By on February 5, 2012

Most luxury sedans try to do everything fairly well, while taking no risks that might turn off a potential buyer. The typical end result: a car with few memorable characteristics, good or bad. Despite a “have your cake and eat it too” powertrain, the Infiniti M35h is not such a car. You might not like everything about it. But you will remember it.

To begin with, the Infiniti doesn’t look like any of the others. Though the current automotive fashion favors sheer surfaces, straight lines and sharp creases, the M’s big body contains the fullest curves this side of a plus-sized lingerie catalog. Think Jaguar with more brawn and less grace, as if to prove that organic forms don’t have to be feminine. The tall fenders require 20s to properly fill them; unfortunately the factory dubs are only available on conventionally-powered rear-wheel-drive variants. The h gets 18s.

The equally curvaceous interior recaptures the traditional charm that Jaguar abandoned with the XF in a bid to reinvent itself for the new century. Audi might offer stylish interiors, but they’re never this warm and intimate. The $3,900 Deluxe Touring Package’s silver-rubbed white ash trim tastefully dazzles. The brightwork flowing along the door panels and center console is a joy to gaze upon and trace with a fingertip. Another artful touch: the DTP’s diagonally-quilted semi-aniline leather upholstery. Materials are about as good as they get at this price level. And, despite the clear attention to form, function hasn’t been neglected. The center stack’s controls are very close at hand and logically arranged. The large, cushy seats feel as good as they look. Even compared to those in other luxury sedans, the M35h’s cabin is a very pleasant place to spend time. (Of my 50+ press cars, this one has been my wife’s clear favorite.)

The Infiniti M’s driving position is much different than you’ll find elsewhere. As in the related FX crossover, from the driver’s seat you clearly sense that you’re piloting a massive vehicle, yet not an expansive one. Those curvy interior panels detract from roominess up front. Also, the M’s body is considerably narrower above the beltline than below it. The relatively upright A-pillars touch down far inboard. As in the Jaguar XJ, but to an even greater degree, the view forward has overtones of vintage GT. The rear seat is less of an acquired taste, with plenty of room, a comfortably positioned cushion, and an open view forward. The trunk—well, the lithium-ion battery pack reduces its cubes from a competitive 14.9 to a compact 11.3.

The M35h’s hybrid powertrain combines a 3.5-liter V6 with a strong electric motor for a total of 360 peak horsepower, roughly splitting the difference between the M37’s V6 and the M56’s V8. But this isn’t the whole story: at lower rpm the hybrid’s performance is much closer to that of the 417 pound-feet V8, thanks to the electric motor’s 199 pound-feet of torque (on top of the gas engine’s 258). Despite the 280 pounds added by the hybrid bits, the M35h’s 4,129-pound curb weight is barely over that of a BMW 535i. Reasonable curb weight + scads of torque = strong acceleration. Rotate the console-mounted dial to “power” and the throttle can be overly aggressive, easily overpowering the rear tires. (Avoid this setting when the road is wet. For snow there’s “Snow.”) Even in “Eco” the M35h is a far cry from a Prius, you just have to push the throttle closer to the floor to blur the scenery. “Normal” strikes a good balance.

Helpful readouts include throttle efficiency and battery charge level. But, as in most hybrids, there’s no indication the division of braking between the motor/generator and the conventional brakes, so it’s unclear how to modulate the left pedal for optimal efficiency. An odd (if common) omission as the key benefit of a hybrid is its ability to recoup energy otherwise burned off by the brake rotors.

Based on the seat of the pants, the gas engine, seven-speed automatic transmission, and the electric motor (that takes the place of a torque converter between them) usually work together seamlessly. A notable exception: a hesitation in Eco and (to a lesser extent) Normal modes when you initially put in an order for a decidedly un-eco rate of acceleration, as if the powertrain computer can’t decide what to do. Want to get across the road before those approaching cars arrive? Sit tight, the desired thrust is on its way. The wait can only seem interminable. A second transmission issue: slow reactions to manual inputs. In manual mode anywhere near WOT you’d best request a shift 1,000 rpm short of the redline. Otherwise, “hello rev limiter!”

The ears have a different take the powertrain’s seams. The VQ-Series V6 is more polished than in other applications, but still far from hushed. At half-throttle and up it roars in a very un-hybrid-like manner. This would be okay, perhaps even welcome, except the noise comes and goes. The electric motor is capable of solely powering the vehicle up to 60 miles-per-hour, and frequently does so. The gas engine was off for the entire length of a two-mile 30-mph road. Very peaceful, this ability to glide along in near silence. But at near-highway speeds the engine often cycles several times a minute. So you’ll have a muted VQ rumble, then silence, then the rumble again, over and over. If the engine is going to cycle so frequently, it needs to be much quieter. Other noise levels are low. Aside from some occasional jiggles the ride is that of a luxury sedan, with a sense of solidity and level of encapsulation you won’t find in a mere Nissan.

And fuel economy? For one nine-mile trip where the gas engine was off much of the way the trip computer reported an astounding 39.7 miles-per-gallon. Then 24 on the return trip, despite an equally light right foot. The difference: whether the battery pack was giving or taking. Over longer trips that evened out this variable the car came close to the EPA numbers: 27 in the burbs, 32 on the highway, a significant bump over the M37’s 18/26 and impressive for a performance-oriented luxury sedan. Even a heavy foot sinks the numbers only into the low 20s. Apparently the VQ isn’t incorrigibly thirsty. Infiniti is about to lose its bragging rights, though: the 338-horsepower 2013 Lexus GS 450h ekes out 29/34.

Then there’s the chassis. The M’s moves are as old school as its aesthetics. Charming in some ways, much less so in others, and impairing confidence when it’s most needed. The steering is quick but light and distant. The car’s handling feels sporty, but not tied down or precise. One plus: the battery pack shifts the weight-distribution from 54/46 to 51/49, reducing understeer. But copious body roll in hard turns and a general sense of heft (above and beyond the car’s actual mass) suggest a closer relationship to the FX crossover than the G compact sedan. Worse, body motions aren’t well-controlled, especially out back where the rear end often lags a half-step behind the front. And all this is before adding the throttle to the equation. Like other rear-wheel-drive offshoots of the corporate FM platform, the M35h is prone to snap oversteer. Crack open the throttle with the steering wheel turned even a few degrees and the rear end will step out, even way out, nothing progressive about it. Combine dramatic oversteer with quick steering and subpar body control and you’ve got your hands full. Keep a cool head, don’t overcorrect (very easy to do here), and the rear wheels will again fall in step behind the front ones. The process is just far less intuitive and controllable than it could and should be. Leaving the stability control fully engaged helps, but in a heavy-handed way. Like those in its sibs, the M35h’s system cuts in early and hard. Better systems employ far more finesse, letting you believe you’re a better driver than you actually are. Yet, despite these dynamic faults, perhaps even due to some of them, the M35h is fun to drive. It might lack for talent, but it’s oh so willing.

The M35h starts $6,000 north of the M37, at $54,595. The must-have fancy wood and upgraded leather (plus the nav and 5.1 Bose audio that attend them) bump the tally to $61,945. Fuel savings might earn back the hybrid premium over the course of a decade, sooner if you drive many stop-and-go miles or gas prices shoot up. But also recall that the hybrid accelerates more like the M56, and the V8-powered car costs about $2,000 more. Some people are concerned about the potential long-term costs of hybrids. There’s more stuff that might potentially require replacement, including that lithium-ion battery back. Though it’s far too soon to tell in this specific case, the lower tech NiMH battery pack in the Toyota Prius rarely requires replacement even well north of 100,000 miles, based on TrueDelta’s Car Reliability Survey. If Nissan’s system is nearly as solid (far too soon to tell) its longevity won’t be an issue. The rest of the car? about average so far.

The Infiniti M35h has its shortcomings, especially when called upon to hustle through some tight curves. But the car’s unique combination of strong acceleration, 27/32 fuel economy, distinctive exterior, and beautiful cosseting interior has a certain charm. Want technical perfection? Then get something German. But if you’d prefer a luxury sedan that ignores conventions, that combines myriad noteworthy strengths and weaknesses into a whole that shouldn’t work—a luxurious retro-flavored hybrid where oversteer is a concern—yet somehow does, then take the M35h for a spin. Unlike with the typical hybrid or even far too many performance luxury sedans, there’s never a dull moment where the car seems to be doing all the work and you’re just along for the ride.

Infiniti provided the car with insurance and a tank of gas.

Michael Karesh operates TrueDelta.com, an online provider of car reliability and real-world fuel economy information.

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43 Comments on “Review: 2012 Infiniti M35h Take Two...”


  • avatar
    krhodes1

    I seriously don’t get this class of hybrid. If you can afford a $61,000 car, do you REALLY care about fuel economy? Despite the enviable reliability records of Japanese hybrids, I have to think that having a gasoline engine and electric motor, a conventional 7spd transmission, high current circuitry and a battery pack equals a recipe for some serious wallet-melting repairs someday. Which will inevitably wipe out any and all fuel savings.

    • 0 avatar
      jmo

      “I seriously don’t get this class of hybrid.”

      “The M35h’s hybrid powertrain combines a 3.5-liter V6 with a strong electric motor for a total of 360 peak horsepower, roughly splitting the difference between the M37’s V6 and the M56’s V8. ”

      What’s so hard to understand? It’s like a turbo or a supercharger.

      • 0 avatar
        krhodes1

        Only as long as the fairly small battery lasts. Point this thing uphill in the mountains and before too long you will just be dragging extra weight up the hill. A smaller, turbocharged engine will get you similar fuel savings in the long run with a lot less complexity.

        But then you don’t get to run around saying how wonderfully “green” your $62K luxo-barge is.

      • 0 avatar
        jmo

        “A smaller, turbocharged engine will get you similar fuel savings in the long run with a lot less complexity.”

        So, you’ve done a detailed analysis of the reliability and efficiency trade offs between a turbocharger and a hybrid?

        Seems like it we put turbo charged cars up against their hybrid competition the statistics would show the hybrids are more reliable.

      • 0 avatar
        Sam P

        “Seems like it we put turbo charged cars up against their hybrid competition the statistics would show the hybrids are more reliable.”

        Tell that to the Highlander Hybrid owners who are spending $7000-9000 out of warranty to replace their power inverters.

        http://townhall-talk.edmunds.com/direct/view/.f1dfe1e

        http://www.toyotanation.com/forum/63-toyota-highlander-hybrid/351248-2006-inverter-problems.html

        A rebuilt turbo on pretty much any car is much cheaper than that. Would have been about $1500 on my turbo Volvo.

      • 0 avatar
        wsn

        Sam: “Tell that to the Highlander Hybrid owners who are spending $7000-9000 out of warranty to replace their power inverters.”

        OK, what’s the repair cost of the Highlander Turbo? You can’t say the hybrid version is less reliable if there is nothing to compare.

        The cloest thing to the Highlander that has a turbo is probably an ML AMG something. They aren’t known for reliablity or cheap repair either.

      • 0 avatar
        Dan

        So how many jobs that support $850 monthly car leases are pointed uphill in the mountains?

        These are bought and driven in urban perpetual gridlock.

    • 0 avatar
      Pch101

      “I seriously don’t get this class of hybrid.”

      Full torque from the electric motor @ 0 rpm. Just so long as the battery has a charge, the electric motor behaves like a turbocharger, but one that adds boost without consuming any gasoline.

      • 0 avatar
        krhodes1

        But what is the point? Just put in the bigger engine, which will be simpler, probably more reliable in the long run, and won’t annoy by cycling on and off all the time.

      • 0 avatar
        jmo

        ” Just put in the bigger engine, which will be simpler, probably more reliable in the long run, and won’t annoy by cycling on and off all the time.”

        Replace cycling with turbo lag and same could be said for turbo chargers – yet they exist.

      • 0 avatar
        Pch101

        “But what is the point?”

        What’s the point of a 335i? Why add turbos, when a small-block V8 would accomplish the same thing?

        (The answer to that question is similar to that of yours, by the way.)

        Late adopters don’t understand hybrids. That’s fine — I’m a late adopter myself — but not everyone is a late adopter.

        Hybrids appeal to technology aficionados, i.e. tech geeks. They like the idea of having leading-edge technology and/or better fuel economy, even though it is not necessarily cost-effective.

        So you’re not a tech geek. But some people are.

    • 0 avatar
      jmo

      “Despite the enviable reliability records of Japanese hybrids”

      So, despite an enviable record of reliability of low cost of ownership…they just have to end up being unreliable with a high cost of ownership?

      Um.. that makes no sense.

      • 0 avatar
        krhodes1

        I made my point badly and incompletely.

        The PRIUS has an enviable reliability record. Which gets washed over all hybrids. But THIS car has a drivetrain that is nothing at all like the Prius, and I don’t believe it can even be as reliable as the base car with JUST the V6. Afterall, it still has the same engine and transmission, but now with a whole other electric subsystem inbetween.

      • 0 avatar
        jmo

        I don’t believe

        Based on what? I assume you thought the Prius would turn out to be unreliable as well. Maybe it’s time to revisit your assumptions.

      • 0 avatar
        krhodes1

        @jmo

        Because this is more complex, and the more complex a system the more potential for problems. The Toyota “Hybrid Synergy Drive” is BRILLIANT in its simplicity, and has a long track record of reliability. As a counter-example, Honda’s hybrid systems do NOT share this track record. I predict that this system will be more like Honda’s than Toyota’s over the long run, as it is more like Honda’s system. Time will tell.

        And I still say this car is utterly pointless. These cars are primarily bought by wealthy older guys (and wealthy older women), who will not care a bit about the tech aspects of it. A complete waste of time and energy on the part of Nissan that could have gone into correcting the other issues with the car.

      • 0 avatar
        jmo

        KR,

        ” The Toyota “Hybrid Synergy Drive” is BRILLIANT in its simplicity.”

        Multiple processors running millions of lines of code is simple?

      • 0 avatar
        krhodes1

        @jmo

        Give me a break. ALL cars have multiple processors running millions of lines of code these day. The HSD is MECHANICALLY very simple. Certainly FAR simpler than a 7spd conventional automatic (that is a disaster waiting to happen all by itself) with an electric motor taking the place of the torque converter.

      • 0 avatar
        jmo

        “Give me a break. ALL cars have multiple processors running millions of lines of code these day.”

        Yet they are infinitely more durable and reliable than the points and carburetors they replaced. It’s almost like complex electronic systems are more reliable than simple mechanical systems.

      • 0 avatar
        Sam P

        Sigh. Hybrids are definitely not perfect, especially once they get out of warranty. They experience mechanical glitches like any other car. Some can be rather expensive.

        http://www.greenhybrid.com/discuss/f31/inverter-shoots-craps-105-000-miles-24131/

    • 0 avatar
      Crosley

      It’s just logical to assume the more complex a system is, the more potential there is for something to go wrong. A hybrid drive train is obviously FAR more complex than a conventional drive train, so I would also side with the notion that it’s far more likely to have additional issues down the road.

      A hybrid system adds around $6,000 to the cost of a car (guesstimate for this car) all so you can save around 5 mpg. It’s a menial amount of money and for most consumers, it doesn’t come near the point of breaking even.

      The economics just doesn’t add up, and I also don’t want to “fool” with costly issues down the road when the warranty is long gone. These types of repairs are also likely to be “dealer” only, and as someone who does a lot of work on my own cars, I don’t like being at the mercy of a stealership for exotic service and parts.

      I’d rather have the thousands of extra dollars in my pocket and less repair issues down the road than to impress my friends that “I care about saving the planet” with an “H” emblem on the back of my car.

      • 0 avatar
        jmo

        It’s just logical to assume the more complex a system is, the more potential there is for something to go wrong.

        Yet, the Prius is one of the most reliable cars made. Please, explain.

      • 0 avatar
        sitting@home

        “The economics just doesn’t add up”

        I guess you’ve never given to charity; the economics of that don’t add up either.

        For some people just using less a finite resource is enough of a reward in itself.

      • 0 avatar
        Crosley

        jmo,

        It’s actually pretty simple to explain. Yes, a complex system CAN be reliable, but all things being equal, a simpler system TENDS to have have fewer issues.

        If the Prius had ONLY had the conventional gas powered engine, it would LIKELY have even fewer problems. Yes Virginia, even the almighty Prius has issues. Ever price out the battery pack from a dealer?

        You want to know the last time the NiCad battery pack that powers the electric engine on my car went out? Answer: It never has because I don’t have an electric engine or NiCad battery pack on my car.

        See how that works?

      • 0 avatar
        Crosley

        Sitting@home

        If you really cared about using less finite resources, you wouldn’t be driving a full sized, high-performance, luxury car.

        Sort of like the celebrity that takes a private jet everywhere but sends a check to the Sierra Club to make up for it.

        But at least you’re being honest that the economics don’t add up, and it’s more about being a “do-gooder”.

      • 0 avatar
        sitting@home

        @Crosley

        I believe in saving resources, but I also like to drive hard. Hence I have a WRX but walk, cycle or take public transport whenever I can and my 8 year old car has not yet hit 50,000 miles.

        If I wanted to save resources but drive everywhere in a coddling luxo barge, then maybe this car would be for me. It’s obvious you and I don’t “get” the reason for this car but you can’t just dismiss it on economic grounds only, because buying a $60,000 car is never money well spent.

      • 0 avatar
        wsn

        It’s simply false to assume that a more complex system is less reliable. More parts may imply more things to break. But on the other hand, more parts may also be more things to prevent a break.

        Just look at an airplane. Very complex. In many cases, the designers went the complex ways, instead of simpler ones. And yet airplanes are some of the most reliable manufacture products.

      • 0 avatar
        krhodes1

        @wsn

        Do you have any concept of the maintenance regime that an airplane is subject to? Even privately owned small planes (which I would say are NOT as complicated as a modern car)? If you don’t mind spending a sizable fraction of buying the car new every year you can make a car as reliable as an airplane. And yet, I stll get to sit in airports due to broken airplanes all the time. I fly 80K miles a year.

    • 0 avatar
      Driver123

      What always baffles me is that hybrids are for whatever reason are often associated exclusively with fuel economy and it is assumed that someone who can afford $60K car does not care about environment. It is about CO2 not miles per gallon although better mpg usually means lower CO2.

      My car cost me $73K. I does 18mpg averaged. And yes, I’d rather have it in hybrid or diesel. Alas, hybrids today are too often econoboxes and the only ones that have AWD are Lexus RX and 600h. So there.

      Speaking of Infiniti they have been rather strange in recent years… We used to own some but not anymore. Infiniti now has inflated ego and prices their cars now way into BMW territory without actually providing competitive features. $60K FX50 with 8 way seats? No heated rear seats? No HUD? $52K FX 35 LE? Seriously? And with 7 speed auto it only manages 16/21mpg? Oh well

  • avatar
    Zykotec

    The whole point of cars like this is that ,the readers of the magazine, for which the writer ,who writes about you, works, care if their idol, who can afford a 61.000 dollar car, is a ‘green’ person or not.
    That and the fact that it’s easier to make the rich people pay for new technology rather than trying to spread it thin over 120.000 cheaper cars.

  • avatar
    Davekaybsc

    Superb review Mike, one of your best to date.

    I just don’t really get this car. Infiniti styled it for 20s, but they can’t get the ride quality right unless you have the 18s, which look pitifully undersized. It looks less anonymous than the previous M, but in some ways worse. This car and the Maxima just look far too much alike, particularly from the front. The interior is cramped which I don’t think is ideal in what’s supposed to be a spacious luxury car. It stomps all over the Acura RL in terms of interior design and perceived quality, but compared to the 2013 GS, it looks old fashioned. They didn’t change enough compared to the previous car, it just got a lot more curvy.

    I still don’t think the Infiniti “control shelf” works.

  • avatar
    carguy

    Nice review Michael. While the styling isn’t my thing, this type of hybrid makes perfect sense to me. Don’t look at it as an car that defines itself by fuel economy but as a drive train between the base six and top spec V8. It adds both power and economy – what’s not to like? While it can’t produce that maximum power all the time, that suits most non-track drivers. How much does the average car spend at full-throttle operation? Not much. Here you get good economy and enough power when you need it.

  • avatar
    Type57SC

    I thought snap oversteer was from lifting in a corner. oversteer from mashing the go pedal would be expected from a car with this much power.

    • 0 avatar

      That’s the original and no doubt proper usage of the term. There can be some lift throttle oversteer here as well if you push fairly hard into a curve then lift, but I didn’t drive the car stupidly enough to get it to snap this way.

      What I was trying to convey with the “snap” is the way the rear end breaks loose. Any current rear-wheel-drive car will oversteer given much gas with the wheel turned. What varies is how progressively the rear breaks loose. A Cadillac CTS-V is a crazy powerful car, yet you get the sense you can modulate the amount of oversteer by the degree. That’s not the case here.

  • avatar

    Great review, again.

    About it taking a decade for “hybrid” to be made up for: What about the convenience???

    Equalizers as great as gas stations are few and far between. [which could also be rewritten as] GLOVES AT THE PUMP

  • avatar

    And Nissan’s probably on that battery shit.

  • avatar

    …”the car’s unique combination of strong acceleration, 27/32 fuel economy, distinctive exterior, and beautiful cosseting interior has a certain charm”.

    There were some things I loved about the M37: The seat climate control knobs were implemented well; it was plenty powerful with the 330HP V6 and the tech gimmicks such as “Forest air” were nice.

    I didn’t like the tight feel front and back and I definitely didn’t like the curvy, “marine-like” design of the interior or exterior.

    This car is generic, but, I’m amazed how much more cushy and luxurious it feels than the E350. For those prices, however, you’d make out MUCH BETTER with a loaded Hyundai Genesis V6. You’d get more interior space and a better looking car.

  • avatar
    SV

    I really like the M’s looks forward of the B-pillar, but the back half is just too curvaceous; like you said it takes big wheels to fill it, otherwise (like in this instance) it looks dumpy.

    I wasn’t a big fan of the interior styling at first, and it’s still not my favorite dash design in the class, but it looks like money and from what I remember sitting in it at the car show, feels like it too.

    Were I in the market for this class of car (that’ll be a while from now, if ever), I would definitely look at it. It helps that the new 5-Series and E-Class – in contrast to their predecessors – don’t particularly enthrall me, for different reasons (the 5er for going soft, the E for being as ugly as the old one was pretty, which is to say, quite).

  • avatar
    Chocolatedeath

    Mike, How does it compare to the GS Hybrid in the ride and handling department. I do like the new look of the GS however I have been a fan of Infiniti since the beginning. I noticed that they have softened up the M during this redo. I have not driven the Hybrid M but have the M56/and 37. When its time to get a new ride I want the M but might decide on the GS if its an overall better car.

  • avatar
    Brock_Landers

    I’ve driven both – the M35h and new gen GS450h. M35h is a nice straight line cruiser, with respectable electric-torque-punch for trouble-free overtaking. Exterior is ok, but nothing special, it has no presence and on the streets it dissapears into traffic. With interior Infiniti took a HUGE gamble – love it or hate it. To be honest I hate it – to me it looks like somekind of alien spaceship command center from a 50′s sci-fi show. And handling – it doesn’t like taking corners or braking into corners, or accelerating out of corners – plus traction- and stability control will get really confused when accelerating out of a corner – it completely cut off power for about 3-4 seconds while trying to figure out how much traction the rear wheels had, power was back on only after the car was completely pointed forward and when bodyroll faded. Also – interesting point about the quality – while sitting in drivers seat, try to lean on the headrest with the back of your head, then you can feel the two metal headrest tubes (that are keeping the headrest in the seat) pushing through the seat into your back.

    New GS450h was from a totally different galaxy – super high quality modern interior, modern ultra-supportive seats, very detailed and percise handling (dare I say 5-series beating level), it felt VERY solid and well put together + the exterior in real life is really sharp, modern and eyecatching – you immediately spot the car in traffic as a new Lexus GS. The handling was so satisfying I even can say that I’ve never felt so confident behind the wheel in my life.

  • avatar
    GiddyHitch

    Michael, how does this one compare to the last M?

    I just picked up a M45S as a daily and I’m pretty smitten with it. It’s a big car but it doesnt drive that way until you try to park it. The cockpit is nice and cozy but there’s plent of back seat room for passengers or ginormous modern carseats. I’ve read criticisms of the shelf dashboard, but it nicely breaks up what could be a daunting array of buttons, knobs, and controllers. They could have grouped some of the buttons more logically, but it’s pretty straightforward and easy to use (says this longtime Nissan driver). Body control is pretty good for a car this size and the V8 power is sublime. The taillights are comically large (due to the Altezza style for the JDM) and the body is too large for the 19s, but it’s a proper q-ship and strikes a nice balance between BMW and Lexus after having owned both. Infiniti does need to spend some more time massaging their traction and stability controls however.

    Looking at an M35h on the sales floor had me thinking that it might make a nice upgrade down the road to my M45 but I still can’t quite decide if I like the styling and I’m not sure that I’m willing to upsize the wheels enough to look right. I much prefer the straight dash in my M as opposed to the swoopy version in this one. The roofline implies that rear seat head room is likely compromised as well.

  • avatar
    Mrb00st

    Why are we discussing return on investment and 100k+ reliability in this car?

    1) It gets 32mpg highway and costs $61k. Penny pinchers aren’t looking at this- people spending 61k on a depreciating asset don’t CARE about the ROI.

    2) It’s a 360 horsepower luxury sedan. People are going to buy this because it’s fast, comfortable, and different. Mission accomplished – think of it as a Japanese 535i, but with a different power adder. After all, Hybrid can either reduce consumption (Prius) or increase power (Accord Hybrid, this.) Not that it’s a concern, but it looks like you get to both possess and consume your cake here.

    3) 100k reliability? These will all be leased. It’s an Infiniti! That’s what they do!

  • avatar
    Dave M.

    Sometimes tech geeks just like to utilize available newer technologies.

    Personally I think the M is a gorgeous car.


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