Road Test: 2006 Infiniti M45 Sport
Among the most hotly contested “premium” markets is that for “mid-sized” luxury sedans. The mid-size luxury sedan has always been the dominant “image car” market, and is a hotbed for new technology and unique design. Because there are so many manufacturers fighting for a relatively small amount of dollars (compared to, say, the market for compact-sized economy cars), manufacturers really need to put every last ounce of their expertise and know-how into their products, as well as trying as hard as they can to adequately differentiate their product without alienating their core clientele. Oh, and these cars have to do EVERYTHING right - when your vehicles sell in the $50,000+ range to people with real jobs aiming at the upper end of their automotive budget, it can be hard to convince people they NEED that car. They need to be classy, they need to perform well, they need to be comfortable, and they need to have that “something special” to get people to sign on the dotted line.
For the longest time, there have been two main players in this field - the Mercedes E-class, and the BMW 5-series. The E-class was the Yin to the 5-series’ Yang - classic luxury and sedate lines verses taught suspension and BMW’s trademark minimalism. Of course, this market has expanded greatly in the last few years and things aren’t so cut and dry. So where does Infiniti’s M lineup fit into this equation? Well, that’s what we’re here to find out.
This is technically the second-generation Infiniti M, but for all intents and purposes, the first-generation M was a dud, a stopgap until the real thing showed up. It was based on the Japanese-Market Nissan Gloria, but was fitted with a 4.5L VK45DE V8, which was never available in the JDM Nissan (top spec engines for the Gloria were a 2.5L twin-turbocharged RB25 Inline six, and a turbocharged VQ30DET V6). The first generation M45 never really caught on in the US, mainly due to limited supply and an already outdated, somewhat unattractive design. For the second-generation M, Nissan really upped the game to make the car more competitive in the luxury-intensive US Market.
The second-generation M is based off of the Japanese Market Nissan Fuga sedan, which replaced the long-running Cedric and Gloria. In Japan, the Fuga is available with a 2.5L and 3.5L VQ V6, as well as a 4.5L VK-series V8. In the US market, only the 3.5L VQ and the 4.5L VK are offered, named M35 and M45.
The chassis is a lengthened version of Nissan’s FM platform, which underpins everything from the G35 sedan to the 350Z sports car. It uses a large amount of aluminum to keep weight down. The suspension is typical sports-sedan fare, with all-aluminum front double wishbones and a rear multilink setup - a good arrangement that balances handling precision, low weight, and efficient packaging. The transmission in all US-market M’s is a 5-speed electronically controlled torque-converter automatic with a “sport shift” manual gear selection mode. (More on this later.)
The engine in our test vehicle was the 4.5L VK45DE, which is a twin-cam 32 valve V8. This development of the long-running VK series produced 335 horsepower at 6400 rpm and 340 lb-ft of torque at 4000 rpm. Thanks for the “front-mid” layout (engine is aft of the front axle), the M45 enjoys a relatively neutral 54.1Front/45.9 % rear weight distribution ratio, which greatly aids in handling precision and balance. This relatively low kerb weight and powerful V8 means the M45 has a power/weight ratio of 185 horsepower/ton.
Of course, like any high-end luxury car, the specifications only tell half the story. The M45 has quite a focus on technology. As with most new ideas, this is somewhat hit or miss - we’ll get into that later. For the gadget fiend, the M45 is one of the best cars on the market. You name it, the M has it. GPS satellite navigation, heated and cooled seats, Satellite Radio (XM), Bluetooth Connectivity, Voice Activated Controls, Laser-Guided automatic cruise control, a lane-departure warning system, keyless entry, a full-color reverse camera which shows you which direction you’re headed based on how the wheels are turned, a 14-speaker Dolby 5.1 surround-sound stereo with speakers built into the seats, DVD compatibility, automatic headlights, automatic climate control, redundant steering wheel hand controls, and a push-button start setup that does not require you insert a key anywhere. In fact, you never REALLY use the key. It just has to be within the proximity of the car - hit a button on the doorhandle to lock or unlock the car, and when inside, press the brake and hit the start button to fire her up! That’s convenience, there.
The interior is one of the highlights of the M, and is easily one of the most attractive and well-built of any mid-size luxury car. It uses a BMW I-drive style control knob for some controls, but without the obnoxious counter-intuitive layout that BMW and Audi use.
It’s easy to get distracted by all these fancy electronic gewgaws, but this is a blog about cars, not Consumer Electronic Gadgets Monthly. So how does the thing drive?
Well, as you’d expect of a V8-powered rear wheel drive sports sedan, it’s %$*@ing quick. Using the iPhone-based Dynolicious data acquisition setup, which uses the iPhone’s built in accelerometer, we conducted performance testing of the M45 Sport. By plugging in approximate weight numbers and calibrating the unit, the Dynolicious software computes performance numbers that are alarmingly accurate - in independent testing, Dynolicious produced acceleration measurements with a negligible difference to a $3000+ VBox GPS-based Data Acquisition system, which is a professional setups used by race teams and automotive publications with much larger budgets than I. For more information on Dynolicious, read Gizmodo’s Review of the software. Using the dynolicious software on a 3G iPhone, the M45 recorded 0-60 times between 6.1 and 6.4 seconds, with an estimated 280 wheel horsepower with a calculated 22% drivetrain loss… which is quite accurate, as 0-60 times measured with a high-quality chronograph ranged from 6.0-6.3 seconds. The strange thing about these times is that the best time - 6 seconds flat - was recorded with a flawless launch (brake torque to lock up the torque converter, no wheelspin - perfect launch) is 7/10th’s of a second slower than Infiniti’s claimed 5.3 second 0-60 time. So perhaps that’s optimism on Infiniti’s part. Still, in everyday situations, the Infiniti has way more power under the hood than the average mortal really needs, but it sure is enjoyable. The VK has great midrange torque and a lovely sophisticated V8 burble that is a mixture of large displacement and high-tech valvetrain whine.
I had the chance to get impressions of the M45 over a nearly 5000-mile road trip, from Raleigh NC out to Warm River Idaho, and back via most of the country’s main East-West interstates. This car is a champ on the highway. While the Sport model certainly rides rougher than the standard M45 Luxury model, thanks to 19″ low-profile tires and stiffer suspension, the trade-off is worth it: the M45 Sport has that locked-in-guided-cruise-missile feeling on the highway that only powerful, heavy, well-designed cars can enjoy. The innate stability of this car on the highway is a blessing and a curse. It’s great in the mountains, but when driving across I-80 in Montana and South Dakota, the driver quickly becomes irritated that the cruise control won’t maintain speeds above 90mph. It’s that stable.
We got to drive the Infiniti over a large variety of roads, including the infamous Tail of The Dragon (or Deal’s Gap), which is an 11-mile stretch of US-129 between North Carolina and Tennessee that has 318 turns. Over this extremely challenging piece of road, the Infiniti’s sports-car based heritage comes through loud and clear. Despite the relatively heavy kerb weight and long wheelbase (well, for a road like this), the M45 has absolute poise and balance, and the V8 with the shiftable automatic provide tons of low-end torque for ripping out of low-speed corners. We were able to easily keep pace with a manual-transmission BMW 335i Coupe, which is a car that is arguable much better suited for such a road. The Infiniti’s artificially heavy steering really comes to life on challenging roads like this, with just enough feel to know what the front wheels are doing.
Handling is, unsurprisingly, very neutral. The predominant characteristic is mild understeer, although with 245/45/ZR19 tires, it is quite hard to provoke. One downside on roads like these is that the stability control system is far too aggressive, cutting power in situations where it’s simply not needed, or at least to the degree that the system intervenes. Even with the program disabled, it still intervenes in some situations. While it’s better to be safe than sorry, a car designed for enthusiastic drivers like this one really should have a totally defeatable stability control system. The large four-wheel disc brakes exhibited no fade even after repeated runs down The Dragon, the temperature gauge never twitched, and it generally kicked ass and took names - so to speak. The only negative aspect shown on the Dragon was a result of the highest octane locally available being 89. With the high altitude and large engine loads placed, the VK’s knock sensor was working overtime on some tight corners. This is certainly not a fault of the car, but just an observation. For more information on The Dragon, check out this post.
About the only significant downside of the M45 on a road trip is the fuel mileage: I guess it isn’t surprising considering the weight and power output of this car, but between 21 and 23 miles per gallon on the highway isn’t that impressive these days for a mid-size sedan. It’s not hard to argue that it’s worth it, as this car is a fantastic highway companion.
At this point I need to touch on a highly subjective but still important topic: styling. One of the reasons I love the M-series is that they look so modern but are designed so cleanly. The difference between the slightly wilder G37 sedan and the M is roughly analagous to the Cadillac CTS and STS - similar designed themes, but larger and more refined in the mid-sized model. This is a good strategy that caters slightly calmer styling to the slightly older clientele that buys these cars. The result is a more restrained but still athletic looking appearance - especially those tasty split-five-spoke 19″ alloys.
So how does it compare to other similarly sized luxury cars? Well, one place it wins is value. The base MSRP of a 2008 Infiniti M45 Sport is $50,250. With the Sport and Technology packages as this 2006 model was equipped, a 2008 comes out at $56,695 (although with more options the price can go well over $60,000.) A base model 2008 BMW 550i rings in at an alarming $58,800 base and with comparable options is around $75,000. (Seriously - with all the goodies the Infiniti has, the BMW is three-quarters of 100 grand. Go BMW!)
However, on the opposite value side, compared to the new Hyundai Genesis, the numbers don’t look so pretty. The Genesis offers another 65+ horsepower from it’s 4.6L V8, has a 6-speed automatic and an even better stereo, and starts at $37,250 and with all options tops out at $42,000. Still, compared to the other name-brand luxury midsizers, the M45 offers a lot of gadgets and performance for considerably less money, and it looks and goes great.
So, any quibbles? Well, of course. The orange gauges tend to wash out in bright sunlight. The thick, flat 19’s tend to cause a bit of bump steer on rough roads and the suspension is a tad stiff for long trips. Fuel economy leaves something to be desired. The “Lane Departure Warning” system is at best irritating and at worst, distracting and irritating. Thankfully, it can be set to not start on start-up. The shiftable mode of the transmission actually changes gears slower than leaving it in drive, and there is no point bringing the VK all the way to redline - it peaks 400rpms before it.
In Conclusion: The M45 is an attractively priced and well-designed performance mid-size luxury sedan with goodies to please the nerdiest technogeek. It’s quick, smooth, and well put together with a few tiny flaws that don’t really dampen the overall experience. Now if only it was available with a stickshift like the BMW 550i… That would be quite a car!
Test Car: 2006 Infiniti M45 Sport
Options: Technology Package, Sport Package
Base Price: $50,250
Price as Tested: $56,695
Layout: 4-door sedan
Drivetrain: Front Longitudinal Engine, Rear wheel drive
Engine: VK45DE 4.5L DOHC 32v V8
Transmission: 5 speed shiftable automatic
Power: 335bhp @ 6400rpm
Torque: 340lb-ft@4000rpm
Weight (Kerb): 3995 lbs
Bhp/ton: 184.8
Performance:
0-60mph, standing start: 6.2 seconds (average)
Top speed: 155* mph
Fuel mileage: 16 city/21 highway (Revised EPA Testing Method)
*Electronically limited, claimed
Highs: Smooth, Powerful V8. Nice weighty steering. Surprising balance and overall performance for size. Great shape, good value, well-built. Lots of gizmos.
Lows: Bump Steer, Orange Gauges, No iPod adaptor is a huge oversight, Lane Departure Warning is annoying, 22mpg highway.
Conclusion: A good performer and a good value, relatively speaking.