Nissan Sport Inc

Breath of Fresh Air: 2009 Infiniti G37 Convertible

Compared to the news of an imploding world economy or the megalithic steps to save it, the announcement by Infiniti of their newest vehicle did not, on the surface, appear to be particularly earth shattering. But in a car market that desperately needs a shot in the arm, it was welcome springtime news.

Even the weather cooperated, with a bright, clear day dawning in Los Angeles for a drive of the new Infiniti G37 convertible. As I walked up to the car, I admired the styling details—a chrome strip that surrounds the cockpit and rear tonneau cover, for example. It adds a nice finished look to the car with the top down. Infiniti took a lot of time modifying the G platform from the A-pillar on back, with most rear body panels unique to this model. One thing missing was a visible rollbar—something readily apparent on, say, the new BMW Z4 35i—but Infiniti decided to go with pop-up rollbars behind the front seats. Not that there’s much room for the rear seats anyway, but a large foldable windblocker sat over them for a majority of the ride.

The first car to sample was a Platinum Graphite G37 ‘vert with the seven-speed auto. Intelligent Key in my pocket and a simple push of the button to start the VQ37VHR brought a welcome surprise. The exhaust note was extremely pleasing, as Infiniti fitted slightly larger catalytic converters (to reduce backpressure) and tuned the exhaust. With the top down and stop-and-go traffic through the tony streets of Beverly Hills, the G37 had a nice burble at idle and a silky snarl as I gave it the boot. Using a slightly lower 3.357 final drive ratio, the 18” rear tires easily put down all 325 hp.

As we drove across highway expansion joints or uneven pavement up through the hills, the topless G37’s structure was rock solid. No creaks or groans, as Infiniti engineers added additional side sill reinforcements, together with both W- and V-shaped longitudinal braces in the rear. The second-generation FM (front midship) chassis offers sufficient stiffness in front of the firewall to forgo any additional structure. Better yet, the reinforcements were relatively lightweight, as the G37 ‘vert weighs only 453 pounds more than a standard G37.

At a rest stop, I was more than happy to switch over to a G37 ‘vert Sport model with the 6-speed manual. Right from the start, this sport package (with 19” ten-spoke alloys, huge 4-piston front and 2-piston rear monoblock brakes, aluminum pedals, and quicker steering) was a more involving ride. Turn-in was sharp, as we attacked the downhill curves on twisty Mullholland Drive. At the limit, the G37 understeers predictably, with the front 225/45-19 Bridgestones giving plenty of tactile and auditory warnings that they’re losing traction without the 245/40-19 rears breaking loose. The Sport brakes were rock solid and more easily modulated in spirited driving. Headed back across the picturesque Pacific Coast Highway, my only criticism was how light the steering seemed at highway speeds.

Looking around the cockpit, I observed that Infiniti has added some unique touches. A brighter Obi (the silken sash that adorns the Japanese kimono) finish adorns the aluminum trim. Stereo speakers are plentiful and have been boosted and tuned for top-down motoring. The instrument panel has modified facings to reduce glare (although the digital gauge still washed out under direct sunlight). At a stoplight I tested the three-piece folding hardtop. Infiniti claims it takes only 28 seconds to be deployed, and it was indeed quick, with the press of a single button. The hardtop features a seamless fabric headliner for a nicely finished look, as well as superb sound insulation that Infiniti owners expect. Infiniti’s first convertible since 1992 should be available nationwide June 19. Look for pricing in the $45K+ range.

—David Muramoto