauged response.

But it’s not all milk and honey.

The G37’s suspension is firm and the body languid in its response. Combined, the result is an unhappy mix of scuttle shake and rack rattle at odds with the car’s premium positioning. There’s a significant level of kickback through the steering on uneven or poorly cambered bends. The steering wheel jars and shimmies as the front wheels pursue footholds in the pockmarked surface – a shame considering the pleasant weight experienced over smoother roads.

In fairness to the product, the roads on test did little to highlight the car’s positive attributes. That said we’ve tested many vehicles on the same circuit with more favourable results.

Swapping into the hardtop version for the return trip there was a noticeable improvement in rigidity. The G37 Coupe S Premium felt surer through bends and reacted quickly to steering input thanks to Infiniti’s 4WAS all-wheel steering arrangement. Replicating an abrupt lane change, the 4WAS steering proved just how sharp the system can be. The extra metal through the Coupe’s upper body also improved confidence notably.

On the highway, the Coupe is quieter than the Convertible (roof on) with less tyre roar entering the cabin. The cruise control maintained speed with aplomb, even when descending sustained declines, and the transmission shifted effortlessly on uphill runs, at no time ‘hunting’ needlessly for the correct ratio.

If we had one final observation it would be that brake pedal feel lacks the modulation of many of Infiniti’s European contemporaries. With a little more refinement, the stoppers would have the control to match their (considerable) muscle.

Given the G37’s lineage can be traced back to 2006 (and development back to 2002), it’s understandable the G’s design age is showing. An all-new model is expected at the NAIAS in Detroit next month [January 2013] which is certain to improve the model’s prospects.

For now, however, the G37 is a model best suited to those chasing a prestige car without the prestige price tag, or those who favour distinction over dynamism.

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