G37 on Motorweek, 0-60 in 6.2 seconds (modded G37s inside)
12-04-07, 07:43 PM
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G37 on Motorweek, 0-60 in 6.2 seconds (modded G37s inside)
0 to 60 in 6.2
1/4 mile in 14.6 at 100mph
Braking 60 to 0 in 123 feet
Ouch
http://www.mpt.org/motorweek/reviews/rt2707a.shtml
2008 Infiniti G37
Program #2707
Infiniti has set what we traditionally think about the luxury sport sedan segment on its ear with their G-series. Since it arrived for 2003, the G-series has shown it can go wheel-to-wheel with Germany's best. That's proving truer than ever with the second generation G35 sedan, and now it's time for the companion G37 Coupe to show its metal. Gee whiz - this is going to be fun!
When MotorWeek first tested the Infiniti G35 Coupe in 2003, we proclaimed it to be a rear-drive luxury-sport 2-door that would easily appeal to both Asian brand and Euro-car fans alike.
With its replacement, the 2008 G37, Infiniti is upping the ante to make its sportiest model even more cross culture. Still based on the same, albeit updated, platform as its more raucous Nissan cousin the 350Z, the G37 gets both pumped up and refined.
New body panels give the already sleek G a familiar but more polished, even sensual look. Starting at the nose, which wears the signature Infiniti grille, the body of our Journey-grade test car with the optional Sport Package, displays more flowing, organic curves.
Wheel choices are 18-inch or our car's optional 19-inch alloys, both with standard tire pressure monitoring.
Under a new hood, is a new 3.7-liter V6 engine derived from the 3.5 in the G-Series sedan. With 330 horsepower and 270 pound-feet of torque on tap, it features both variable valve timing and lift.
Transmissions start with a 6-speed manual, but our test car came with the 5-speed automatic with optional magnesium manual mode paddle shifters.
Whether manual or auto, the G-Coupe is less aggressive than its Z-car cousin off the line, but it's also smoother as it zips to 60 in 6.2 seconds and through the quarter-mile in 14.6 seconds at 100 miles-per-hour.
Shifts are quick, and while gear ratios do allow more rpm drop per shift than we like, the engine's flat midrange prevents any notable loss of momentum.
When the road turns, the G37 relies on its stiffer chassis, wider track, and a double-wishbone front/multi-link rear suspension that's now lighter and firmer.
Also available is Infiniti's 4-Wheel Active Steering that adjusts steering ratios and rear suspension geometry to match speed and road conditions.
Our test car hit the track with standard, and only mildly intrusive, electronic stability and traction control.
Turn-ins are quick and direct, with a touch of progressive oversteer, and minimal body roll. The steering, however, is a bit numb.
The brake pedal is also dead, but the ABS-equipped discs averaged a fine 123 feet from 60. The chassis runs straight and true, despite noticeable nose dive and an unexplained fade in braking strength on one of six test runs.
When turned loose on real roads, the G37 delivers a firm, comfortable, very Euro-spec ride. Improved NVH control keeps cabin noise down, and allows us to enjoy the throatier sound of the retuned dual exhaust.
Government fuel economy ratings are 18 city/24 highway. We split the difference with 22 miles-per-gallon in mixed driving on premium gas.
The G37 Journey is well equipped with performance hardware, and likewise the cabin is definitely cockpit like.
Like a vintage Porsche 928, the adjustable steering column takes the gauge pod with it, so readouts are always in the clear.
The 8-way seats are trimmed in leather. The Premium package adds seat memory and power lumbar support, and a Bose audio system that includes a 9.3-gigabyte hard drive and compact flash drive port. An auxiliary input for MP3 players is included.
Safety features include front side impact, and head curtain airbags.
The rear seat mirrors the Euro-coupe template, which means it's a tight fit for average Americans. The one-piece seatback does fold and nicely expands the wide but shallow 7.4 cubic-foot trunk.
Pricing for the new Infiniti G37 Coupe starts at $34,965. That's less than a base BMW 328i Coupe. The more upscale G37 Journey rings up at $35,715, while Sport trim goes for $36,265.
With the new 2008 G37 Coupe, the impact of the second generation Infiniti G-Series is confirmed. There is no sport sedan and coupe carline, no matter where it comes from, that is more appealing or rewarding as a driver's car. It may still lack some of the snob appeal of European benchmarks, but that's all.
1/4 mile in 14.6 at 100mph
Braking 60 to 0 in 123 feet
Ouch
http://www.mpt.org/motorweek/reviews/rt2707a.shtml
2008 Infiniti G37
Program #2707
Infiniti has set what we traditionally think about the luxury sport sedan segment on its ear with their G-series. Since it arrived for 2003, the G-series has shown it can go wheel-to-wheel with Germany's best. That's proving truer than ever with the second generation G35 sedan, and now it's time for the companion G37 Coupe to show its metal. Gee whiz - this is going to be fun!
When MotorWeek first tested the Infiniti G35 Coupe in 2003, we proclaimed it to be a rear-drive luxury-sport 2-door that would easily appeal to both Asian brand and Euro-car fans alike.
With its replacement, the 2008 G37, Infiniti is upping the ante to make its sportiest model even more cross culture. Still based on the same, albeit updated, platform as its more raucous Nissan cousin the 350Z, the G37 gets both pumped up and refined.
New body panels give the already sleek G a familiar but more polished, even sensual look. Starting at the nose, which wears the signature Infiniti grille, the body of our Journey-grade test car with the optional Sport Package, displays more flowing, organic curves.
Wheel choices are 18-inch or our car's optional 19-inch alloys, both with standard tire pressure monitoring.
Under a new hood, is a new 3.7-liter V6 engine derived from the 3.5 in the G-Series sedan. With 330 horsepower and 270 pound-feet of torque on tap, it features both variable valve timing and lift.
Transmissions start with a 6-speed manual, but our test car came with the 5-speed automatic with optional magnesium manual mode paddle shifters.
Whether manual or auto, the G-Coupe is less aggressive than its Z-car cousin off the line, but it's also smoother as it zips to 60 in 6.2 seconds and through the quarter-mile in 14.6 seconds at 100 miles-per-hour.
Shifts are quick, and while gear ratios do allow more rpm drop per shift than we like, the engine's flat midrange prevents any notable loss of momentum.
When the road turns, the G37 relies on its stiffer chassis, wider track, and a double-wishbone front/multi-link rear suspension that's now lighter and firmer.
Also available is Infiniti's 4-Wheel Active Steering that adjusts steering ratios and rear suspension geometry to match speed and road conditions.
Our test car hit the track with standard, and only mildly intrusive, electronic stability and traction control.
Turn-ins are quick and direct, with a touch of progressive oversteer, and minimal body roll. The steering, however, is a bit numb.
The brake pedal is also dead, but the ABS-equipped discs averaged a fine 123 feet from 60. The chassis runs straight and true, despite noticeable nose dive and an unexplained fade in braking strength on one of six test runs.
When turned loose on real roads, the G37 delivers a firm, comfortable, very Euro-spec ride. Improved NVH control keeps cabin noise down, and allows us to enjoy the throatier sound of the retuned dual exhaust.
Government fuel economy ratings are 18 city/24 highway. We split the difference with 22 miles-per-gallon in mixed driving on premium gas.
The G37 Journey is well equipped with performance hardware, and likewise the cabin is definitely cockpit like.
Like a vintage Porsche 928, the adjustable steering column takes the gauge pod with it, so readouts are always in the clear.
The 8-way seats are trimmed in leather. The Premium package adds seat memory and power lumbar support, and a Bose audio system that includes a 9.3-gigabyte hard drive and compact flash drive port. An auxiliary input for MP3 players is included.
Safety features include front side impact, and head curtain airbags.
The rear seat mirrors the Euro-coupe template, which means it's a tight fit for average Americans. The one-piece seatback does fold and nicely expands the wide but shallow 7.4 cubic-foot trunk.
Pricing for the new Infiniti G37 Coupe starts at $34,965. That's less than a base BMW 328i Coupe. The more upscale G37 Journey rings up at $35,715, while Sport trim goes for $36,265.
With the new 2008 G37 Coupe, the impact of the second generation Infiniti G-Series is confirmed. There is no sport sedan and coupe carline, no matter where it comes from, that is more appealing or rewarding as a driver's car. It may still lack some of the snob appeal of European benchmarks, but that's all.
12-04-07, 08:50 PM
#6
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0 to 60 numbers can be all over the place for the same car by different mags (or even by the same mag at different times.
For example, the IS350 has been clocked as fast as 4.9s, and as slow as 6.0s.
For example, the IS350 has been clocked as fast as 4.9s, and as slow as 6.0s.
12-04-07, 09:48 PM
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It's hard to tell a G37 from a G35c until your on top of it, either way the 335 popularity is online.
edit: G37 numbers sounds great if it came out in 2004
edit: G37 numbers sounds great if it came out in 2004
Last edited by <VENOM>; 12-04-07 at 09:54 PM.
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12-05-07, 07:23 AM
#15
Lexus Fanatic
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Can anyone dig up comparison weight and dimensions of the G37 vs. a 3 coupe?
Somehow the 3 looks sleek and 'buff' while the G37 looks too big and heavy to me.
Somehow the 3 looks sleek and 'buff' while the G37 looks too big and heavy to me.