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| The second generation G20 handles extremely well due to a revised rear suspension geometry and a stiffer body overall. (Photo: Infiniti) |
This has much to do with Infiniti redesigning the car's rear suspension geometry. Joined by an increase in wheel and tire size both its ride and handling were improved, while better brakes made for shorter stops. The mods made to the optional 4-speed automatic transmission probably didn't increase weight but went a long way to make acceleration 'feel' as athletic as the previous model, plus cured an annoying high gear search during long, steep inclines. The new model's increased structural rigidity, improving NVH levels, crash worthiness and high-speed handling was the main source of the additional pounds, while sound deadening materials also added their fair share. All in all the new G20 became a nicer car to live with from day to day, especially due to its inclusion of that North American mainstay, cupholders.
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| Infiniti's G20 always had a nice, well thought out interior. But like its exterior design it suffered from a generic sameness shared with most Japanese cars of the era. (Photo: Infiniti) |
The original G20 was always attractive inside, a step up from any previous Japanese car in the compact class. Infiniti's comfortable 'low fatigue' seats were better for more body types than those in most competitive cars. Its interior ergonomics were also first rate with user-friendly functionality - very Japanese.
While the majority of these benefits show improvement did the 1999 model go far enough to cause BMW and Audi sleepless nights? Unfortunately not. Just take a look around your neighborhood and try to find one. There will be plenty of entry-level 3-Series and Audi 1.8T's running around for sure, but only Infiniti's Maxima-based I30 seemed to score well in the market at that time.