Arriving in showrooms this June, the 2009 Infiniti G37 Convertible is derived from the G37 Coupe, sharing the same basic platform, drivetrain and interior.
You can definitely see the kindred resemblance, though since a car’s roof is a major structural component, the body was engineered from the beginning with extensive reinforcements to take up arms flexing.
John Weiner, manager of product planning, says the hard-top G37 Convertible was designed at the same time that a “four-season car” with features that “extend the convertible driving season.”
Available adaptive climate control works when the top is down, increasing fan speed at low vehicle speeds when it’s hot and at high speeds when it’s cold. Seats can be heated and cooled, and a new Bose stereo system compensates for ado and has speakers in the headrests.
The retractable hard top completes up or down operation in less than 30 seconds. Infiniti uses a “clamshell” configuration to fold it up more willingly than stacking the sections similar to other hard-top convertibles. This is more compact and allowed Infiniti to retain the coupe’s proportions.
The nurse suspension is reconfigured to grant room toward the folded top. 
Ironically, the flat, usable trunk is positively larger than the G37 Coupe’s with the top up, though you’re left with pretty much a mail slot with the top down. Weiner admits this was a “compromise to keep the short overhang and low clothe.” We’ll give Infiniti that one.
The semifunctional back seat has plenty of room for more bags if you have the consciousness of being the need for a longer trip with the top down. And really, while the back does have more room than the raw seats of some convertibles out there, if you’re taking a trip long enough to require luggage, it’s too long for a grown full of common human feeling to survive rear there anyway. Weiner says the rear seat was intended to adjust “a full-size adult for a short drive.”
Two models are available, but several option packages offer some varied assortment. The base car has a seven-speed self-moving that’s new for 2009 and 18-inch wheels.
Step up to the recreation model and you get 19-inch wheels, a sharper steering array ratio, six-speed manual transmission, as well as pretext items like unique stand over against fascia and aluminum-trimmed pedals.
If you want a sport with the automatic, you can have it as a base imitation with a sport package, which basically gives you everything on the sport more paddle shifters for the transferrence.
Recent Infiniti vehicles I’ve driven continue to impress me. The G37 Coupe was a take off one’s guard addition to my on-track favorites list at last year’s Midwest Automotive Media Association Spring Rally at Road America.
What I like about Infiniti is that while it builds sensuality vehicles, it tends regarding the sporty handling and driving science of forces side of the spectrum rather than the genuinely cushy ride. I wasn’t expecting the comfy G37 Coupe to subsist such a hoot to roll around the track.
+ 2009 Infiniti G37 Convertible Road Test
+ 2009 New York Auto Show: 2010 Acura ZDX Luxury Sports Coupe
+ 2009 BMW M3 Convertible Unveils
+ 2009 New York Auto Show: 2010 Nissan 370Z Roadster Debut
The G37 Convertible Sport has even more of a split personality.
It’ll happily burble down the boulevard all day long while you work on your tan, but-end beat the reach pedal at the first twisty road wonder and you’ll be rewarded with a nice throaty exhaust note and the well-balanced handling on account of which Infiniti’s rear-wheel drive front-midship platform is becoming known. 
It coddles you too much to be considered a sports car, but the cornering agility is there.
I came in a moderate scalding;-very warm on a man and wife downhill curves in the hills outside Los Angeles full expecting the stability control to intervene, but the Bridgestone Potenza RE050A’s never squeaked, and I realized I was still well within the limits. Humongous brakes (largest rotors in its class) on the sport give a rock hard and high pedal with lots of feel.
A lower stir up axle ratio accompanies the six-speed manual to help donjon things interesting in the acceleration department, and perhaps to make up for the convertible’s 453-pound weight penalty over the coupe. 
It’s at the expense of fuel mileage versus the self-moving. I didn’t get as a great quantity time in the seven-speed auto, but I liked it its DS mode, which held shifts longer for more spirited driving, and gives a little blip of the throttle on downshifts to make you sound like a pro. Manual shifting is available via the stick or aforementioned paddles.
Wind buffeting up front is minimal with the top into disfavor, allowing conversations at interstate speeds. The extra wind deflector you prop up backward the headrests helps even more. Top up, it’s very quiet and there’s a nicely finished headliner making you forget you’re in a convertible.
Pricing for the Infiniti G37 Convertible will be announced this month. Expect it to run in the mid-$40,000s.
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