Infiniti M review
by Tom Stewart (5 November 2010)
Mention the name Infiniti to folk not particularly interested in motorcars and you'll probably see blank faces all round. Not surprising really. Despite having been on sale in the US since late 1989, Nissan's luxury brand launched in Europe at the 2008 Geneva Motor Show and, at the time of writing, there are just four Infiniti Centres (otherwise known as dealerships) currently operational in the UK. There haven't been any significant Infiniti promotional campaigns in the UK either, at least not that I recall, so it's still largely down to us journo types to spread the word, good or otherwise, about the EX, FX, G and now the new M models that are on sale here.
The M was first shown at Geneva in March 2010 and it's now on sale, initially with either a 235bhp three-litre V6 diesel (M30d) or a 316bhp 3.7-litre V6 petrol unit (M37). Both the new Ms are rear wheel driven and have seven-speed auto transmissions with manual mode (the hybrid-drive M35h is due to follow in the Spring of 2011).
On day one of the press launch in Italy, Infiniti took the unusual and indeed brave step of guiding us in our M30ds to the Rome Infiniti Centre where some of its main rivals, namely a current BMW 530d, Jaguar XF 3.0D and Mercedes-Benz E300 CDi were also on display. Well, I'll not shy away from giving you my opinions, which are: for exterior styling – 1st Jag, 2nd Merc, 4th equal Infiniti and BMW; and for interior style and ambience – 1st Jag, 2nd equal Infiniti and Merc, 4th BMW.
So, ignoring the pros and cons of the other three, in my opinion Infiniti M has an excellent interior that's let down by a body shape that, despite having a side-on silhouette vaguely reminiscent of a Maserati Quattroporte, is scuppered by an unattractive grille, Ford Scorpio-like front wings and a bulbous rear end. However, apart from these subjective judgments, the Infiniti M is an impressive piece of engineering that's genuinely hard (but not quite impossible) to fault.
Our test drive had started earlier in the M30d on a near-empty, and largely arrow-straight stretch of autostrada. With the satnav giving good advanced warning of known fixed speed camera positions it wouldn't have been difficult to explore the upper regions of the M30d's electronically-limited 155mph capability, but common sense prevailed. Suffice to say that the car attains high speed both effortlessly and rapidly – the M37 still more so – and while there it feels stable, secure and impressively quiet.
How much of this quietness is attributable to the car's Active Noise Control system is open to debate, as it's not possible to switch it off. And how does ANC work? In Infiniti's words, "Sounds of opposite phase are played through the speakers to create a noise cancelling effect. The system is standard on every model, but versions with the 16-speaker Bose Premium Surround sound system are equipped with Bose Engine Harmonic Cancellation (EHC) which is even more effective at controlling unwanted noises." So there you go.
After the autostrada came twisting, undulating and very wet minor roads where, despite its class-stretching dimensions and 1845kg kerb weight, the M30d proved remarkably nimble and grippy. Like most, if not all other large executive saloons, at sane speeds the M's steering doesn't provide very much feedback, but that said it's responsive and decently direct, and the car goes right where it's pointed.
No complaints about the ride either, which has to be taken in the context of this being a genuine sports saloon, rather than a US-style waftmobile. Body roll is kept well in check while the ride errs on the side of firm. Fortunately the ride isn't harsh and the basic-spec suspension does a fine job of smoothing even very poor surfaces.
Comment pertaining to the M's ride, handling and driving characteristics is slightly complicated by the Standard, Eco, Sport and Snow driving modes, and further complicated by the S and S Premium versions' sophisticated twin-piston dampers which adjust themselves according to setting, as does 4WAS, Infiniti's active four-wheel steering system. Having driven the conventional and double-piston suspension set-ups on different roads, in different conditions, on different days and on different tyres, I wasn't particularly aware of the advantages of the latter, but there's no doubt that 4WAS makes an already nimble car that much more nimble, a point rammed home on day two by a 60km/h comparison slalom at the Vallelunga circuit's test facility.
Other systems tried out on the test track were the Intelligent Brake Assist which automatically engages the brakes to reduce speed and mitigate collision damage, plus Blind Spot Intervention and Lane Departure Warning and Prevention, both of which use a combination of radar and cameras to warn the driver of potential situations and, if required, introduce automatic selective braking on one side of the car to create a yaw effect which eases the vehicle back into its original lane. This is all well and good in theory, but it surely represents further steps along the road to robotic, fully-automated driving. And that's without considering the M's Eco Pedal (the accelerator pedal pushes back to indicate fuel is being wasted), Dynamic Cornering Enhancement (optimises control of braking and engine torque on individual wheels), Forward Collision Warning (alerts the driver to a potential collision with a vehicle ahead) and Intelligent Cruise Control.
As previously mentioned, the M's spacious, luxurious, leather-upholstered cabin is a fine place to be, and it's a well-finished environment further enhanced, to a greater or lesser extent, by the Forest Air climate control which "re-creates the gentle breezes and subtle scents of an environment known to promote alertness and relieve stress: the forest"! Then there’s the 30GB Connectiviti+ touch screen navigation and media system that on paper does pretty much everything bar connect to the web. What it didn't do, at least in my two cars on this Italian event, was provide total accuracy in its directions, or reliably connect via USB to either of our iPhones (3G and 4), although my phone did connect via Bluetooth both rapidly and reliably.
With prices starting at £37,650 rising to £46,600, the Infiniti M isn't a bargain, but then neither are other prestige models in this sector, especially if you find box-ticking on lengthy German options lists irresistible. What you will get though is streamlined customer service and a much sportier driving machine than its dubious looks would have you believe. Still, those looks – aerodynamically efficient I might add – plus the brand's lack of ubiquity will surely separate Infiniti M owners from the largely German-built masses, which might be just what's needed.
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