DRIVELINES
2011 Infiniti M37/M56
by Stev e Siler
The M has officially arrived—and sticks with the athletic cut. preview
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nfiniti has styled itself as the Japanese BMW, but for most of the two decades the brand has been around, its products haven’t measured up to those from the German company. Recently, though, we’ve watched the G sedan and coupe evolve into some mighty formidable competition for the 3-series, while the current M is a multiple comparison-test winner in the medium-size, luxury-sport segment, which includes the Audi A6, the BMW 5-series, the Lexus GS, and the Mercedes E-class, among others. In its most recent comparison, though, the M was beginning to show its age. Now, with the 2011 M37 and M56, Infiniti has decided to scale up the G’s successful recipe by creating perhaps a more compelling alternative to the top-finishing A6 and 5-series. For starters, the M embraces the G’s organic styling themes. Sport models get a slightly different front end and wear larger, 20-inch wheels, but regardless of trim, it’s safe to say the M has officially arrived.
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Ditto the interior. The M’s cabin is clearly more spacious and better equipped, but the G’s sense of athletic-cut tailoring remains. As with the previous M, the new model is still no paragon of ergonomic simplicity. Aesthetically, though, it is spot-on gorgeous. The only bones we found pickworthy are a dull cluster design and the contrived “breeze mode” of the available “Forest Air” HVAC system, which blows air through the vents at random speeds to mimic natural breezes. We sampled a couple of engineering prototypes recently in California, hitting the road first in an M56. Powered by a heavily modified, direct-injected version of the 5.6-liter V-8 truck engine found in the QX56, the Nissan Armada, and the Titan pickup—but making 420 horsepower and 417 pound-feet of torque—the M56 both replaces the 325-hp M45 and becomes the most powerful vehicle in Infiniti’s lineup. Unfortunately, from our first standing-start launch, we were let down by the prototype’s lack of off-the-line enthusiasm, as if 50 to 75 horses and pound-feet were lost somewhere between paper and pavement. A passionless exhaust note was equally disappointing. Far more refined was an M37x prototype, powered by a 330-hp, 3.7-liter V-6 with 270 pound-feet of torque, more or less identical to that found under the hood of the G37, and fitted with all-wheel drive (as is the M56x). As with its smaller FM-platform mate, the V-6 and its accompanying seven-speed automatic are a
smart match. The M37’s lower weight and delightfully natural steering—especially compared with the M56 Sport’s four-wheel-steering system that varies the steering ratio and can turn the rear wheels in the same direction as the fronts by as much as one degree—made it our favorite by far. But that could change by the time the new M hits U.S. dealerships in late March or early April. (Infiniti’s first hybrid, based on the V-6 M, is to follow a year later.) According to company spokesman Kyle Bazemore, Infiniti is making numerous changes to the M56 that address our chief areas of concern: V-8 exhaust note, throttle tip-in, and shift mapping. About the four-wheel steering, however, Bazemore was uncertain. So have the A6 and 5-series been served? We’ll have to wait for a drive in the final product before we can say for certain. The numbers V EH IC L E TY PE >
front-engine, rearor 4-wheel-drive, 5-passenger, 4-door sedan
ESTI M ATED BASE PR ICE > $47,500–$57,500 ENGI N ES > DOHC 24-valve 3.7-liter V-6,
330 hp, 270 lb-ft; DOHC 32-valve 5.6-liter V-8, 420 hp, 417 lb-ft 7-speed automatic with manumatic shifting
TR A NSM ISSION >
DI M ENSIONS: W H EEL BASE > 114.2 in L ENGTH > 194.7 in W I DTH > 72.6 in H EIGH T > 59.1–59.6 in Cu R B W EIGH T > 3950–4200 lb PER FOR M A NC E (C/D EST): Z ERO TO 60 M PH > 4.7–6.3 sec STA N DI NG 1/4-M I L E > 13.3–15.0 sec PROJ ECTED Fu EL ECONOM Y (C/D EST): EPA C ITY/H IGH WAY DR I V I NG >
16–18/22–26 mpg
P H O T O G R A P H Y by R O B E R T K E R I A N
www.storemags.com & www.fantamag.com
