Another Review
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06-26-2004 | 09:28 PM
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Another Review
Story and photos by Jay Binneweg | The New Mexican
June 26, 2004
The G35 sedan single-handedly sparked Infiniti’s current renaissance. This one model enabled Nissan’s luxury division to emerge from the shadow of Lexus — and even to pick a fight with BMW. The addition of all-wheel drive subtracts nothing from the convincing sport package and increases the car’s usefulness in places that have seasons. Places like Santa Fe.
But when I got a chance to drive the car, the season was all wrong, as winter had given way to the clear days of spring. I longed for snowdrifts and perilous roads but was instead presented with unwavering blue skies and warm temperatures. So I took the G35x up a forest road in search of a worst-case driveway.
Having all-wheel drive doesn’t mean the G35x is ready to climb boulders, but its 5.5 inches of ground clearance are enough to navigate a rutted dirt road and clear the occasional rock in the way. The body structure is impressively stiff, and the suspension soaks up bumps as well as it tackles winding pavement .
The system that occasionally splits up to half of the engine’s prodigious 260 pound-feet of torque to the front wheels is known by the ridiculously long acronym ATTESA E-TS , which stands for Advanced Total Traction Engineering System for All Electronic Torque Split. Adapted from the system in Infiniti’s FX crossover vehicle, it is seamless in action.
Vehicle weight is up about 300 pounds, but the brawny 3.5-liter V-6 is unfazed. The engine’s 260 horses come on low and grow smoothly to a 6,000-rpm peak. Languid when you’re off the gas, playful when you step on it, the heart of most Nissan and Infiniti vehicles is a star.
In exchange for the utility of allwheel drive, fuel economy drops slightly (to 17 mpg city/24 highway from 18/26 in other automatic G35s and 20/27 with the manual), and the sticker price gets a $1,800 bump, which constitutes a bargain. But you must also sacrifice the manual transmission available in other G35s, though the five-speed automatic is up to the task, delivering quick shifts and offering manual control if you want it.
The interior is very attractive and focused on sport, but its few poorquality touches are still too easy to fault, and there are still buttons for the stereo and climate controls where there should be dials. Infiniti has heard these complaints, and 2005 models benefit from numerous subtle upgrades inside and out. Overall, the interior fits well and keeps the driver directed to his job, though the seat controls are fiddly and mounted where you don’t expect them.
In the way of welcome distractions , the dash accepts six CDs — not available in any BMW — and the screen for the optional navigation system pops up vertically from the dash. As in most cars with the latter toy, the map feature had a humorous inability to follow the roads to my remote country hideaway, with the arrow often flying over open space or straining against the confines of a road I wasn’t on. The screen blocks the elegant-but-unnecessary analog clock and replaces it with a digital readout which, at $2,000, is a bit pricey for a clock.
The rear seats are sized well for the class — meaning still tight for the tall — and the $3,200 Premium Package includes a novel feature that allows them to recline. Unfortunately they don’t fold down, but the trunk is plenty roomy, rated at 14.8 cubic feet.
Exterior styling is holding up nicely, and the sleek beauty of the models that have followed to flesh out the lineup show Infiniti is con- vincingly back. The G35 looked quite new and different when it bowed, and it has settled pleasantly into the automotive landscape. It also won over many converts with its studious examination of pros and cons in the market, showing the power of a passionate vision to change the public’s idea of Infiniti.
With the added utility of all-wheel drive, it’s time for Infiniti to take the fight outside .
Jay Binneweg is automotive editor for The New Mexican. He may be reached at carsandtrucks@ http://sfnewmexican.com.
2004.5 DG 5AT SEDAN
Aero Sport Premium
June 26, 2004
The G35 sedan single-handedly sparked Infiniti’s current renaissance. This one model enabled Nissan’s luxury division to emerge from the shadow of Lexus — and even to pick a fight with BMW. The addition of all-wheel drive subtracts nothing from the convincing sport package and increases the car’s usefulness in places that have seasons. Places like Santa Fe.
But when I got a chance to drive the car, the season was all wrong, as winter had given way to the clear days of spring. I longed for snowdrifts and perilous roads but was instead presented with unwavering blue skies and warm temperatures. So I took the G35x up a forest road in search of a worst-case driveway.
Having all-wheel drive doesn’t mean the G35x is ready to climb boulders, but its 5.5 inches of ground clearance are enough to navigate a rutted dirt road and clear the occasional rock in the way. The body structure is impressively stiff, and the suspension soaks up bumps as well as it tackles winding pavement .
The system that occasionally splits up to half of the engine’s prodigious 260 pound-feet of torque to the front wheels is known by the ridiculously long acronym ATTESA E-TS , which stands for Advanced Total Traction Engineering System for All Electronic Torque Split. Adapted from the system in Infiniti’s FX crossover vehicle, it is seamless in action.
Vehicle weight is up about 300 pounds, but the brawny 3.5-liter V-6 is unfazed. The engine’s 260 horses come on low and grow smoothly to a 6,000-rpm peak. Languid when you’re off the gas, playful when you step on it, the heart of most Nissan and Infiniti vehicles is a star.
In exchange for the utility of allwheel drive, fuel economy drops slightly (to 17 mpg city/24 highway from 18/26 in other automatic G35s and 20/27 with the manual), and the sticker price gets a $1,800 bump, which constitutes a bargain. But you must also sacrifice the manual transmission available in other G35s, though the five-speed automatic is up to the task, delivering quick shifts and offering manual control if you want it.
The interior is very attractive and focused on sport, but its few poorquality touches are still too easy to fault, and there are still buttons for the stereo and climate controls where there should be dials. Infiniti has heard these complaints, and 2005 models benefit from numerous subtle upgrades inside and out. Overall, the interior fits well and keeps the driver directed to his job, though the seat controls are fiddly and mounted where you don’t expect them.
In the way of welcome distractions , the dash accepts six CDs — not available in any BMW — and the screen for the optional navigation system pops up vertically from the dash. As in most cars with the latter toy, the map feature had a humorous inability to follow the roads to my remote country hideaway, with the arrow often flying over open space or straining against the confines of a road I wasn’t on. The screen blocks the elegant-but-unnecessary analog clock and replaces it with a digital readout which, at $2,000, is a bit pricey for a clock.
The rear seats are sized well for the class — meaning still tight for the tall — and the $3,200 Premium Package includes a novel feature that allows them to recline. Unfortunately they don’t fold down, but the trunk is plenty roomy, rated at 14.8 cubic feet.
Exterior styling is holding up nicely, and the sleek beauty of the models that have followed to flesh out the lineup show Infiniti is con- vincingly back. The G35 looked quite new and different when it bowed, and it has settled pleasantly into the automotive landscape. It also won over many converts with its studious examination of pros and cons in the market, showing the power of a passionate vision to change the public’s idea of Infiniti.
With the added utility of all-wheel drive, it’s time for Infiniti to take the fight outside .
Jay Binneweg is automotive editor for The New Mexican. He may be reached at carsandtrucks@ http://sfnewmexican.com.
2004.5 DG 5AT SEDAN
Aero Sport Premium
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