First Drive: 2011 Infiniti M37S and M56S answer many questions
03-02-10, 08:19 AM
#32
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epic fail. just fugly.
03-12-10, 01:28 PM
#33
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Infiniti M sedan redesigned for 2011
01:00 AM EST on Sunday, December 27, 2009
By G. CHAMBERS WILLIAMS III
San Antonio Express-News
Infiniti’s flagship sport sedan, the M, gets a complete makeover for 2011.
Nissan’s luxury brand introduced the redesigned 2011 M sedan during a media event in Beverly Hills, Calif., in conjunction with the recent Los Angeles auto show.
It’s scheduled to go on sale in March, and two versions will be offered: the V-6 powered M37 and the V-8 powered M56. The numerical designations come from the displacement of the engines — the M37 is a 3.7-liter and the V-8 is a 5.6-liter.
The M, introduced originally in 2004 as a sedan priced between the entry level G35 and the high-end Q45, was redone in 2006 and became the top Infiniti model when the Q was discontinued.
Current models are the M35 and M45, with 3.5-liter V-6 and 4.5-liter V-8 engines, respectively.
Those who have owned or even just driven Infiniti sedans usually become instant fans, as these cars are the equivalent of Japanese BMWs — true drivers’ cars that are designed to provide spirited performance.
The current G models and the new M follow in the tradition of the earlier Q45 and J30 models as sport sedans that are anything but boring.
Under the hood of the 2011 M56 will be a new 5.6-liter direct-injection V-8 that cranks out a whopping 420 horsepower.
The M37 will come with its own version of the fantastic 3.7-liter V-6 that is found in a variety of Nissan/Infiniti products, including the 2010 Nissan 370Z sports car and the G37 sedan, coupe and convertible.
In the M37, this engine is rated at 330 horsepower. Both vehicles will be available with Infiniti’s “intelligent” all-wheel drive.
The M gets a complete exterior redesign with what Infiniti calls “evocative new styling with a low front end and deeply sculpted fenders.”
“Inside, the new M’s interior is pure Infiniti, combining vibrant, Japanese-influenced design, luxury materials and amenities and premium entertainment systems with driver-oriented sports seating and controls,” the automaker said.
The 2011 M also will feature a variety of new high-tech systems, something that began with the second generation of this vehicle.
Among the standard or available features will be Active Noise Control; the Forest Air climate-control system; the latest version of the Infiniti selectable drive-mode control; Active Trace Control; Eco Pedal; and the enhanced Infiniti hard-drive navigation system, the company said.
Also coming to the new M is the Blind Spot Intervention System, already available on other Infiniti vehicles. It’s designed to alert the driver if another vehicle is detected in the adjacent lane and will help nudge the car back toward the center of its own lane if it begins moving toward the vehicle in the other lane.
“The 2011 Infiniti M embodies all of our best thinking, design and quality to date,” said Ben Poore, vice president of the Infiniti division. “It’s a truly inspired design offering invigorating performance, luxurious comfort and the highest levels of craftsmanship and style ever offered in an Infiniti.”
Other options will include a Bose two-channel, 10-speaker premium audio system; a Bose Studio Surround Sound system with digital 5.1-channel decoding and 16 speakers (including personal speakers in the tops of each front seat); a heated steering wheel; heated/cooled front seats with semi-aniline leather; and white ash wood interior trim with “real silver powder,” Infiniti said.
Also shown at the Beverly Hills program was the slightly redesigned 2010 Infiniti G37 sedan, which goes on sale Dec. 17, the company said.
It has a new front, refined interior and additional technology, Infiniti said, including the optional hard-drive navigation system.
Interior improvements and additional high-tech options also have been given to the 2010 G37 coupe and convertible models.
The revised G coupe also goes on sale later this month and the convertible in February.
Other vehicles in the Infiniti lineup for 2010 are the EX compact and FX midsize crossover utility vehicles, as well as the QX56 full-size SUV.
http://www.projo.com/projocars/conte...4.12e7808.html
2011 Infiniti M: First Drive
Infiniti's 5-series rival used to be a nice, but anonymous car. After hooning it through Southern California's canyons, that's no longer the case. Now, the 2011 Infiniti M is Japan's Jaguar.
Full Disclosure: Infiniti wanted us to drive the new M so badly they flew us out to San Diego, put us up in a fancy hotel and hired one of GQ's top ten sommeliers to serve us fancy wine. I thought the Viognier was pretty acidic and wasn't terribly impressed with the Pinot Noir either. Maybe you shouldn't believe everything you read in magazines.
Nissan's luxury brand has always been a second rate player in some of the most competitive vehicle classes in the world. They want to be BMW, but basing cars on the front-wheel drive Maxima platforms was never going to get them there. Then, starting with the 2009 G37 Sedan and more recently the Coupe and 2009 G37 Convertible, Infiniti suddenly became competitive. You don't need to make excuses for Infiniti's latest generation of cars.
And you definitely don't need to make excuses for the new M. The V6-engined 2011 Infiniti M37 is more powerful, lighter and cheaper than either the 2011 BMW 535i or the 2010 Mercedes E350. The 5.6-liter naturally aspirated V8 in the 2011 Infiniti M56 makes 420bhp and 417 Lb-Ft and weighs 4,028 Lbs. Compare that to the twin-turbo 2011 BMW 550i and its 407 HP, 442 Lb-Ft and 4,200 Lbs.
It's actually the lighter 2011 Infiniti M37S that we prefer driving. You can feel that it's 170 Lbs lighter in the nose, leading to greater agility and lighter steering. Both the 37S and 56S are fitted with an active rear-wheel steering system that can turn the rear wheels into a corner by up to one degree. In action, it settles the rear as the car steers into a corner, which allows the car to steer faster. This isn't just an on-paper gimmick either, you can feel the rear tucking itself in as you steer aggressively into a corner. It turns like a car half its size.
The Sport package (the "S" after the numbers) adds $3,650 to the base models (M37 = $46,250, M56 = $57,550), but brings with it 20-inch wheels; summer performance tires; lower, stiffer suspension; a more aggressive-looking front fascia; more heavily bolstered seats and paddle shifters for the 7-speed auto.
The lack of a manual option makes the M37S sound less like a car for enthusiasts than the 5-series, but the torque converter works so ridiculously well in manual mode and is so smooth when you let if shift gears itself that we actually prefer it to most automated manuals. The downshift rev matching means you can rev it to the limiter when slowing down for a corner and upshifts are fired off the split second you request them when accelerating out.
Infiniti's added a drive mode selector complete with an "Eco" button to the M. All the Eco does is remove all pretensions of throttle response, making the car feel dangerously slow away from the lights unless you floor it. In practice, you'll just want to leave the car in "Sport" mode, which doesn't diminish smoothness, but makes the auto mode more willing to kick down and hold gears, actuates the rear-wheel steering more aggressively and, if you've spec'd the $3,000 "Technology" package, also tweaks something Infiniti is calling Active Trace Control, which is sort of automatic trail braking that should help drivers that enter a decreasing radius corner too quickly actually make it around without killing themselves.
Active Trace Control tops the list of whizz-bang techno features available on the M. There's also Blind Spot Intervention, Double-piston shock absorbers and Distance Control Assist along with the list of now-common technologies like radar cruise control and active noise cancellation that you'll find on most competitive luxury sedans.
Blind Spot Intervention works in conjunction with the Blind Spot Warning and Lane Departure Prevention systems, grabbing the brakes on the opposite side if you steer into an adjacent lane while a car is in your blind spot. The effect is that you're steered quickly back into your own lane unless you override it by adding more steering. Don't worry, you can still ram other cars on the highway if you really want to.
The Double-piston shock absorbers use a piston inside another piston to alter the rate of oil flow in the shocks to deal with high frequency vibration. Travel along a concrete highway, for instance, and the shocks become initially softer to reduce the impact of the expansion joints. Even the Sport models ride exceptionally well, but still have great steering feel.
Distance Control Assist is sort of like radar-assisted cruise control. It monitors the distance between you and the cars in front; lift off the gas when you're a bit close and it'll slow you down a bit to maintain a safe following distance. The effect is only noticeable if you're looking for it, but should help distracted drivers be a little less accident prone. Unlike cruise control, it's always on if you want it to be.
Unlike some other automakers, Infiniti realized that a lot of drivers don't want their cars to drive for them. All of the intervention features are in the "off" position normally, only turning on if you ask them to. Thank you Infiniti for giving us the option of using them without the hassle of turning off 10 things every time we get in the car.
One thing you will have to turn off is the lane departure warning, which beeps loudly every time you drift out of your lane. Like its competition, the Infiniti M is now a huge car (72.6 inches wide and 194.7 inches long) and while it drives much smaller, you'll have to cross the center line a lot if you really want to hustle it down a back road. The loud beeping of the lane thingy is seriously annoying.
Inside, there's also an utterly unnecessary piece of technology called "Forest Air" that can vary the speed of air through the HVAC system to make it feel kinda like a breeze. It's unnoticeable unless you hold your hand in front of one of the vents, but spoiled drivers will appreciate the system's ability to identify and remove or filter out bad smells as well as allergens and dust.
Getting back to the M37S, it's powered by the same 330 HP, 270 Lb-Ft, 3.7-liter V6 that's in the 3-series-sized G37. We were worried that it'd make the heavier M feel sluggish, but it does anything but. The urgent revs make traveling at a given speed feel more urgent than the big V8, the progress of which is so smooth that it's hard to feel the added performance. Using the paddle shifters, working the 3.7 hard is a lot of fun, enabling you to exploit the communicative, capable chassis. Doing the same thing in the V8 is probably faster, but feels more stately and relaxed. We'd go for the 3.7 since we enjoy going around corners, but people planning long trips or lots of boring commuting might like the ease of the 5.6 a bit better.
Also like most of its competitors, adding all-wheel drive to the normally rear-wheel drive car completely screws the whole thing up. Not only does it add about 200 Lbs and reduce the fuel economy a smidge, it also removes all steering feel and makes the M feel heavier and more sluggish. If you're one of those ill-informed people that think you need AWD just because it snows where you live, you need to take it from us: winter tires, not AWD make your car snow-capable. Don't ruin the M, keep it RWD and buy a set of winters, then store them in your garage during the summer.
Infiniti has seriously upped its game inside the M, continuing the exterior's up-market Japanese theme inside with Ash, metal accents and nice plastics. We love seeing a Japanese company finally embracing its Japanese-ness, unashamedly presenting compound curves, flowing shapes and intricately-stitched leather instead of the usual teutonic restraint. Check out the heavily knurled speedo and tach for an example of how well this can work.
Bizarrely, the rear leg room (36.2 inches) has been reduced by one inch over the outgoing model, meaning the back seat is 5-series tight instead of E-class spacious. The trunk, conversely, is huge. I offered to climb in for photos, but since we were parked less than a 1/4 mile from a border checkpoint and Mexican-hunting agents were swarming the roads, we figured doing so might be a bad idea. One upside of border guards: they don't pull you over when they see you overtaking a truck at close to 100 MPH around a corner, well, at least not if you're a gringo.
So Infiniti's created a luxurious four-door that looks gorgeous, goes fast and doesn't have much space in the back. But unlike the Jaguar XF, we think the M is going to prove fully competitive with the German master race of luxury sedans. While we won't know for certain until we've had the chance to drive all three back to back, our initial impression is that the M offers a much sportier drive and is much faster than the E-class, sacrificing interior space in the process. We're guessing it's going to be as fast as the 2011 535i and 550i and, with that rear-wheel steering, might even have the edge on handling. Infiniti suddenly has our attention.
http://jalopnik.com/5481944/2011-infiniti-m-first-drive
01:00 AM EST on Sunday, December 27, 2009
By G. CHAMBERS WILLIAMS III
San Antonio Express-News
Infiniti’s flagship sport sedan, the M, gets a complete makeover for 2011.
Nissan’s luxury brand introduced the redesigned 2011 M sedan during a media event in Beverly Hills, Calif., in conjunction with the recent Los Angeles auto show.
It’s scheduled to go on sale in March, and two versions will be offered: the V-6 powered M37 and the V-8 powered M56. The numerical designations come from the displacement of the engines — the M37 is a 3.7-liter and the V-8 is a 5.6-liter.
The M, introduced originally in 2004 as a sedan priced between the entry level G35 and the high-end Q45, was redone in 2006 and became the top Infiniti model when the Q was discontinued.
Current models are the M35 and M45, with 3.5-liter V-6 and 4.5-liter V-8 engines, respectively.
Those who have owned or even just driven Infiniti sedans usually become instant fans, as these cars are the equivalent of Japanese BMWs — true drivers’ cars that are designed to provide spirited performance.
The current G models and the new M follow in the tradition of the earlier Q45 and J30 models as sport sedans that are anything but boring.
Under the hood of the 2011 M56 will be a new 5.6-liter direct-injection V-8 that cranks out a whopping 420 horsepower.
The M37 will come with its own version of the fantastic 3.7-liter V-6 that is found in a variety of Nissan/Infiniti products, including the 2010 Nissan 370Z sports car and the G37 sedan, coupe and convertible.
In the M37, this engine is rated at 330 horsepower. Both vehicles will be available with Infiniti’s “intelligent” all-wheel drive.
The M gets a complete exterior redesign with what Infiniti calls “evocative new styling with a low front end and deeply sculpted fenders.”
“Inside, the new M’s interior is pure Infiniti, combining vibrant, Japanese-influenced design, luxury materials and amenities and premium entertainment systems with driver-oriented sports seating and controls,” the automaker said.
The 2011 M also will feature a variety of new high-tech systems, something that began with the second generation of this vehicle.
Among the standard or available features will be Active Noise Control; the Forest Air climate-control system; the latest version of the Infiniti selectable drive-mode control; Active Trace Control; Eco Pedal; and the enhanced Infiniti hard-drive navigation system, the company said.
Also coming to the new M is the Blind Spot Intervention System, already available on other Infiniti vehicles. It’s designed to alert the driver if another vehicle is detected in the adjacent lane and will help nudge the car back toward the center of its own lane if it begins moving toward the vehicle in the other lane.
“The 2011 Infiniti M embodies all of our best thinking, design and quality to date,” said Ben Poore, vice president of the Infiniti division. “It’s a truly inspired design offering invigorating performance, luxurious comfort and the highest levels of craftsmanship and style ever offered in an Infiniti.”
Other options will include a Bose two-channel, 10-speaker premium audio system; a Bose Studio Surround Sound system with digital 5.1-channel decoding and 16 speakers (including personal speakers in the tops of each front seat); a heated steering wheel; heated/cooled front seats with semi-aniline leather; and white ash wood interior trim with “real silver powder,” Infiniti said.
Also shown at the Beverly Hills program was the slightly redesigned 2010 Infiniti G37 sedan, which goes on sale Dec. 17, the company said.
It has a new front, refined interior and additional technology, Infiniti said, including the optional hard-drive navigation system.
Interior improvements and additional high-tech options also have been given to the 2010 G37 coupe and convertible models.
The revised G coupe also goes on sale later this month and the convertible in February.
Other vehicles in the Infiniti lineup for 2010 are the EX compact and FX midsize crossover utility vehicles, as well as the QX56 full-size SUV.
http://www.projo.com/projocars/conte...4.12e7808.html
2011 Infiniti M: First Drive
Infiniti's 5-series rival used to be a nice, but anonymous car. After hooning it through Southern California's canyons, that's no longer the case. Now, the 2011 Infiniti M is Japan's Jaguar.
Full Disclosure: Infiniti wanted us to drive the new M so badly they flew us out to San Diego, put us up in a fancy hotel and hired one of GQ's top ten sommeliers to serve us fancy wine. I thought the Viognier was pretty acidic and wasn't terribly impressed with the Pinot Noir either. Maybe you shouldn't believe everything you read in magazines.
Nissan's luxury brand has always been a second rate player in some of the most competitive vehicle classes in the world. They want to be BMW, but basing cars on the front-wheel drive Maxima platforms was never going to get them there. Then, starting with the 2009 G37 Sedan and more recently the Coupe and 2009 G37 Convertible, Infiniti suddenly became competitive. You don't need to make excuses for Infiniti's latest generation of cars.
And you definitely don't need to make excuses for the new M. The V6-engined 2011 Infiniti M37 is more powerful, lighter and cheaper than either the 2011 BMW 535i or the 2010 Mercedes E350. The 5.6-liter naturally aspirated V8 in the 2011 Infiniti M56 makes 420bhp and 417 Lb-Ft and weighs 4,028 Lbs. Compare that to the twin-turbo 2011 BMW 550i and its 407 HP, 442 Lb-Ft and 4,200 Lbs.
It's actually the lighter 2011 Infiniti M37S that we prefer driving. You can feel that it's 170 Lbs lighter in the nose, leading to greater agility and lighter steering. Both the 37S and 56S are fitted with an active rear-wheel steering system that can turn the rear wheels into a corner by up to one degree. In action, it settles the rear as the car steers into a corner, which allows the car to steer faster. This isn't just an on-paper gimmick either, you can feel the rear tucking itself in as you steer aggressively into a corner. It turns like a car half its size.
The Sport package (the "S" after the numbers) adds $3,650 to the base models (M37 = $46,250, M56 = $57,550), but brings with it 20-inch wheels; summer performance tires; lower, stiffer suspension; a more aggressive-looking front fascia; more heavily bolstered seats and paddle shifters for the 7-speed auto.
The lack of a manual option makes the M37S sound less like a car for enthusiasts than the 5-series, but the torque converter works so ridiculously well in manual mode and is so smooth when you let if shift gears itself that we actually prefer it to most automated manuals. The downshift rev matching means you can rev it to the limiter when slowing down for a corner and upshifts are fired off the split second you request them when accelerating out.
Infiniti's added a drive mode selector complete with an "Eco" button to the M. All the Eco does is remove all pretensions of throttle response, making the car feel dangerously slow away from the lights unless you floor it. In practice, you'll just want to leave the car in "Sport" mode, which doesn't diminish smoothness, but makes the auto mode more willing to kick down and hold gears, actuates the rear-wheel steering more aggressively and, if you've spec'd the $3,000 "Technology" package, also tweaks something Infiniti is calling Active Trace Control, which is sort of automatic trail braking that should help drivers that enter a decreasing radius corner too quickly actually make it around without killing themselves.
Active Trace Control tops the list of whizz-bang techno features available on the M. There's also Blind Spot Intervention, Double-piston shock absorbers and Distance Control Assist along with the list of now-common technologies like radar cruise control and active noise cancellation that you'll find on most competitive luxury sedans.
Blind Spot Intervention works in conjunction with the Blind Spot Warning and Lane Departure Prevention systems, grabbing the brakes on the opposite side if you steer into an adjacent lane while a car is in your blind spot. The effect is that you're steered quickly back into your own lane unless you override it by adding more steering. Don't worry, you can still ram other cars on the highway if you really want to.
The Double-piston shock absorbers use a piston inside another piston to alter the rate of oil flow in the shocks to deal with high frequency vibration. Travel along a concrete highway, for instance, and the shocks become initially softer to reduce the impact of the expansion joints. Even the Sport models ride exceptionally well, but still have great steering feel.
Distance Control Assist is sort of like radar-assisted cruise control. It monitors the distance between you and the cars in front; lift off the gas when you're a bit close and it'll slow you down a bit to maintain a safe following distance. The effect is only noticeable if you're looking for it, but should help distracted drivers be a little less accident prone. Unlike cruise control, it's always on if you want it to be.
Unlike some other automakers, Infiniti realized that a lot of drivers don't want their cars to drive for them. All of the intervention features are in the "off" position normally, only turning on if you ask them to. Thank you Infiniti for giving us the option of using them without the hassle of turning off 10 things every time we get in the car.
One thing you will have to turn off is the lane departure warning, which beeps loudly every time you drift out of your lane. Like its competition, the Infiniti M is now a huge car (72.6 inches wide and 194.7 inches long) and while it drives much smaller, you'll have to cross the center line a lot if you really want to hustle it down a back road. The loud beeping of the lane thingy is seriously annoying.
Inside, there's also an utterly unnecessary piece of technology called "Forest Air" that can vary the speed of air through the HVAC system to make it feel kinda like a breeze. It's unnoticeable unless you hold your hand in front of one of the vents, but spoiled drivers will appreciate the system's ability to identify and remove or filter out bad smells as well as allergens and dust.
Getting back to the M37S, it's powered by the same 330 HP, 270 Lb-Ft, 3.7-liter V6 that's in the 3-series-sized G37. We were worried that it'd make the heavier M feel sluggish, but it does anything but. The urgent revs make traveling at a given speed feel more urgent than the big V8, the progress of which is so smooth that it's hard to feel the added performance. Using the paddle shifters, working the 3.7 hard is a lot of fun, enabling you to exploit the communicative, capable chassis. Doing the same thing in the V8 is probably faster, but feels more stately and relaxed. We'd go for the 3.7 since we enjoy going around corners, but people planning long trips or lots of boring commuting might like the ease of the 5.6 a bit better.
Also like most of its competitors, adding all-wheel drive to the normally rear-wheel drive car completely screws the whole thing up. Not only does it add about 200 Lbs and reduce the fuel economy a smidge, it also removes all steering feel and makes the M feel heavier and more sluggish. If you're one of those ill-informed people that think you need AWD just because it snows where you live, you need to take it from us: winter tires, not AWD make your car snow-capable. Don't ruin the M, keep it RWD and buy a set of winters, then store them in your garage during the summer.
Infiniti has seriously upped its game inside the M, continuing the exterior's up-market Japanese theme inside with Ash, metal accents and nice plastics. We love seeing a Japanese company finally embracing its Japanese-ness, unashamedly presenting compound curves, flowing shapes and intricately-stitched leather instead of the usual teutonic restraint. Check out the heavily knurled speedo and tach for an example of how well this can work.
Bizarrely, the rear leg room (36.2 inches) has been reduced by one inch over the outgoing model, meaning the back seat is 5-series tight instead of E-class spacious. The trunk, conversely, is huge. I offered to climb in for photos, but since we were parked less than a 1/4 mile from a border checkpoint and Mexican-hunting agents were swarming the roads, we figured doing so might be a bad idea. One upside of border guards: they don't pull you over when they see you overtaking a truck at close to 100 MPH around a corner, well, at least not if you're a gringo.
So Infiniti's created a luxurious four-door that looks gorgeous, goes fast and doesn't have much space in the back. But unlike the Jaguar XF, we think the M is going to prove fully competitive with the German master race of luxury sedans. While we won't know for certain until we've had the chance to drive all three back to back, our initial impression is that the M offers a much sportier drive and is much faster than the E-class, sacrificing interior space in the process. We're guessing it's going to be as fast as the 2011 535i and 550i and, with that rear-wheel steering, might even have the edge on handling. Infiniti suddenly has our attention.
http://jalopnik.com/5481944/2011-infiniti-m-first-drive
05-28-10, 11:30 AM
#36
Guest
Posts: n/a
Another ho-hum review....60 grand for a NON SPORT M37?
http://www.edmunds.com/infiniti/m37/...intinfinitift1
Pros: High-quality interior materials, more available tech than rivals, excellent iPod interface, relatively low price.
Cons: Confused transmission and throttle programming, blinding sun reflections from some interior surfaces, unsophisticated ride, wonky Eco Pedal, smallish trunk.
Base Price
$47,115
Price as Tested
$59,460
http://www.edmunds.com/infiniti/m37/...intinfinitift1
Pros: High-quality interior materials, more available tech than rivals, excellent iPod interface, relatively low price.
Cons: Confused transmission and throttle programming, blinding sun reflections from some interior surfaces, unsophisticated ride, wonky Eco Pedal, smallish trunk.
Base Price
$47,115
Price as Tested
$59,460
Test Drive: 2011 Infiniti M37
Still Merely an Alternative
By: James Riswick , Automotive Editor
Vehicle Tested: 2011 Infiniti M37 4dr Sedan (3.7L 6cyl 7A)
Pros: High-quality interior materials, more available tech than rivals, excellent iPod interface, relatively low price.
Cons: Confused transmission and throttle programming, blinding sun reflections from some interior surfaces, unsophisticated ride, wonky Eco Pedal, smallish trunk.
If the 2011 Infiniti M37 hopes to make a name for itself alongside world-class luxury cars, it has to get you excited to walk into the garage. It has to impress and cosset your passengers. And most importantly, it has to be as good as, if not better than, competitors like the BMW 5 Series or Jaguar XF or Mercedes-Benz E-Class. But does the M37 do all that?
It starts with more distinct styling that has muscular bulges and organic curves in place of the old M35's rather slab-sided anonymity. Although it is certainly a unique look in the class, some have commented it looks too similar to lesser vehicles in the Infiniti line. Can't that be said for the BMW and Mercedes as well?
So it has the visual potential to excite you, but can its performance and handling do the same? With a 3.7-liter V6 sending 330 horsepower to the rear wheels, the answer is a definite "yes," as it brings more power to the party than its competitors do. The previous M was actually one of the best-handling cars in the class, so this new 2011 M simply needs to not mess things up.
Trying to impress and pamper your passengers? Well, the Infiniti badge may not do much for snobbier acquaintances, but the new cabin is certainly capable of cosseting them. Like the exterior, there is a more organic look to the M than its German competitors, and its materials are splendid. You have to work hard to find a surface that isn't squishy or covered in leather. An epically long list of available high-tech features puts this new M at the forefront of in-car electronics.
So the 2011 Infiniti M37 seems to have the potential to be as good as, if not better than, the competition. But potential is a lot different from reality. While the M37 may look good on paper and in the steel, as well as present a good price on the window sticker, it just doesn't live up to its potential. In final analysis, we wouldn't pass up a 5 Series, E-Class or XF in favor of this new Infiniti.
Performance
The 2011 Infiniti M37's 330-hp V6 boasts more horsepower than every similarly priced competitor — even the V8-powered Jaguar XF 4.2. It has less torque — 270 pound-feet — than the BMW 535i, however, which could explain why the M isn't as quick as its Bavarian rival. Yet, going from zero to 60 mph in 5.9 seconds is nothing to be ashamed of and is certainly quicker than the Benz E350 and Jag XF 4.2.
Out in the real world, the 2011 Infiniti M37 has the type of robust power expected for on-ramps, freeway passing and green-light acceleration with none of the coarse, trucklike noises exhibited by other Infiniti-Nissan vehicles that share this engine. Unfortunately, how that power is delivered is an area of contention. The M37 comes standard with the Infiniti Drive Mode Selector, which includes four modes — Snow, Eco, Normal and Sport — that vary in throttle tip-in and transmission shift programming.
The result is a transmission that always feels slightly confused, sometimes surprised, and rarely goes about its job subtly or unnoticed. Shifts can be jerky; downshifts are usually delayed; the wrong gear at the wrong time can be selected. Sport is better in this regard, but its throttle programming is too aggressive for everyday driving.
We tried the Eco mode which, with our test car's Technology package, comes tied to something called Eco Pedal. This further encourages efficient driving by pushing back on your foot when the car decides you're applying too much throttle. When we kept the transmission selector out of Eco mode, we still managed to achieve 22 mpg in a mix of city and highway driving. The EPA estimates are 18 city/26 highway mpg, and 21 mpg combined. That's impressive, given the M's power.
Around corners, the M37 is a bit of a letdown. The car initially exhibits a lighter feeling than its German competitors, which would lead you to believe it's more nimble. Yet hit some tight turns, and it starts to feel its size. The steering is too light on center and despite being reasonably direct, it just doesn't have enough feel. Meanwhile, the suspension has a tendency to get flummoxed and float about in midcorner bumps and undulations.
As such, the M37 doesn't offer the sort of dynamic enthusiasm we expected, and our track testing backed that up. Its 63.1-mph slalom run and 0.84g trip around the skid pad are midpack at best. The M37 Sport is more impressive on the handling front, but it suffers from an overly harsh ride quality due to its large 20-inch wheels.
Comfort
The 2011 Infiniti M37's ride quality is luxurious enough, but the suspension just doesn't feel as substantial and impenetrable over bumps as its German competitors. The 5 Series in particular does a much better job of providing a supple ride while also letting you feel connected to the road. "Refinement" would be the optimal word here, and the M doesn't have enough of it.
The front seats don't suffer from the same butt-pinching bolsters of Infiniti's G37 and are indeed more comfortable during an extended drive. However, the seat doesn't offer the same amount of adjustability as those available in the BMW and Jag, and its controls are also difficult to reach. Rear passengers will sink deep into well-shaped, bucketlike outboard seats and will find just enough headroom and more than enough legroom.
Function
Few cars have as many gizmos as a loaded 2011 Infiniti M37 and as such, it can be daunting to keep track of all the buttons and beeps. In total, it's a mixed bag. The iPod integration is one of the best on the market, as the main rotary controller and steering-wheel-mounted toggle combine well with a logical menu facsimile of your iPod. Other controls for the impressive 16-speaker Bose stereo's many media functions are also well sorted.
The myriad navigation and climate controls that are curiously angled upward on the center stack are actually quite ergonomic, although the lights within some of those buttons disappear when the sun hits them. Another minor annoyance is the location of the buttons for the heated steering wheel, rear sunshade and lane-departure warning system. They're all inconveniently located in front of the driver's knee.
In terms of practicality, the M37 has a smaller trunk (14.7 cubic feet) than its competitors'. It features a wide opening and enough space for a pair of golf bags, but it's not especially deep and it narrows considerably the farther you go back. A lengthy road trip with four adults could be a problem.
Should you have children, the M37 will easily fit front- or rear-facing child safety seats. Installing the latter still allows plenty of space for the front passenger, and anchor points are easily accessible. However, there are no lower center LATCH anchors and the middle seat is significantly elevated from the outboard seats.
Design/Fit and Finish
The 2011 Infiniti M37 boasts some of the finest and most consistently excellent materials in its class, while looking more interesting than its German rivals. Infiniti has really gone out of its way in this regard. Unfortunately, our test car's optional Japanese White Ash wood trim was so light in color that it combined with the shifter's alloy trim to produce blinding reflections in certain sun positions.
Who Should Consider This Vehicle
If it seems like we're being harsh here, it's just because the 2011 Infiniti M37 competes against extremely good cars. When loaded to the gills as our test car was, the M37 is cheaper than the similarly equipped and powered competition. However, it's not that much cheaper. A similarly stocked E350 or XF 5.0 is within $2,000, and we think their refinement and panache are well worth it. Heck, if you can live without active cruise control and a few other features, an XF 4.2 is cheaper than the M. Of course, if you're really interested in a low price, there's always the Hyundai Genesis.
Others to Consider
BMW 535i, Hyundai Genesis, Jaguar XF, Mercedes-Benz E350.
Still Merely an Alternative
By: James Riswick , Automotive Editor
Vehicle Tested: 2011 Infiniti M37 4dr Sedan (3.7L 6cyl 7A)
Pros: High-quality interior materials, more available tech than rivals, excellent iPod interface, relatively low price.
Cons: Confused transmission and throttle programming, blinding sun reflections from some interior surfaces, unsophisticated ride, wonky Eco Pedal, smallish trunk.
If the 2011 Infiniti M37 hopes to make a name for itself alongside world-class luxury cars, it has to get you excited to walk into the garage. It has to impress and cosset your passengers. And most importantly, it has to be as good as, if not better than, competitors like the BMW 5 Series or Jaguar XF or Mercedes-Benz E-Class. But does the M37 do all that?
It starts with more distinct styling that has muscular bulges and organic curves in place of the old M35's rather slab-sided anonymity. Although it is certainly a unique look in the class, some have commented it looks too similar to lesser vehicles in the Infiniti line. Can't that be said for the BMW and Mercedes as well?
So it has the visual potential to excite you, but can its performance and handling do the same? With a 3.7-liter V6 sending 330 horsepower to the rear wheels, the answer is a definite "yes," as it brings more power to the party than its competitors do. The previous M was actually one of the best-handling cars in the class, so this new 2011 M simply needs to not mess things up.
Trying to impress and pamper your passengers? Well, the Infiniti badge may not do much for snobbier acquaintances, but the new cabin is certainly capable of cosseting them. Like the exterior, there is a more organic look to the M than its German competitors, and its materials are splendid. You have to work hard to find a surface that isn't squishy or covered in leather. An epically long list of available high-tech features puts this new M at the forefront of in-car electronics.
So the 2011 Infiniti M37 seems to have the potential to be as good as, if not better than, the competition. But potential is a lot different from reality. While the M37 may look good on paper and in the steel, as well as present a good price on the window sticker, it just doesn't live up to its potential. In final analysis, we wouldn't pass up a 5 Series, E-Class or XF in favor of this new Infiniti.
Performance
The 2011 Infiniti M37's 330-hp V6 boasts more horsepower than every similarly priced competitor — even the V8-powered Jaguar XF 4.2. It has less torque — 270 pound-feet — than the BMW 535i, however, which could explain why the M isn't as quick as its Bavarian rival. Yet, going from zero to 60 mph in 5.9 seconds is nothing to be ashamed of and is certainly quicker than the Benz E350 and Jag XF 4.2.
Out in the real world, the 2011 Infiniti M37 has the type of robust power expected for on-ramps, freeway passing and green-light acceleration with none of the coarse, trucklike noises exhibited by other Infiniti-Nissan vehicles that share this engine. Unfortunately, how that power is delivered is an area of contention. The M37 comes standard with the Infiniti Drive Mode Selector, which includes four modes — Snow, Eco, Normal and Sport — that vary in throttle tip-in and transmission shift programming.
The result is a transmission that always feels slightly confused, sometimes surprised, and rarely goes about its job subtly or unnoticed. Shifts can be jerky; downshifts are usually delayed; the wrong gear at the wrong time can be selected. Sport is better in this regard, but its throttle programming is too aggressive for everyday driving.
We tried the Eco mode which, with our test car's Technology package, comes tied to something called Eco Pedal. This further encourages efficient driving by pushing back on your foot when the car decides you're applying too much throttle. When we kept the transmission selector out of Eco mode, we still managed to achieve 22 mpg in a mix of city and highway driving. The EPA estimates are 18 city/26 highway mpg, and 21 mpg combined. That's impressive, given the M's power.
Around corners, the M37 is a bit of a letdown. The car initially exhibits a lighter feeling than its German competitors, which would lead you to believe it's more nimble. Yet hit some tight turns, and it starts to feel its size. The steering is too light on center and despite being reasonably direct, it just doesn't have enough feel. Meanwhile, the suspension has a tendency to get flummoxed and float about in midcorner bumps and undulations.
As such, the M37 doesn't offer the sort of dynamic enthusiasm we expected, and our track testing backed that up. Its 63.1-mph slalom run and 0.84g trip around the skid pad are midpack at best. The M37 Sport is more impressive on the handling front, but it suffers from an overly harsh ride quality due to its large 20-inch wheels.
Comfort
The 2011 Infiniti M37's ride quality is luxurious enough, but the suspension just doesn't feel as substantial and impenetrable over bumps as its German competitors. The 5 Series in particular does a much better job of providing a supple ride while also letting you feel connected to the road. "Refinement" would be the optimal word here, and the M doesn't have enough of it.
The front seats don't suffer from the same butt-pinching bolsters of Infiniti's G37 and are indeed more comfortable during an extended drive. However, the seat doesn't offer the same amount of adjustability as those available in the BMW and Jag, and its controls are also difficult to reach. Rear passengers will sink deep into well-shaped, bucketlike outboard seats and will find just enough headroom and more than enough legroom.
Function
Few cars have as many gizmos as a loaded 2011 Infiniti M37 and as such, it can be daunting to keep track of all the buttons and beeps. In total, it's a mixed bag. The iPod integration is one of the best on the market, as the main rotary controller and steering-wheel-mounted toggle combine well with a logical menu facsimile of your iPod. Other controls for the impressive 16-speaker Bose stereo's many media functions are also well sorted.
The myriad navigation and climate controls that are curiously angled upward on the center stack are actually quite ergonomic, although the lights within some of those buttons disappear when the sun hits them. Another minor annoyance is the location of the buttons for the heated steering wheel, rear sunshade and lane-departure warning system. They're all inconveniently located in front of the driver's knee.
In terms of practicality, the M37 has a smaller trunk (14.7 cubic feet) than its competitors'. It features a wide opening and enough space for a pair of golf bags, but it's not especially deep and it narrows considerably the farther you go back. A lengthy road trip with four adults could be a problem.
Should you have children, the M37 will easily fit front- or rear-facing child safety seats. Installing the latter still allows plenty of space for the front passenger, and anchor points are easily accessible. However, there are no lower center LATCH anchors and the middle seat is significantly elevated from the outboard seats.
Design/Fit and Finish
The 2011 Infiniti M37 boasts some of the finest and most consistently excellent materials in its class, while looking more interesting than its German rivals. Infiniti has really gone out of its way in this regard. Unfortunately, our test car's optional Japanese White Ash wood trim was so light in color that it combined with the shifter's alloy trim to produce blinding reflections in certain sun positions.
Who Should Consider This Vehicle
If it seems like we're being harsh here, it's just because the 2011 Infiniti M37 competes against extremely good cars. When loaded to the gills as our test car was, the M37 is cheaper than the similarly equipped and powered competition. However, it's not that much cheaper. A similarly stocked E350 or XF 5.0 is within $2,000, and we think their refinement and panache are well worth it. Heck, if you can live without active cruise control and a few other features, an XF 4.2 is cheaper than the M. Of course, if you're really interested in a low price, there's always the Hyundai Genesis.
Others to Consider
BMW 535i, Hyundai Genesis, Jaguar XF, Mercedes-Benz E350.
Last edited by LexFather; 05-28-10 at 11:34 AM.
05-28-10, 12:09 PM
#39
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05-28-10, 12:58 PM
#40
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http://www.autoblog.com/gallery/2011...-first-drive#5
They showed us a few pictures of the new QX56, and while we sadly can't share them with you, please take our word for it that the new QX is world's better looking than the frankly obscene old version.
They showed us a few pictures of the new QX56, and while we sadly can't share them with you, please take our word for it that the new QX is world's better looking than the frankly obscene old version.
05-28-10, 01:23 PM
#41
Moderator
I just saw one a few mins ago, I really hate the how the back drops off and fall away. The old Infiniti J30 did a much better of that design, also the if it is not the fully dressed out version it look funny.
05-29-10, 05:58 AM
#43
05-29-10, 10:53 AM
#44
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The transmission shifting seems to be a recurring point of critisim.
http://www.thetruthaboutcars.com/rev...-infiniti-m37/
Review: 2011 Infiniti M37
By Michael Karesh on May 28, 2010
With the 2006-2010 Infiniti M, a highly competent luxury performance sedan was hidden beneath utterly forgettable sheetmetal. Before my father bought his 2008 Cadillac CTS I suggested that he also check out the M. One glance at the car’s exterior was all he needed to summarily reject it. Well, for 2011 Infiniti has totally redesigned the M to address this shortcoming. The question now: does the rest of the car measure up to the new come-hither exterior?
Ads feature the new Infiniti M with the optional sport package and its 20-inch alloys, and the car so equipped is striking. Maserati-influenced curves are a stark contrast to the relatively conventional three-box shape of both the previous M and the current competition. Curves always lend a feminine aspect to a car, but the forms in this case are massive enough that no one will think the M strictly a “woman’s car” (not that there’s anything wrong with that). In comparison, even Jaguar’s current styling direction seems overly stiff and straight of line.
Why bring up the ads? Because I’ve yet to see a car with the 20s in the metal. Here in Michigan the dealers only order all-wheel-drive cars, and for some reason Infiniti does not offer the sport package with all-wheel-drive. Yes, this package does include summer tires, but surely all-season tires in the same size are feasible.
The non-sport wheels are 18s. Not so long ago 18s seemed HUGE. Well, they’re lost within the new M’s massive fenders and supersized wheel openings. Bereft of the 20s it was clearly designed for, the exterior that looks so graceful in the ads appears stubby and stout in person, if still a refreshing break from the usual. Infiniti needs to find a way to offer the 20s more widely.
Inside you’ll find Infiniti’s best interior to date. Nearly all of the various surfaces and switchgear bits look and feel worthy of the $55,000+ price. And the interior styling is warm, classically inviting, and gorgeous. Most notable: the sporty double bump of the instrument cover and the teardrop shape of the door panel trim. The British and Italians, clearly sources of inspiration, have rarely done it better. The interiors of competing sedans are unimaginative and boring in comparison. And, unlike in many highly styled interiors, the controls on the new M’s center stack are all logically arranged within easy reach.
Yet some people will not be happy with the new Infiniti M’s interior. Though not to the same extent as that in the EX35 compact crossover, the new M’s interior fits closely around you. It was clearly designed to feel sporty and intimate, not spacious. I generally like this ambiance, but the A-pillars are too intrusive even for my taste, as they extend unusually far inward. From the driver’s seat the M doesn’t feel quite midsize despite its generous exterior dimensions.
The driver’s seat itself is larger and broader than that in the half-size-smaller G37 sedan. Adults who frequent neither the gym nor the buffet line might find them, unlike the interior as a whole, a little loose-fitting and short on lateral support. I recall cushier, more comfortable seats in the previous M, though perhaps my memory is misleading me here? To its credit, Infiniti has avoided the rush to install rock hard headrests that jam forward into the back of your skull.
The rear seat also doesn’t feel spacious, but it is comfortably high off the floor and includes a couple inches more knee room than you’ll find in the G37. The front seatbacks are low enough that they don’t block rear seat passengers’ view forward. The trunk continues the “not spacious” theme and, as in other Asian luxury sedans, the rear seat does not fold to expand it.
The new Infiniti M is offered with a 330-horsepower 3.7-liter V6 and a 420-horsepower 5.6-liter V8. The latter is the clear choice for torque junkies who can never get enough. For nearly everyone else, including most driving enthusiasts, the sampled V6’s noise output will be more of an issue than its power output. This V6 is perhaps the loudest in the segment despite the thoroughly sealed engine compartment. What might be fitting for a sports cars on the open road—and even then a sweeter song would be welcome—can come across as unseemly in a luxury sedan on suburban streets. Your ears will tell you to take it easy lest you attract unwanted attention.
With this six at least the seven-speed automatic is not the best of partners. Downshift to second for a thirty-something MPH turn and the resulting engine noise suggests that you’ve gone a gear too far. But third is too tall. Responses to the manual shifter are sometimes quick, sometimes not, and are not always smooth. To be fair, I didn’t have a lot of seat time in the car. After a few days a better working relationship might well develop as driver and transmission adapt to one another. A head-up display that included the selected gear would help. The attractive instruments are located too low for a quick glance during aggressive driving—good for seeing the road, not good for instantaneously seeing which gear you’re in (which is never nearly as intuitive with an automatic as it is with a manual) or how fast you’re going.
Despite these shortcomings, perhaps even a little because of them, I did enjoy driving the new Infiniti M37 more than nearly any other car in this class, with the BMW 5-Series the only likely exception. The intimate cockpit combines with a balanced chassis and the relatively visceral nature of the car to inspire a close connection and confidence I never felt in the previous M. The all-wheel-drive system includes enough rearward bias that the attitude of the chassis can be adjusted with the throttle. The steering could feel more razor sharp, but it compares well to the numbness of today’s typical system. Pushed, the new M feels smaller and lighter than its 195 inches and two tons, and hustling it through curves quickly becomes second nature.
Ride quality is similarly more polished than that of the previous M, and is generally acceptable for a luxury sedan with sporty pretensions. There’s some jostling about on uneven road surfaces, but no harshness, at least not with the 18s. (The lower profile 20s could be a different story.) Wind noise is low, but road noise on concrete is a bit above the luxury sedan norm. Infiniti continues to have different priorities than Lexus.
No car is perfect. Overall, my criticisms stem from how close the new Infiniti M comes to perfection rather than how far it falls from it. Beautiful exterior—unless you get the standard wheels. Lovely cockpit—except the A-pillars are overly intrusive while the seat bolsters aren’t intrusive enough. Fun to drive—but the V6’s engine note could be of higher quality and lesser quantity. Compare the new M to existing competitors rather than an evasive ideal, and it stacks up very well for anyone who prioritizes the driving experience over silence and spaciousness.
http://www.thetruthaboutcars.com/rev...-infiniti-m37/
Review: 2011 Infiniti M37
By Michael Karesh on May 28, 2010
With the 2006-2010 Infiniti M, a highly competent luxury performance sedan was hidden beneath utterly forgettable sheetmetal. Before my father bought his 2008 Cadillac CTS I suggested that he also check out the M. One glance at the car’s exterior was all he needed to summarily reject it. Well, for 2011 Infiniti has totally redesigned the M to address this shortcoming. The question now: does the rest of the car measure up to the new come-hither exterior?
Ads feature the new Infiniti M with the optional sport package and its 20-inch alloys, and the car so equipped is striking. Maserati-influenced curves are a stark contrast to the relatively conventional three-box shape of both the previous M and the current competition. Curves always lend a feminine aspect to a car, but the forms in this case are massive enough that no one will think the M strictly a “woman’s car” (not that there’s anything wrong with that). In comparison, even Jaguar’s current styling direction seems overly stiff and straight of line.
Why bring up the ads? Because I’ve yet to see a car with the 20s in the metal. Here in Michigan the dealers only order all-wheel-drive cars, and for some reason Infiniti does not offer the sport package with all-wheel-drive. Yes, this package does include summer tires, but surely all-season tires in the same size are feasible.
The non-sport wheels are 18s. Not so long ago 18s seemed HUGE. Well, they’re lost within the new M’s massive fenders and supersized wheel openings. Bereft of the 20s it was clearly designed for, the exterior that looks so graceful in the ads appears stubby and stout in person, if still a refreshing break from the usual. Infiniti needs to find a way to offer the 20s more widely.
Inside you’ll find Infiniti’s best interior to date. Nearly all of the various surfaces and switchgear bits look and feel worthy of the $55,000+ price. And the interior styling is warm, classically inviting, and gorgeous. Most notable: the sporty double bump of the instrument cover and the teardrop shape of the door panel trim. The British and Italians, clearly sources of inspiration, have rarely done it better. The interiors of competing sedans are unimaginative and boring in comparison. And, unlike in many highly styled interiors, the controls on the new M’s center stack are all logically arranged within easy reach.
Yet some people will not be happy with the new Infiniti M’s interior. Though not to the same extent as that in the EX35 compact crossover, the new M’s interior fits closely around you. It was clearly designed to feel sporty and intimate, not spacious. I generally like this ambiance, but the A-pillars are too intrusive even for my taste, as they extend unusually far inward. From the driver’s seat the M doesn’t feel quite midsize despite its generous exterior dimensions.
The driver’s seat itself is larger and broader than that in the half-size-smaller G37 sedan. Adults who frequent neither the gym nor the buffet line might find them, unlike the interior as a whole, a little loose-fitting and short on lateral support. I recall cushier, more comfortable seats in the previous M, though perhaps my memory is misleading me here? To its credit, Infiniti has avoided the rush to install rock hard headrests that jam forward into the back of your skull.
The rear seat also doesn’t feel spacious, but it is comfortably high off the floor and includes a couple inches more knee room than you’ll find in the G37. The front seatbacks are low enough that they don’t block rear seat passengers’ view forward. The trunk continues the “not spacious” theme and, as in other Asian luxury sedans, the rear seat does not fold to expand it.
The new Infiniti M is offered with a 330-horsepower 3.7-liter V6 and a 420-horsepower 5.6-liter V8. The latter is the clear choice for torque junkies who can never get enough. For nearly everyone else, including most driving enthusiasts, the sampled V6’s noise output will be more of an issue than its power output. This V6 is perhaps the loudest in the segment despite the thoroughly sealed engine compartment. What might be fitting for a sports cars on the open road—and even then a sweeter song would be welcome—can come across as unseemly in a luxury sedan on suburban streets. Your ears will tell you to take it easy lest you attract unwanted attention.
With this six at least the seven-speed automatic is not the best of partners. Downshift to second for a thirty-something MPH turn and the resulting engine noise suggests that you’ve gone a gear too far. But third is too tall. Responses to the manual shifter are sometimes quick, sometimes not, and are not always smooth. To be fair, I didn’t have a lot of seat time in the car. After a few days a better working relationship might well develop as driver and transmission adapt to one another. A head-up display that included the selected gear would help. The attractive instruments are located too low for a quick glance during aggressive driving—good for seeing the road, not good for instantaneously seeing which gear you’re in (which is never nearly as intuitive with an automatic as it is with a manual) or how fast you’re going.
Despite these shortcomings, perhaps even a little because of them, I did enjoy driving the new Infiniti M37 more than nearly any other car in this class, with the BMW 5-Series the only likely exception. The intimate cockpit combines with a balanced chassis and the relatively visceral nature of the car to inspire a close connection and confidence I never felt in the previous M. The all-wheel-drive system includes enough rearward bias that the attitude of the chassis can be adjusted with the throttle. The steering could feel more razor sharp, but it compares well to the numbness of today’s typical system. Pushed, the new M feels smaller and lighter than its 195 inches and two tons, and hustling it through curves quickly becomes second nature.
Ride quality is similarly more polished than that of the previous M, and is generally acceptable for a luxury sedan with sporty pretensions. There’s some jostling about on uneven road surfaces, but no harshness, at least not with the 18s. (The lower profile 20s could be a different story.) Wind noise is low, but road noise on concrete is a bit above the luxury sedan norm. Infiniti continues to have different priorities than Lexus.
No car is perfect. Overall, my criticisms stem from how close the new Infiniti M comes to perfection rather than how far it falls from it. Beautiful exterior—unless you get the standard wheels. Lovely cockpit—except the A-pillars are overly intrusive while the seat bolsters aren’t intrusive enough. Fun to drive—but the V6’s engine note could be of higher quality and lesser quantity. Compare the new M to existing competitors rather than an evasive ideal, and it stacks up very well for anyone who prioritizes the driving experience over silence and spaciousness.
06-01-10, 05:16 AM
#45
Guest
Posts: n/a
2 out of 4 stars here...not a great read IMO
http://www.freep.com/apps/pbcs.dll/a...te=fullarticle
http://www.freep.com/apps/pbcs.dll/a...te=fullarticle
Posted: May 20, 2010
Electronic flaws mar Infiniti M56 X luxury sedan
BY MARK PHELAN
FREE PRESS COLUMNIST
The 2011 Infiniti M56 X AWD luxury sedan (TWO STARS out of four stars) raises the design of Nissan's luxury brand to a new level, but the car suffers from a number of poorly executed features.
There's very little room for error when you compete with sophisticated sport sedans like the Audi A6, BMW 550i, Cadillac STS, Lexus GS and Lincoln MKS. The M56 X's striking looks and welcoming interior are first rate, but there's plenty of room for improvement in its handling, audio and phone systems.
The well-equipped M56 X I tested boasted a 420-horsepower V8, all-wheel drive and a suite of advanced safety systems.
Phone, handling flaws tarnish shine
This is why people have revolutions, I thought.
A news report about home foreclosures and high unemployment had just followed a commercial rhapsodizing over the silver that Infiniti grinds into dust to make the wood trim in its new M luxury sedan sparkle.
As quick as Marie Antoinette could say "Let them eat cake," my mind's eye saw peasants storming a palace and raising a guillotine to a soundtrack of my friend Larry Kirwan's band Black 47 playing "Bankers and gangsters ... locked together in default harmony."
Decadence sells better in fat times than lean. 2010 is a year to talk about value, not gush, "Ooh. Shiny."
Despite a long list of advanced features, a number of glitches combine to leave the new 2011 Infiniti M56 X luxury sedan trailing competitors like the BMW 550i, Lexus GS 460 and Mercedes-Benz E550.
The M56 X is the V8-powered all-wheel drive member of Infiniti's M midsize luxury sedan family. Prices for the M56 X start at $60,050.
Prices for a rear-drive M56 start at $57,550. Both M56 models feature a 420-horsepower 5.6-liter V8 and seven-speed automatic transmission.
The M series also includes the M37, which has a 330-horsepower 3.7-liter V6 engine and seven-speed automatic transmission.
Prices start at $46,250 for a rear-drive M37 and $48,400 for an all-wheel drive M37 X.
I tested a very well-equipped M56 X that cost $66,850. All prices exclude destination charges.
The M56 X's prime competitors include all-wheel drive luxury sedans like the Audi A6 4.2 Quattro, Cadillac STS V8 AWD, Lincoln MKS AWD and Mercedes-Benz E550 4Matic.
The Infiniti has more power than those models. Its EPA rating of 16 m.p.g. city, 23 m.p.g. on the highway and 18 m.p.g. combined trails only the 350-horsepower all-wheel drive Lincoln MKS.
The Infiniti's 103.6-cubic-foot passenger compartment also tops all the M's competitors except the roomy Lincoln. The Audi, Lincoln and Mercedes have more cargo space than the Infiniti's 14.9-cubic-foot trunk.
The M's shape borrows from the FX SUV that is Infiniti's most recognizable model. The sedan's long hood, trapezoidal grille and muscular front fenders all recall the FX. Scalloped sides and an upturned rear deck complete a lovely, organic shape.
The high trunk deck limits rear visibility enough that Infiniti made a backup camera standard on all M's, however. The limited field of vision also creates substantial blind spots. The optional blind-spot alert system should be standard, too.
The struts on the trunk are inadequate, not strong enough to open the lid.
In addition to the blind-spot alert and a sensor to warn you when you wander out of your lane, an optional feature is intended to help the M avoid those dangers automatically. It applies the brakes to redirect the car into its lane if you cross the line without indicating a lane change, or if there's an oncoming vehicle in your blind spot.
The system was less effective at redirecting the Infiniti into its lane than other systems I have tested.
Aside from the ground silver sprinkled over Japanese ash wood trim, the interior design is refined, and I have to admit the silver looks terrific.
The car I tested had optional aniline leather upholstery that complemented soft, attractive materials that cover every surface. The front and rear seats provide plenty of room and comfort.
The hands-free system for phone calls is nearly useless. Audio quality was very poor for the people I called. The system failed to recognize names from my phonebook. Nor did it pause iPod and CD play for phone calls.
The optional 16-speaker Bose audio system sounds terrific, but the control for iPods is less effective than what many competitors offer.
The M56 X is heavy. Its 4,224-pound curb weight tops all the competitors I've named except the larger STS and MKS. The M carries 57% of its weight over the front axle, a far cry from the ideal 50/50 balance of the best sport sedans.
The nose-heavy layout and weight affect the car's acceleration and handling, making the M56 X feel less nimble than its competitors. In addition, steering effort rises sharply in fast turns, further reducing responsiveness.
Electronic flaws mar Infiniti M56 X luxury sedan
BY MARK PHELAN
FREE PRESS COLUMNIST
The 2011 Infiniti M56 X AWD luxury sedan (TWO STARS out of four stars) raises the design of Nissan's luxury brand to a new level, but the car suffers from a number of poorly executed features.
There's very little room for error when you compete with sophisticated sport sedans like the Audi A6, BMW 550i, Cadillac STS, Lexus GS and Lincoln MKS. The M56 X's striking looks and welcoming interior are first rate, but there's plenty of room for improvement in its handling, audio and phone systems.
The well-equipped M56 X I tested boasted a 420-horsepower V8, all-wheel drive and a suite of advanced safety systems.
Phone, handling flaws tarnish shine
This is why people have revolutions, I thought.
A news report about home foreclosures and high unemployment had just followed a commercial rhapsodizing over the silver that Infiniti grinds into dust to make the wood trim in its new M luxury sedan sparkle.
As quick as Marie Antoinette could say "Let them eat cake," my mind's eye saw peasants storming a palace and raising a guillotine to a soundtrack of my friend Larry Kirwan's band Black 47 playing "Bankers and gangsters ... locked together in default harmony."
Decadence sells better in fat times than lean. 2010 is a year to talk about value, not gush, "Ooh. Shiny."
Despite a long list of advanced features, a number of glitches combine to leave the new 2011 Infiniti M56 X luxury sedan trailing competitors like the BMW 550i, Lexus GS 460 and Mercedes-Benz E550.
The M56 X is the V8-powered all-wheel drive member of Infiniti's M midsize luxury sedan family. Prices for the M56 X start at $60,050.
Prices for a rear-drive M56 start at $57,550. Both M56 models feature a 420-horsepower 5.6-liter V8 and seven-speed automatic transmission.
The M series also includes the M37, which has a 330-horsepower 3.7-liter V6 engine and seven-speed automatic transmission.
Prices start at $46,250 for a rear-drive M37 and $48,400 for an all-wheel drive M37 X.
I tested a very well-equipped M56 X that cost $66,850. All prices exclude destination charges.
The M56 X's prime competitors include all-wheel drive luxury sedans like the Audi A6 4.2 Quattro, Cadillac STS V8 AWD, Lincoln MKS AWD and Mercedes-Benz E550 4Matic.
The Infiniti has more power than those models. Its EPA rating of 16 m.p.g. city, 23 m.p.g. on the highway and 18 m.p.g. combined trails only the 350-horsepower all-wheel drive Lincoln MKS.
The Infiniti's 103.6-cubic-foot passenger compartment also tops all the M's competitors except the roomy Lincoln. The Audi, Lincoln and Mercedes have more cargo space than the Infiniti's 14.9-cubic-foot trunk.
The M's shape borrows from the FX SUV that is Infiniti's most recognizable model. The sedan's long hood, trapezoidal grille and muscular front fenders all recall the FX. Scalloped sides and an upturned rear deck complete a lovely, organic shape.
The high trunk deck limits rear visibility enough that Infiniti made a backup camera standard on all M's, however. The limited field of vision also creates substantial blind spots. The optional blind-spot alert system should be standard, too.
The struts on the trunk are inadequate, not strong enough to open the lid.
In addition to the blind-spot alert and a sensor to warn you when you wander out of your lane, an optional feature is intended to help the M avoid those dangers automatically. It applies the brakes to redirect the car into its lane if you cross the line without indicating a lane change, or if there's an oncoming vehicle in your blind spot.
The system was less effective at redirecting the Infiniti into its lane than other systems I have tested.
Aside from the ground silver sprinkled over Japanese ash wood trim, the interior design is refined, and I have to admit the silver looks terrific.
The car I tested had optional aniline leather upholstery that complemented soft, attractive materials that cover every surface. The front and rear seats provide plenty of room and comfort.
The hands-free system for phone calls is nearly useless. Audio quality was very poor for the people I called. The system failed to recognize names from my phonebook. Nor did it pause iPod and CD play for phone calls.
The optional 16-speaker Bose audio system sounds terrific, but the control for iPods is less effective than what many competitors offer.
The M56 X is heavy. Its 4,224-pound curb weight tops all the competitors I've named except the larger STS and MKS. The M carries 57% of its weight over the front axle, a far cry from the ideal 50/50 balance of the best sport sedans.
The nose-heavy layout and weight affect the car's acceleration and handling, making the M56 X feel less nimble than its competitors. In addition, steering effort rises sharply in fast turns, further reducing responsiveness.