Test drive Infiniti G37 compartment since 2008 coupe

Cult of personality

We are already somehow accustomed to the fact that Infiniti offers cars clearly focused on a completely respectable and very wealthy audience, status, expensive and comfortable
The new G37 Coupe for our market is fully consistent with this image, but it cannot only be in the first characteristics of the first characteristics by definition.
The suspension here is a truly derivatives of every patch or pothole that fell under the wheel, not to mention extremely loyal, for the most part, metropolitan artificial bumps, almost in its original form are broadcast on the bodies of passengers, and so that the rear riders immediately risk flying their heads into their heads ceiling.
Otherwise, they would be saved by seats, but they differ here no less firmness. There is no need to talk about planting the front riders at all. At first glance, the seats in Infiniti are very convenient: almost the perfect profile, excellent lateral support but the range of vertical adjustment is very limited, so that the driver tall above 200 centimeters, sitting down in this compartment, will depict ancient Greek Atlanta in 100% of cases, practically touching the sky. not with the head, but with his shoulders well, at least the hatch is included in the standard configuration
It would seem that even the Germans will not be forgiven for such bullying today, but most buyers of this car will still not pay attention to such trifles. Firstly, because not everyone has such outstanding dimensions. And secondly, a compartment car for an egoist, so the rear passengers are likely to never be here either. The smoothness remains, but this will be forgiven for him for the only reason: Infiniti G37 Coupe in the Land of the Rising Sun is called Nissan Skyline. The same, the cult Sky, which, it seemed, the Japanese will never poke the left wheel.
And this is not about a certain sweetened surrogate, but about the real clone, which differs from the original only with a branded nameplate on the radiator grille. Otherwise, the same rear -wheel drive, a self -locking inter -ceiling differential with built -in viscousyft, a welterberry layout (the engine is located within the wheelbase) and, as a result, almost ideal hanging along the axes and honed controllability.
Under the hood there is a top combatant combat VQ37VHR with a capacity of 333 hp, at 5200 revolutions issuing 363 nm of traction. But the main exclusive chassis with the 4was system (4 Wheel Active Steering), in which not only the front, but also the rear of the wheels can be rotated, which no competitor will offer. What about this background of ergonomics?
The faceless subjective, which will simply be missed by the ears, considering for an annoying misunderstanding.
But from the G37 they will squeeze out all the juices, sprouting with a steering wheel in the chicans and shaking the fat, which was rushing in the office.
Equipped with a VVL non-destroying system with a hydraulic control mechanism of gas and electronic control of the opening angle of inlet valves 3.7-liter V6 can be safely twisted before cutting off (up to 7500 revolutions) even with an automatic machine. The transmission is honest and insure, throwing the gear.
By the way, there is no sports regime here, but there are steering petals, with the correct use of which you can achieve excellent dynamics from the compartment. The acceleration in the end is, perhaps, not impressive, but powerful enough and even, especially from average revolutions.
However, I liked the fact that the automatic transmission allows the engine to slow down, and, as it turned out, not only in manual, but also in automatic mode: the step down and the coupe bites the nose, accompanying the action of the characteristic roar of the motor. This is not only spectacular, but also extremely useful, at least in winter. True, there is one thing here: below 3,000 rpm is better not to sink. Behind this threshold, the motor seems to be fading, which, perhaps, is not so obvious, but the accelerator pedal already seems to be strongly shattered by a sharp pressure on gas in this case is accompanied by a rather tangible failure. This, by the way, should be taken into account on narrow suburban routes, for example, when overtaking trucks, caring in the rise.
But there are no complaints about the chassis at all. Not the best smoothness in the G37 is compensated by excellent stability on the road. The car is practically not fired, while it clearly holds the direction and is actually not subject to swing the only thing that is not within the power, rut, here the compartment talks like a fragile ship into a 10-point storm. However, it is worth reaching the new asphalt and everything returns to normal.
Infiniti can be praised for excellent controllability: 2.5 steering wheel turns to the stop, clear, almost sports reactions, decent information content, although at first it will be necessary to get used to the behavior of the car. The reason is the same hersing feed. The system, by the way, is proposed as an option, so that it can always be abandoned, nevertheless, the wheels of the 4WAS compartment equipped can deviate from the nominal position only by a degree, but this is enough to completely change the given trajectory. The electronics itself winds the car, so the driver needs to initially turn the steering wheel to a smaller angle. It is very convenient at speed, especially when the obstacles detour: a small turn of the wheel and the car smoothly leaves its strip, gets into the neighboring one, and then returns to its original position. Even if the driver clearly overdo it with the steering wheel, in this case the stabilization system will go in, gently and unobtrusively correcting the trajectory.
But in the city, such lightness can turn into rather unpleasant consequences: in a turn, the system smoothes the arc, so much that by twisting the steering wheel, say, when leaving the yard, you can inadvertently hook the curb or the corner of the neighboring car. At the same time, the speeds are usually small, the VDC is almost useless, so at first the driver of the smart G37 will have to be extremely careful. However, you will not have to get used to it for a long time.
Another question is who? Nissan Skyline fans in our country are many. Surely they will find among successful representatives of the upper segment of the middle class. But whether any of them agrees to give almost 1.7 million for the Infiniti G37 ... On the other hand, they have been waiting for him for too long.
Infiniti has been made formally two-door models since 1990, but the company really took up the compartment only in the late 90s, when Nissan management decided to design the new Skyline (V35) with the expectation of the American public. That is how Nissan Skyline has turned into Infiniti G.
By the way ...
The new 3.7-liter Skyline/G37 engine is unified with a 3.5-liter predecessor by about 65%.
At the same time, it differs in a large volume and the presence of VVL and CVTCS systems, which made it possible to increase the power of the unit from 275 to 333 hp.
Vladimir Zhidkov
Photo author: Armen Meetarjyan
 

Source: MKOMBILA magazine [May/2008]