The Miami Herald's view

The 1999 Infiniti G20 may be the most important car for Nissan’s upscale car division since the brand first appeared in the United States nearly 10 years ago.

Infiniti needs a hit to bolster lackluster sales.

Although the Q45 has been since the start a very outstanding performance/luxury sedan, it has lagged well behind its competitors in sales. The now defunct J30 and the current I30 initially sold well, but then fell off. And the QX4 sport-utility vehicle, a gussied-up Nissan Pathfinder, has not been the hot seller that the Lexus RX300 sport ute has become.
In fact, for the month of July, more RX300s were sold nationwide than all Infiniti models combined.

But don’t write off Infiniti. There’s a new I30 due early next year, and the company has a lot of faith that the new G20 — an entry-level model missing from its line-up for nearly two years — will bring in a new, younger buyers who will appreciate the customer service that Infiniti dealers provide.

The slick television ad campaign that talks about the G20’s roots in Japan and its racing heritage in Europe certainly gets attention, especially when it says sticker prices start at just under $21,000 — nearly $10,000 less than the least-expensive Lexus or Mercedes-Benz, and still less than BMW, Audi, Saab or Volvo.

But classifying the G20 within the luxury and sport-sedan pantheon is difficult.

The G20 is based on a Japanese home-market car called the Primera, which was developed in Japan and has seen racing duty in the European sedan classes. In overall size, it is smaller than a Toyota Camry and about comparable to a Ford Contour.

The engine is a double-overhead camshaft two-liter four that develops 140 horsepower at 6,400 rpm. It comes connected to either a four-speed automatic or a five-speed manual, which put power to the front wheels.

The suspension uses a multilink setup at the front with coil springs, and at the back there is a beam axle that uses trailing arms and a third member to keep the axle from shifting side to side, similar to a Panhard rod.

Unlike the European and Japanese Primera, the U.S. market G20 gets slightly softer springs and shock absorbers for a smoother freeway ride.

Four-wheel power disc brakes with an anti-lock system are standard.

For those who want a sportier G20, there is the G20t, which comes with lower-profile tires, a rear spoiler and a limited-slip differential, which is especially good at keeping the front wheels from spinning on wet surfaces.

Inside, the new G20 is well put together, with a long list of luxury features. Add the optional leather package, and the G20 comes with a power moonroof, power driver’s seat, automatic climate control and, of course, leather seats and a leather-rimmed steering wheel.

Front-seat room is good for people who top six feet, and all the controls for the stereo system and air-conditioning system are easy to reach and adjust. In the rear, there’s room for two full-si ze adults, though leg room is tight if the front seats are pushed back all the way. Trunk capacity of 14.2 cubic feet is enough for several suitcases.

On the outside, the G20 styling is, to be charitable, less than thrilling. There’s an Infiniti-themed grille and flush-mounted headlamps at the front, and big tail lamps at the back, but overall this sedan doesn’t exactly stand up and say “look at me,” which is something that many buyers might want.

After all, why buy an Infiniti if your friends and neighbors can’t instantly tell it from a Nissan?

On the road, the G20 sends some mixed signals.

The ride, especially for a small car, is excellent. It rides very smoothly over most surfaces, is quiet at freeway speeds, yet it crisply responds to steering changes and holds the road with amazing grip in corners. It may well have the best suspension in its class for everyday driving.

Too bad the engine isn’t up to doing its part.

For all those TV ads that show the G20 z ping around race tracks and leaping tall buildings, the reality is that its acceleration is deficient. Getting from zero to 60 mph takes nearly 11 seconds, which puts the G20 behind a lot of less-pricey cars. Passing at freeway speeds generates a lot of sound from the engine compartment, but only a little action.

The G20 delivers econocar oomph at a sport-sedan price.

Infiniti officials acknowledge the car’s no dragster and in defense say there is more to performance than acceleration. They’re right, up to a point.

The G20 is a well-engineered sedan that has a very sweet suspension, a lot of luxury touches and an attractive price for a car carrying the Infiniti brand name. It’s just too bad that it’s handicapped by bland styling and bland acceleration.

Infiniti needs this car to be perfect in all regards.