Here is the full write up:
BMW 335i
For more than three decades, the BMW 3 Series sports coupe has defined what the genre should be. And with its latest creation—the twin-turbo charged 335i—the standard has once again been set for all of the competition to chase.

If you've ever driven a 2-door 3 series., then you'll understand why the model has been universally loved by the motoring press for decades: Its precise steering action and feel, good pedal feedback and an always willing, communicative chassis are the prescription every enthusiast driver is looking for to wipe out a case of Mundane Car Disease. In all of these areas, the new 335i coupe feels characteristically BMW, but with an added dimension of refinement and liveliness.

With the 3.0-liter engine producing a stout 300 bhp and 300lb.-ft. of torque from a lowly 1400rpm up to 5000 rpm, it's the turbo powerplant that isn't; the forced-induction is virtually indiscernible to the right foot-power-production-wise, it just feels like an instantly powerful well-designed, normally aspirated V-8. And just about the only time you hear the turbos singing is under a full-throttle acceleration run from a standstill, like the handful of ones we performed at the drag strip, the best one producing a 0—60 mph run in a blistering 4.8 seconds—0.2 sec. quicker than the last-generation SMG-equipped M3 we tested—with the quarter-mile marker zipping past in only 13.4 sec. at a swift 105.1 mph.

The BMW and the Infiniti G37 recorded an identical 0.86g number circling the skidpad. The G slithered between the slalom cones at a slightly higher speed—67.1 mph versus the German 2-door's 66.4 mph—but the BMW traveled less distance to come to a halt, moving from 60 mph to a standstill in only 115 ft. to the Japanese coupe's 121.

Visually, this BMW is instantly recognizable as a 3 series but with crisper folds in its sheet metal—especially that pronounced crease through the doors. The front seats hug your torso with a decent amount of side bolstering, and there is the nicely sized, thick steering wheel—implements in sporty civil proportions that are comfortable for everyday use to the M3's all-out race warfare. About the only thing that didn't knock our socks off was the interior design, which isn't bad by an stretch of the imagination, just too similar to the previous-generation car in styling and materials.

The combatants in the around-$40,000 luxury sports-coupe segment are sensational, if few. But the BMW 335i still rates as king of the hill. Now if Cadillac would just build a 2-door version of the CTS . . .

Infiniti G37
Can the 2008 Infiniti G37S best the king-of-the spots-coupe-hill, a BMW 335i? It's hard to tell when the BMW's power-steering pump seizes and throws the serpentine belt while on the way to our comparison test. Gee, I'm glad I'm driving the Infiniti.

The following afternoon, after the BMW had been repaired . I'm in our early production model (No.33) G37S when the clutch pedal goes to the floor—and doesn't return. After some sporadic cursing I notice my colleague Mr. Hall looks glad to be driving the BMW—Karma sucks.

Bringing a pre-production car to a dealership is fun, and the staff immediately quizzes me. Yes, this is the new G37; yes, the S signifies the sport model. No, the massive 14-in. from rotors aren't Brembo anymore. This car has the premium package that includes touch-screen navigation and a 9.3-gig internal hard drive for ripping CD music onto. It even has auxiliary inputs for video and audio, as well as an ipod dongle and CF card reader. And how about the sport seats with adjustable upper and lower side bolsters? The many ***** that replace previous rocker switches are great.

Soon the car is on the lift and we're bleeding the hydraulic clutch circuit. While it's up there we inspect the 4-wheel steering system that our car has as an option, essentially a rear-steering rack that works at high speeds and steers up to one degree in the same direction as the front wheels. Changing lanes, then, is done crab-like. The system increases stability by exaggerating an understeering condition. Buyers of this system will be real gearheads who see this as high-speed Autobahn technology for the street, not the track.

The G37 is a great street car that borders on the luxury side of the BMW, which weighs less, costs more and jiggles your kidneys. The G sacrifices the performance of its predecessor for a more complaint ride, supple, interior, great comfort and quietness. All the complaints we had of the first-generation G35 have been remedied, except its performance, which we found to be essentially unchanged. Even with its new stroked VQ 3.7-liter engine featuring Variable Valve Event and Lift (VVEL) that is preliminary rated at 330 bhp, the G couldn't match the pace of the turbocharged 335i. Infiniti is reserving turbocharging for the GTR, and instead working on efficiency for the G, by means of VVEL technology. Through an elegant rocker/links arrangement, the intake valves can be controlled for timing and lift. The result is greater pumping efficiency, thus the G now gets better fuel mileage—something we would have liked to have measured, but our test car didn't run long enough for accurate fill-ups.

From a handling standpoint, the cars are equally good footed running the same Bridgestone rubber. The G37s with its active rear steering was very stable in the slalom, making it possible to squeeze through the cones a tad quicker. Where the cars don't compare is on price. The G37 undercuts the German brand, on top of that, offers more features and technology.

It's a simple choice, the 335i for the track, or the G37s for the Autobahn.

>>While styling is a highly subjective area, we have to give the nod to the 335i, the heat on BMW's "flame surfaced" treatment now dialed down to an acceptable temperature. Details on both cars are beautifully executed. End