Capsule Comparison: Infiniti M35h Vs. Lexus GS450h
Both Infiniti and Lexus know how to ruin a car. The Lexus GS 450h and the Infiniti M Hybrid are what results from taking a fundamentally good car and adding a bustle full of batteries. It’s more galling now because of what’s happened to these two. For years, both the M and the GS were mildly interesting also-rans that couldn’t compete with the established segment leaders on any measure but price/value. But now, you’ve got an Eastern Jaguar and a crisp Arleigh-Burke class sedan that are mounting a more credible challenge against the benchmark Germans. The M and GS have learned how to control dynamics to deliver the Patris, fillii et Spiritius Sancti of performance, handling and luxury. Hybrid versions of these cars seriously blunt the excellence, and it’s a damn shame.
First, holy crap are they expensive! Cars that cost like a Cayenne and don’t deliver on their promise of increased performance are offensive. For all that extra blood and treasure, you get a GS 450h and an M Hybrid that are as satisfying as non-fat bacon. The very thing Lexus and Infiniti charge a premium for is what totally mars the driving experience.
The M35 Hybrid is an example of Infiniti aping more than just Jaguar’s styling. This sedan that’s all swoops and haunches comes in at a Coventry-worthy $54,750 base price. The Malbec Black M35 Hybrid I drove a few months back was certainly good looking. The wine-inspired color looks black in most conditions but blooms a subtle deep purple in bright sunlight. It’s pretty, and Infiniti does great interiors, especially this car with its Deluxe Touring Package upgrades. There was buttery leather all over the place, and the light-colored Stone upholstery contrasted handsomely with the dark exterior. Glossy wood accents and organic forms round out the cabin in the Infiniti, all to beautiful, expensive-feeling effect. That’s good, because who wants to spend the $67,000 for the M Hybrid I tried and get a cheaped-out interior?
To get from the $55K base price to $67,000 takes just three steps. The Stone interior with White Ash silver-powdered wood trim requires the addition of the $4,200 Premium Package and its Deluxe Touring Package cohort, a $3,900 sidekick. That $8,100 spiff buys you navigation, Bose audio, heated steering wheel, climate-controlled seats, and rear sonar in the Premium Package. The Deluxe Touring Package side of the packing sheet is how you get the silvered wood and deeper-dyed semi-aniline leather, more soft-touch materials, stitched meter hood and suede-like headliner. Wonder what it would take to get an actual suede ceiling. You get surround sound too, silly in an automotive interior, especially for content that’s largely *not* surround-encoded, but whatever. None of this has anything to do with the enthusiast’s definition of touring, deluxe or otherwise.
The final push to $67,000 for the M Hybrid came courtesy of the $3,050 Technology Package, chock-full of crap to annoy you if you’re accustomed to the act of actively driving. That’s three grand better spent on driving courses. Or, if you like paying more to be aggravated, that sum buys a lot of current pop music that you can listen to on the horribly-phasey surround sound rig (it sounds fine in stereo mode.)
The Lexus GS 450h may not have the outward expressiveness or interior decorator flair of the M Hybrid, but it’s no ugly duckling. Attractive in a more conservative way, the GS has straighter lines in its styling and that polarizing Spindle Grille up front. The interior of the GS 450h follows the same pattern. Well-assembled, high-quality, an overall solid effort that doesn’t try to break new artistic ground.
Looking at the GS and M Hybrids next to each other, you might get distracted by the glitz of the Infiniti and think it costs more, but the GS 450h was the pricing heavyweight in this matchup. What I drove was $70,252 worth of disappointing cha-ching. In general, I’m not as over the moon for the GS model line as I am for the excellent new IS that slots in below it, but part of the mission of this model was to reinvigorate the Lexus/Toyota lineup with more passion and enthusiast-pleasing dynamics. It succeeds on those points except as a hybrid.
As with the Infiniti, the Lexus GS 450h can push into territory that seems absurd, though I suspect there’d be less squawking if we were talking Roundels or Stars. The GS 450h starts at $59,600 promising V8-like thrust and fuel economy and emissions figures that look more like what you’d expect from a 2.0 liter. That’s two extremes of hyperbolic bullshit for the price of…both extremes. 338 total horsepower is not V8 level power anymore, and 2.0 liter engines do better than 34 mpg highway. A Corvette now comes close to that. The GS 450h is well-equipped out of the gate, with perforated leather seats, 10-way power adjustable with heating and ventilation for driver and front seat passenger, handsome matte-finish bamboo wood accents offering the Lexus counterpoint to Infiniti’s glossy wood, power window sunshades, a host of automatic features like rain sensing wipers, auto-dimming mirrors, climate control, power tilt and telescopic steering column, and premium audio.
A spreadsheet comparing the GS and M hybrids is going to have lots of tit-for-tat checkmarks. These are closely-matched cars. The options and packages side of the GS 450h is a bit more a-la-carte than the way Infiniti does things with high-content (and high cost) packages. The biggest optional extra on this GS 450h was the $5,255 Luxury Package, which added power-folding self-dimming exterior mirrors, a power moonroof, 19” wheels, roof rails, memory for the driver’s seat, mirror and steering wheel settings and LED headlights. Adding navigation to make full use of the 12.3” LCD costs $1,735, and the heads-up display (a feature I adore and want to be mandatory in all cars) is $900. Blind Spot Monitoring runs $700, and the power trunk will empty another $400 out of your wallet. Intuitive Park Assist piles on with its own $500 surcharge, too.
Both of these cars feature a farcical knob to adjust driving dynamics. Oh, it has an effect – selecting the sport settings on either will sharpen responsiveness and twiddle damper settings with noticeable results. It’s just that these are both still turkeys when it comes to being performance sedans. Low rolling resistance tires, the weight of a bunch of extra hardware and weird powertrain handoffs between electric motor, gas engine, regeneration and friction braking and numbed-up steering completely ruins it. There is no fun to be had here.
The GS undergoes a more dramatic shift when you call up the sportiest of sport modes. The steering, which is actually nicely weighted, gets appropriately heavier, but there’s still nothing tactile at all about it. What is tactile is the way the powertrain bumps and flails around between electric-only, gas and electric and gas-only propulsion. There’s good chassis discipline, though, even on the horrible tires that are probably the biggest contributor to the disappointment. The M Hybrid, with its more gruff engine note and even more pronounced sensations is worse, though it’s more willing to run farther and faster in EV mode. The M will sail along on the highway and readily kill the V6, something the GS is a lot more reluctant to do at 60-something MPH. Total M Hybrid power is a more robust 360 hp, too. Going hybrid with either of these cars is an unsatisfyingly weird way to go about the business of being a premium sedan with some performance capability.
Against the most refined hybrids in the business, Toyota/Lexus, the Infiniti almost feels like a prototype. That doesn’t mean the GS got off scot-free. Lexus has done its best to isolate the occupants from the mechanicals, but that’s hard to do when the car is supposed to have some extra enthusiast appeal, where a palpable connection to the hardware is considered a feature. In both cars there’s a noticeable shudder when the gas engine is fired, and it also creates a surge, however subtle, in acceleration. On several occasions, the Lexus became very confused about what to do during steady-state cruising and set up its own odd and annoying throttle oscillation. Engaging the somnambulant Eco mode quashed that one.
Let’s talk braking. Regenerative brakes are de rigeur for hybrids, and they’re awesome at capturing kinetic energy and putting it back into the battery. They’re even now pretty good at the transitional handoff to the friction brakes, but they’re not perfect. In both these cars, the low-traction tires and regenerative brakes conspire to deliver less braking than you think you’re getting, leading to a couple days of “oh crap!” hard stops before you acclimate. The systems also sometimes didn’t know when to hand off, and would vacillate between a stab at the hydraulic stoppers and a dollop of regen, otherwise known as stopping like your Uncle Morty in his ‘78 St Regis. Barf.
Let’s be clear, I am a fan of hybrids. There are some vehicles like the Prius C, that I get a tremendous kick out of. That little hatchback, with its battery supply of automotive TPN, is a great time. It gets stellar mileage, it’s even entertaining to drive. The GS 450h and M 35 hybrid, do return improved mileage over their gas only counterparts, but the difference isn’t that large. The Lexus returned me about 29 miles per gallon average over 600 miles. That’s pretty good for a vehicle its size, and it’s right on the 29 mpg city number, but my driving was 60 percent highway, and so should have been closer to the 34 mpg highway number. The Infiniti M Hybrid is supposed to return 27/32, and I saw about 28.5 mpg average, though the experience lagged even that of the excessively-compromised Lexus.
So let’s address the inevitable “you’re missing the point, these are hybrids! They’re boulevardiers!” If that were true, would Infiniti be marketing the M Hybrid as the “fastest accelerating full hybrid on the planet?” Would Lexus be trying to make hay out of the GS 450h’s 5.6 second 0-60 time? Would there be a “Sport” mode in each of these? No, the point both Lexus and Infiniti are trying to make is that you can have your cake and eat it, too. That’s just not true. You’re right, though, these cars are boulevardiers. Good ones. There’s plenty of trunk space in each, the interiors are sumptuous, both cars look good in their own way. The overheated marketing must help them move iron by giving people who will never clip an apex a bunch of facts and figures to rattle off. Kinda like GTO in Two Lane Blacktop, without the GTO.
This can’t come down to a draw, there has to be a winner, and I think first place goes to the Infiniti M Hybrid. There is no official scoring, just an informed opinion and time behind the wheel. The Infiniti is more powerful, it’s more expressively styled, and it’s less expensive. Another plus is the Infiniti has easier to use tech. The Lexus does have more features and capabilities with its infotainment and driver-assistance features, but they’re not as easy to use. That opens the door for the years-older Infiniti system to better the much newer Lexus software and control. The Lexus system may be new, but it immediately feels dated and is more cumbersome to use. It will, however, read text messages to you, and when your friends find out, they’ll send you all sorts of amusingly vile phrases for Lexus-voice-lady to read.
The outcome would be different if we were talking gas-only, as there’s a better chassis and platform underpinning the Lexus GS. Since neither of these cars can come anywhere close to using their underlying potential, it comes down to which is less annoying to drive. That goes to the Infiniti M Hybrid. The fact that you can widen the price gulf further in the Infiniti’s favor by leaving off the Technology Package (again, it’s filled with stuff I immediately disabled and left disabled for my entire time with the car) makes it pull away from the GS even more.
The biggest takeaway from this comparison test for me is the fact that the next generation of both these cars will probably be really fantastic. I’m looking forward to the day these things go down the road seamlessly. Or, if you don’t want to wait for hybrids to get that good, get a Tesla now and be extra-smug.
More by Winston Braithwaite
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