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Driving Impressions
The Infiniti G37 is rear-wheel drive like a BMW, not front-wheel drive like an Acura. It would be nice if there were an all-wheel-drive version of the G37 Coupe, as there is with the Sedan, but Infiniti says there's not enough demand. Maybe later.
Three hundred thirty horsepower is a lot to get out of a V6, but if any engine were made for it, it's the Nissan V6, which has won too many awards to list. Nissan engineers prove they have lost nothing, with this 3.7-liter version using an aluminum block and heads. That new VVEL, Variable Valve Event and Lift, is hydraulic-controlled variable valve timing and electronically controlled variable valve lift on the intake side, helping to improve not only performance and response but also emissions and fuel efficiency.
The engine makes 270 pound-feet of torque at a peaky 5200 rpm, and revs to a howling pitch at 7600 rpm, where the rev limiter begins to gently cut fuel. The power comes on smooth and quick, and doesn't snap your head because it still has 3616 pounds to carry. The engine has a unique howl, carefully created by the exhaust system; you can even hear it when a G37 rolls by at 20 mph. But you can't hear it from the cabin with the windows rolled up, because the G37 is insulated so well. You can hear it with the windows down, though, and the howl brings a smile to your face.
The five-speed manual automatic transmission, with or without paddle shifters, is wonderful. It positively demonstrates a difference in car-building philosophy between the Japanese and Germans, because this transmission obeys the driver, it doesn't rule the driver. Making it a relief and joy. It flawlessly does everything it's asked to do, and a bit more. Only a bit, and the right bit.
Move the stubby leather-wrapped shift lever to the left, and Sport mode is engaged. The upshifts come at higher rpm, and both upshifts and downshifts are sharper. But we found that the Manual mode is where we wanted to be, during sporty driving. Most of the time we stayed in plain old Drive, and drove casually, able to forget the transmission was even there.
Another difference between the Japanese and Germans is the direction the lever moves to make upshifts or downshifts. The G37 goes forward for upshifts, back for downshifts. The other direction, the European way, seems more natural to many, because it follows the physical forces on the body: upshifting back, downshifting forward. So the G37 might take some concentration to shift, if you've moved into it after selling your BMW with a manual automatic.
Another small dilemma with the shift lever is that you have to raise your elbow to clear the armrest in the center console. The optional steering-wheel paddles would cure that. They're huge, four inches long and arc-shaped, so your fingers can reach them even if your hands are on the steering wheel at 10 and 2 o'clock.
The 6MT Sport comes only with the six-speed manual transmission with upgraded synchronizers, tied to an improved clutch. Our drive took us into downtown Seattle, and pulling away from stop signs on steep hills, we missed BMW's system of holding the brakes for a couple seconds to allow time to engage the gas and clutch.
The six-speed shifted with short, tight throws and no notchiness. But you can't hurry the release of the clutch pedal after downshifting or the car will snatch. Mostly, the car's overall noise and vibration increase with the manual transmission. We like the five-speed automatic with the delicate and strong paddle shifters.
Our test model was a G37 Coupe with the Sport Package, including bigger brakes. They are super smooth, predictable, and rock steady, inspiring confidence. They're also sensitive, so you can't jump on them, just as you can't jump off the clutch pedal when downshifting.
The G37 uses a new chassis that's 36 percent stiffer, a bit lower, and has a wider track. The ride is excellent,
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