When most buyers think luxury, their minds turn first to Italian, German and British brands. For many American buyers, the allure of European style holds its own significance. After that, some might turn to Lexus or more recently Americas premium offerings, but Japan’s other luxury brands, Acura and Infiniti, are often overlooked. This could be in part because they don’t offer true halo models with excessive power, extravagant trim and exorbitant prices. But could it also be that the cars themselves don’t quite reach up to the level of the competition?

The short answer is no. When the G35 debuted it was hailed as a much-needed fresh perspective in the segment, and is still a very attractive and feature-packed vehicle. Though its German rivals have somewhat outpaced it in technological features and ultimate top-end power, the car remains a seriously capable performer.

Based around the same FM platform that has underpinned it and the Nissan 350Z for over six years, the car is growing old by any company’s standards. A mid-cycle refresh and the occasional new feature, plus the drip-feed of engine improvements made to the award-winning VQ powerplant under the hood have kept it in the game, but Infiniti’s mid-size luxury sedan is still showing its age. On the other hand, it’s a mature platform with all the minor growing pains of a new model well behind it.

You also get a whole lot of car for the money. For just a little more than the price of a well-outfitted 350Z, you get a full back seat and four doors, leather upholstery, upgraded trim and the same very solid level of performance. Nissan’s FM chassis is a well-sorted and well-designed piece, and the independent suspension layout and materials rival those of the top German cars. Throw in the torquey, powerful and high-revving VQ35HR in the latest models and you have an excellent package, both in terms of performance and style. Our model also came equipped with a six-speed manual transmission, noted for its somewhat heavy yet crisp feel.

The upcoming G37 sedan, coupe and 370Z are all soon to push the G35 and its cousins into obsolescence, but like so many of Nissan and Infiniti’s cars, their brilliance is sometimes clearest in retrospect. While those models will push top-end horsepower figures even further, there’s a real possibility that they won’t actually feel any more powerful in day-to-day driving due to similar levels of low-end torque.

Comparing the VQ35HR in the G35 to this reviewer’s personal 2003 VQ35DE-equipped 350Z daily driver, there’s a definite rush of power at the top of the rev range but down low, from standstill, the older engine feels like it has more grunt. The stat sheets bear this out, with the HR engine rated at 260lb-ft of torque while the older DE rates at 274lb-ft. There was a change-over in power rating systems between the DE and HR models, however, so that number can’t be directly compared. Nevertheless, the ‘seat-of-the-pants dyno’ says the DE engine is still a better performer down low, while the HR takes the day at the top-end.

Handling comparisons between the two cars are also apt, because despite the 350Z’s lack of two doors, two seats and a couple hundred pounds, the cars are otherwise very similar. And the G35 sedan reflects that, especially in six-speed manual trim. Flicking through the gearbox on a back-country run is incredibly engaging, and the factory tendency of the FM chassis and staggered tire setup toward understeer make for few truly scary moments even when exploring the outer limits of the car’s lateral capabilities.

However, turn off the traction control, give the wheel a flick and smack the accelerator against the floorboard, and be prepared for a fair amount of sideways fun. Launches likewise can induce some wheelspin, though smoky burnouts aren’t the car’s forte due to the independent rear suspension’s tendency toward wheel hop.

But how competent a luxury sport sedan is the G35? It certainly nails the sport sedan portion, keeping pace with one of the decade’s best-value sports coupes, but it leaves little on the table when it comes to luxury. Some of the plastics are harder and less premium-feeling than they could be, rear seat room is adequate at best, the general design of the cockpit is beginning to feel a bit dated, and some of the switchgear, particularly around the audio controls, reveals Infiniti’s corporate relationship with Nissan a bit too clearly. It’s worth noting, though, that many of the same criticisms could be fairly leveled at the German competition, despite sticker prices roughly double the Infiniti’s while at similar specification levels.

Those considerations aside, there are some very nice touches in the cabin as well. The leather feels very good for the price range, with less of the slick spill-resistant feel of some cars and more of the supple feel of the higher end of the market. The satellite navigation system is similarly better than expected, with a clear and brightly lit display and easy-to-use interface.

Putting the car into reverse reveals one of the best features about the G35, at least for those that have to parallel park on any sort of regular basis: the rear-view camera features a computer-generated overlay that bends to project the car’s course on the view behind as the steering wheel is rotated. Even expert drivers can find the display useful for fitting into very tight spots, while novices will learn quickly from the immediate visual feedback.

The G35 also has some of the best-designed and most comfortable bucket seats in its class. Anyone familiar with under-bolstered leather-upholstered performance cars - Mustang GT owners, for instance - know how slippery things can get during spirited driving. The G35 has none of those problems, and it manages to sidestep the main problem with aggressively-supportive sport seats, which can accommodate a range of body types. Everyone who sat in the front seats of our test car found them comfortable and supportive, from a stout 6’2” subject to a petite 5’7”.

Not everyone will find the balance between ride quality and handling pleasing, though its certainly more compliant than the 350Z. Our test car is the sport-oriented manual-transmission G35 6MT version, and its low-profile tires and 18-inch alloy wheels can make for a choppy ride over broken or bumpy pavement. The noise level is also good for a car in this class, with the engine barely perceptible except under hard acceleration. When the sweet-sounding six-cylinder is pushed, it makes its presence known but does not become intrusive.

Compared to its ostensible peers, the BMW 3-series, Mercedes-Benz C-Class, Audi A4 and the like, the G35 shows a different balance of sport and luxury. While the German offerings all favor the luxury end of the spectrum in their typical configurations, the G35S 6MT is slanted heavily toward the drivers end of things. The Teutonic stalwarts reserve the truly driver-oriented cars for their upscale and expensive AMG, M Division and RS brands at a heavy premium.

Without a performance division to offer an even more impressive car, the G35S with the manual transmission is the high-performance variant. It provides what many buyers cross-shopping the segment would consider a harsh ride, and it doesnt quite rise to the materials or equipment standards either. But thats what makes the G35 such a brilliant performer, and such a polarizing choice. The balance it strikes isnt for everyone, but for those that find it to their liking, the rewards are huge.

In the end, the G35 presents a solid combination of affordable luxury, good power and excellent performance, with only its relative age and lack of the ‘new factor’ holding it back from the top of the class.