Old
Skylines
It is unbelievable
that Skyline is 45 years old now and has entered the 11th
generation. As I recall from my childhood memory, the first
Skyline I saw was the 7th generation, sometime around 1985. It
already had those trademark quad circular taillights, slim body
profile and RB-series inline-6 engines that characterize the
later Skyline R32, R33 and R34. These unique DNA and consistent
evolution gave Skyline an unusual status in Japan.
New Skyline, or
Infiniti G35?
Unfortunately,
the new generation Skyline V35 (debuted in June 2001) is not a
real Skyline. Infiniti G35 - its alternative name - is perhaps
more appropriate to reflect its nature. In fact, when Le Cost
Killer Carlos Ghosn arrived Nissan in 1998, he found the Skyline
was making loss because it was not sold in sufficient number
while sharing little parts with other models. Therefore he
decided to combine the Skyline platform with Gloria, Cedric,
Stagea (estate version of Skyline), 350Z and GT-R (to be split
from Skyline). In this way, the Skyline lost its unique platform
and inline-6 engine. The latter is replaced by a more commonly
used V6.
Worse still is that
Ghosn converted the Skyline into a BMW-style saloon. That is why
I said Infiniti G35 is actually a more suitable name. Fans will
never approve such conversion, but Ghosn cares more about money.
The advantage of a BMW-style Skyline is that it appeals to more
customers and can be sold in overseas for the first time in its
45 years history.
For North American
market, Nissan named it as Infiniti G35. Basically that is
equivalent to the top-of-the-range Skyline sold in Japan. Why
not simply call it Infiniti G35 in Japan? because Nissan never
sells the brand Infiniti at home, just like Lexus never exists
in Japan.
New styling and
packaging
From
outside, the new Skyline looks really like a Germanic premium
car, thanks to the smooth, fat and self-restrained profile. It
looks especially handsome from rear quarter (see picture).
Nevertheless, I am disappointed with its LED taillights - why
not preserve the traditional quad-circular taillights which are
far sexier?
Anyway, the Skyline
body functions flawlessly. It achieves an outstanding drag
coefficient of 0.27 and generates just a little lift at rear.
With optional aero pack, drag even drops to 0.26 while lift is
completely eliminated.
Price-wise, the new
Skyline competes directly with BMW 3-series. Size-wise, it runs
closer to the 5-series, having a 30mm longer wheelbase but
shorter overall length. This implies a very sporty profile with
minimal overhangs.
However, long
wheelbase seemed fail to bring higher space efficiency, because
rear cabin is still smaller than the 5-series, although well
ahead of the cramped 3-series. That said, the Skyline can sit 4
in comfort but not feeling luxurious. Worse is the execution -
the dashboard and console look so dull, the plastics, leather
and trimming feel so cheap by German car standard, the fit and
finish doesn’t worth the label "made in Japan". This is a
typical Le Cost Killer interior!
New engine and
performance
Let us concentrate on
the flagship (most powerful) Skyline 350GT and equivalent
Infiniti G35. No turbocharging anymore, they rely on a big
normally aspirated V6 displacing 3.5 litres, further helped by
continuous variable valve timing (VVT) and variable muffler. The
end result is 260 horsepower (or 272hp for Japanese version) and
260lbft of torque, beating Acura TL Type S as the most powerful
car in class.
Twist
the key and you will find the new engine instantly responsive.
Although the automatic gearbox absorbs some of the power, the
tremendous torque still provide strong acceleration - 0-60mph
can be done in 6.2 seconds. Moreover, the V6 is apparently
smoother and quieter than the outgoing inline-6. Read the spec.
and you will know why - this is the well-known VQ35DE, famous
for refinement and lightweight aluminum construction. Basically
the same engine as those serving Altima, Maxima and 350Z, just
with different state of tune.
Apart from VQ35DE,
Japanese Skyline also offers VQ25DD and VQ30DD, displacing 2.5
and 3.0 litres respectively. They are even more efficient than
the bigger engine, generating 212hp and 256hp respectively,
thanks to the use of direct fuel injection and electric
continuous VVT.
However, the best
version of Skyline is undoubtedly 350GT-8. This Japan-only model
mates the 3.5-litre engine with a state-of-the-art Extroid CVT
gearbox offering a sequential manual mode with 8 ratios. Yes,
8-speed, really that mad! perhaps more than a good driver can
cope with, but shifting via the steering column-mounted paddles
like Ferrari must be tempting. The stepless automatic mode is
smooth yet reasonably responsive. The Extroid CVT uses solid
rollers instead of steel belt as means of transmission and ratio
variation, no wonder it handles the torquey V6 with ease.
New chassis and
handling
One of the benefits of
switching to V6 is better chassis balance. A V6 is much shorter
than an inline-6, so it can be positioned rearward. In addition
to the long wheelbase design, more than half of the engine
locates behind the front axle, therefore Nissan calls it as
"front-mid engine". Besides, the lightweight of the aluminum VQ
engine also help improving weight distribution. The end result
is 52:48 front to rear, 2 points better than the old Skyline.
Apart
from a balanced chassis, the new Skyline has all the right
ingredients for a good sporty saloon, such as rear-wheel drive
and all round multi-link suspensions. To improve ride quality,
suspension links are even made of forged aluminum.
That's the theory. In
reality, the new Skyline never feels as sporty as it should be.
Most journalists reported good body control and high-speed
stability, responsive steering and strong brakes. At 80% effort,
the Skyline feels really like an alternative to BMW 3-series.
However, enter twisty roads and you will find it lacks the
precise control and feeling of BMW. Its steering is too light
and oversensitive to input, making the car harder to place
accurately in tight turns. The brakes, though powerful, is far
from progressive. This works OK in normal driving, but once you
attack corners, you will find it difficult to apply the exact
amount of braking force you need. In BMW and Mercedes, all
controls work in harmony with human to get the job done in
style.
Worse is that the
so-called well-balanced chassis does not feel that way. In hard
cornering, you will feel the car as large as it is (while a good
driver's car should feel smaller than it is). It understeers
early, refuses to corner as hard and as accurate as real drivers
want. The use of narrow and high-profile tyres (215/55) may be
one of the reasons.
In the end, all road
testers agreed that the new Skyline or Infiniti G35 is not in
the league of BMW 3-series, Audi A4 and Mercedes C-class. It
might have the right ingredients, but lack of fine tuning (and
perhaps some expensive critical components) to get the last 20
percent done. Disappointingly, while the old Skyline spirit has
lost, the new direction is not successful yet. I will miss the
real Skyline (1957-2001) forever.
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