A list of features for you now that you’ll find on the 2009 Infiniti G37 x Coupe’s window sticker: AABS, DS, HID, ALR/ELR, ABS, EBD, VDC, TCS, TPMS, VSS, ICC, AFS and finally, ATTESA E-TS. The last one, at first glance, might be a launch code to a submarine-based Trident II nuclear ballistic missile.
What is it?
Infiniti ’s G37x Coupe is quite like the standard G37 Coupe in the “Journey” trim level. In fact you’d never tell the two apart without looking at the badge on the rear. Under the X, however, lurks Infiniti’s Intelligent All-wheel drive system. If you think that essentially makes this an Audi -ized G37 quattro, think again.
What’s it up against?
Infiniti’s engineers were thinking specifically about the BMW 335i xDrive coupe and the Audi A5 quattro when they bolted the ATTESA E-TS all-wheel drive system to the G37.
Any breakthroughs?
For the record, ATTESA E-TS stands for Advanced Total Traction Engineering System for All Electronic Torque Split. That’s engineer-speak for a torque-vectoring, all-wheel-drive system. The heart of the system is a microprocessor that monitors all four wheels a zillion times a second, watching for wheel spin or slippage. Once it detects that bit of nastiness, the system sends power to the appropriate wheel to correct it. The result of that techno-symphony is more grip in the corners and faster launches.
Behind the wheel, ATTESA E-TS is like a mother that steps in at the last second with a subtle “you’ll break your neck if you do that” as you ready yourself for a jump off the roof of the garage. Infiniti’s all-wheel-drive system only kicks in when you really need it and will never send more than 50 percent of the power to the front wheels. More importantly, the front wheels will often get much less than 50% percentor no power at all since the system’s default is to route 100 percent of the power to the rear. This makes for an all-wheel-drive car that, quite often, drives and feels like rear-drive. It certainly has a more rear-drive feel than Audi’s Quattro system. More on that in a minute.
The other big feature on the list is the seven-speed, semi-automatic transmission. It sports downshift rev-matching as well as drive-sport mode and a full manual mode. What doesn’t sport, however, are paddle shifters, a must, in our eyes, if we are stuck with a semi-automatic transmission. And you ARE stuck with it. The seven-speed slushbox is currently the only way you’ll get into a G37x. On the bright side, you could be stuck with worse. The seven-speed rips off smooth, quick shifts throughout the range. For what it’s worth, we hear paddles are probably on their way to the G37x. Watch for them to appear as part of a sport package in the next 12-18 months.
How does it look?
A bit off, I think. But before I launch into why, if you’re already sold on the exterior design, then by all means, skip the next paragraph and go place your order. The rest of the car certainly won’t let you down.
Does the last-generation, G35 coupe have a better look? I tend to think so. Though, in the case of the particular G37 I drove, the blue slate paint job didn’t do it any favors. Bright red or silver are the colors you want – at least in this writer’s eyes.
There’s no denying that the G37 has a sporty look with a nice stance, but, I feel like it’s gotten too round, bubbly even. Somehow the bulges on the top of the fender have gone from a nice element on the G35 to quite unappealing on the G37. Anchored by a pair of taillights that cast an angry, LED glare on any car approaching from behind, the more angular rear end of the G37 is the Infiniti’s good side. Though that might say more about me than the car…
And inside?
The Infiniti’s updated cockpit is one you won’t want to deplane from. Expect your eyes to be pleased, from the illuminated door sills (optional) on the ground floor to the aluminum accents feeding into a simple, elegant center stack on the top floor. A stack that houses the interface for the navigation, sound system and vehicle setting controls. Reaching the interface is a bit of stretch physically, but mentally, it’s pretty intuitive. Use it for an hour or two and you’ll learn everything you need to know. Now if it were only a bit closer to the driver. Fortunately you’ll be reaching for those buttons from a sport seat that adjusts 12 different ways and is very comfortable and supportive once it is dialed in to your backside.
The aluminum trim earns a special mention, and not because its shape is inspired by a katana. It is the fiber-like finish on the aluminum, said to resemble Japanese Washi paper, that makes it stand out. While there are no paper cranes in the G, it’s nice to see aluminum used a little differently than the flat finish we’re accustomed to seeing.
But does it go?
The word for the power coming from Infiniti’s 3.7-liter V6 is brutal. Cutting right to the chase, hand-timed 0-60s were pretty consistently in the 5.5 second neighborhood. There was a 5.4 in there once or twice as well. That puts it right on the doorstep of the more expensive BMW 335i xDrive coupe.
Overall, the steering, and the car as a whole feel just a bit on the heavy side. When it comes to bolting through the esses, however, the steering feel is sharp and communicative. If you do get a little over eager getting back on the “go” pedal at the exit of the corner, it’s not hard to kick the rear end out assuming the traction control is off. If it’s on, don’t expect any leniency from the computer as the traction control kicks in at even the first hint of fun.
Since you’ll surely have traction control turned off, you’re going to find this is a car that doesn’t mind getting wily. Once the rear end does start to let go, the AWD system gets the front wheels digging into the pavement just enough to make you look like a hero. On-lookers will know you planned to powerslide that corner, with the rear of the car mere inches from the guardrail.
An Audi would definitely have more grip and speed through a corner than the G37x, but the Infiniti is still very controllable, very stable and very fun.
In the end, it depends on what makes you smile more. Speed or slides?
Why you would buy it:
A 330-horsepower car that slides with great control and confidence that costs way less than its competitors. Need we say more? Yes, actually. If you think you can’t drive a fun car during the winter, think again. Powersliding on a dry road is always fun and this Infiniti will do it. What’s more fun is taking the G37x to an empty snow-covered High School parking lot and seeing just how long you can drive a car sideways before the principal gives you detention.
Why you wouldn’t:
You might not be sold on the exterior design. In an ideal world, you’d want an Audi A5 body on a G37x powertrain and chassis. Unless you have your own automotive engineering firm, that’s not likely. You may also want a car that grips the corner harder. Quattro-hard.
There is also the matter of fuel economy. The sticker says 18/25. Assuming you keep the transmission in its regular, automatic mode and drive like a normal person might, those numbers are doable. I didn’t do that. I did the opposite of that and the computer told me I was averaging about 13. Ah well, entertainment this good is rarely free.
2009 Infiniti G37 x Coupe base price, $38,700. As tested, $47,845.
Technology package, $1,150; Premium package, $3,000; Illuminated door sills, $330; Navigation package, $2,200; 18-innch alloy wheels, $1,650; Destination, $815.
Words and photos by Chris Doane.
