Still, the G35 lacks some of the razor-sharp response of a BMW 3 Series, and the rear end bobs a bit in fast, sweeping fast turns, especially turns with pavement undulations. But don't get us wrong: the Infiniti is clearly one of the best sports sedans in the class, with much better handling than any of the front-drive cars. The G35's long wheelbase, low center of gravity, aerodynamic downforce, and lightweight suspension are all designed to keep its tires on the road where they can generate maximum grip.
The G35's handling characteristics are designed to be less-fatiguing on the driver, another lesson Nissan learned in the 24 Hours of Le Mans, and in FIA Group C racing. Using a large-diameter tire instead of wide tire makes the contact patch longer rather than wider for less noise and improved wet performance. Also, taller tires are less sensitive to camber changes and benefit from better sidewall support than a wider tire with a smaller diameter.
The G35X all-wheel-drive sedan employs a system Infiniti calls ATTESA E-TS, for Advanced Total Traction Engineering System for All Electronic Torque Split. That mouthful means that a computer controls an active center differential for smoother starts, better fuel economy, and better traction and maneuverability in snow. Most of the time, the system sends 100 percent of the driving torque to the rear wheels, so the G35X handles like a rear-drive sedan. While accelerating (and hence demanding more grip from the tires), the system sends 25 percent of the torque forward. It can divert up to 50 percent of driving torque to the front wheels if it senses that the rear wheels are slipping. A Snow mode, selected by a button on the console, locks torque distribution at 50/50 front/rear, and reduces the sensitivity of the drive-by-wire throttle. This is the same system Infiniti installs in its all-wheel-drive FX35 and FX45 luxury crossover SUVs.
The G35's V6 produces a unique and sporty sound. There's lots of low-rpm torque, more than what's available from the BMW 330i, Lexus IS 300, and Mercedes C320. This makes the G35 feel very responsive around town. Stand on the gas and it delivers brilliant acceleration performance. It can accelerate from 0 to 60 mph in 6.2 seconds, according to Car and Driver magazine. Shifting the manual gearbox is direct and precise though it requires a little deliberation. It isn't as light (wimpy?) as an Acura gearbox. But match the revs perfectly and you can shift without depressing the clutch pedal. This is no Solara or Accord coupe. The clutch pedal is relatively firm and takes more effort to depress than the pedal in a Toyota, Honda, or even a Porsche. This makes it more challenging to drive smoothly than those other coupes, harder to drive smoothly than a Porsche Boxster or 911.
Likewise, the coupe is supremely stable and offers great handling. It's precise, like a BMW, firm, but has a nice ride. It feels like a high-performance sports car, not a sports-luxury car. It jiggles on some highway undulations. Overall, it's a great balance. You feel more connected to the road in the G35 than you do in, say, a Corvette. It can be driven precisely at high speeds. It's very stable, perhaps more so than the Z.
A less restrictive exhaust, among other changes, allow the G35 coupe to squeeze 20 more horsepower and 10 more pounds-feet of torque from the same basic engine. We're not sure it sounds as good as the sedan, though. The coupe's engine meets LEV2 emissions standards.
The five-speed automatic transmission in both cars is super-smooth in normal use and quite responsive when pressed. It offers a manual mode, which can be activated by pushing the shift lever to the right, then back to downshift or forward to upshift. Some drivers find pushing the lever to the outside awkward, but I didn't feel it was an issue. If you select third gear, for example, the transmission will still automatically shift down to second when needed, but will not shift up past third; it will hit the rev limiter instead. This manual mode reduces the tendency for the transmission to uphshift unnecessarily on winding, mountainous roads. It won't shift up when you lift off the gas to brake for the next corner, providing some engine braking and making your mountain assault more enjoyable. Still, the transmission is so responsive in the regular automatic mode, we tended to put it in Drive and leave it there.
The G35's active safety features include antilock brakes (ABS) for maintaining steering control in an emergency stopping situation, electronic brake-force distribution (EBD) for shorter stopping distances, an electronic stability program (VDC) to keep you on the road, and Brake Assist to maintain full braking force in an emergency stopping situation even if you accidentally relax brake pedal pressure. Next Page