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Text &
Images: Anniruddha Jain
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In this issue, we bring you two cars that are respectively joys to pilot, but aren’t available to Indian car buyers – the Subaru WRX and Infinity G37. These are great alternatives to the traditional Japanese and German machines. It also gives you some sense of how much scope still exists for the maturity in the Indian automotive industry.
Infinity G37
Back in 1985, Nissan created a top secret group called the ‘Horizon task Force.’ Its objective was to create a new performance luxury brand. With established European brands well entrenched in the luxury car market, this endeavor was not only ambitions but positively risky. After two years of intense market research and product development, the Infiniti brand was born in July of 1987. In its initial years, Infinity was focused on the U.S. market where it faced stiff competition from Toyota’s Lexus brand and Honda’s luxury division, Acura. It was only at the start of this millennium that Infiniti hit its stride and experienced some phenomenal growth. Led by the visionary executive, Carlos Ghosn, Infiniti focused on reinvigorating the brand by developing a completely new line of vehicles based on all new rear-wheel drive or all-wheel drive platforms. To quote Carlos Ghosn, “Infiniti is not about what everyone else is doing. It is not about copying traditional, conservative notions of luxury. We will not try and be all things to all people, but everything to
some people.”
In 2002, Infinity launched the G35 Sedan that went head-to-head with the BMW 3 series and the Mercedes C Class. The G35 did extremely well, and paved the way for Infiniti to launch a slew of new models. The last couple of years have seen Infiniti expand globally – it now has a significant presence in China, Russia, and even South Korea. Does that mean that India can’t be too far behind? Well, you’d assume as much, but Infinity doesn’t have any definitive plans as yet – and certainly not short term.
It is only a matter of time before Infiniti launches in India though. And the successor to the G35, the recently introduced G37, would be a great model with which to lead Infiniti’s charge into India. We tested the G37 in California, and are happy to report that this is a true sport sedan, and a great alternative to the German luxury brands that currently dominate the segment
From the outside, the G37 has nice clean lines. Its wheelbase is about four inches longer than a BMW 3 series, however, when viewed side-by-side, the Infiniti looks distinctly bigger. The front of the car is dominated by the Infiniti family grill that is flanked by attractive headlamps that give the car an aerodynamic look. The side sills integrate with the large wheel wells, and performance-oriented tires give the G37 an athletic stance. The rear boot lid features an integrated chrome spoiler that is a clue to the car’s sporty aspirations.
On the inside, the G37 really impressed me. The quality of the plastics, switchgear, and other interior materials are all topnotch. The steering wheel is electronically adjustable for rake and reach, so it is easy for the driver to find the best driving position. Our test car featured an optional Bose audio system and high definition navigation system that was easy to use and added to the interior ambience. I would have preferred the driver information display to include navigation instructions though. The Infiniti has spacious rear seats with more leg room than those found in a 3 series, which is a definite advantage if you prefer to be chauffeured around. The car also has a massive boot, which adds to its versatility.
The Infiniti G37 Sedan features a 328 horsepower 3.7-liter V6, and choice of 7-speed automatic or 6-speed manual transmissions. Also on offer is a smaller 2.4 liter V6 engine that puts out 218 horsepower. The power delivery of the 3.7 liter motor is impeccable, and there’s enough thrust to pin the driver and passenger into their seats whenever you floor the throttle. Switch the traction control off, and the G37 will smoke its tires through the first 2 gears! While the drivability that the engine offers is great, my only grouse with it was the sound that it made. When you rev the engine hard, it almost sounds like a 4 cylinder motor and lacks the aural delight that say a 6 cylinder BMW offers. The 7-speed gearbox works well, and is best left in full automatic mode. The manumatic mode shift speeds are a little slow, and therefore make it a little difficult to extract the car’s full potential.
On the road, the Infinity acquits itself well. The ride is firm without being harsh. On twisty roads, the car corners flat and doesn’t exhibit any body-roll. Steering feel is excellent, which only encourages the driver to push the car further. Infiniti has taken the best from Germany as its benchmark in the ride and handling department, and has done well in meeting its target. The brakes provide good stopping power, and didn’t show any sign of fade when pushed hard.
To sum up, the Infiniti G37 delivers the right balance of performance and luxury. The last ace in Infiniti’s arsenal is the value that it offers. In a price sensitive market like India, if Infiniti’s able to replicate the aggressive pricing offered in the U.S., it will without a doubt do exceptionally well. Mr. Ghosn might be surprised – the G37 could very well be everything to most people.
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Subaru’s tryst with India was short one. The Subaru Forester was sold in India, branded as a Chevrolet from 2002 to 2005 – as General Motors, at the time, owned 20% of Subaru’s parent company, Fuji Heavy Industries. Unfortunately, the GM-branded Forester couldn’t compete with the cache of the Honda CR-V. Nevertheless, for the short duration that it was available here, it was widely regarded as a true driver’s car – despite being an SUV. The Forester, by the way, is built on the WRX platform.
Subaru has built its reputation on the grueling stages of the world rally championship. It has won three constructor championships, and three driver titles – the last of which was won by Peter Solberg in 2003. The Impreza WRX has been Subaru’s flag bearer in the rally world, and it’s one of the few road cars that actually shares its fundamentals with its rally championship brethren. Now, those of you that are familiar with Subaru will be well aware of the highest spec STI version that sits atop the Impreza performance pyramid. Below it is the WRX, which shares the basic turbocharged engine with the STI – however, it’s tuned for slightly less power, and a more comfortable ride. Having owned a previous generation WRX, I am a Subaru fan. So, when the opportunity arose to test a 2011 WRX, I was keen to get behind the wheel, and see how things have changed in the last few years.
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When Subaru first launched the current body style of the WRX in 2008, I was a bit disappointed with the car’s staid looks. However this newest WRX benefits from styling tweaks, which give it a much more muscular and aggressive look. The flared fenders from the STI have found their way into the WRX, as have larger wheels and quad exhaust tips. There’s a customary spoiler on the roof. The new wide body kit gives the WRX a squat sporty stance. In fact, visually it is now virtually impossible to distinguish between the STI and the WRX.
On the inside, Subaru has upped its game and has improved the quality of the plastics and dashboard materials. The WRX has one of the best seating positions in the business, with all the controls focused on the driver. The pedals are perfectly placed and encourage the driver to heal and toe. The seats are well bolstered, and provide adequate side support when pushing the car through the corners. There is a nifty in-dash navigation system that can be configured to display gauges that show different performance parameters. As can be expected from a hatchback, space utilization is excellent, and, with the rear seats folded down, there’s plenty of storage space as well.
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In its latest iteration, the U.S specification WRX has a 2.5 liter turbocharged engine that puts out 265 horsepower. This is a significant jump from the previous generation WRX that came with a 2 liter engine and 227 horses. As is customary with all Subarus, the WRX features all-wheel drive.
Fire up the engine, and you’re greeted by a distinct burble that only a Subaru boxer engine can make. Instead of pistons moving straight up and down, or at an angle like most engines, the pistons of the Subariu Boxer engine are laid flat and move parallel to the ground. According to Subaru, the unique punch, counter-punch action is inherently smoother, and the low, horizontal layout is more balanced – plus it gives it a lower center of gravity than most conventional engines. The turbo provides a maximum boost of 14.2 psi, which helps propel the car from 0-100km/h in about 5 seconds. Now that’s serious performance, and almost at par with the STI. The increased displacement of this 2.5 liter engine gives the WRX good low-end torque with little-to-no turbo lag. The WRX comes with a slick five-speed manual gearbox that has short throws. The STI features a six-speed box with shorter ratios, however the five speed works just fine in the WRX.
On the road, the WRX is an absolute delight. With that perfect driving position, responsive engine, and brilliant handling, the WRX can shame sports cars that are far more expensive. All-wheel drive ensures that there is no torque steer, and that all the power is put down on the road in an efficient manner. The ride is firm, yet supple enough to absorb all road imperfections. In my view, Subaru engineers have reached a perfect compromise between ride and handling with this WRX. The only place where Subaru has skimped has been with the brakes. Unlike the STI, which has big Brembo brakes, the WRX has smaller rotors with less aggressive pads that tend to fade under repeated heavy braking. Subaru probably did that intentionally so it had some way to differentiate the STI from the WRX.
And that really sums up the problem for Subaru. The WRX is now so good that there is little to differentiate it from the higher specification STI. Both in terms of curb appeal, as well as outright performance, the WRX matches the STI. There is little reason to pay an extra $9,000 (`4 lakhs) for better brakes and 40 more horsepower. There are plenty of aftermarket options that can address those aspects for a fraction of the cost. So, unless you’re a track junkie, the WRX is more car than you’ll ever need. Now let’s hope that Subaru gets it act together, and offers the WRX to Indian enthusiasts looking for a sports car that can tackle the varied roads that India has to offer. Unfortunately, once again, there are no plans afoot at present. But bear in mind that Subaru is one of only two car manufacturers, the other being Hyundai, which has increased its market share in the US during the recession. So, Subaru should be looking to become more aggressive globally – and that means having an India strategy.
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Email:
Date:
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deepak@mov2met.com
11 December 2010
Good article but must say when can the vehicle b expected in India.
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