In Native American lore, certain tribes are said to have gauged their greatness by the might of their enemies.
Measured by that standard, the Infiniti I30 seems to be great indeed because it’s surrounded by a veritable throng of successful adversaries.
Of course, what that old tradition fails to mention is that some of these great tribes attracted such a formidable collection of enemies that they were either geographically displaced or eclipsed altogether.
Which is precisely the dilemma facing this new car. It’s pitted against some very tempting players in a very popular and expanding class — the so-called entry luxury segment. Noteworthy in this low- to mid-$30,000 realm are the Acura 3.2 TL, the BMW 3-Series, the Lincoln LS, the new Olds Aurora, the Mazda Millenia and, of course, the I30’s prime rival, the Lexus ES300.
Small wonder the I30 is struggling for visibility. Nevertheless, this second-generation offering from Nissan’s luxury division rates at least better than average, even in a segment where the minimum standard for survival is excellence.
As with the original I30, the new one has a lot of Nissan Maxima at its core. Unlike the original, this generation offers more separation from its less-expensive cousin.
For example, the two cars share almost no exterior sheet metal this time around.
Merciless critics might suggest that the redesigned front end is a little too reminiscent of styling treatments from Lincoln or Mitsubishi, and there’s some truth in such an observation. On the other hand, derivative or not, the I30 has a smooth, sophisticated appearance and, to my eye at least, it’s more attractive than its Maxima cousin.
More important is what the makeover does for prospective owners. Like the Maxima, the new I30 is a good deal bigger than its predecessor. The wheelbase has been stretched 2 inches, to 108.3 inches, and overall length has expanded by 4.1 inches. It’s also almost an inch taller and more than half an inch wider. And it’s worth noting that all of these dimensions exceed those of the ES300 — the car the Infiniti marketing troops would most like to overtake in sales.
More carrying space
Expanded exterior dimensions don’t mean much without commensurate interior benefits, of course. Which is precisely what the design team delivered. The front-seat area is one of the roomiest in this class, but more important, I think, is the 1.1-inch increase in rear-seat legroom, as well as a 1.6-cubic-foot expansion of trunk volume.
There’s an interesting psychological side effect to the interior redesign. Not only is it more voluminous but it also manages to feel even roomier than it is.
How can this be? I attribute it to two elements. First, the cabin’s glass area has been increased slightly, thanks to the slightly higher roofline, plus the steeper rake of the windshield and rear window. Second, and more important, the new dashboard slopes away slightly from front seat occupants — the lower portion is a little closer than the upper dash. Honda pretty much pioneered this trick, and it does wonders for opening up forward sight lines and enhancing the sense of plentiful space.
Still another interior plus is the use of muted earth tones in a handsomely color-coordinated treatment. Oldsmobile’s interior-design studio helped to rewrite the rule book in this area with the Intrigue’s Pottery Barn color schemes, and it looks as if the I30 team took the lesson to heart.
Beyond that, in addition to a revised control layout, the I30’s interior has some nice storage touches, including a small lidded bin atop the center of the dashboard — great for organizing tollway change and other odds and ends.
Engine, handling
And as you’d expect, standard equipment includes a substantial array of luxury features: premium audio, automatic climate control, power sunroof, leather and side air bags for front seat o upants.
But none of that gives the I30 a strong distinction versus its impressive rivals. The elements that really propel the I30 near the head of its class are dynamic — more motor and better handling.
In the latter category, the distinction is subtle. Nissan and Infiniti both make the usual chassis-stiffening claims for this redesigned unitbody, but the previous car wasn’t exactly chopped liver when it came to unwinding a set of ess-bends.
My test car was an I30t, for touring, which entails slightly sportier suspension tuning (at the expense of a very small tradeoff in road noise and firmer ride quality). Like the previous I30t, it stays reasonably level in hard cornering, recovers quickly in brisk directional changes and sticks pretty well in high-speed turns.
It also stops with gratifying alacrity. An improved antilock brake system is standard with disc brakes at all four corners, and the steering is distinctly improved.
The most immediately tangible improvement becomes apparent the minute the driver depresses the throttle. Although Infiniti, unfortunately, does not offer a manual transmission with the I30t — the take rate was just too low on the previous version — there’s a lot more power flowing through the revised four-speed automatic transmission.
Although the displacement of the 3.0-liter, dual-overhead-cam, 24-valve, V6 engine is unchanged, this updated version represents a virtual redesign, particularly in the intake system. All told, the various upgrades, which also include an interesting innovation in the muffler, add up to a 16-percent gain in peak horsepower.
Power, luxury
The previous version of the Maxima/I30 V6 was rated at 190 horsepower. As installed in the I30, the new engine generates 227 horsepower, 5 more than in the Maxima. While a 5-horsepower distinction between mechanically identical cars arouses my inner cynic (could the distinction belong to the marketing dynamometers?), there’s no question that this is a very impressive power plant, and power is one of the keys to a successful luxury car.
I should also note that the Maxima/I30 design team did a respectable job of holding the line on curb weights, even though the vehicle expanded in every dimension.
What all this adds up to is gratifying throttle response: plentiful power for stoplight getaways, lots of midrange punch for two-lane passing and an effortless freeway cruising output.
Although the I30 competes with some outstanding V6 engines, particularly those offered by Honda and Lexus, this new one takes a back seat to none and is better than most.
So if the I30 is so super, why isn’t it tops in its class?
The truth is, it’s very close, and the distinctions are probably subjective.
For example, although it’s roomier and more powerful than a BMW 3-Series sedan, it’s just not a sport sedan in the same sense as the benchmark Bavarian. And in the realm of other fr ont-drive luxury sedans, it’s not quite as much of a bargain as the Acura 3.2TL, which comes absolutely loaded for less than $29,000 — about a grand less than the basic I30, about three grand less than my I30t.
But like the tribe measuring its self-image against the strengths of its enemies, it seems clear to me that the new I30 stands pretty high in the entry luxury pecking order — relatively higher, I think, than its predecessor.
Moreover, although it’s not quite as quiet as its rival from Lexus, it’s a more gratifying car to drive. For many owners, that still counts for a lot.
SPECS
Rating: 3 Stars
Vehicle type: Front-engine, front-drive midsize luxury sedan.
Key competitors: Acura 3.2TL, Audi A6, BMW 3-Series, Lexus ES300, Lincoln LS Mazda Millenia, Mercedes-Benz C-Class
Base price: $32,065
As tested: $32,065
Standard equipment: ABS, front side air bags, automatic climate control, AM-FM-CDc ssette audio, power sunroof, power rear sunshade, power front seats, leather trim, power windows with driver’s one-touch up-down, power mirrors, keyless remote entry, cruise control, tilt steering, driver-seat position presets, fog lights, limited slip differential, aluminum alloy wheels
Specifications
(Manufacturer’s data)
Engine 227-hp, 3.0-liter V6
EPA fuel econ. 20 m.p.g. city, 28 m.p.g. hwy.
Curb weight 3,415 pounds
Wheelbase 108.3 inches
Length 193.7 inches
Width 70.2
Height 56.7 inches
Assembled in Japan
