The half hour I had flew by like an instant. Parting with the new Infiniti G37 was categorically unwanted — it had hooked me that strongly. I switched off the stability control, put the gearbox into manual mode, and with a kind of obsession started throwing the car from one corner to another. Each time I was amazed by the incredible grip of the chassis and the truly ferocious nature of the engine on the short straights. The first two gears spin up to the limiter at 7500 rpm instantly, and the main thing here is not to miss the moment and pull the right paddle in time, otherwise the gearbox will hit the rev limiter. What do the dry figures of acceleration to 100 km/h in six seconds mean compared to this drive? The emotions from this coupe cannot be conveyed by numbers or words — you just have to feel it. To see the tachometer needle fly up like a bullet, drop slightly on the shift, and then stubbornly climb back to the 7500 mark. To feel it with every cell: through the seat of your pants, a slight blurring in your eyes, the weighty steering wheel, and your ribs, into which the side bolsters of the sport seats dig in corners.
It's a pity these half hour ended so soon. I really wanted to prolong the pleasure, but the security guard was persistently pointing at his watch. I had to slow down, do a couple of laps to cool the impressive brakes — 355 mm discs up front, 350 mm at the rear. Amid the displeased grumbling of the V-6, which had been deprived of its beloved high revs, and the crackle of the heated exhaust, I rolled out onto the highway towards the capital. Nighttime Moscow accepted the coupe as one of its own. On the brightly lit avenues, the bright blue car, splayed across the asphalt, looked stunning. Rare passerby walked by without paying attention. The G37 knows how to glide gracefully through the streets, like a catamaran, letting everyone admire its huge wave-shaped hood, curved front fenders, the recognizable grille with the emblem, and the swift silhouette with muscular rear arches. But if the car “took offense” at someone's glance, it would roar powerfully with a rev-match, drop a couple of gears, and dash away under the metallic ring of the engine, leaving the offender to admire the ruby L-shaped taillights.
By the way, the engine of the G35 sedan could not boast such a VVEL system — it also had a smaller displacement by 200 cubic centimeters. The VQ37VHR engine generally has many sporty features: lightweight pistons with molybdenum coating, iridium spark plugs, a reinforced crankcase, and symmetrical intake and exhaust. The VQ35 in the sedan is no slouch either, but it lacks that obsession and readiness to spin to the limit at any moment. The sound, despite the different exhaust, remained almost the same. It seemed to me that it could use a bit more aggression and significance.
It is commonly thought that a coupe is a car for two. With the G37, it's not so clear-cut. On one hand, the rear row of seats here is quite spacious. We tested this in practice: we set off with colleagues, three of us, on a trip of about 700 kilometers. And that's despite the fact that we are all above average height, and one is nearly 190 centimeters. No one complained about cramped space.
On the other hand, the G37 is a car for a selfish driver. Because only he, absorbed in the process, can fail to notice the weak sound insulation and constant shaking. The very stiff suspension and 19-inch wheels are not the best choice for roads of average quality. On some bumps, passengers were literally tossed around. Infiniti does not compromise. This is a true sport coupe, and the “sport” prefix is not just for show. But on perfectly smooth surfaces, the G37 delivers pure pleasure.
As soon as a smooth stretch appeared ahead, I would press the pedal to the floor without hesitation. The Infiniti flew forward like an arrow, easily reaching speeds near 200 km/h. Overtaking and lane changes are a trifle for it. The car reacts with kart-like sharpness to the slightest steering input — it has a variable-ratio steering mechanism. And on narrow, winding roads, the G37 feels right at home.
Moreover, this is its element. It “stands” on the arc with almost no body roll, and the handling is close to neutral. Each time, attacking the next corner, I understood that the limit, when the Potenza RE050 tires would lose grip, was still far away. And I was already taking corners nearly twice as fast as average cars! This is thanks to the double-wishbone front suspension and the 4WAS rear-wheel steering system. The Japanese have always been famous for such technologies — just recall the past generations of the Nissan Skyline GT-R.
By the way, in Japan, the Infiniti G37 is called nothing other than the Nissan Skyline. So it's clear where all this comes from. But it's also clear why the GT-R is now a separate model.
Yes, the G37 is fast and tenacious. But for all its power and polished handling, it is far from the brutal and uncompromising GT-R. These are cars from different weight classes. The Infiniti grew out of an ordinary sedan and is quite suitable for the city. It has a comfortable cabin, a Bose audio system, and a spacious rear row. The instrument panel with white-violet scales and the multimedia system display hint at the coupe's “civilian” character. The GT-R, on the other hand, is a true racer, and the recent Nürburgring record is proof of that. Moreover, the owner of an Infiniti — a car from Nissan's luxury division — is unlikely to go for tuning, while the GT-R is bought precisely for that. Different target audiences, so the separation of these models is quite logical.
Meanwhile, I'm racking up kilometers through nighttime Moscow behind the wheel of the G37. I'm driving calmly — why would I show off, I already know what my steed is capable of. At a traffic light, a biker pulls up next to me, glances through the window, and nods: like, let's go. I look at his tank — the inscription 600R. Could try. I nod back. On green, we launch simultaneously. When the speedometer passed a hundred, the motorcyclist was only a bike length ahead! An excellent result. I calm myself down, “calm” the car, and continue a leisurely drive, admiring the city. The biker only distracted me for a moment. In my thoughts, I'm still on that huge asphalt parking lot. Maybe go back? The guard won't let me in. And I so want to feel again how the G37, on lift-off, doesn't break into a slide but digs in with the front axle and carves a sharp corner with enormous G-forces. How with one movement of the right foot you can set the car and guide it along an arc in a sustained drift. How sharp and clear the brakes are. How instantly the engine responds to the accelerator. How the steering wheel fills with weight and how you feel every degree of front wheel turn. How the engine sings at the rev limit. I want to spin again and again in this crazy waltz of explosive accelerations, desperate braking, and spectacular slides. To the point of madness, to exhaustion, to infinity... Although, of course, people who can afford an Infiniti coupe are unlikely to buy it for such entertainment...