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Infiniti needs a solid hit. Off to a rocky start 10 years ago with its weird, atmospheric ad campaign that puzzled pragmatic American car shoppers, Infiniti has never scaled the heights of archrival Lexus or Acura.

The cars have been good, especially the big Q45. But Infiniti, Nissan’s luxury wing, never seems to be able to find the right beat, such as with the late J30, whose unusual styling was either loved or loathed, resulting in an obscure image.

Now comes the restyled and freshly engineered I30 midsize luxury sedan, with more power, better handling, larger body and interior, classier styling, and a moderate price tag. Quite an attractive package, though it lands smack dab in the middle of some fierce competition of both the domestic and import variety.

Part of the I30’s mission is to offer more upmarket flavor and luxury allure than its near-clone, the Nissan Maxima. Though derived from the same platform and driveline, the Infiniti needs to be decidedly more upmarket than the Nissan.

This was part of the problem with the last generation. It wasn’t hard for alert shoppers to recognize that the I30 and the Maxima were pretty much the same deal. Except that the Nissan was cheaper.

Now, with a completely different body and luxury interior, the I30 manages to carve out its own image, and offers luxury buyers a whole boatload of attractive features and equipment starting at less than 30 grand. The new Maxima is going for a sportier flare, with a more aggressive look and a racier interior.

The I30 is certainly more conservative, but it too has a performance streak, especially the I30t (for touring) model tested here. This version, which lists at $2,000 more than the regular model, includes a sport-tuned suspension, limited-slip differential, 17-inch alloy wheels and performance tires, Xenon headlights, a sunroof and motorized rear sunshade (welcomed in this climate) and some interior enhancements.

The touring’s suspension is surprisingly firm, but in the good way, supplying a tight, controlled ride without buffeting the passengers.

The I30t seems to have avoided the plague of mushiness that has infected so many recent luxury cars. I can’t speak for the standard I30, but it probably isn’t far off.

Both the Maxima and I30 have beam-rear-axle setups, unlike the earlier Maximas, which had a nicely effective independent rear suspension. I was hoping the IRS would reappear with the new models.

A significant gain for the I30 is its upgraded power, the 3-liter engine putting out a clean 227 horsepower, fully 37 horses more than last year, due to re-engineered intake and exhaust.

The Maxima, with 222 horsepower, can be had with a stick shift as well as automatic, true to its sporting image, but the I30 comes only with automatic. This is a good tranny, with shifting that is smooth and positive, upshifting at the right moments and downshifting easily.

Oddly, traction control is a $300 option. It certainly shoul d be standard at this level automobile, especially with so much power going through the front wheels.

In black and chrome, the test car looked refined and classically understated. The lines are rounded, but with creases and compound curves that create a jewellike effect. The styling breaks no new ground, with traditional proportions somewhat like a BMW. A handsome sedan, but not a standout.

Inside, the cabin is roomy, lush and comfortable, with supportive leather seating and a great stereo system. Much of the 4-inch increase in body length translates to more room inside.

The interior also is traditional and subdued, leaving the flashy bits to the sportier Maxima. Plastic-wood trim looks OK, but why not have the real stuff in this upscale ride?

A handsome analog clock, a signature Infiniti feature, is set into the middle of the dash. On top of the dash is a pop-up storage bin, which eventually will be the site of the I30s optional GPS mapping system, something tha t is rapidly becoming de rigueur for luxury cars.

The test sedan was a preproduction demonstrator, but still tight and rattle-free, with good fit and finish.

The I30 is a nice piece, especially for the price, though it comes hard up against a pair of worthy competitors, the Acura 3.2TL and the Lexus ES300, as well as some notables from Oldsmobile, Buick and Chrysler, and the Cadillac Catera and Lincoln LS.

And of course, the segment leaders, BMW’s 3-series and Mercedes-Benz’s C-Class, both of which are pricier than the rest.

The I30 should be a contender, especially with a base price of $29,465. The Maxima and I30 continue Nissan’s hitting streak for 2000, part of several new and innovative products that, hopefully, will lift up the automaker after a couple of lean years.

Now, it needs to get the word out.

2000 Infiniti I30

Vehicle type: Five passenger, four-door sedan, front-wheel drive. Base price: $31,540. Price as tested: $33,525. Engine: 3-liter V-6, 227 hp at 6,400 rpm, 217 lb-ft of torque at 4,000 rpm. Transmission: 4-speed automatic. Curb weight: 3,415 pounds. Wheelbase: 108.3 inches. EPA mileage: 20 city, 28 highway. Highs: Fine luxury ride. Value pricing. Good performance. Lows: Derivative styling. Fake wood trim. Beam rear suspension.