Infiniti FX37 AWD

The FX37 is the latest evolution of the FX35, gaining a bit of punch, more fuel economy with little additional cost. It is an enigma however as it is a a very sporty car that is fast and firm like a Z car. Look for the comfort mode and you’ll find none. So read on and see if this is the right vehicle for you.
Having just spent the prior week driving a storied sports sedan, I was prepared to be under whelmed by the performance of this tall, rather ungainly looking sports utility.

But beauty is as beauty does, and what the FX37 does best is cover ground fast. Faster, in most instances than that storied sports sedan I thought I’d be missing so much. To the everlasting credit of Infiniti engineers, they have produced a lithe and agile package that belies its looks, its weight and its perceived station in life. If there’s a sporting award for SUVs, the FX37 is a clear first place winner.

Its efficient 3.7 liter V6 proves you don’t need a V8 to wring top drawer performance from such a sizeable vehicle. Despite the Infiniti’s curb weight of 4,156 lb., the 325hp motor is adequate to any acceleration need, and will also tow 3,500 lb. Just floor the throttle, or select the appropriate gear of the 7 available, and the FX flies into action like a Special Forces commando truck. Although you can also order a 390hp V8 version of the FX designated FX50, you’ll sacrifice the decent (17/24 MPG) gas mileage of the V6 for the voracious appetite (14/20 MPG) of the 5.0 liter V8. Thanks to the responsiveness of the V6, the V8 is more motor than you need.

The engine’s stellar power band, silken transmission, and perpetual all-wheel-drive wouldn’t be worth much without suspension to match, but the underpinnings of the FX offer sportscar alacrity at the cost of ride comfort. Unlike so many SUVs that depend on live rear axles inherited from truck architecture, the crossover FX features multi-link independent suspension front and rear. Ground hogging 10-spoke, 21 inch graphite alloys, which measure 9.5 inches in width, mount 265/45R21 Bridgestone Dueler H/L 400 tires.

This jumbo rubber combines with the race-bred suspension to keep the FX firmly planted in even the most testing series of corners. Steering feedback is reassuringly accurate, and the stiff chassis structure never heels over, even in the sharpest turns. But this exemplary sportscar handling comes at the price of a stiff, unyielding ride that is harsh over pavement imperfections. The rear seat, which is perched directly over the rear axle, suffers notably from this drawback. Even on smooth freeway slabs, I had eyeball jiggling difficulty focusing on printed matter when seated in back.

The front compartment, however, is a different story. Here, ride quality is quite acceptable, thanks to lavishly overstuffed leather seats that feature 10-way adjustment for the driver and 8-way adjustment for the passenger. Both front seats are heated. Heating and cooling vents for the aft compartment make life back there more tolerable.

Infiniti packs an enormous amount of technology into the standard FX. You do not need to pay extra to acquire: Navigation, XM satellite radio, an 11 speaker Bose Premium Sound System, or Bluetooth Hands-Free Phone System with Streaming Audio. Even photo monitoring of outside front, side and back areas is standard thanks to the “AroundView” Monitor which produces a sonar display on the Navigation screen. The FX37 is one of the most fully equipped vehicles you can buy, and to prove the point, our $53,400 test model did not include a single, optional extra. That’s sort of an Olympic accolade for any test review car or truck, which are generally loaded with expensive options, and it really speaks to the value inherent of the base model FX37. If you need an SUV that handles like a Corvette, then this Infiniti is the one to chose.

Infiniti JX35

You could buy a brand new Hyundai Accent for $12,445. Or, you could spend the same amount of money just to add 4 accessory packages to the Infiniti JX35. When you opt for the Technology Package ($3,100), the Theater Package ($1,700), the Deluxe Touring Package ($2,550) and the Premium Package ($4,950), then throw in a pair of Roof Rails ($370), you’ve added a whopping $12,670 to the $41,550 base price of the JX35. Are all these additions really worth the price of a new Hyundai?

 

 Far from it. In fact, some, like the Technology Package, are enough to drive you to distraction. If you’re unable to turn your head, look in the rear view mirror, or pay attention to traffic, you might want to consider investing in this option. But if you have enough breath to fog a mirror, forget it. Does anyone really need “Backup Collision Intervention,” “Distance Control Assist” or “Lane Departure Warning and Intervention”? The latter “feature” is remarkably intrusive and annoying, issuing a constant flurry of beeps every time you change lanes. Despite the fact that the Owner’s Manual suggests the possibility of over-riding Lane Departure Warning, we were unable to accomplish the reprogramming needed for this task.

All these preventative devices conspire to saddle the JX with the jerkiest cruise control imaginable. I always thought that my Uncle Joe, who lived in NYC, was the worst driver in the world, stopping and starting so often that you wanted to upchuck after 2 blocks in the passenger seat. Well, the JX’ “Intelligent Cruise Control” is so dumb that it puts Uncle Joe to shame. Set your desired speed, and the JX35 accelerates and brakes with mind-numbing frequency. After a few minutes of this bizarre ritual, we deselected cruise control and took care of the throttle our self.

Aside from technology run amok, the JX35 is a decently presented SUV, with enough thump from its 265hp V6, and enough stick from its 20 inch Bridgestone Dueler H/P radials (235/55R20), to motor smartly down a winding road. Steering is unusually communicative for an SUV that weighs 5,000 pounds. The CVT transmission, however, is disconcerting in a vehicle of this price range. As you may know, constantly variable transmissions depend on belts rather than gears for motivation. When you perform a “downshift” in the JX35, you’re really asking the CVT transmission to alter belt length to increase rpm. Even when shifted manually, this mechanism responds slowly to downshift and upshift commands. A real 6 or 8 speed gearbox is the accepted norm for an SUV in this price range.

From a functional standpoint, the JX35 offers the utility of 3 seating rows. With all seats erect, you’re limited to just 11 cubic feet of tailgate accessible storage. If you drop the seatbacks flat in the back rows, cargo space jumps to 85 cubic feet, while rear vision improves markedly because the back headrests are no longer blocking your line of sight.
If you option the JX35 judiciously, you’ll bring home an eminently practical and affordable SUV with the proven 3.5 liter Nissan/Infiniti V6 under the hood, lots of luxury trimmings inside, and enough seats to transport the soccer team to games. Just stay away from that Hal 9000 “Technology Package.”

Infiniti G Coupe IPL

Let’s say you’re a born again racer who’s outgrown the trappings of the street pose down. You still like to drive hard and fast, but you no longer need to let the world in on your little secret. So you start scanning test reports with an eye for the understated rather than the obvious performance package. You’ve got some serious cash to spend on your acquisition, but you’re not quite ready for a full scale German pocket vacuuming. Well, in that case, I’ve got the perfect sports coupe for you. At a base price of $50,500, the Infiniti G Coupe undercuts the price of most anything from Bavaria, and better yet, outperforms many BMWs, Audis and Porsches costing up to twice as much.

The reason for this apparent discrepancy in the price/performance ratio? The G is really a revamped Nissan 370Z, devoid of the Z’s boy racer proclivity to overstate its case. You won’t find any of the Z’s rough edges, harsh ride, or buzzy exhaust in the grown up version Infiniti sells. But by the same token, you’ll give nothing away to the Z in terms of raw performance. If anything, the G Coupe in IPL trim, is easier to drive hard than the Z because it’s smoother, quieter and less demanding on you.

 The IPL specification is a must if your G Coupe is going to compete with the best from Europe in handling dexterity and straight line acceleration. IPL tweaks output of the standard G37’s 3.7 liter V-6 from 330hp to 348hp. The package also includes a close ratio 6-speed transmission which feeds power to the rear wheels through a standard Viscous Limited Slip Differential (VLSD). The VSLD insures that power is meted to the rear wheel with the best grip, so you never experience power loss through wheelspin. Infiniti beefs up the brakes on IPL cars with sport calibrated 4-piston front and 2-piston rear calipers on oversized discs. Finally, the steering ratio is quicker than that of a stock G37 at 14.7:1. There’s never a need to crank the steering wheel from lock to lock in this coupe because the quicker steering ratio requires less lock for directional change.

The G Coupe’s planted stance is due to Infiniti’s choice of premium rubber at each corner. The standard graphite finished 7-spoke aluminum alloy wheels mount Bridgestone Potenza RE 050A tires measuring 225/45R19 front and 245/40R19 rear. Combined with IPL sports tuned shocks and springs, the G Coupe carves corners like a 370Z on steroids.

Yet none of the borderline cheap looking 370Z interior appointments are evident in this Infiniti. The interior is plush, padded and perfectly inviting. The driver’s seat is 12-way adjustable, with lovely under-thigh support that extends and retracts, coupled to fat side bolsters that can be configured as tightly or loosely as needed. The passenger’s seat is somewhat less adjustable, but both feature heating and nifty embroidered “IPL” logos in their headrests. The back seat is suitable only for small children, and its accessibility is suspect thanks to small doors openings and seatbelt interference.

This Infiniti is solidly constructed, with a smattering of real brushed aluminum trim across the dash and center console. There isn’t an abundance of room in the cockpit, but you do at least enjoy a usable glove box plus small storage pockets in both doors. The cumbersome front seat belt valets are molded in ivory to match the color of the headliner. But they look cheap and out-of-place in this otherwise simple Zen interior.
For the money, it’s hard to match this sports sedan in terms of finish, performance or luxury. In fact, the G Coupe in IPL trim is one of the best driving cars on the market regardless of price.