But whether because of the meatier inch rubber that is standard on the six-speed coupe or a relocated center of gravity or both , the G35 coupe remains unflappably stable and neutrally balanced. Indeed, the coupe turned in a scorching 0.
The wheel is a precise scalpel and the turn-in aggressive, and the body remains level and composed through the corners. At track speeds, the fun fades in the turns not because of tail wagging but owing to progressive front-end scrubbing. As with the Z, the G hits understeer at the border of its performance envelope, but it won't intrude on your daily enjoyment of the car's spry footwork unless you view your morning commute as a time trial. Even if it does, the clear vista forward from behind the wheel makes it easy to bayonet the G35's snout precisely into corners.
The gauges are low and, unlike the Z's, corralled into a single binnacle that moves with the tilting column. If orange is your favorite color—it isn't around here—you'll love the otherwise plain dials. Rectilinear shapes and machined-metal accents, the industrial mayonnaise of the Z cockpit, are spread on less thickly in the G.
Traditional rubber pedal pads, for example, stand in for the Z's drilled aluminum shoe stops. The coupe's interior is an identical copy of the sedan's, right down to the arresting mix of buttons. There are big black plastic jobs on the door panels, small metal kernels on the steering wheel, and modern double-size squares on the center column.
The seat controls next to your inboard thigh are something else altogether, and the dash mixes up smooth surfaces with ones with elephant-skin texture and ones with polka-dot perforations. Nissan has become the company where no idea goes to waste. The G's yards of textured black plastic and the matte silver center stack proclaim "luxury car! The center console substitutes a true armrest with seat-heater buttons.
The digital display up top that resembles a mail slot is thin on information. One nice bonus: All G35s get an in-dash, six-disc CD changer plus a tape deck for bookworms. Lows: Not so nice noise and vibration, interior mixes up its messages. The G's seats greet their visitors with hospitality and make friends with all.
One editor pronounced them the best thing this side of a Recaro. The forward buckets are big enough to support the lower legs, the seatbacks concave enough to counter sideways gravity in the corners. The pedals, the wheel, and the fungus-shaped shifter sit in close, accessible orbit, the latter being a precise but somewhat imperfect tool in that it gives the forearm a workout with overly heavy detents. Honda's secret recipe for a perfect shifter remains, well, a secret. Two adults of female size can fit comfortably into the rear, but headroom is definitely wanting for six-footers.
Perhaps more amazingly, two golf bags will squeeze into the G35's eight-cubic-foot trunk. Don't believe it? There's a small placard thoughtfully pasted to the trunk liner to show how it's done.
The arching chassis brace that annoyingly bisects the Z's hatchback trunk is present in the G, but because the G is not a hatchback and is Z owners will need more than a spatula to fit two golf bags; they'll need a crowbar. The brace contributes to the G's relative indifference to bumps and frost heaves.
Impact energy still finds its way through the taut structure, especially since road-surface changes are being telegraphed nearly verbatim by the robust series Michelin rubber around the wheels.
Infineon is a track that calls for pretty heavy brake use, for sure, but the massive Brembo discs and calipers peeking through the inch alloy wheels included on the six-speed manual model looked well up to the task.
The base G35 coupe will be available with inch wheels and a five-speed automatic transmission with a manual override. A sort-of touring version will offer an inch wheel-and-tire package that comes standard on the six-speed manual cars we had at the track where, we're sure you're dying to know, the cars worked extremely well.
Despite the long wheelbase and more-comfortable suspension calibrations, the G35 coupe has well-snubbed roll motions and very responsive steering, particularly on turn-in. Like its Z sibling, the car pushes into predictable understeer at the limit, with some power oversteer available at corner exits. A limited-slip differential stops the inside wheel from smoking your corner exit power, and the car drives out of bends with plenty of traction.
The Brembo brakes weren't smoking either at the end of our session, which signals generous thermal mass in the Inside the car you find an interior remarkably similar to the one in the G35 sedan. Not when you have a brand image to maintain and want to provide a more mature and sophisticated environment than might be found in, say, a purer sports version of the same concept. The seats are leather in the manual-transmission car, with a six-way power driver's seat, but the base automatic model will feature cloth.
The equipment levels are fairly high, given the Infiniti logo on the hood, and the G-cars all get anti-lock brakes, brake assist, electronic brake-force distribution, and skid and traction controls.
That's just the chassis hardware. Gross weight 4, lbs. Fuel Fuel tank capacity Torque rpm 4, Maximum towing capacity 1, lbs. Drive type all-wheel drive Turning radius Research Another Vehicle. We notice you're using an ad blocker. Please consider allowing Autoblog. Allow Us!
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