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2008 Infiniti G37 S 6MT Road Test

That sound. That intoxicating sound. I don't know how Nissan/Infiniti engineers

The sound of the G37 is addictive - you'll want to drive around with the windows down and sunroof open all the time! (Photo: Justin Couture, American Auto Press)

manage to make their V6 sound so good, but the fat twin pipes bellow a pure mechanical sound that's like nothing else out there. Dare I say, but I think it tops greats like BMW's M3. If Infiniti's sales staff took potential purchasers on a test drive route that featured any sort of long tunnel they would most likely be able charge just about anything they wanted for the G37. What APR? Undercoating? Life insurance? Sure I'll sign, just gimme, gimme, gimme. Pure ear candy doesn't even begin to cover it.

The source of such aural pleasure? The newest iteration of Nissan's award winning VQ series V6, called the VQ37VHR. A stroke increase bumps displacement from 3.5 to 3.7 liters, and as a result changes the badge on the car from G35 to G37. In addition, the G37 also gains the VVEL system, Infiniti's take on continuous variable valve timing. Output is increased as well, a full 50 horsepower more than when the G35 coupe debuted five years ago and 24 more than the current G35 sedan, to 330 at 7,000 rpm. Torque is up a bit too, with a maximum of 270 lb-ft at 5,200 rpm. Remarkably, this is an engine that likes to stretch its legs all the way up to a redline of 7,500 rpm.

Manual gearbox is an option - but it's well worth the price. (Photo: Justin Couture, American Auto Press)

To bring the engine to life, simply slide behind the wheel, no need to remove the key from your pocket. Then press the start button. The rasp in the exhaust indicates that everything is a go. The new engine is complemented by a close-ratio 6-speed manual gearbox on the G37 S 6MT model, with a five-speed paddle-shift equipped automatic as standard equipment. The red S badge on the car stands for sport, a package that includes an assortment of go-fast hardware such as a quicker steering ratio, 14-inch front brake rotors with opposed-piston calipers, stiffer suspension rates, nineteen-inch wheels, and a viscous limited-slip differential.

The G37 also comes with a bit of technology that hasn't really been prominent in the auto industry since the late '80s. During the Japanese sports car boom, the land of the rising sun was fixated on four-wheel steering, offering it on such cars as the Mitsubishi 3000GT, the Nissan 300ZX and Honda Prelude. You could even find it on the older

Cabin has a cozy, high-quality feel. There are plenty of toys, from the iPod link to seats with adjustable bolsters. (Photo: Justin Couture, American Auto Press)

Infiniti J30 and the Nissan Skyline GT-R. At a cost of $1,300, G37 Sport or G37 S 6MT models can be outfitted with four-wheel active steer (4WAS). The system receives feedback from several sensors and the driver's steering input to steer the rear wheels up to a single degree. I can't say that I truly sampled this system due to the fact that there's still snow on the ground, but the car did seem very stable at high speeds.

Hustling the G37 through some corners on a unexpectedly dry day, I expected and found a performance coupe with neutral tendencies that even on 19-inch Bridgestone Blizzak winter tires liked to slide around corners with minimal understeer. The linear, responsive steering is truly superb, with fantastic feedback complemented by a mechanical-ness in the shifter that some might see as a lack of refinement, but to me its serves as a reminder that I am piloting a machine, and not the other way around. If you don't choose to shift gears yourself, then you have missed the point of this car. The automatic gearbox is smooth shifting, however, as reported by our editor in the West, and the paddle-shifters do their best to give the car a sporting demeanor. Shifts aren't quick enough to compete with the

The wheels look cool, as do the calipers, but the brake pedal's a bit soft. (Photo: Justin Couture, American Auto Press)

sequential-manuals in this segment, however, so once again the 6MT is the one to have if you want to get your adrenaline going.

Of concern is the brake pedal; it's much too soft and while it doesn't inhibit the brakes from fulfilling their task, the long pedal travel is a bit disconcerting when you're in a hurry to scrub off some speed. Another possible issue is winter driving. A night spent with the G37 was one of blowing snow and icy conditions, which required a serious reduction in speed even though it was on snow tires. While the car never felt unsafe, great care is needed to keep it in control as just a little throttle application would send the rear wheels sideways and flash the traction light repeatedly. Perhaps one day soon, Infiniti might consider offering the G37 with the ATTESA-ETS all wheel drive system from the sedan.

When the G35 coupe was first introduced in 2002 as a 2003 model, Infiniti not only cranked one right out of the park, but right onto the road. The coupe became the it car to have if you were young and successful,

A beautiful shape, wouldn't you say? (Photo: Justin couture, American Auto Press)

displacing the 3-Series as the choice in the US. The first car I ever reviewed was a 2004 G35 Coupe, which I commented on as “one of sexiest coupes on the road today.” Do I still feel this to be true about the new car? Yes and no. Since it is advances on that theme, the shape is familiar and not as revolutionary as it once was a few short years ago.

The G37 is also slightly larger than the G35 coupe it replaces, and that body is 36 percent stiffer than the original. It is also 235 pounds heavier than the older car, not to mention adds 136 pounds of extra weight over the current G35 sedan due to tougher crash test requirements for cars with larger door openings. In profile the G37 looks long, its wheelbase is shared with the sedan but the wheels are pushed more to the corners and therefore the coupe is shorter than the four-door, and a bit wider. The aggressive front headlights are adaptive (optional as part of the technology package) xenons and provide excellent visibility.

The tester provided to me by Infiniti was coated in one of the brighter options to grace the G37's color palette, the interestingly named Vibrant

Styling emphasizes the G35's features. Look carefully and you can spot the radar cruise control in the lower air dam to the right of the license plate. (Photo: Justin Couture, American Auto Press)

Red, which not only stands out but doesn't hide the car's muscular curves like a dark color would. However, someone I know shopping for a used G35 coupe didn't care for it at all, and I suspect most of these cars will leave dealer's showrooms in Black Obsidian or Platinum Graphite.

The S' standard 19-inch multispoke alloys come across as classy yet sporty all at once, and stand out no matter your choice of paint color. And with black Infiniti script on a silver finish, the brake calipers behind the alloys look much better than any BMW brakes do. While the brakes most likely don't need any extra cooling, the vents in the front bumper are fake and are made of a cheap looking black plastic. From the rear things look really good, but the lens for the rear view camera could be hidden a bit better.

The interior is the same as the sedan and unabashedly Japanese. The gauges, for instance, are accented in Koki, a deep violet color, which in Japan has an association with things stately and royal. The fabulous textured aluminum trim (di rigueur on anything sporty) is inspired by Washi, Wa meaning Japanese and Shi meaning paper. Washi is made from the long inner fibers of three different trees. Less than 350

Washi and Koki meet high-tech gadgets in the G37. (Photo: Justin Couture, American Auto Press)

families in Japan still engage in the practice of producing the paper by hand. The G37's metal trim is probably produced in an industrial park in a Japanese prefecture, but it does look neat.

Most Infinitis and new Nissans feature an interior built around the main LCD display, and the curiously angled controls. Although I never got used to it, the system is easy to figure out and can be operated with minimal distraction after the first couple of times of use. Alternatively, the system also responds to voice commands, should you like keeping your hands on the steering wheel at all times. If you opt for the Navigation Package, navigation is included, as well as a highly advanced audio system which consists of an AM/FM/CD/XM head unit, and a 9.3 gig hard drive to store tunes. It also includes a slot for a compact flash card, and there's a proper USB plug for your iPod in the armrest. Every other automaker needs to take note of Infiniti's execution on audio integration. Oh, and the Bose speakers sound fantastic. My only complaint is the same one I have with a lot of other systems, it doesn't display the XM song information when the navigation

Gauges are easy to read, despite displaying plenty of info. (Photo: Justin Couture, American Auto Press)

map is on screen, only the channel number.

Ironically, one problem we had with this particular test car was with the analog clock; it seemed to flicker like that florescent light in the corner of your office. While I know it is an Infiniti trademark, it looks a bit out place in such a modern car, and whenever I needed to know the time the traditional clock in the console was always the last place I'd look, especially since it's mounted near the middle of the console, not in the driver's line of sight. The high quality black leather sport bucket seats, on the other hand, are supportive, comfortable and offer adjustable bolsters. The driving position is low slung, as expected in a coupe, and while the seat can be raised you might find doing so a bit of a challenge due to a very narrow space between the door and the side of the seat. The older system, with the seat adjusters atop the lower inside bolster might have been criticized, but it was certainly more effective for making adjustments once the door is closed than the current solution. As for the rear seats, it's best not to force someone of adult size to ride back there for long periods of time, although legroom

Such a good engine. Why isn't it in the G and M Sedans and the EX and FX too? (Photo: Justin Couture, American Auto Press)

is actually decent, and Infiniti has made the entry and exit process easy thanks to redundant power switches that rear-seat riders can reach. The rear seats do fold down, which expands on the shallow trunk's meager capacity.

In addition to that clock, the blank switches between the heated seats were an eyesore and cheapen an otherwise nicely finished cabin. Details like these differentiate the G37 from the 335i in a negative way. The headliner and pillars were a bit out of place in contrast to the black interior as they were a dirty gray color instead of black to match. Sure black might be a bit confining, as a lighter color overhead creates an illusion of space, but as the Germans have figured out, monotone interior colors looks more coherent and much more upscale. Of the Japanese automakers, only Acura seems to have plagiarized this trick. It actually annoys me enough that I would opt for the stone interior, since the seats might match the headliner. For the record, it bugs me in my Mazdaspeed6 too. If I want a black interior, I want an all black interior. If I want it to be as though I'm sitting in a Dickensian coal bin, I should at least have the option.

A worthy competitor, and it won't break the bank. (Photo: Justin Couture, American Auto Press)

Headliner and all, it doesn't take a whole lot of money to put this coupe in your driveway. Prices for the regular automatic G37 begin at $34,500, with the manual 6MT model starting at $35,800. My car featured the technology package at a cost of $1,150, premium package ($3,200), a rear spoiler ($550), navigation package ($2,200), and the Four-Wheel Active Steering (4WAS) for $1,300. This pricing structure is somewhat misleading, because you can't opt for the 4WAS without first getting the premium package. You can, however, equip your G37 with the premium package but not 4WAS, which is the way I would go. In fact, you need the premium package before opting for any of the other packages except for the rear spoiler. My test car had all the packages, and at $44,200 undercuts a similarly equipped 335i Coupe by almost $10,000.

So, is the new G37 the same home run that the old G35 Coupe was? I don't know. Since that time BMW has released an incredible car called the 335i Coupe. It all comes down to one's personal preference. Yes, I am aware that's a cop out. Let me put it this way; if it were my money to spend I don't know exactly which one I'd buy. I am on record as loving the 335i, but the G37 is the more attractive, if slightly slower option. Drive them both and choose one. Choose wisely.

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