Infiniti is on a roll. With parent company Nissan’s Shiro Nakamura at the helm of the Infiniti’s design efforts, the brand has been moving along, steady as she goes, with a line that is nothing if not consistent.
But that’s not to say that Infiniti hasn’t been without its ups and downs. While its G lineup is a certifiable hit, the Japanese luxury brand finally thinks it has the right recipe with its third-generation midsize M.
While others are regrouping following several seasons of dismal designs, not to mention tepid sales, Infiniti seems to be holding their own in the marketplace. And with designs like the new Infiniti M56 S, it’s not tough to see why.
Come along as Leftlane tries Infiniti’s flagship, the M56 S sedan.
What is it?
A five-passenger sedan, it is one of the more fluid–appearing offerings from any manufacturer, much less one from the Pacific Rim.
We liked it at first sight during its Pebble Beach debut in 2009. We still like it today as it enters its second model year.
But first a history recap: The First Infiniti M was a dour coupe and convertible that seemed at odds with the company’s refined luxury mantra. Fast forward a few years to 2003 and a second-generation model arrived with bizarre styling better fitted to cartoons. A third M showed up a few years later, and while it looked and felt the part inside and out, it wasn’t a great driver.
But now the Infiniti M lineup offers three flavors, ranging from the base M37 to the eco-friendlyish M Hybrid to the range-topping M56 seen here. Add an S on the end of the gas-only models’ names and you get a tuned suspension and a few other sporty goodies.
What’s it up against?
The M56 S is the top of the heap in the Infiniti lineup. But that doesn’t mean that it competes directly with the top-of-the-line machers from other brands.
You would not find the Infiniti M going head-to-head with the Mercedes-Benz S-Class, nor the Audi A8. Instead, the M56 S squares off against competitors like the Mercedes-Benz E550, the BMW 550i, Audi’s A6 3.0T and the Hyundai Genesis.
One notable absence: The Lexus GS has officially exited the V8 field for 2012. Is this a sign of things to come?
Any breakthroughs?
Although Infiniti offers an M Hybrid, ours was the V8 sport version with a honking 420 horsepower on tap. Our S model included such high-end niceties as a standard 7–speed automatic transmission. An available Sport package also equipped this sled with four-wheel active steering (4WAS), which allowed the rear wheels to turn “in phase” up to one-degree with the fronts for a shorter turning radius. It is capped off with a sport-tuned suspension that includes big brakes and 20-inch wheels and tires.
The Infiniti drive mode selector changes the throttle and transmission mapping that provided quicker acceleration and faster gear changes. Active noise control basically makes the M56 S into a larger-than-life set of Bose headphones. Blind Spot Warning (BSW) and Blind Spot Intervention (BSI) join up to prevent you from crossing lanes by watching the paint stripes. When sensors determine a drift, they cause opposite side brakes to be applied pulling the car back between the stripes.
An Eco pedal function (when in the Eco mode) pushes back when you press the skinny pedal too hard. Talk about vehicular intervention.
How does it look?
A bit like the Coke bottle design that is familiar the world over, it features the cinched waist and bulging flares over both sets of wheels. Viewed from a distance, it actually has more of a cat like presence than some current Jaguar models.
Gifted with a long nose, and short rear deck, it is a pure grand touring sedan. Not encumbered with the latest in LED lighting, it has a “form follows function” look that carries on completely down to the grillework, which while totally functional, manages to eschew the trendiness that could plague more fashionable designs.
Tasteful use of chrome, from the surrounds of the fog lamps and grille, to the greenhouse adds a touch of contrast and brightness that help break up the large expanse of grey metallic paint. Side skirts add the appearance of ground effects that carry outward to the lower lip spoiler in front and the bustle-like decklid cum spoiler at rear. The entire car is set off with jewel-like logos and badging for an elegant appearance.
Overall, it’s a combination that is younger, and more sporting than many of the customers who will actually buy it. That’s a hit or a miss, depending on how you look at it.
And on the inside?
This big Infiniti is equipped with front seats as comfortable as a living room armchair, provided said armchair is able to blow cold air up your behind. While they are also heated, we just think that ventilated seats are the cat’s pajamas in interior accessories, which helps to make leather seating a much more palatable offering in markets where temperatures inside the car can climb to the mid-90 degree mark.
A touch fussy as to the number of buttons that they have managed to place in the M’s dashboard area, we still appreciate the high quality materials that help to execute the cabin. A sport, leather wrapped steering wheel is the mission control center for all driver operations. Proximity puddle lights and illuminated door handles sense an approaching smart key, and show the way into the cabin.
Once inside, there are enough features to help keep you there and occupied, but not all seem as well thought out as you’d hope. We don’t get the idea behind the Forest Air function of the climate control. Made to simulate the rustling of leaves in a forest, we had a hard time actually noticing its subtlety.
Our tester featured the Premium Package and the Deluxe Touring Package. Offering the next generation hard drive-based navigation system, directions are plotted on the eight-inch monitor, along with system functions, audio directions, and Bluetooth connections. Also, as a result of the Deluxe Touring package, we were able to experience the Bose Studio Surround audio system. The system includes 16 speakers throughout the cabin including two small speakers that are mounted on the “shoulders” of the front seats.
In the back row, legroom is so plentiful that you could almost place junior members in the footwells.
But does it go?
While the Nissan brand of vehicles seems to be flush with front wheel drive offerings, we like having the option of choosing rear drive vehicles such as those offered by its Infiniti sister brand. If you like being pushed through a turn rather than pulled, then Infiniti has your vehicle. Our juiced–up M56S is available as a rear wheel or all-wheel drive offering; ours was the RWD version.
Powered by a 420–horsepower 5.6–liter V8 with nearly the same amount of torque, at 417 lb–ft, it is mated to a seven-speed automatic transmission. Displaying stellar acceleration off the line, we saw it give most sports sedans a run for their money.
Seeing that this was Infiniti’s flagship also meant that it was going to be a technological tour de force and in that regard it doesn’t disappoint. Gas direct injection is the fuel delivery system in this big block, while the Nissan variable valve timing system helps to control emissions and enhance performance.
We like the added involvement that came with the manual shift function of the seven-speed, and especially liked the downshift rev-matching function, which is controllable via steering column-mounted paddle shift levers or the actual transmission gear selector lever. It is only available on the rear wheel drive versions of this car.
One of the more peculiar functions of the M56S is the Eco-Drive function that is controlled through a console-mounted drive mode selector dial. Depending on your mood, you can select standard, eco, sport or snow functions. The control varies driving set ups and parameters according to what you dial in.
All the others are pretty much self-explanatory, but the weirdness comes in with the technology package–equipped M that offers feedback to the driver directly from the accelerator when driving in an inefficient manner. In other words select eco, stand on the skinny pedal, and you may actually feel it pressing back at you. The first time you do it, it is disconcerting. After subsequent times, it becomes annoying. This generally resulted in our turning off the eco-dial, which defeats the purpose of efficient driving in the first place.
At 16 city/25 highway, the M56 is roughly in the middle of the pack, mileage wise. But, as we’ve said, this is a V8 sedan. You don’t buy it to save fuel.
The suspension and handling of the largest Infiniti is handled by an independent double wishbone design in front and multi-link setup in the rear. Our sport package featured a new sport–tuned suspension with double piston shock absorbers that others have complained result in a too–firm ride quality.
Having not experienced any bone-jarring or filling-loosening rides in our week with the car, you’ll hear no complaints from us.
Why you would buy it:
Because you think, like we do, that Infiniti is at the top of its game from a design and technology standpoint.
Why you wouldn’t:
Your taste in cars runs more Continental than Pacific Rim.
Leftlane’s bottom line
Infiniti’s flagship ups the ante for 2012 with minor improvements but a strong presence that looks good from car pool to country club.
2012 Infiniti M56S base price, $59,100. As tested, $68,995.
Technology Package, $3,000; Sport Package, $5,650; High friction brake pads, $30; Destination, $875.
Words and photos by Mark Elias.
Review: 2012 Infiniti M56S
Reviewed by
Mark Elias on
December 22
.
Infiniti’s range topper might not be a Q-ship, but it comes close. We inspect.
Infiniti is on a roll. With parent company Nissan’s Shiro Nakamura at the helm of the Infiniti’s design efforts, the brand has been moving along, steady as she goes, with a line that is nothing if not consistent.
But that’s not to say that Infiniti hasn’t been without its ups and downs. While its G lineup is a certifiable hit, the Japanese luxury brand finally thinks it has the right recipe with its third-generation midsize M.
While others are regrouping following several seasons of dismal designs, not to mention tepid sales, Infiniti seems to be holding their own in the marketplace. And with designs like the new Infiniti M56 S, it’s not tough to see why.
Come along as Leftlane tries Infiniti’s flagship, the M56 S sedan.
What is it?
A five-passenger sedan, it is one of the more fluid–appearing offerings from any manufacturer, much less one from the Pacific Rim.
We liked it at first sight during its Pebble Beach debut in 2009. We still like it today as it enters its second model year.
But first a history recap: The First Infiniti M was a dour coupe and convertible that seemed at odds with the company’s refined luxury mantra. Fast forward a few years to 2003 and a second-generation model arrived with bizarre styling better fitted to cartoons. A third M showed up a few years later, and while it looked and felt the part inside and out, it wasn’t a great driver.
But now the Infiniti M lineup offers three flavors, ranging from the base M37 to the eco-friendlyish M Hybrid to the range-topping M56 seen here. Add an S on the end of the gas-only models’ names and you get a tuned suspension and a few other sporty goodies.
What’s it up against?
The M56 S is the top of the heap in the Infiniti lineup. But that doesn’t mean that it competes directly with the top-of-the-line machers from other brands.
You would not find the Infiniti M going head-to-head with the Mercedes-Benz S-Class, nor the Audi A8. Instead, the M56 S squares off against competitors like the Mercedes-Benz E550, the BMW 550i, Audi’s A6 3.0T and the Hyundai Genesis.
One notable absence: The Lexus GS has officially exited the V8 field for 2012. Is this a sign of things to come?
Any breakthroughs?
Although Infiniti offers an M Hybrid, ours was the V8 sport version with a honking 420 horsepower on tap. Our S model included such high-end niceties as a standard 7–speed automatic transmission. An available Sport package also equipped this sled with four-wheel active steering (4WAS), which allowed the rear wheels to turn “in phase” up to one-degree with the fronts for a shorter turning radius. It is capped off with a sport-tuned suspension that includes big brakes and 20-inch wheels and tires.
The Infiniti drive mode selector changes the throttle and transmission mapping that provided quicker acceleration and faster gear changes. Active noise control basically makes the M56 S into a larger-than-life set of Bose headphones. Blind Spot Warning (BSW) and Blind Spot Intervention (BSI) join up to prevent you from crossing lanes by watching the paint stripes. When sensors determine a drift, they cause opposite side brakes to be applied pulling the car back between the stripes.
An Eco pedal function (when in the Eco mode) pushes back when you press the skinny pedal too hard. Talk about vehicular intervention.
How does it look?
A bit like the Coke bottle design that is familiar the world over, it features the cinched waist and bulging flares over both sets of wheels. Viewed from a distance, it actually has more of a cat like presence than some current Jaguar models.
Gifted with a long nose, and short rear deck, it is a pure grand touring sedan. Not encumbered with the latest in LED lighting, it has a “form follows function” look that carries on completely down to the grillework, which while totally functional, manages to eschew the trendiness that could plague more fashionable designs.
Tasteful use of chrome, from the surrounds of the fog lamps and grille, to the greenhouse adds a touch of contrast and brightness that help break up the large expanse of grey metallic paint. Side skirts add the appearance of ground effects that carry outward to the lower lip spoiler in front and the bustle-like decklid cum spoiler at rear. The entire car is set off with jewel-like logos and badging for an elegant appearance.
Overall, it’s a combination that is younger, and more sporting than many of the customers who will actually buy it. That’s a hit or a miss, depending on how you look at it.
And on the inside?
This big Infiniti is equipped with front seats as comfortable as a living room armchair, provided said armchair is able to blow cold air up your behind. While they are also heated, we just think that ventilated seats are the cat’s pajamas in interior accessories, which helps to make leather seating a much more palatable offering in markets where temperatures inside the car can climb to the mid-90 degree mark.
A touch fussy as to the number of buttons that they have managed to place in the M’s dashboard area, we still appreciate the high quality materials that help to execute the cabin. A sport, leather wrapped steering wheel is the mission control center for all driver operations. Proximity puddle lights and illuminated door handles sense an approaching smart key, and show the way into the cabin.
Once inside, there are enough features to help keep you there and occupied, but not all seem as well thought out as you’d hope. We don’t get the idea behind the Forest Air function of the climate control. Made to simulate the rustling of leaves in a forest, we had a hard time actually noticing its subtlety.
Our tester featured the Premium Package and the Deluxe Touring Package. Offering the next generation hard drive-based navigation system, directions are plotted on the eight-inch monitor, along with system functions, audio directions, and Bluetooth connections. Also, as a result of the Deluxe Touring package, we were able to experience the Bose Studio Surround audio system. The system includes 16 speakers throughout the cabin including two small speakers that are mounted on the “shoulders” of the front seats.
In the back row, legroom is so plentiful that you could almost place junior members in the footwells.
But does it go?
While the Nissan brand of vehicles seems to be flush with front wheel drive offerings, we like having the option of choosing rear drive vehicles such as those offered by its Infiniti sister brand. If you like being pushed through a turn rather than pulled, then Infiniti has your vehicle. Our juiced–up M56S is available as a rear wheel or all-wheel drive offering; ours was the RWD version.
Powered by a 420–horsepower 5.6–liter V8 with nearly the same amount of torque, at 417 lb–ft, it is mated to a seven-speed automatic transmission. Displaying stellar acceleration off the line, we saw it give most sports sedans a run for their money.
Seeing that this was Infiniti’s flagship also meant that it was going to be a technological tour de force and in that regard it doesn’t disappoint. Gas direct injection is the fuel delivery system in this big block, while the Nissan variable valve timing system helps to control emissions and enhance performance.
We like the added involvement that came with the manual shift function of the seven-speed, and especially liked the downshift rev-matching function, which is controllable via steering column-mounted paddle shift levers or the actual transmission gear selector lever. It is only available on the rear wheel drive versions of this car.
One of the more peculiar functions of the M56S is the Eco-Drive function that is controlled through a console-mounted drive mode selector dial. Depending on your mood, you can select standard, eco, sport or snow functions. The control varies driving set ups and parameters according to what you dial in.
All the others are pretty much self-explanatory, but the weirdness comes in with the technology package–equipped M that offers feedback to the driver directly from the accelerator when driving in an inefficient manner. In other words select eco, stand on the skinny pedal, and you may actually feel it pressing back at you. The first time you do it, it is disconcerting. After subsequent times, it becomes annoying. This generally resulted in our turning off the eco-dial, which defeats the purpose of efficient driving in the first place.
At 16 city/25 highway, the M56 is roughly in the middle of the pack, mileage wise. But, as we’ve said, this is a V8 sedan. You don’t buy it to save fuel.
The suspension and handling of the largest Infiniti is handled by an independent double wishbone design in front and multi-link setup in the rear. Our sport package featured a new sport–tuned suspension with double piston shock absorbers that others have complained result in a too–firm ride quality.
Having not experienced any bone-jarring or filling-loosening rides in our week with the car, you’ll hear no complaints from us.
Why you would buy it:
Because you think, like we do, that Infiniti is at the top of its game from a design and technology standpoint.
Why you wouldn’t:
Your taste in cars runs more Continental than Pacific Rim.
Leftlane’s bottom line
Infiniti’s flagship ups the ante for 2012 with minor improvements but a strong presence that looks good from car pool to country club.
2012 Infiniti M56S base price, $59,100. As tested, $68,995.
Technology Package, $3,000; Sport Package, $5,650; High friction brake pads, $30; Destination, $875.
Words and photos by Mark Elias.
Rating:
