The G25 should figure large in the brand's efforts to maintain a sales surge that has the G nameplate's market share up by about 10 percent through the closing months of summer. Providing somewhat diminished giddy-up relative to the more potent G37, the entry-level G25 has a price point about $2,300 less than last year's base G37. This should open the door for some less well-heeled intenders looking for their first foray into the entry-luxury market.
With the introduction of the 2011 G25, Infiniti scratched the entry-level G37, making the $35,925 G37 Journey the lowest priced G37 for 2011. In contrast, the $31,825 base G25 slides under the G37 Journey by $4,100. Infiniti also offers the G25 in Journey trim at $33,225, and the all-wheel-drive G25x at $34,825.
Inspiration for dropping a less energetic V6 into the G sedan came from the Lexus IS 250. Its marketplace success persuaded Infiniti product planners that an audience exists for a lower horsepower engine in an otherwise high-performance sedan. Driving the G25 back to back with the G37 makes a convincing case for this strategy.
Although the G37's gutsy 328-horsepower 3.7-liter V6 is an adrenaline rush to drive, the 218-horsepower all-new 2.5-liter V6 propelling the G25 has the potential to trigger some grins. It enthusiastically accelerates thanks to the 2.5L's 269 pound feet of torque. Springing off the line, the G25 relentlessly gathers momentum. The same seven-speed driver-shiftable automatic transmission found in the G37 distributes engine output to the G25's rear wheels. Shifting is timely and smooth.
Fuel economy is decent for a sporty midsize sedan. The EPA estimates its mileage at 20 mpg in the city and 29 mpg on the highway. This compares favorably with the IS 250 with an EPA-estimated 21 mpg and 30 mpg respectively. A case can be made that the IS 250's slight advantage in fuel economy is a tradeoff resulting in a more significant disadvantage in power output that has the IS 250's 2.5-liter V6 generating 204 horsepower and 185 pound feet of torque.
Engines aside, base mechanicals are shared between the G25 and G37. The common underpinnings include the four-wheel independent suspension consisting of a double-wishbone setup in front and a multi-link arrangement in the rear. Although the G37 has available sport-tuning for this suspension, the basic architecture is the same. Drivers inclined to push the G25 hard will be happy with its competence when attacking curves. Its grippy 17-inch tires contribute to the G25's road-holding prowess, but it's the taut suspension doing the lion's share of the work to keep the driver in control.
Located behind the alloy wheels are ventilated disk brakes at all four corners. A four-channel antilock system supervises braking. Included in the system are traction control, stability control, electronic brakeforce distribution and brake assist.
G25 and G37 commonality is carried into the cabin. The G37 gets a few standard features upgrades, such as a power tilt-telescoping steering wheel in place of the G25's manual one, and a memory feature that includes driver's seat position, steering wheel and outboard mirrors; but the overall layout and styling are the same. One glaring difference between the G25 and G37 is the availability of a navigation system in the G25. It is restricted, as an option, to the G37.
In terms of space and configuration, the G25 cabin mirrors the G37. It is an area excavated for five occupants, but two rather than three will be decidedly more comfortable in the back seat. At 43.9 inches, the IS 250 equals the G25 in front-seat legroom; however the Infiniti bests the Lexus in every other interior measurement including a four-inch advantage in rear-seat legroom. The trunk opening is somewhat narrow, but the 13.5 cubic feet of luggage space it reveals is more than acceptable.
The G25 cabin provides the same passenger experience as a G37 Journey. Leather seating, six airbags, full power accessories, automatic climate control, eight-way power-adjustable driver's seat, four-way power-adjustable front passenger seat, steering wheel-mounted redundant audio controls, remote keyless entry and keyless start, and cruise control are all standard.
The basic audio system is the same whether it's in the G25 or G37. It includes six speakers, an in-dash CD player, satellite radio capability and a seven-inch color monitor. Where the G37's system includes an iPod interface, the base G25 just gets an auxiliary input jack, but a USB connection is standard on the G25 Journey and G25x. Stepping up to the G25 Journey adds other extras like an eight-way power-adjustable front passenger seat, dual-zone automatic climate control, heated front seats and outboard mirrors, and Bluetooth cell phone connectivity,
On the road, the G25 doesn't give up much to the G37 other than some straight-line quickness. It goes just as fast, but takes a little longer to get there. It handles beautifully providing its driver with crisp cornering and responsive steering.
How many extra buyers the couple of grand less in purchase price from last year's base G37 the new G25 will attract remains to be seen, but Infiniti has managed to provide a more affordable entry-level G without diminishing the nameplate. Logic seems to dictate that it will help sales.
By Russ Heaps - MyCarData
Already in showrooms, this year's sedan lineup begins with the $35,925 Journey, like my test G37. There is also a $40,325 Sport 6MT. Filling out the G37 stable are the $40,075 Sport Appearance Edition (SAE) and the $44,275 Limited Edition (LE). Drivers wanting a little more stability and better foul-weather performance can add all-wheel drive to the Journey, SAE and LE for a $1,600 premium.
Gone from the 2011 lineup is the G37 Base thanks to the introduction of the new G25 with its less powerful V6 and slightly diminished list of amenities. It now serves as the entry-level G Sedan.
Receiving a minor refreshing for 2010 that included new front and rear fascias, as well as a bolder grille and headlamps on the outside, and an enhanced gauge cluster and other minor improvements inside, the 2011 G37 is all but indistinguishable from the 2010 version.
Percolating under the hood of every G37 Sedan is a 328-horsepower 3.7-liter V6. Smooth and quiet, this V6 is capable of launching the G37 from a standing stop to 60 miles per hour in less than six seconds via the seven-speed driver-shiftable automatic transmission found in all but the Sport 6MT. Drivers wanting to choose shift points themselves can do so either through the console-mounted shift lever or steering wheel-mounted paddles. Standard on the Sport 6MT, and its only available tranny, is a six-speed manual transmission.
Fuel economy is respectable for a midsize sport sedan no matter which G37 you measure. Achieving the best fuel numbers is the Journey with an EPA-estimated 19 mpg in the city and 27 mpg on the highway. Adding AWD chips 1 mpg from the city estimate and 2 mpg from the highway. Hardest on fuel is the Sport 6MT with an EPA-estimated 17 mpg in the city and 25 mpg on the highway.
While the Sport 6MT gets some special attention in the way of its suspension tuning for crisper handling and better control, every G37 is balanced on the same basic suspension architecture. Ideally engineered for hauling full tilt through the twisties, its primary components are a double-wishbone arrangement up front and a multi-link setup in the rear. A stabilizer bar on each end reduces flex and helps keep the all-season tires in contact with the pavement.
Even in the Sport 6MT with its stiffer suspension tuning, the G37 ride is pleasing rather than harsh. Cornering is stable and predictable even at higher speeds. The steering is spot on. This is a sedan that takes its sport mission seriously.
Powerful and well suited to the G37's enthusiastic performance, the four-wheel ventilated disc brakes halt forward motion with authority. Monitored by an antilock system, they bring the G37 to straight sure stops. Traction control, stability control, electronic brakeforce distribution and emergency braking assist are all standard.
Offering more passenger space than the Lexus IS, the G37 cabin is comfortable and user friendly. One great feature that should be liberally copied in other cars is a center gauge pod that moves up and down with the tilt adjustment of the steering wheel. This keeps those key white-on-black gauges clearly in view regardless of the steering wheel position. The three-spoke, leather-wrapped steering wheel also contains redundant controls for the six-speaker audio system with its seven-inch color monitor, in-dash CD player and iPod interface.
Generously bolstered, the heated front bucket seats have eight-way power adjustments. Providing scads of lateral support, they also have a beefy bottom cushion with a thigh adjustment on the driver's seat. The rear seat accommodates two more comfortably than three, but there is a decent amount of head and legroom. Leather covers all seating surfaces. Aluminum accents brighten the interior and enhance the sporty ambiance.
Even with the amount of technology built into the G37, the controls are easy to use. Changing the radio station or redirecting the air flow of the dual-zone automatic climate control doesn't involve an owner's manual consult. Other standard features on the Journey include rearview camera, full power accessories, heated outboard mirrors, Bluetooth cell phone connectivity, keyless entry and start, and a rear-seat pass through to the trunk.
The Sport 6MT includes as standard features several Journey options encompassed in the Special Edition packages, such as an upgraded Bose-infused Infiniti Studio on Wheels audio system with 10 speakers, a 9.3GB Music Box hard drive, voice recognition, aluminum pedals, memory system for the driver's seat, steering wheel and outboard mirrors, and power tilt and telescoping steering wheel.
For buyers on the hunt for performance, luxury and value, the G37 is a tough act to beat. The ten grand spread between the RWD Journey and the AWD LE opens the G37 door to a wide array of budgets. Content aside, every G37 model delivers gobs of performance and an up-scale passenger experience. Effectively straddling the gap between performance and indulgence, it makes driving fun and luxury affordable.
by Russ Heaps - MyCarData
Beyond a couple of available option packages, the only showroom choice a buyer need make is between the $58,150 RWD version, like my test QX, or the $61,250 AWD model.
There is no disputing the luxuriousness of the QX. Plop your backside into any of the captain's chairs in the first two rows and you might as well be lounging in your family room. This is particularly true of the second-row setting with its reclining seat backs and generous center console. The third-row split bench seat folds flat automatically with the push of a button. Leather covers the seating surfaces and wood accents provide a rich contrast throughout the cabin. The power-operated tilt-and-telescoping steering wheel is heated and has redundant controls for the 13-speaker Bose-enhanced audio system with its CD player, auxiliary input jack and iPod integration.
Passengers enjoy scads of stretching-out space. Legroom in the second-row seats is a generous 41 inches. With the third-row seat in place, there is 16.6 cubic-feet of luggage room. Folding the second- and third-row seats down expands carrying space to 112 cubic feet. Accessing the cargo area is made effortless thanks to the power-operated liftgate. If the power liftgate seems to you an unnecessary extravagance, tell that to someone, arms full of packages, who can open the liftgate with the push of a button on the key fob.
Providing the QX's go is a 5.6-liter V8. This is, in essence, a refined version of the same V8 that produced 320 horsepower for the 2010 QX56. Some tinkering with the valve timing and other technology enhancing has boosted the peak horsepower number to 400 in the latest QX. There is also a modest increase in torque from 393 to 413 foot-pounds. QX can tug up to 8,500 pounds behind it. Transferring engine production to the rubber, a seven-speed, driver-shiftable automatic transmission replaces the five-speed automatic from last year.
Capable of making the 0-to-60 sprint in less than seven seconds, the redesigned QX56 still manages to eek out better fuel economy than the less powerful QX it replaces. The EPA estimates its mileage at 14 mpg in the city and 20 mpg on the highway. This compared to the 12 mpg city and 18 mpg highway EPA numbers from last year.
Double wishbone setups front and rear comprise the key components for the self-leveling four-wheel independent suspension. This is a large SUV -- 5,600 pounds -- and it feels large from the driver's seat. However, it maneuvers rather gracefully with a ride that is both civilized and pleasant. If you step up and buy the optional $6,950 Deluxe Touring Package that my test QX had, it includes the Hydraulic Motion Control System that automatically reduces body lean by cross connecting the dampers on opposite sides. They operate in tandem to help keep the vehicle level when cornering.
The standard wheel/tire size is 20 inches, but also included in the Deluxe Touring Package are 22-inch wheels. When adding or subtracting air from any QX tire, a tire gauge isn't required to determine when the recommended pressure is reached. As the tire approaches that pressure, the hazard lights begin blinking and then the horn sounds to signal when you attain the recommended pressure.
Four-wheel antilock brakes with stability control, traction control, electronic brakeforce distribution and emergency braking assist are all standard, as are six interior airbags. A $2,850 Technology Package is available and features a host of cutting-edge safety systems, such as lane-departure warning, lane-departure prevention, distance control, forward-collision warning, blind-spot warning and front pre-crash seat belts.
The full range of luxury passenger amenities is included in the base price. Full power accessories, rain-sensing windshield wipers, tri-zone automatic climate control, heated power-folding outboard mirrors, Bluetooth phone connectivity, voice-activated navigation system, heated front seats, front-rear parking sensors, a top-view camera that provides a 360-degree view around the vehicle, and keyless ignition are all standard.
Cabin upgrades included in the already mentioned Deluxe Touring Package are climate-controlled front seats, heated second-row seats, remote tip-up second-row seat for easy third-row entry, and upgraded leather.
By all outward appearances, the QX56 is a monster. Big, bulky and intimidating, it fills the rearview mirror of any vehicle in front of it. All of this size, however, belies the refinement found inside. And that's what the QX is really about: pampering its occupants. Performance and utility aside, QX is about the passenger experience. Finding a better place to be for a multi-state driving slog than this cabin's first two rows of seats would be a serious challenge. Sure a Prius delivers better fuel economy; but when creature comforts trump all else, the 2011 Infiniti QX56 is tough to beat.
by Russ Heaps - MyCarData
Comfort and refinement are demanded at the price-point of mid-sized luxury shoppers. This in no way implies that the revised M is not comfortable or superbly refined. It is. But it also possesses a sporty driving experience that would be wasted on the “comfort” crowd. In fact, the M’s stiffer ride compared to many other luxury nameplates might be a turn off.
But the new M should be just the ticket for the individual who values all facets of the driving experience from neck-snapping performance, world-class road-carving attributes and cutting-edge technology, combined with high-quality interior materials, superb fit and finish and head-turning styling.
The problem for Infiniti is not the M unto itself — a job well done — but that Infiniti’s German competitors have for years owned the sport sedan market. And the German competition keeps getting better. Witness a new-for-2011 BMW 5-Series, the always-appealing Audi A6 and the new Mercedes E-Class; then throw in the excellent new Jaguar XF and you’ll understand the challenge facing the M. The previous edition M had the driving credentials, but lacked the upscale design and execution of the premium brands. Infiniti has effectively corrected those shortcomings.
The swoopy long hood and high rear deck of the previous M are still in evidence, but in a sleeker package. The highly sculpted fenders, an Infiniti trademark, rise up above the hood to impart a muscular stance. Crystal-like headlight enclosures flank a low-slung grille.
The rear of the car is accented with large shapely taillights and dual exhausts. The M exudes luxury sportiness and to our very subjective thinking only the Jaguar XF equals the M in modern design terms.
The M actually comes in two distinct flavors for 2011, the M37 which houses Nissan’s 3.7-liter 330-horsepower V-6, and the M56 S, which comes with the brawny 5.6-liter V-8 making 420 horsepower.
More than just the price — $47,115 vs. $58,415 — and horsepower makes them different. Very different performance and handling attributes target very different drivers.
The M56 has the credentials to rival the BMW M performance sedan and the AMG version of the E-Class. It’s breathtakingly fast covering 60 mph in the upper reaches of 4 seconds. The big V-8 with its straight-ahead performance brought instant smiles.
Performance from the V-6 also mated to a 7-speed automatic transmission with manual shift paddles and four different shift modes to adjust throttle response and shift points, is noteworthy with 0-to-60 clocked in the upper-end of five seconds and quarter-mile times of around 14 seconds at 100 mph. It displayed wonderful balance between performance and road holding abilities. The M37’s suspension seems to be tuned to perfection.
Both versions of the rear-driven M can be ordered with all-wheel drive at a cost of about $2,500. It will make the M more adept in bad weather driving, but probably adds little to overall cornering prowess.
We drove the M56 and the M37 in the mountains near San Diego and on the streets of Los Angeles and the byways of eastern North Carolina. On the long runs the M56 hugged the sweeping country roads in very agreeable fashion. Out on the mean streets of LA the M56 felt at times overwhelmed by the uneven and generally lousy boulevards and on the tight mountain turns where its big horsepower was problematical when compared to its sibling. The M56 was bred for the Autobahn and not for the brash roads of LA.
On the other hand the M37 was the near the antithesis of the 56, easily handling the mountain roads, and city streets without the pulling and surging demand for applying power.
We discovered early during our test drives that the most rewarding transmission setting of the four (Standard, Snow, Sport and Eco) was Sport. However, its throttle programming is fairly aggressive, which might not be the ticket in every day driving. Then we would simply select the standard mode.
We found the Eco mode more adept at pandering to environmental concerns of our day than providing any real benefit. The car has been tested in both standard and eco by others who have found little or no difference in mileage. The difference comes in the driving dynamics, which we found to be lethargic in Eco mode.
Infiniti likes to tout its cutting edge comfort, safety and entertainment technology and if you think they will be beneficial to you, pick and choose according to your desires and the thickness of your pocketbook.
The standout entertainment feature that comes with the M37 Deluxe Touring Package for $3,800 is the Bose studio surround sound system with digital 5.1-channel decoding and 16 speakers. It’s as good as any system we’ve heard.
Safety technology can be added with the $3,000 Technology Package. It includes adaptive cruise control, a lane departure warning and prevention system (the car will edge you back into your proper lane with the use of braking), forward collision warning and prevention system, blind spot warning system, adaptive headlights and Active Trace Control which enhances the transition of braking and acceleration through corners.
If you decide to go with the base car you will get loads of good stuff — perhaps everything you need and desire — for $47,115; however if you are like us and you want the incredible premium sound, you must fork over that $3,800 taking the bottom line up to $50,915.
Our M37 test car also came with the Premium Package at $3,350, which includes a hard drive navigation system, streaming audio via Bluetooth wireless technology, climate-controlled front seats and heated steering wheel. The bottom line was $54,265.
The M56S we tested has a base price of $58,415 and an as tested price of $67,610 which included the Technology, Sport and Sport Touring packages with the Bose premium system. The 56 really had it all.
The M has at last reached the age of maturity making it a premium luxury segment player with two of the finest sport sedans available.
By Jim Meachen and Ted Biederman - MyCarData
Infiniti tried familiar waters with the first two SUVs it set loose in America. The Pathfinder-based QX4 was well-appointed with serious off-road credentials, but failed to convince anybody it was little more than a nice Pathfinder. Infiniti went jumbo with the first-generation QX56, which was based on the Mississippi-built Nissan Armada (Has a better name for a people-ferrying cruiser ever been devised?) An excellent vehicle with pleasant road manners, outstanding luxury, and memorable design, the QX56 trailed competitors. The second generation QX56, built in Japan, defines Q-Ship differently.
Bigger by inches all around, the new QX does a much better job of shaping its heft behind a curvaceous body that adopts Infiniti’s latest trend towards Japanese elegance. Compared to the previous bulldozer, this one looks as if salt water and sand washed over it in a tumble cycle. An elegant chrome grille with plate-size Infiniti logo is sided by xenon headlamps that swivel around curves. LED taillights, heated side mirrors that flip down for backing, body color running boards, roof rails, and 22” alloy wheels are both functional and beautiful. The old Conestoga roofline is toppled and replaced by graceful lines and a chrome upturn at the C-Pillar. Vents on the front fenders apparently signify the power within.
Setting Bertha to sea is a joy. She’s a fine craft, ready to carry up to seven voyagers in divine luxury. The front cabin embraces Infiniti’s theme of flowing woodgrain and stitched coverings for the dash and doors. Analog gauges are large and sporty. Heated leather seats and steering wheel soothe chilled bones while the Bose 13-speaker Premium audio system with USB input for iPods caress one’s ears. Bluetooth links calls seamlessly. The rear state room features its own zone of climate control, available twin captain’s chairs, LCD screens, power-fold third-row seat, power hatch, flip-forward middle captain’s chairs, and enough space for four linebackers.
Fortunately, the QX56 is up to the challenge of moving them around. The engine bay is spacious enough to harbor a couple of industrial turbines, but the SUV goes smoothly with its 32-valve DOHC 5.6-litre V8 that generates 400 horsepower and 413 lb.-ft. of torque – routed to all four wheels through a seven-speed automatic transmission. That’s enough to tow up to 8,500 lbs. of mini-yacht, horses, or better yet, a couple of classic cars. Unloaded, fuel economy is rated 14/20-MPG city/hwy. – respectable for a vessel this size.
Acting like giant stabilizers on another high-tech Q-Ship, the Queen Mary 2, a new Hydraulic Body Motion Control system reduces body lean while cornering and keeps the vehicle level in all circumstances. Each shock absorber has a hydraulic chamber that is cross-piped with the other cylinders, allowing the vehicle to adjust suspension travel on each wheel independently. A rear leveling system compensates for trailers and cargo loads. Working with the standard four-wheel independent suspension, HBMC provides a luxury car ride without wallowing down the highway.
The wagon’s four-wheel-drive system is equally impressive. Controlled by a large metal knob in the center console, the system features Auto, 4H, and 4L modes. Up to 50% of the power can go to the front wheels. The powertrain can be dialed for Snow and Tow modes. Four-wheel anti-lock disc brakes, stability control, Electronic Brake force Distribution (maintains stability while braking), and Hill Start Assist (holds the vehicle momentarily while lifting from brake to throttle) provide an extra margin of safety as do lane departure, blind spot, and front collision warnings. Adaptive cruise control is great for keeping a safe distance, but I could do without the proximity sensors that are perceptive enough to detect a Vulcan starship from three centuries away.
A journalist calling any vehicle a Q-Ship is high praise. Infiniti finally found a unique style that is true to its Japanese heritage. Sybaric luxury, substantial power, delightful road manners, and a full suite of the latest technology make the QX56 a great vessel. An as-tested price of $72,560 is in line with competitors from Germany, America, and Japan.
2011 Infiniti QX56
Seven-passenger, AWD SUV.
Powertrain: 400-HP 5.6-litre V8,
7-spd auto trans.
Suspension f/r: Ind./Ind.
Wheels: 22”/22” f/r.
Brakes: disc/disc fr/rr with ABS.
Must-have features: Style, technology.
Manufacturing: Japan.
Fuel economy: 14/20-MPG city/hwy.
As-tested price: $72,560.
By Casey Williams - MyCarData
Our main star sang her “Liza with a Z, not Lisa with an S” ditty, bringing the audience to roaring laughter. Well, this is the Infiniti with a G, not the ones with an M, E, or Q. Its parentage can be traced to the freely-thought Q45 luxury sedan and Nissan’s own Z sports car. Luxury genes come from the Q, but its chassis is shared with the Z. This was obvious as I pointed the G towards Motown and cranked the tunes.
“I Got Lost in His Arms” from Liza’s new album, Confessions, is one of my favorites. It didn’t take long to get lost in the G37’s Monaco Red heated leather sport seats that are certainly not subtle, but invigorate your morning even before hitting the Starbucks drive-through. Cushion extenders and adjustable lumbar make them comfy on long hauls. Magnesium paddle shifters are works of art.
Liza’s new album sounded brilliant through the Bose audio system. I went old-school CD, but the USB port and 7” touchscreen controls connect iPods with ease or music can be downloaded to 9.3GBs of onboard hard drive. Satellite radio taps into a galaxy of stars with digital clarity. A leather-wrapped steering wheel and power tilt/telescoping steering column give comfort while a rear-view camera and sonar enhances safety. Navigation and programmed Zagat restaurant guide find almost any place, getting you there directly. Thankfully, this G travels mostly without annoying beeps and blips from Infiniti’s ubiquitous proximity warning system that hurls enough racket to be ignored or simply de-activated – neither of which ultimately helps safety much.
Leaving for Detroit, the 328-HP 3.7-litre V6 tossed its head back, gave a full-throated yelp as it clawed itself across six lanes of traffic, turned on its wheels, and launched off down the on-ramp into rush-hour traffic. Step down at 80 (or obscenely more) and all you hear is sweet harmony as the engine sings for the rafters. You’ll pay aplenty for its supper if you drive with abandon, but you can get 18/25-MPG city/hwy. Play with the magnesium artwork behind the steering wheel to strum your way up and down the gear range like a virtuoso.
This talent can dance. Speed-sensitive steering felt like it was directly transplanted from the 370Z, the tight four-wheel independent suspension tap danced through curves and down long expanses of Interstate, and bumps were absorbed with a muted rumble from the Dual-Flow Path shocks. A closet geek among hotties, the G37 controls its moves through four-wheel anti-lock disc brakes, electronic stability control, traction control, and electronic brake force distribution (balances brake forces during emergency stops).
Nobody needs all-wheel-drive, but it certainly garnered applause as roads blew over with several inches of snow and ice. Power smoothly shifts from slipping rear wheels, engages the front, and hauls off like a scolded stage hand. Unless you are truly stupid, the car is incredibly forgiving of transgressions.
It was quite a week for performers. I saw Train at the VW Passat reception and Pete Wentz introduced the Honda Civic Concepts. Ironically, the G37x was about the only Infiniti at the Detroit auto show because neither Infiniti nor Nissan had display areas. A shame because the car would be perfect for twirling through Michigan’s backroads in summer, flat-footing it to the Upper Peninsula for a break, or taming wicked winter weather. I left Detroit around 6:30pm after a full day of press conferences and hot-hoofed it back to Indianapolis before bed time with a master’s ease.
Unlike the drag queen in full Liza I passed on the way to get a sip of bourbon, there is no clone for the G37. Its wavy chrome grille leads to sculpted Xenon headlamps, arching roofline, and short rear deck flanked by LEDs. There’s a hint of Porsche in the roofline, but the 18” alloys, heated outside mirrors, dual chrome exhaust outlets, zero lift front aero, and chin/decklid spoilers dress an accomplished sport-liner.
Like Judy’s daughter, the Infiniti G37x proved gifted enough to do it all. Today is one big post-Liza let-down, and to top it off, they took away the G37x! Not so much of a Cabaret. If Infiniti can attract as diverse of a crowd for the G as Miss Z, then they will have done something truly spectacular. Tickets for our sporty seats cost $44,875.
2011 Infiniti G37x
Five-passenger, AWD Sedan.
Powertrain: 328-HP 3.7-litre V6,
7-spd auto trans.
Suspension f/r: Ind./Ind.
Wheels: 18”/18” f/r.
Brakes: disc/disc fr/rr with ABS.
Must-have features: Panache, speed.
Manufacturing: Japan.
Fuel economy: 18/25-MPG city/hwy.
As-tested price: $44,875.
By Casey Williams - MyCarData
Infiniti is the luxury brand of Nissan. The new Infiniti QX56 is the “Infinitized” version of the very popular Nissan Armada. The QX56 is an unapologetic high dollar, high zoot land yacht that is amazingly pleasant to drive.
Basically the QX56 is a large SUV with a body-on-frame design derived from a full size pickup truck. It is large and heavy with a big engine and an 8,500 pound towing capacity.
Now having said all that, this big SUV is remarkably refined, luxurious and enjoyable to drive. The stylists deserve a round of “atta-boys” for making this inherently boxy design look so good. It basically outclasses the current pack of competitors. The interior is equally gorgeous. The look is luxurious, avant-garde and finely finished. Infiniti has a real knack for combing wood and leather in a unique way.
The interior space is also very large and roomy even in the 3rd row. Additionally, the 3rd row has a power recline and fold flat capability. The entertainment and electronics package is complete and the 2nd row gets individual head rest mounted screens for their viewing pleasure. The 2nd row has roomy and comfortable captain’s chairs with a center console.
This SUV drives smaller than it really is. Handling is a breeze and highway stability is superb. Steering is precise and maneuverability is excellent. Once you’re installed in the lovely heated and cooled seats and they’re properly adjusted, you simply glide down the road with ease being isolated from the din of traffic. Your view is unobstructed and the miles just melt away.
Up front there’s a touch screen navigation system with a 40 GB hard drive and a Bose audio systems. Real time XM weather and traffic let you know what’s ahead before you get there. The Distance Control feature will automatically keep you at a safe distance from cars you’re following. If you’re so inclined, you can even opt for the optional lane departure warning and lane departure prevention systems that help you steer straight.
The QX56 is powered by a 400 horsepower 5.6 liter V8 connected to a 7 speed automatic transmission. When prodded, the QX will respond with surprising speed but the penalty for all the heft and power is a 14/20 EPA economy number. It is offered in either a rear wheel or automatically controlled 4 wheel drive configuration.
By Kelly Foss - MyCarData
Still making its rounds at auto shows, the Infiniti Essence concept car defines the brand’s design language for the next generation. Looking like a Japanese Jaguar, the car’s flowing lines, chrome detailing around the windows, and concave sculpting on side panels have become the essence of Infiniti. No current model wears this suit better than the M37x.
Exterior style embraces the new four-door sports car ethos with a long sloping nose, arched roofline, high windowsills, and fastback look. Shoulderlines drape over 18” alloy wheels as they flow from the hood to rear deck. Body surfacing on the front fenders and doors is especially nice. Up front, Infiniti’s big chrome grille and curve-following headlamps project the car’s authority while elegant wrap-around taillamps give another nod to Jaguar. From many angles, the M37 looks like a four-door XK. It is much more adventurous than the previous two generations’ boring Euro sedan profiles.
Interiors embrace the two-tier control stack that became an Infiniti hallmark with the last generation Q45 and was adopted by the rest of the line-up. The buttons have been compared to piano keys, but the idea was to keep all major functions within 8” of the driver. It seems like a mass array of buttons and knobs at first, but become easy to use quickly. Swooping dash and door contours with stitched coverings and real silver-coated woodgrain are unique, looking stellar inside the M37.
The cabin immerses passengers in heated/cooled leather seats, multi-zone climate control, heated leather-wrapped steering wheel, power tilt/telescoping steering column, Bluetooth phone connectivity, rear air vents, and Infiniti’s traditional analog clock. Besides a Bose 2-channel, 10-speaker audio system to please your ears, you can play music from your mobile device connected through a USB port or by Bluetooth streaming. When connected, the device’s menus and functions are managed from the car’s array of buttons and in-dash screen. I love the baby Bose speakers in the front seats. Active Noise Control keeps the cabin near absent of unwanted sounds.
Fast-forward technology doesn’t stop there; the M37 has one of the world’s most sophisticated suites of safety equipment. Four-wheel anti-lock disc brakes, vehicle stability control, traction control, and side curtain airbags are the simple part. There are enough sensors to land a jetliner. Intelligent Cruise Control automatically slows down for traffic, Blind Spot Warning blips an orange light near the mirror to alert drivers to vehicles, and Blind Spot Intervention can automatically brake wheels to nudge the sedan away from danger. Lane Departure Warning provides resistance and encourages the car back into its lane while Forward Collision Warning alerts the driver when he or she is approaching a vehicle in front too quickly. When the sensors detect scenarios that could lead to imminent collision, they will pre-tighten the seatbelts (apparently, this works when you put the brakes into full-ABS on slick roads). Before long, we’ll have probes in our brains so the car can react when we even think about doing something stupid.
Compared to the list of safety features, the car’s powertrain is easy to understand. You can get an M with a 5.6-litre V8 that generates 420-HP, but do you really need more than the 330-HP base 3.7-litre V6 provides? Even at speeds that will earn quality time with local constables, the M37 is not deterred from galloping away with gusto. The seven-speed automatic transmission with manual shift mode works crisply to deliver up to 50% of power to the front wheels. Driving more responsibly, an Eco mode (gifted from the Nissan Leaf) reduces accelerator sensitivity to save fuel. Still, 17/24-MPG city/hwy. is good for a car like the M37x.
Taking the M37x to travels shouldn’t be missed. It is nimble enough to enjoy corners, but lounges comfortably high-rolling it down the Interstate. I found the steering and suspension to be a good balance between sport and luxury. If you want a pure sport sedan, buy the G37 – it is based on the same vehicle architecture as the M37, but rides on a shorter wheelbase. The M37’s main job is to fill in for the Q45 while keeping the Mercedes E-Class, BMW 5-Series, Lexus GS, and Jaguar XF in check. If you want a bigger car with more luxury, Infiniti will be happy to sell you the Gigantic-class QX56 SUV.
Infiniti got off to a slow start in 1989, giving Lexus a wide lane to make a name for luxury and renowned build quality. While Lexus touted excellence, Infiniti ads talked about trees and rocks. It didn’t work. Vehicles like the G25/G37, EX35, M37/M56, FX35/FX50, and QX56 prove Infiniti has found its place, and is growing all the time. There is a lot of style and performance in the M37x. If the car is indeed the essence of Infiniti, then the Japanese automaker is flying with beautiful curves. Price as tested came to $59,960.
2011 Infiniti M37x
Five-passenger, AWD Sedan.
Powertrain: 330-HP 3.7-litre V6,
7-spd auto trans.
Suspension f/r: Ind./Ind.
Wheels: 18”/18” f/r.
Brakes: disc/disc fr/rr with ABS.
Must-have features: Style, technology.
Manufacturing: Japan.
Fuel economy: 17/24-MPG city/hwy.
As-tested price: $59,960.
Infiniti’s EX37 wagon is all about the booty. A big round rump is attached to a body that otherwise looks much like the handsome G37 sedan. It’s not really a crossover; the FX fills that role beautifully. You wouldn’t call it a station wagon either. No wood sides or long rear quarters here. It is a very clever extended sedan that provides a lot of utility in its nether region. It has a beautiful behind if I may say so – could stare at that steel hard bubble for hours.
What the rump attaches to is also pretty good-looking. Infiniti’s wavy chrome-grass grille puts a bright face on sucking air and eating bugs. Rounded headlamps flow right into a sweeping body that gently curves from the bumper, over the hood, and arching into the short tail. If you squint just right, the car looks like a tall Porsche, like a 911 crossover. Burgundy metallic paint, dual chrome exhaust tips, satin metallic roof rails, corner-following “adaptive” front lighting, LED taillamps, and 19” five-spoke Enkei wheels dressed the EX to the elevens.
Having a delicious exterior is only an invitation to know what’s inside. A raised ride height makes sliding into the heated leather seats little effort. A leather-wrapped three-spoke steering wheel, large analog gauges, and leather-wrapped gear selector mean business. The Bose audio system with USB input sounds like cherubs while concealable cupholders, fold-down rear seats, and large hatch provide plenty of room for all you plunder. Dark wood on the center console and doors adds ambience. You gotta love the cool flip-up hangar on the back of the headrests that are perfect for your purse, jacket, or umbrella.
The Beautiful still have to work occasionally. An advanced undercarriage gives the EX moves usually reserved for European sport sedans. Based on Nissan’s FM platform, which also underpins the Nissan Z and every Infiniti save the QX56 SUV, the EX35 comes from pedigreed breeding stock. The body structure is solid while the four-wheel independent suspension system is tuned to be compliant on the highway, yet firm in the corners. Steering feel is spot-on, giving drivers a direct connection to the car’s every quiver and breath. Given a firm hand, the vehicle can do anything a rational person could ask and will do its best to please even the most irrational request.
There’s plenty of heart to energize the EX35’s svelte moves. Every EX37 scamps with a 3.7-litre V6 engine that generates 297 horsepower and 253 lb.-ft. of torque – routed to the extremities by a 7-speed automatic transmission and available all-wheel-drive. The clever transmission has a manual shift mode with Downshift Rev Matching to provide crisp shifts at the driver’s behest. Fuel economy is rated 17/24-MPG city/hwy. Infiniti should consider putting the G Sedan’s smaller six-cylinder engine on the options list to bump those results a few digits.
Equipped to play, the EX37 is also loaded with the latest safety tech. Front and rear ABS disc brakes with Electronic Brake force Distribution and Brake Assist ensure the car can stop as well as it goes. Electronic stability control, traction control, and full-range Intelligent Cruise Control keep the car going where intended without hitting things unintended. Around View Monitor® with front and rear sonar, blind spot detectors, and lane departure warnings can detect your girlfriend from three galaxies away. Protecting your ego, a rearview camera keeps the EX from making unintended friends.
I’m a big fan of cars that show their techno side, but too much makes a big ol’ nerd. The warning system is so sensitive that it constantly mouths off with beeps and blinky lights as anything passes in town or on the highway. Note to Infiniti: The EX is a car, and as such, occasionally comes within a solar system of other cars. I don’t always need to be alerted to the occurrence. Try to cross a line on the highway with the system engaged and it brakes wheels to automatically nudge you back into your lane. No doubt, the systems are impressive, but at some point I would like to enjoy the superb handling without back seat nannies bantering about. Of course, I could just turn it off with the press of a button and quit complaining…
The hot thing you’re after can run with toned muscles, change course in a flash, wear the finest threads, and hover over an iPad waiting for the latest app. But, if said thing doesn’t have the perfect booty, then why bother? If you don’t like the shape of the EX37’s, try dating the Cadillac CTS Sport Wagon, Subaru Outback, Mini Countryman, or Acura ZDX. Price as tested came to $48,605.
