The interior also gets an "upgrade" with new wood and softer leather, though it's mostly indistinguishable from previous versions.

[VLane, Strada, Infinit]

Full Disclosure: Infiniti wanted me to drive the new G37 Convertible so badly they flew me out and put me up in a pretentious hotel to make sure I wrote about it. Also, they fed me steak, but they spelled it "STK." Is nothing sacred?

Rounding a corner quickly somewhere in the part of Malibu that looks like Kentucky, there's suddenly a fat chick in a sweaty halter-top waddling down the middle of the road. A screeching halt and, out of nowhere, there's cops. Waving at us. They seem to want us to pass tubby. Not wanting to interrupt this interesting flow of events we do what they want and proceed down the road, considerably slower than before.

"The Biggest Loser: Marathon" mile markers we'd been passing fairly regularly for the last few miles should have been a clue, but pushing the Infiniti's communicative front into, then working the rear tires with the revvy 325 HP V6 out of the 90 degree, perfectly flat corners, passing horses standing behind white board fences and getting a sunburn was proving too much of a distraction.

Only after encountering Cayenne-mounted camera crews did it dawn on us we'd entered some kind of bizarre reality show in which fat people embarrass themselves with the hope of regaining some sort of dignity.

Slowing down, the G37 transforms from an out-and-out sportscar into a mild mannered cruiser, just two guys slowly easing past overly-tanned presenters in our light shade of we're-confident-in-our-sexuality blue, top down, not a care in the world except for avoiding the darker blue-veined jiggling mounds of cellulite creeping out underneath the cuffs of jogging shorts.

On to a missile-testing facility on the coast and suddenly the landscape is all landslides and fog, the risk of skin cancer replaced by clammy salt air. Up with the top and on into traffic hell as we snarl our way to eat English food next to an old-timey pier complete with a vintage Ferris wheel.

Through a quirk of culture, geography and prevailing winds, this tiny little corner of Southern California packs the ups and downs of an entire world into an afternoon's drive. It's got the worst traffic on the continent, but some of the best driving roads. Some of the ugliest industry but breathtaking views. There's risk of forest fires, floods, earthquakes and landslides, yet here lie the nicest houses in the country. It's through variety like this that the G37 Convertible was designed to excel.

Over the Coupe, the Convertible gains a folding roof, loses all but 2.5 cubic feet of storage space in the trunk when that roof is folded, adds a wider track, unique rear suspension and a bunch of chassis bracing to retain rigidity. Retained is the Coupe's 3.7-liter, 325 HP, 267 Lb-Ft engine and all of the Coupe's driving ability.

It also gains a new Bose stereo with speakers mounted in the headrests. Top up or down it delivers crisp, powerful sound. That lack of compromise - aside from the lack of trunk space - is what defines the G37 Convertible. Top down, it doesn't allow the wind to muss my pretty hair, top up it's vault-quiet. Drive fast and the chassis is responsive and feelfull. Drive slow and revel in the cushy ride. The seven-speed autobox is good too, shifting gears with aggression when your right foot is planted and fading into the background when its not. The optional six-speed manual shifts slickly too.

Unlike traditional folding hard top convertibles, the G37 doesn't sacrifice its looks. Top up, it's hard to tell its not a coupe, with panel seams carefully integrated into the design. Top down and you have something even prettier; Infiniti's design has finally come of age with last year's G37 Coupe and now this Convertible.

Drive the G37 Convertible in traffic and you have a mild-mannered luxury car, isolating you from the creeping rage of a city without a unified identity. Drive the G37 fast on a country road and you have a responsive, open-air sports car. Cruise down the PCH and you have a good-looking poseur's car that won't whip the gel out of your carefully coiffed publicist's do.

But these are also reasons why we'd never buy a G37 Convertible. Pasty, malnourished, under-exercised East Coasters, we prefer to suffer for our art instead of having the easy life delivered to us on a golden platter. We're not happy with a sportscar unless it's hard to drive, uncomfortable in any car that makes it look like we can afford to pay rent and can't own a convertible because we don't want to be more in touch with the things around us; we don't like the things around us.

Those fat people were waddling a marathon so that thin people in LA can remind themselves what wonderful people they are. The G37 needs to define itself in a similar way; it's better than its competitors in every easily definable way — better looking than a 335i, better handling than an A4, faster than an IS250, less boring than a CLK — but seeks to achieve nothing greater on its own. Attempting merely to be better than others, rather than fulfilling the promise of its own potential in some unique way. If it pushed the limits in one specific direction at the expense of another, we'd probably love it. But, as it is, its smile is just a little too white, its tan just a little too bronze.

[Motivated Photos]

Infiniti Announces Next New Model For Europe

Infiniti may have only just arrived in Europe but the brand is wasting no time in announcing the next addition to its range of performance cars, the G37 Convertible, which will go on sale from summer 2009. The news coincides with the release of a second image of the car that shows how Infiniti’s designers have preserved the sensuous lines of the G37 Coupé … despite the need to accommodate the Convertible’s three-piece automatic retracting hardtop.

The G37 Convertible promises beautiful styling and the dynamic performance worthy of an Infiniti G. It will be powered by the same 320PS 3.7-litre V6 engine, featuring Infiniti’s Variable Valve Event and Lift technology, as its sister Sedan and Coupé models. There will be a choice of standard six-speed manual transmission or optional seven-speed automatic with paddle shift.

More pictures and details of the G37 Convertible will be issued at the 2008 Los Angeles Auto Show in November during the car’s global debut.

[Source: Infiniti]

Suitability Parameters:
Speed Merchants: Yes
Fashion Victims: Yes
Treehuggers: No
Mack Daddies: No
Tuner Crowd: No
Hairdressers: Yes
Penny Pinchers: No
Euro Snobs: No
Working Stiffs: No
Technogeeks: No
Poseurs: Yes
Soccer Moms: No
Nascar Dads: No
Golfing Grandparents: Yes

Also Consider:
• Audi A5
• BMW 335i Coupe
• Lexus SC4... ahh screw it, if you're reading this you don't want the Lexus
• Mercedes CLK350
• Nissan 350Z
• Waiting for the 2010 Infiniti GT-R

Vitals:
• Manufacturer: Infiniti
• Model year: 2008
• Base Price: $35,550
• Price as Tested: $40,015
• Engine type: 3.7-liter V6
• Horsepower: 330 @ 7,000 RPM
• Torque: 270 @ 5,200 RPM
• Transmission: 6-speed Manual
• Curb Weight: 3,668 lbs
• LxWxH: 183.1" x 71.8" x 54.95"
• Wheelbase: 112.2"
• Tires: P225/45R-P245/40R
• 0 - 60 mph: 5.4 Seconds
• EPA Fuel economy city/highway: 17/26 MPG
• NHTSA crash test rating: N/A

Also see:

• 2008 Infiniti G37S, Part One
• 2008 Infiniti G37S, Part Two

Acceleration: ****
Like a deceased minor character in a bad zombie movie, the G37S comes to life quicker than you'd expect. This has less to do with the wonderful 330 HP 3.7-liter V6 than it does with the clutch, which feels like it engages an inch away from the floor. It's a bit jarring, but you learn to adapt to it and it helps the coupe reach 60 mph in the mid five-second range.

Braking: ****
During a late-night acceleration test on an abandoned back road I was suddenly convinced someone's beloved pet dog was about to wander into my path and become soup. The Infiniti's vented disc brakes bit down hard enough for me to realize that the object in the distance was actually just a rock.

Ride: **
If this were the 2010 Nissan 370Z and not the G37S, the relatively rough ride would be an acceptable and expected trade-off for performance. While the G37S performs well on carefully maintained surfaces, the ride's going to be a bit too rough for the owner that plans on crossing unpreserved patches of pavement on the way to the country club. Driving down an avenue that had yet to receive proper rehab since at least the previous winter, it felt as though someone had clicked on the non-existent massage chair option.

Handling: ***
There aren't many situations where the average owner of this car is going to be unable to stay glued to the road. The quick steering, coupled with grippy summer tires, made it quite an effort to get the rear end to slide out at all. As mentioned in part one, if there's one major shortcoming with the car's handling it's that the heavy weighting of the steering wheel, combined with the quick drive-by-wire response, makes it physically taxing to drive spiritedly over a long period of time, and mentally taxing to determine just how spiritedly the car is going to respond to inputs.

Gearbox: ***
Though the shifter is well positioned and the throws are reasonably short, the six-speed manual transmission in the G37S is one of the car's weaknesses. If you're forced to drive this car in heavy traffic at frequent intervals, the newfound strength developed in your left leg will cause you to walk in circles. The clutch also picks up a new gear almost before you realize you've gotten rid of the old one.

Audio: ****
Though the interface takes some getting used to (why the hell do I have to push DISC to get a playlist on my iPod?), the Infiniti iPod connection is one of the best examples of MP3 integration we've seen. The gigantic 7-inch screen didn't connect to a GPS system and basically served as a multimedia interface, allowing me to see full playlists and song names. The Bose audio system created a crisp sound that filled the cabin and outmatched many of my low-bitrate audio files.

Toys: ***
Though a first aid kit that Velcros into the trunk may not be a toy for most people, I thoroughly enjoyed the novelty of it. Having no GPS system, the bright 7-inch screen is mostly a toy, letting the driver choose between entertainment and climate settings...and not much else.

Value: ****
An Infiniti G37 loaded with the Premium package, Sport package, $550 rear spoiler and destination charge comes in just lower than the base price for both the BMW 335i coupe and Audi A5. Though the BMW may appeal to the performance minded and the Audi has its own partisans, they're both in direct competition with the G37 and neither offer overwhelmingly superior performance or features. Cut out the $3,200 Premium package and you've got an even better deal.

Overall: ***
Having watched way too much of the Olympics, I've come to think of the Infiniti G37S as world-class gymnast, albeit one that's fought its way through countless rounds of qualifying only to take a step on the landing and somehow, mysteriously, displease the Australian judge. Its an adept performer, able to run with its European competitors but, due to a few minor technical deductions, unable to pass them for the gold.

Also see:

• 2008 Infiniti G37S, Part One

The three of us pile our gear into the G37S (first stop cemetery, second stop beach) and we notice a peculiar sign posted inside the trunk. It's an illustration of the rear of the car explaining, in three languages, how to insert a pair of golf bags. Most of the people I knew with this car's predecessor, the G35, were professional twentysomethings with jobs in graphic design and no clue how to spend their money. With this latest version it seems, superficially at least, they've jumped straight to waning midlife crisis.

After trudging through the slow moving traffic that tends to form along the commercial thoroughfares of Chicago, we reach the glorious, though brief, expanse of Lake Shore Drive leading to Evanston and our destination. I purposefully wait at the yellow light, hoping to be at the front of the line to tackle the mostly sheltered onramp. As a first test I leaned hard on the G37's go pedal when the light turned green, hoping to determine the ratio of sport to luxury in this sports luxury coupe but not expecting much. Given how relatively docile the Infiniti's V6 is at low speed I was a bit caught off guard at how rapidly we accelerated up the ramp and into traffic.

I quickly shifted into second, but barely had my bearings before the red tach needle, bathed in a purplish light, bounced against the redline. Oops. Though there's a deep engine note, the well-sealed cabin doesn't allow exterior sounds to dampen the conversation. Ours turned to the proper way to pull up the playlist of an iPod on the large screen in the center of the dash instead of a discussion of how clumsily I launched us onto the highway. It was then I realized that this is a sports car, but one designed with an eye towards hiding that fact from its passengers.

Though there's a lot that keeps the car's athletic nature from the passengers, including the sleek and modern interior, the ride over the uneven and damaged roads leading away from the highway and towards the final resting place is punishing. The plush and aerated leather seats do a decent job of absorbing the blows being translated through the suspension, which in S trim is firmed up a bit, but there's a click every time we hit the slightest bump. It turns out the sound was the clip in the rear passenger's hair hitting the rear glass. It was lucky for her she wasn't any taller.

I pull the G37S through the main arch of the front gate, which is designed to mimic the Alpha and the Omega. The beginning and the end. Unfortunately, the office is closed and we have no idea where, amid the hundreds of plots, his ancestors are actually buried. Though there are narrow concrete paths through the grounds you can only do the searching on foot. After a while having no luck finding his unique last name among the typically Irish-Catholic names (Murphy, Kennedy, O'Brien) I stop to take stock of the coupe.

Compared to the even the most ornamented tributes, the G37S looks almost gaudy. Though in a more austere coat of silver, the massive chrome grille shone like a beacon when the clouds began to break and the 10-spoke wheels practically glittered. Compared to the light coat of paint, the rich red taillights are practically jewels. If the eyes of the dead are upon us, they're thinking we've come along way since the Great Famine.

The cemetery was a truly beautiful and holy place and we were all glad we came. One last time we hoped for some sort of divine inspiration to help us divine the location of the gravestone's, a voice from the other side. We had no such luck. Content that we'd tried our best we set out for the curvy roads ahead, hoping to communicate with the athletic beast lurking beneath the luxurious visage.

The aggressive sports car behind the massive grille came to life as we zipped up and down the ravine, seeming unimpressed with what we considered fun roads. The faster I pushed the car and the harder I sent it into the corners the more unconcerned it became. It wasn't an easy exercise — it took considerable effort and numerous steering inputs to keep it inline — but I was unable to find the point where the G37 was ready to cry uncle.

This apparently indefatigability initially seems like a good trait as, with most cars, the limits are all too apparent. But this didn't feel like an issue of performance but rather of communication. The car's many drive-by-wire and sensor-controlled steering systems work a bit too well, making it hard to get a feel for when the coupe is about to oversteer. The car understood my inputs, but I found it difficult to understand what the car was telling me.

In linguistics, the part of verbal communication not directly related to the phonetic sounds of the words is called prosody. When we stress certain words or draw them out we're trying to send a message, but this is a complex concept and one of the biggest reasons why KITT-like computer-human interaction doesn't work very well. Sadly, the computer inside the G37 is quite smart but it didn't seem to tell me what it planned to do next. I couldn't understand its prosodics.

After a while we gave up and moved on to the beach. We couldn't communicate with the dead and our vehicle couldn't communicate with us, but at the very least pulling up to the beach in a shiny Infiniti coupe communicates to those around us that we've arrived.

Also see:

• 2008 Infiniti G37S, Part Two

2009 Infiniti FX Makes World Debut at Geneva Motor Show Second Generation of Infiniti's Performance Luxury Crossover SUV Goes On Sale in North America in June

NASHVILLE, Tenn. (March 4, 2008) - Infiniti today revealed the all-new 2009 Infiniti FX performance luxury crossover SUV in conjunction with the Geneva Motor Show. The second-generation FX, with its fusion of sports car and SUV design, will be offered in three models, including a new 5.0-liter V8-equipped Infiniti FX50. The 2009 FX is scheduled to go on sale at Infiniti dealers in the United States and Canada in June 2008.

The new FX's world debut in Geneva was hosted by Nissan Motor Co., Ltd. President and CEO Carlos Ghosn, who also announced details of Infiniti's plans to enter the Western European market in the last quarter of 2008.

About the 2009 Infiniti FX
The all-new second-generation Infiniti FX is designed to offer exceptional levels of power, refinement, safety and driving exhilaration. Created as a fusion of sports car and SUV, with breathtaking styling, sports car-like proportions and an advanced sports sedan platform, the new FX is a showcase of Infiniti's design and technology leadership.

Along with its dramatic, aerodynamic body structure and sporty FM (Front Midship) platform, the new FX features a extensive list of available equipment and technology designed to create an exciting and rewarding driving experience - including a new 380+ horsepower 5.0-liter 32-valve DOHC V8 or advanced V6 engine (V6 details to be released later), 7-speed automatic transmission with Adaptive Shift Control and available solid magnesium paddle shifters, available Intelligent All-Wheel Drive, 4-wheel independent double-wishbone suspension and large 4-wheel disc brakes. Also available on the new FX are a Continuous Damping Control (CDC) suspension, Rear-Active Steer, Intelligent Brake Assist and 21-inch aluminum-alloy wheels designed by Enkei.

Inside, the new FX interior provides a warm, modern, inviting environment highlighted by a driver-oriented cockpit with available sport seating and available advanced audio, navigation and entertainment systems - including an 11-speaker Bose-developed audio system, Infiniti Intelligent Key, Intelligent Cruise Control (Full Speed Range), Distance Control Assist (DCA) and Around View Monitor system.