In the past few years, men's professional tennis has been criticized as boring. Fans have complained that the stars, like Pete Sampras, lack personality, and the game is too fast with too much emphasis on power. If you've watched a match lately, you'll know what we mean: big serves and tremendous ground strokes, all meant to pound the opposition into submission with impersonal precision. It may be an effective way to win, but it's not very subtle, and many of the attractive nuances of the game are lost.
So it is with the new 2002 Infiniti I35 sedan. It is an efficient, well-engineered, comfortable driving machine with an impressive 255-horsepower V6 engine, but it lacks thrills. Though it can rip up the pavement with electrifying acceleration, it fails to please on a visceral level. You can appreciate its mechanical excellence, but it leaves you wanting for a demonstration of soul.
A large part of this feeling of dislocation or lack of connection with the I35 begins with its steering and suspension systems.
Start with the front independent and rear multilink beam suspension system. It is quite rigid, which facilitates great handling but it also means you feel most bumps in the road. Normally, this tightly sprung feeling would be worth the trade-off in favor of superior handling characteristics and the subsequent confidence that comes from having the car stay level during cornering and high-speed maneuvering. However, the I35 is missing a feeling of substance, a seat-of-the-pants connection to the road that lets us know what the car is doing and is likely to do.
It would be unfair if we did not mention here that our test vehicle was equipped with the optional Sport package ($1,700), which includes 17-inch alloy wheels, low-profile sport tires, leather-wrapped steering wheel, sport-tuned suspension and Vehicle Dynamic Control (VDC). The wheels, tires and more aggressively tuned suspension certainly made the ride harsher than if they weren't there, but this still does not explain the lack of nuance and substance in the car's feel.
VDC is a stability control system, borrowed from the flagship Q45 sedan, that controls brake pressure and engine torque automatically in understeer, oversteer or slippery road surface situations. Using a series of sensors that monitor steering, g-force, wheel speed and brake pressure, the system can adjust power and brake pressure to individual wheels to help avoid potentially dangerous skids and spins. The I35 also comes equipped with standard traction control. Together, these systems minimize the advent of any unwanted slippage.
During a drive on rain-slicked roads, we were able to experience the systems first-hand. We found them a little slow to engage and then over-zealous when they did. There were a few heartbeats of wheel slippage before we felt the technology intervene and stabilize the car. And then it seemed to suck the fun out of the car like an overly protective parent — "Don't run on the pool deck!"
The speed-assisted rack-and-pinion steering must also absorb some of the blame for creating too large a gap between the driver and the road. The steering provides good resistance and on-center feel, and it turns the car where and when you want it to, but there isn't enough feedback. We'd like more information about the road surface to be transmitted to our hands through the wheel. All we get is a muted, mechanical translation of what's happening below our feet.
The I35 takes a lot of the worry out of driving, but it also makes the driving experience too impersonal. It should be noted that our complaints are subjective to drivers who love driving for driving's sake. Many of you will not care if the I35 isn't visceral enough. In fact, you may prefer its mechanical efficiency. If a capable and comfortable luxury sedan is what you want, the I35 certainly delivers.
Where this car really excels is under the hood. The 3.5-liter V6 is bigger and more powerful than the 3.0-liter engine in last year's model, which was appropriately called the I30. With 255 horsepower and 246 pound-feet of torque, the I35 has 28 more horses and 29 additional lb-ft of grunt. It's immediately apparent. The V6 provides exhilarating acceleration, and even though the I35 is front-wheel drive, there is no torque steer (the tendency to pull to the side during hard acceleration) or front-wheel chatter. And, while this engine is a ripper, it is exceptionally quiet and smooth. No engine roar is audible in the cabin and power delivery is evenly distributed throughout the power band.
We give credit to the four-speed automatic transmission here. It provides seamless upshifts and kickdowns and is flawless in its execution. The only complaint we have is with the oddly designed floor-mounted shift gate. Drive position is right beside third gear so that the indicators read "3-D," and it's too easy to slip right past drive and into second or third gear unless you look down. We'd prefer a more separate and distinct slot for drive.
The roomy, comfortable and feature-laden cabin is another plus. We like the large windshield and greenhouse; it creates an airy, livable space as well as providing excellent visibility. The eight-way power driver seat is nice and firm with a deep bucket and beefy lateral support for a snug fit. However, we balk at manual lumbar adjustment on a luxury car. The passenger gets four-way power adjustments, but comfort is still good even on long hauls.
Rear passengers are also treated to comfy seats and surprising amounts of leg-, shoulder- and hiproom. If they're over 6 feet tall, though, they'll find the headroom too tight.
The black leather and charcoal gray carpet create a subdued atmosphere in the cabin, which is emphasized by the simple, unfussy design of the dash, switchgear and gauges. Several pieces of burl walnut trim add a warming glow of organic color. And the satin steel door handles and shift gate surround are a nice touch. The overall effect is minimalist and modern. We like it. However, there's too much hard plastic used on the center stack, especially around the stereo and climate control systems. It's a shame, because the rest of the interior materials have a nice, soft tactile feel.
The climate control is marvelously simple to operate and the 200-watt seven-speaker Bose audio system with in-dash six-disc CD changer is also user-friendly. And while we appreciate the steering wheel controls for the stereo and cruise control, they are bulky and not illuminated at night.
Our test vehicle came equipped with the optional glass sunroof ($1,380) and the Cold Weather package ($700), which includes heated front and rear seats, heated steering wheel and heated outside mirrors.
The exterior design is uninspiring. Considering how flashy and aggressive-looking the new G35 is, the I35 comes off as pedestrian in comparison. The front grille was redesigned this year to look more like the Q45 and the rear was also refined, including the addition of twin chrome exhaust tips, which are the only hint of the tiger under the hood.
The I35 is Infiniti's best-selling model with U.S. sales of 36,000 last year. With this year's infusion of power, visual similarities to the top-of-the-line Q45 and supremely efficient engineering, it should sell even better. If you want a luxury sedan for under $35,000, it's an excellent choice. We just wish it had more soul and character, like Andre Agassi.
So it is with the new 2002 Infiniti I35 sedan. It is an efficient, well-engineered, comfortable driving machine with an impressive 255-horsepower V6 engine, but it lacks thrills. Though it can rip up the pavement with electrifying acceleration, it fails to please on a visceral level. You can appreciate its mechanical excellence, but it leaves you wanting for a demonstration of soul.
A large part of this feeling of dislocation or lack of connection with the I35 begins with its steering and suspension systems.
Start with the front independent and rear multilink beam suspension system. It is quite rigid, which facilitates great handling but it also means you feel most bumps in the road. Normally, this tightly sprung feeling would be worth the trade-off in favor of superior handling characteristics and the subsequent confidence that comes from having the car stay level during cornering and high-speed maneuvering. However, the I35 is missing a feeling of substance, a seat-of-the-pants connection to the road that lets us know what the car is doing and is likely to do.
It would be unfair if we did not mention here that our test vehicle was equipped with the optional Sport package ($1,700), which includes 17-inch alloy wheels, low-profile sport tires, leather-wrapped steering wheel, sport-tuned suspension and Vehicle Dynamic Control (VDC). The wheels, tires and more aggressively tuned suspension certainly made the ride harsher than if they weren't there, but this still does not explain the lack of nuance and substance in the car's feel.
VDC is a stability control system, borrowed from the flagship Q45 sedan, that controls brake pressure and engine torque automatically in understeer, oversteer or slippery road surface situations. Using a series of sensors that monitor steering, g-force, wheel speed and brake pressure, the system can adjust power and brake pressure to individual wheels to help avoid potentially dangerous skids and spins. The I35 also comes equipped with standard traction control. Together, these systems minimize the advent of any unwanted slippage.
During a drive on rain-slicked roads, we were able to experience the systems first-hand. We found them a little slow to engage and then over-zealous when they did. There were a few heartbeats of wheel slippage before we felt the technology intervene and stabilize the car. And then it seemed to suck the fun out of the car like an overly protective parent — "Don't run on the pool deck!"
The speed-assisted rack-and-pinion steering must also absorb some of the blame for creating too large a gap between the driver and the road. The steering provides good resistance and on-center feel, and it turns the car where and when you want it to, but there isn't enough feedback. We'd like more information about the road surface to be transmitted to our hands through the wheel. All we get is a muted, mechanical translation of what's happening below our feet.
The I35 takes a lot of the worry out of driving, but it also makes the driving experience too impersonal. It should be noted that our complaints are subjective to drivers who love driving for driving's sake. Many of you will not care if the I35 isn't visceral enough. In fact, you may prefer its mechanical efficiency. If a capable and comfortable luxury sedan is what you want, the I35 certainly delivers.
Where this car really excels is under the hood. The 3.5-liter V6 is bigger and more powerful than the 3.0-liter engine in last year's model, which was appropriately called the I30. With 255 horsepower and 246 pound-feet of torque, the I35 has 28 more horses and 29 additional lb-ft of grunt. It's immediately apparent. The V6 provides exhilarating acceleration, and even though the I35 is front-wheel drive, there is no torque steer (the tendency to pull to the side during hard acceleration) or front-wheel chatter. And, while this engine is a ripper, it is exceptionally quiet and smooth. No engine roar is audible in the cabin and power delivery is evenly distributed throughout the power band.
We give credit to the four-speed automatic transmission here. It provides seamless upshifts and kickdowns and is flawless in its execution. The only complaint we have is with the oddly designed floor-mounted shift gate. Drive position is right beside third gear so that the indicators read "3-D," and it's too easy to slip right past drive and into second or third gear unless you look down. We'd prefer a more separate and distinct slot for drive.
The roomy, comfortable and feature-laden cabin is another plus. We like the large windshield and greenhouse; it creates an airy, livable space as well as providing excellent visibility. The eight-way power driver seat is nice and firm with a deep bucket and beefy lateral support for a snug fit. However, we balk at manual lumbar adjustment on a luxury car. The passenger gets four-way power adjustments, but comfort is still good even on long hauls.
Rear passengers are also treated to comfy seats and surprising amounts of leg-, shoulder- and hiproom. If they're over 6 feet tall, though, they'll find the headroom too tight.
The black leather and charcoal gray carpet create a subdued atmosphere in the cabin, which is emphasized by the simple, unfussy design of the dash, switchgear and gauges. Several pieces of burl walnut trim add a warming glow of organic color. And the satin steel door handles and shift gate surround are a nice touch. The overall effect is minimalist and modern. We like it. However, there's too much hard plastic used on the center stack, especially around the stereo and climate control systems. It's a shame, because the rest of the interior materials have a nice, soft tactile feel.
The climate control is marvelously simple to operate and the 200-watt seven-speaker Bose audio system with in-dash six-disc CD changer is also user-friendly. And while we appreciate the steering wheel controls for the stereo and cruise control, they are bulky and not illuminated at night.
Our test vehicle came equipped with the optional glass sunroof ($1,380) and the Cold Weather package ($700), which includes heated front and rear seats, heated steering wheel and heated outside mirrors.
The exterior design is uninspiring. Considering how flashy and aggressive-looking the new G35 is, the I35 comes off as pedestrian in comparison. The front grille was redesigned this year to look more like the Q45 and the rear was also refined, including the addition of twin chrome exhaust tips, which are the only hint of the tiger under the hood.
The I35 is Infiniti's best-selling model with U.S. sales of 36,000 last year. With this year's infusion of power, visual similarities to the top-of-the-line Q45 and supremely efficient engineering, it should sell even better. If you want a luxury sedan for under $35,000, it's an excellent choice. We just wish it had more soul and character, like Andre Agassi.
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