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| 2006 Infiniti M35 Review | |||
| Whether you're about to spend $40K on a brand new car, or half that on a used car, it is always important to learn as much as you can about the used car. Read these car reviews to learn about all aspects of the vehicle. Each of the usedcar reviews cover interior and exterior features, options, road tests, and more. | |||
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Introduction
| Road Test
| Inside & Out
| Other Thoughts
| Last Word
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| Road Test | |||
For a car with sport sedan aspirations, the Infiniti Q45 isn't the best influence. Slight change of plans this time: instead of being the Q45's fraternal twin, the M has become the G35's bigger brother. Compared to the last M45, this one's slightly up on wheelbase, way down on length, and with a claimed 1,200% increase in front lateral rigidity, don't expect to bend it with your arms. The switch of platforms also blessed it with a younger set of bones, a better front suspension, and a doubled engine roster.Ah, engines - this is where Infiniti likes to show off, or haven't you noticed? With both a V8 and a V6, the M line now follows sports sedan status quo. We ordered the new V6-powered M35, as will most customers. If you think you've seen this engine before, you have - it's been in the Pathfinder, Altima, Murano, 350Z, G35, FX35, Maxima, Quest, XTerra, and Frontier, just to name ten. In the M35 it got an adjustment to the tune of 280 horsepower, which has it smoking the V6 versions of the BMW 5-series, Mercedes E-class, Audi A6, Jaguar S-Type, Lincoln LS, Cadillac STS, Lexus GS, and Acura RL, just to name eight. With 0-60 and quarter-mile times of 6.3 and 13.8 seconds, do you really need a V8? The answer is no, but you might be glad to know that the 335-horse M45 outpowers every V8 competitor as well. You may only be king for a day in the horsepower wars, but today is Infiniti's day. Figures like those might set off your skeptic alarm, since the last M45 was guilty of one-trick-ponyism when it came to acceleration. That's where the new roots come in. Now that the M carries a pair of double wishbones in front, that multilink rear suspension has a more capable partner. The steering is a new engine speed-sensitive (instead of road speed-sensitive) variable assist unit, but enough with the tech talk. As far as 3,880-pound behemoths go, this car handles. It slices its way through turns with an ease and confidence second only to BMW. If Infiniti's lighter steering isn't quite as telepathic, it's just as trusty and fluid (actually, it's electric), and tire grip is in the sedan stratosphere. This ain't a $40,000 Camaro anymore. Taking some of the credit is our M35's sport package consisting of stiffer shocks, bigger wheels, and - this should take you back - Rear Active Steer (4-wheel steering). Formerly known as "HICAS" during its employment on Touring-edition J30s and Q45s of years past, the M35 Sport's rear wheels steer in the opposite direction of the fronts at low speeds and in the same direction at high speeds (sometimes at low speeds as well) by up to one degree. I couldn't detect its effects but walked away pleased with the immediacy of the handling, which is probably the point. Responding to criticisms of the last M45's hair-trigger throttle, the gas pedal got firmed up. In fact, it's almost too stiff. Also, the touchiness of the brakes has been reduced from the G35 (but not completely). One thing I liked about older Infinitis was the tendency of their transmissions to hold the higher gear. The new 5-speed auto favors dropping down, but this tranny's still a smarty. In sequential manual mode, the lever-shoving motions are as slick as they come, the computer never shifts without your permission, and it now blips the throttle on downshifts for more excitement and less shift shock. A performance automatic - what'll they think of next? With the swiveling headlights, you can even dash around in the mountains at night. Infiniti was also mindful that some people actually like to drive and included an off switch for the stability control. There's even a lane-departure system that beeps at you if you start drifting into the next lane (promoting good turn-signal habits), but you can turn that off. You can also turn off the 4-wheel steering. One feature that begs for an off switch was the adaptive logic on the cruise control. When you set your speed higher than the car ahead, it works as an auto-pilot by following at a set distance. But used as normal cruise control, it refuses to let you get within three car lengths even in its most lax setting and brakes frantically if you do. It sometimes slows down needlessly on curvy roads when the car in the next lane momentarily appears in front; ditto for guardrails. What a waste. Living up to the luxury half of the sport-luxury equation, the M35's silence at idle and grasp on wind noise are up to par, and the engine is just audible enough so you can hear its thrilling song. But when it comes to reacting to the road, the M35 didn't quite learn all of its manners. Since the obvious culprits were the oversized wheels and the harder suspension that comes with it, I blame the sport package. A car of this weight could easily get by with 17-inch wheels (Q45s once came with 15s, for crying out loud), but Infiniti added a couple digits, leaving the M35 Sport with a somewhat flinty and rumbly ride on its P245/40R19 tires. It's not harsh or anything - it just comes a little closer to Nissan Altima levels than an Infiniti probably should. The standard M models, which still pull a very capable 0.86g in handling tests, no doubt offer the perfect blend of ride and handling. I'm glad Infiniti gave me the Sport package, because it sure wasn't easy finding things to complain about. |
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