SPORTS SEDAN

Jaguar XF: Rock Star Saloon

February 16, 2016 by admin 5 Comments

Jaguar is on the prowl. This marque’s midsize XF is simply a star.

More than once I’ve been asked by car fans for the precise year when Jaguar began its momentous renaissance. I immediately direct them to the midsize XF sedan, a model introduced in 2007 (2009 in North America) and the first Jaguar to sport the marque’s modern countenance.

The XF’s expression is the work of the award-winning Scottish designer, Ian Callum, who had previously influenced the face of the 2004 S-Type as well as the rear of the 2004 X-Type Estate. In 2005, Callum was entrusted with the sacred task of bringing the British marque into the 21st century and did so by fashioning an all-new design language.

That guise has since expanded to other models, including the XJ and F-TYPE and soon to a pair of all-new models — the compact XE sedan and the brand’s first crossover SUV, the F-PACE. But before the new models debut, the next-generation Jaguar XF sedan has arrived, and is once again ready to take on the likes of the BMW 5 Series, Cadillac CTS, Mercedes-Benz E-Class, Lexus GS, Audi A6 and similar models.

The second-generation Jaguar XF takes up the mantle placed upon it by the first-generation model, with a look that is at once sporty and luxurious. It also is an evolutionary change, complementing the look of the first model. Jaguar saw no need to mess with success, thus the similarities between the two.

Priced from $51,900 for the Premium edition, all models are powered by a 3.0-liter, supercharged V-6 engine making 340 or 380 horsepower and 332 foot-pounds of torque and comes paired with an 8-speed automatic transmission. Rear-wheel drive is standard; all-wheel drive is available.

The 2016 Jaguar XF can also be had in Prestige ($56,500), R-Sport ($60,650), and S ($62,700) packages. Choose all-wheel drive model and add $3,000 to each trim level. As tested, an R Sport RWD model was presented and dressed in an Ammonite Grey-Metallic patina ($550) and offered a head-up display ($990) and adaptive dynamics ($1,000), bringing this sedan’s final price to $64,185. That means you can easily pay upwards of $70,000 for this sedan, depending on the packages selected.

As is a common practice with modern Jaguar models, much aluminum is used. Indeed, Jaguar says that it employs one-piece aluminum body side pressings, utilizing a single sheet to increase overall stiffness as well as to advance surface purity. Thus, no joints are visible, giving this model a layout symmetry you won’t find elsewhere.

Furthermore, the current iteration is up to 265 pounds lighter (all-wheel drive version) than the previous model. Jaguar also added two inches between the wheels, while reducing its overall length by 0.3 inches. Jaguar claims that the sedan has a near perfect 50-50 weight distribution.

From stem to stern, the XF looks as if it is ready to leap, befitting its Jaguar moniker. By now, the “Jaguar look” should be recognizable with its gaping maw, distinct embrasures and sleek headlamps with distinctive daytime running lights. A multi-creased hood and strong shoulders complete this sedan’s frontal presentation.

Along the sides you will find upper and lower character lines, body sculpting, aluminum accented side vents, aluminum-clad wheels, and a sloping roof line. The rear deck is raised and includes a tail lip spoiler, wraparound combination lamps joined by aluminum garnishment, body sculpting and a pair of exhaust tips.

Inside, the cabin is orderly, clean and exquisitely fitted. Jaguar does an excellent job of matching the interiors found in the top German brands, making use of high-end materials and carefully fitted at that.

The presentation is both elegant and simple, although there is a bit of drama present as the outboard vents on the dashboard pivot into place when the ignition is engaged. The instrument panel features a two cowl design — driver information and tachometer with the speedometer fixed between the two. The leather-wrapped steering wheel offers secondary driver and audio controls on its face and comes with a pair of thick steering grips.

The center console is a no-drama arrangement, with a pair of vents on top, followed by a large color touchscreen display augmented by rows of switches on each side. Beneath that are the heating and air conditioning controls, the push button start and an open compartment with a grip pad to keep your smartphone securely in place.

The transmission dial remains flush with the surface of console and only emerges when the ignition is on. Switches, cup holders, and an armrest/storage compartment separate the seats.

It would be crass disregard on my part to gloss over the XF’s interior and not call attention to at least some of the high-end materials used. Special touches, including a broad aluminum finisher across the dashboard, is present. Soft to the touch, yet firm leather seats provide a revivifying sensation after a long day. With up to 10 color combinations, there is a look for everyone, although I must say that the saddle seat overlay offered a pleasing contrast to the mocha interior.

Midsize sedans in this segment should seat five in comfort and that is precisely what the Jaguar XF does. The extra two inches added between the wheels afforded expanded legroom for rear seating passengers. Three adults can sit comfortably astride in the rear compartment, although for maximum comfort two adults with the center armrest unfolded is the best choice there.

Push the ignition button and the entertainment begins — the transmission dial emerges and the two air vents swing into place. The engine lets out a restrained growl, then purrs as long as you remain at idle.

All models make 340 horsepower, except for the XF S edition — a software tweak bumps up that horsepower to 380. Regardless, all models make 332 foot-pounds of torque and thanks to boosting that comes via a supercharger, the dreaded turbo lag is absent.

Needless to say, the Jaguar XF is optimized for the twisty roads and is ready to strut its stuff. Off-the-line acceleration is fast, coming in at 5.3 seconds. What I liked best, though, is its passing power, but it does have a downside —you may hit 80 mph before you know it, getting the ticket-issuing attention of law enforcement personnel.

The XF’s steering system is EPS — electronic power steering — and shares its engineering with the very capable F-TYPE. The torque vectoring (AWD models) and braking system is also an F-TYPE loaner as is the integral link independent rear suspension. Up front, are control arms of unequal length, similar to the F-TYPE, but designed for the XF.

Another feature all AWD models get is an adaptive surface response system much like those used in Land Rovers. It works by constantly checking the road conditions and adjusting the throttle, transmission, steering and braking proportionately. Snow, ice, rain, dirt, what have you —as it is detected, the system makes the proper adjustments. The test model included this feature.

I was reminded more than once of the F-TYPE as I was driving the XF. Although the F-TYPE is shorter, sits closer to the ground and is lower overall, the XF taps the sports car’s spirited drive and does so admirably.

Like any luxury sports sedan — or model claiming such — the proof is always in the handling. The XF stays poised with the transmission shifting seamlessly up and down the band and matching the engine revs along the way. The chassis remains stabilized and the steering is responsive when navigating the curves. The Jaguar XF is another example of a true driver’s car and offers a tantalizing option to each of its “name brand” competitors.

Should you consider the Jaguar XF? Yes, especially if you’re shopping in the segment and would like a model that isn’t the same as what everyone else is driving. Beyond that, you have a highly capable, attractive and cosseting sedan, effectively matching what the competitors offer and for a competitive price point.

2016 Jaguar XF

Sticker price from $60,650
Price as tested: $64,185
Seats 5 occupants
3.0-liter 24-valve supercharged V-6 gasoline engine
340 horsepower @ 6,500 RPM
332 foot-pounds of torque @ 4,500 RPM
3.33 inches bore by 3.50 inches stroke
Engine compression ratio: 10.5-to-1
8-speed shiftable automatic transmission
Wheelbase: 116.5 inches
Length: 195 inches
Width: 74 inches
Height: 57.4 inches
Passenger volume: N/A
Storage volume: 19.1 cubic feet
Towing capacity: NR
EPA: 20 mpg city, 30 mpg highway
Premium grade gasoline required
Fuel tank: 19.5 gallons
Curb weight: From 3,770 pounds
IIHS safety rating: Not rated
Limited vehicle warranty: 5 years/60,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 72 months/unlimited miles
Vehicle assembly: Castle Bromwich, UK

See Also — Lincoln MKX: Masseuse on the Go

2016 Jaguar XF photos copyright Auto Trends Magazine.

Stretched Sports Sedan: 2016 Infiniti Q70L

January 1, 2016 by admin 1 Comment

Infiniti’s athletic midsize sedan can be had in an extended wheelbase version. The elongated model delivers best-in-class rear seat legroom.

The luxury market is an intensely competitive one with BMW, Mercedes-Benz, and Lexus seated as the top sellers. The first two marques rely on diesels to supplement their gasoline offerings; Lexus augments its standard models with hybrids.

Further down the sales line Audi, Acura and Cadillac do battle, followed by Infiniti sitting in a distant seventh place.

Infiniti may trail the leaders, but it has come on strong of late. For the second consecutive year Infiniti has achieved record sales, rising by 13.8 percent in 2015. Most of those sales were in the US where Infiniti is outpacing many of its rivals. China is a newer market and should supply Infiniti with continued growth moving forward.

Infiniti is succeeding as it relies on a healthy mix of sedans, coupes, and utility vehicles to bolster its sales. A new, entry-level model arrives next year — the QX30 — sold in hatchback and crossover variations (the hatchback will be marketed as the Q30 in other markets). The Q40 sedan is now out of production, leaving the entry-level Q50 and the midsize Q70 as the remaining sedans. Buyers might also consider the Q60 line of coupes and convertibles.

2016 Infiniti Q70L

A 2016 Infiniti Q70L closed out my year of reviews, a midsize sedan with a stretched wheelbase. Also available as the Q70, the Q70L appellation denotes that 5.9 inches were added to the wheelbase, bringing this model within six inches of the full-size BMW 7-Series.

The extra inches benefit rear legroom, providing 41.8 inches of space for the three rear seating passengers. Not quite matching limousine proportions, but very close indeed — and you can cross your legs. So, despite not having a flagship sedan to compete with the BMW 7-Series, Lexus’ LS, or the Mercedes-Benz S-Class, the Q70L offers a reasonable alternative.

That alternative is marked by a handsome visage with a bold grille, a muscular hood, and strong shoulders. From its sides, the Q70L offers a stately appearance with its long flowing lines, rising belt line, and rocker panel ornamentation. Handsome dual-quad aluminum alloy wheels and chrome accents provide this model with added expressiveness.

The roofline flows into the raised rear deck — that deck is accented by chrome ornamentation, wraparound combination lamps, and dual exhaust tips. Distinctive embrasures front and rear as well as stylish LED light treatments add visual appeal to this already striking model.

Luxuriant and Sensibly Appointed Cabin

Inside, the cabin is bright, orderly and uncomplicated. And that’s a good thing: some luxury manufacturers have gone tech happy (or mad), making such vehicles less than user friendly.

The Infiniti Q70L is marked by flowing interior lines across the dashboard, on the instrument panel hood, along the doors, and upon the seats. That look imparts a feeling of motion with the wood trim, aluminum accents, and leather surfaces advancing refinement. Soft and hard plastics are found here and there as in on top of the doors and across a section of the dashboard — or where you would expect to find it.

Infiniti prices the Q70L from $51,350 for the standard rear-wheel drive model powered by a 3.7-liter, V-6 engine. The Q70L 3.7 AWD retails for $53,500; the Q70L 5.6 (rear-wheel drive) costs $64,550; the Q70L AWD 5.6 AWD is priced from $67,050. It was the rear-wheel drive Q70L 5.6 that served as my test model.

All Q70L models come with a long list of premium features, including keyless entry, push button start, 10-way power heated front seats, heated outboard rear seats, dual zone climate control, a rear view monitor, and a center console display. The Q70L 5.6 brings in the larger engine and adds an around view monitor with moving object detection, a navigation system, climate-controlled front seats, a 10-speaker Bose audio system, Infiniti telematics, and a front and rear sonar system.

Further customization can be had when taking one or both available packages. A performance tire and wheel package ($1,150) brings in 20-inch alloy wheels and sport brakes. A deluxe technology package ($7,200) adds numerous safety features, including intelligent cruise control, forward collision braking, backup collision braking, lane departure warning with lane departure prevention, and a power rear sunshade. Take every conceivable option and choose the Q70L 5.6 AWD and you’re looking at a total MSRP of $76,305 before incentives.

Seating is Ideal for Four

Front or rear, the Q70L offers plush, sumptuous seating for four. The middle rear seat position can hold a fifth passenger, but the pronounced drivetrain hump and hard backing should have most people thinking otherwise. Instead, pull down the center arm rest and pop the lid to find a pair of cup holders and the seat heating switches. That center position also provides access to the trunk, enabling you to bring your skis with you.

The only feature missing from the rear compartment are reclining seats. More expensive models as well as the Kia K900 and Hyundai Equus have them. Although the Korean competitors are technically larger sedans than the Q70L, the Infiniti certainly has the interior space for such seats.

Offering V-6 and V-8 engine choices with the Q70L is a sensible approach for the model line. Both engines are naturally aspirated, with no turbo to be had. Side note: the only turbos you’ll find in the Infiniti product line arrive in 2016; both engines (four- and six-cylinders) will be available in the Q50.

As for the Q70L, the V-6 may be all you need. It delivers 330 horsepower to the 416 horsepower offered by the V-8. But you almost expect a larger or at least a more powerful engine with this model and that’s what Infiniti also delivers in the V-8.

However, that V-8 is not especially raucous — it will push the sedan to highway speeds with rapidity, but it doesn’t deliver the jaw-dropping kick you might expect while passing on the highway. Handling is firm and engaged, with a drive mode feature available to dial up normal, eco, snow or sport modes. The latter tightens the steering and suspension, improving this sedan’s handling. Is it on the level of the BMW 5-Seriesor Cadillac CTS? No, but it isn’t a dawdler either — quite simply, it gets the job done.

Your Non-German Alternative

Perhaps the biggest appeal for the Infiniti Q70L is what it isn’t — a German luxury car. Models such as the Audi A6, BMW 5 Series, and Mercedes-Benz E-Class are commonplace although certainly not plebeian. On the other hand, the Q70L is found in such small numbers that your friends are bound to take note of your originality and boldness for not embracing the status quo.

2016 Infiniti Q70L

Sticker price from $64,550
Price as tested: $67,000 (estimated)
Seats 5
5.6-liter V-8 gasoline engine
416 horsepower @ 6,000 RPM
414 foot-pounds of torque @ 4,400 RPM
3.86 inches bore by 3.62 inches stroke
Engine compression ratio: 11.5-to-1
7-speed automatic transmission
Wheelbase: 120.1 inches
Length: 202 inches
Width: 72.6 inches
Height: 59.1 inches
Passenger volume: 110.6 cubic feet
Storage volume: 14.9 cubic feet
Towing capacity: Not rated
EPA: 16 mpg city, 24 mpg highway
Premium grade gasoline
Fuel tank: 20.0 gallons
Curb weight: From 4,129 pounds
IIHS safety rating: Top safety pick+
Limited vehicle warranty: 4 years/60,000 miles
Powertrain warranty: 6 years/70,000 miles
Corrosion warranty: 7 years/unlimited miles
Vehicle assembly: Tochigi, Japan

All photos copyright Auto Trends Magazine.

Cadillac CTS Vsport: Twin Turbo Performance

August 28, 2015 by admin 9 Comments

Automotive analysts drive me nuts! Well, not all — after all, I am an analyst myself.

What infuriates me is when any purported expert or analyst takes data and uses that to argue a point, a baseless one in particular. For example, some people are pointing to Cadillac’s current sales decline (2.4 percent through July 2015) and juxtapose that figure with the 5 percent increase in general sales and 10 percent increase in luxury sales through the same period, and use those numbers to conclude that Cadillac is in trouble.

Agreed, on the surface it appears that Cadillac is getting spanked. But what is actually happening is that GM’s luxury brand is showing much discipline by not selling Cadillacs at fire sale prices as they have done in the past. Moreover, on close scrutiny you will understand what is ailing Cadillac — if you want to call it that — and that is a paucity of utility vehicles in a segment where its competitors sell far more SUVs than Cadillac’s two — the compact SRX crossover and the behemoth Escalade SUV.

Indeed, BMW (5), Audi (7) and Mercedes-Benz (7) have more of the kinds of vehicles people are buying at the moment in this crossover-crazed world. Further, Cadillac won’t be catching up anytime soon as it aligns its strategy into expanding its sedans first to four product lines when the Cadillac CT6 arrives later this year.

New utility vehicles will follow the CT6, but not immediately.

I am supposed to be dispassionate when writing about cars, especially when presenting a review, but I must say I like the direction Cadillac is heading. The XTS, ATS and Escalade have each been driven and reviewed by me and just this past week I added the CTS to my Cadillac review portfolio.

And not just any CTS, mind you. This one was a 2015 Cadillac CTS Vsport, a midsize luxury rear-wheel drive sedan powered by a twin-turbo V-6 engine. This same engine was found under the hood of an XTS I drove nearly two years ago, an all-wheel drive model also finished in dazzling crystal white tricoat.

The Vsport line should not be confused with the V-Series, the ultimate in Cadillac performance. But unlike Lexus which offers an ornamental “F Sport” line with no added performance and an “F” series with real kick, both Cadillac Vs do, indeed, provide the requisite bite.

The CTS-V (V-Series) model was last offered in 2014 and will return for 2016. A supercharged 6.2-liter making a jaw-dropping 640 horsepower moves that puissant beast, providing one of the best combinations of luxury and performance anywhere. In comparison, the CTS Vsport has an output of 420 horsepower by means of its 3.6-liter twin turbo, but those numbers shouldn’t be easily dismissed. This sedan rocks and you will hardly roll as you navigate the twisty roads. Composed? Most definitely.

The twinned turbo engine comes paired with a 6-speed automatic transmission. The normally aspirated engine has a 6-speed automatic with all-wheel drive and an 8-speed automatic with rear-wheel drive. The potent Vsport has the 8-speed automatic. Paddle shifters are included across the product line.

The Cadillac CTS offers a commanding presence. Now in its third generation, the current model advances the brand’s modern Art & Science design language.

That language includes a revised grille with Cadillac’s updated crest, deep crease lines running from the base of the front fascia to the windshield, angular headlamps, distinctive LED daytime running lights, and scalloped lower grille openings. On the sides, upper and lower character lines, alloy wheels and a roof line that flows to the raised rear deck are apparent. At the rear, this sedan is marked by the expected capacious horizontal tail lamps common to all Cadillacs and a pair of embedded exhaust finishers.

Inside, Cadillac makes every effort to match the fit, finish and the quality of materials you would find in a Mercedes-Benz E-Class, an Audi A6, or in a BMW 5 Series. It is my estimation that Cadillac succeeds in that endeavor.

To wit, the CTS Vsport comes trimmed in leather with only choice materials used such as anodized aluminum or carbon fiber, and your choice of fine woods. Each CTS Vsport is equipped with a 20-way power driver’s seat with lumbar support, a heated steering wheel, a power tilt and telescopic steering column, heated and ventilated front seats, a 12.3-inch configurable center color display, power accessories, a hand-wrapped and motorized front cup holder assembly, auxiliary power points, an SD card and USB ports, and wireless charging.

Two matters of note: I was disappointed that the CTS Vsport did not include a driver’s seat extender, what provides an extra measure of support for those long trips. Nor could I make the wireless charging system work. That wireless charger can be found in a hidden storage compartment located behind the climate control section of the center stack — the accompanying placard showed how it was done, but it didn’t get it done.

Cadillac’s center stack is capacitive controlled, with sensors detecting when you want to raise or lower the volume or adjust the climate control, with sliders controlling it all. I have a love/hate relationship with this arrangement. Notably, I love it when I can figure it out. But I hate it when it doesn’t respond as I would like. Furnish elegant buttons, switches and knobs instead — just leave the high tech controls out.

The CTS Vsport does have two notable attributes on its side. First, the interior is quiet, just as you would expect in a Cadillac. Second, the cabin is supremely comfortable, bright, roomy and exquisite. While you would also expect the latter in a Cadillac, the CTS is far different from the pillowy land barges Cadillac produced for much of the last century. This one provides a wholly European feel, with its simple, yet elegant style and on-road prowess.

Indeed, it is on the road where any sedan of the CTS Vsport’s caliber will either succeed or fail. Happily, the Vsport is and was up to the task.

Generally, when it comes to forced induction, I prefer superchargers over turbochargers. Superchargers quite frankly have no lag, but they are considered less efficient and more prone to reliability issues. But a twin turbo represents a parallel system where each turbo feeds off of half of the engine’s cylinders. Cadillac has these and an air cooler to deliver instant power. Turbo lag? It simply isn’t there. Optimum performance? Absolutely.

Ignite the starter, slip the Cadillac in gear and you are ready to head out. But not so fast: you can select touring, sport or track modes, the latter adjusting throttle progression and the magnetic ride control calibrations while on the track. Moreover, track mode is also ideal for curvilinear roads, pavement imbued with the twists, turns, rises and falls that makes sport sedan driving a most excellent experience.

Cadillac says that the CTS Vsport hits 60 mph from a dead stop in just 4.4 seconds and I won’t argue with that contention, despite not having a stop watch to confirm same. Press on the pedal and immediately you have all 420 stallions galloping forward.

Copious amounts of energy is unleashed and if paddle shifters are your deal (not for me — give me a manual), then you are ready to explore the Vsport’s driving side. ZF Steering supplies the electric variable-assist power steering, with quick flicks of the wheel moving this hallowed four-door with ease. No mushy feel here — the connection to the Vsport is confident and nailed down.

The chassis and suspension underpinning the CTS Vsport is what places the emphasis on enthusiasm in this model. Magnetic ride control represents the world’s fastest reacting suspension system, adjusting upwards of 1,000 times per second to ensure the best ride possible. The system is not new — it originated with the Chevrolet Corvette and found its way to the Cadillac Seville STS early in this century. Other manufacturers have tried to match it, but have yet to replicate its adeptness.

For diehard luxury performance enthusiasts, nothing less than the CTS-V will do. For those who want to balance luxury, performance and affordability, the CTS Vsport merits your consideration, notwithstanding what some automotive analysts might opine.

2015 Cadillac CTS Vsport

Sticker price from $59,340
Price as tested: $62,280
Seats 5 occupants
3.6-liter 24-valve twin turbocharged gasoline engine
420 horsepower @ 5,750 RPM
430 foot-pounds of torque @ 3,500 RPM
3.70 inches bore by 3.37 inches stroke
Engine compression ratio: 10.2-to-1
8-speed automatic transmission
Wheelbase: 114.6 inches
Length: 195.5 inches
Width: 72.2 inches
Height: 57.2 inches
Passenger volume: 97 cubic feet
Storage volume: 13.7 cubic feet
Towing capacity: 1,000 pounds
EPA: 16 mpg city, 24 mpg highway
Premium grade gasoline
Fuel tank: 19 gallons
Curb weight: From 3,952 pounds
IIHS safety rating: Good
Limited vehicle warranty: 4 years/50,000 miles
Powertrain warranty: 6 years/70,000 miles
Corrosion warranty: 6 years/100,000 miles
Vehicle assembly: Lansing, Michigan

About the 2013 Infiniti M56S

July 26, 2013 by admin 2 Comments

There are two things of note about the 2013 Infiniti M Line that have little to do with the sedan itself. First, the M56S designation signals that this model is the ultimate vehicle in the Infiniti pack. The “S” stands for sport, a model that employs special tuning that sets it apart. Second, the M Line itself is on its last legs (or wheels). Come the 2014 model year, both the M37 and M56 will shared the Infiniti Q70 model name.

2013 Infiniti M56S

Midsize Luxury Sedan

Instead of confusing you about naming conventions, let’s take a look at the car itself. What we have here is a five-passenger, midsize luxury sedan, a rear-wheel drive model with available all-wheel drive. The tested model was RWD and was loaded with both Infiniti’s technology and sport packages, the latter tacking on a bright red “S” at the end of the model name.

This wasn’t the first time an Infiniti M Line model showed up as part of my weekly drive. In 2011, I had the pleasure of driving an Infiniti M37 and I will tell you right off that the smaller engine is really all that you need. It isn’t that the M56 is too much, rather it delivers a level of performance that customers shopping the Cadillac CTS-V series and like models would be interested in.

2013 Infiniti M Line

As has been common for Infiniti, the numerical designation following the letter in the model name tells you about its engine size. The M37 is powered by a 330-horsepower 3.7-liter V-6 engine, while the Infiniti M56S gets a 420-horsepower 5.6-liter V-8. Both are normally aspirated engines and both bang out more power than what most competitors offer.

Each engine is paired with a seven-speed automatic transmission with manual shifting capabilities. Both rear-wheel drive models are outfitted with a pair of magnesium paddle shifters behind the steering wheel.

A powerful V-8 moves the Infiniti M56S.

Styling: Infiniti M56S

You are to be forgiven if you think that the Infiniti M Line is in any way related to the Nissan Maxima. The M comes in about four inches longer, but the architecture is completely different. The Maxima rides on a front-wheel drive platform, the M Line is RWD. The engines are different too with the Maxima getting a 3.5-liter V-6. Some competing brands offer little distinction between standard and luxury models most notably the Lincoln MKZ and Ford Fusion sharing platforms, engines, transmissions and nearly everything else except sheet metal and some interior differences.

The M Line is a muscular sedan with a pronounced grille offset by a pair of flared headlamps. Its hood is low and sleek with dramatic shoulder lines connecting to a sweeping, yet sporty profile. Its roofline recedes into a raised rear deck flanked by wrap around tail lamps above dual exhaust ports. The tested model featured 20-inch aluminum alloy wheels set within Bridgestone Potenza summer tires.

Inside, the M’s cabin is bright and offers adequate room for four passengers or for five in a pinch. The rear center seating compartment has three places for sitting, but the pronounced drivetrain hump makes that middle position uncomfortable for adult passengers on long trips. No, I did not sit there while someone else drove around — years of experience riding in that position has confirmed that for me. But, it is a worthwhile tradeoff when you get the benefits of rear-wheel drive and a big engine.

The interior of the Infiniti M56S is outfitted with semi-aniline leather, found across the seating surfaces, wrapped around the steering wheel and on the transmission shifter knob. Japanese Ash wood trim and aluminum pedals give the cabin an elegant look with automatic adjusting seats and the steering column denoting a technologically advanced sedan.

The instrument gauge features analog oval tachometer and speedometer displays that flank a digital driver information center read out. The expected auxiliary control switches for navigation, climate control and audio are located on the steering wheel. The center stack is dominated by an eight-inch color touchscreen display with a quartz clock and the audio system and climate controls underneath. Unlike some systems, you can access the Infiniti’s infotainment system by touch or by using buttons and dials located beneath it.

—————————————————————————————–

Over-the-Top Infiniti M56S Performance

—————————————————————————————–

View manufacturer details and pricing

Hitting the Road

Cabin amenities aside, a vehicle of the M56S’ stature must be put through the paces to be enjoyed. Those paces are best realized by adjusting the driving mode accordingly. Besides the standard mode, you can select eco, snow and sport modes, the latter for spirited driving. Choose the sport mode and the engine throttle and transmission shift points adjust accordingly. Make no mistake about it: you’ll want to operate the transmission in shift mode to best enjoy its performance capabilities. Automatic shifting is okay, but there is some hesitancy and at times jerking when you floor the gas pedal.

Still, the power underneath the M56S’s hood should satisfy most driving enthusiasts. Marry that to its four-wheel active steering system and sport-tuned suspension and you’ll hug those twisty curves with ease. Moreover, you’ll keep the nanny lane departure warning reminders from chiming. Ignore that feature and lane departure prevention will gently apply the brakes to remind you to stay on course. Yes, you can silence the reminders by holding down a button for a few seconds to send the nanny packing. Rely on your gut, the sedan’s steering prowess and its responsive brakes and you’ll always feel in control of this capable luxury sedan.

2013 Infiniti M56S Competition

Infiniti, the brand, however, has to do more to attract and retain a loyal following. Through June 2013, sales were down by 3.9 percent in an expanding market. Infiniti trails all three German competitors, its two Japanese rivals and is also well behind Cadillac, but ahead of Lincoln. One factor hold the brand back could be its pricing as this fully equipped model came in at just above $70,000, which may explain in part why M Line sales are down by more than 40 percent this year. The market is tough and unforgiving, and dominated by the Mercedes E-Class with the Cadillac CTS, BMW 5-Series and Audi A6 offering intense competition for the Infiniti M56S as well.

2013 Infiniti M56S

Sticker price from $60,600
Seats 5 occupants
5.6-liter 32-valve V-8 engine
420 horsepower @ 6,000 rpm
417 foot-pounds of torque @ 4,400 rpm
3.86 inches bore by 3.62 inches stroke
Engine compression ratio: 11.5-to-1
7-speed automatic transmission
Wheelbase: 114.2 inches
Length: 194.7 inches
Width: 79.4 inches
Height: 59.1 inches
Ground clearance: 5.9 inches
Passenger volume: 103.6 cubic feet
Payload capacity: N/A
Towing capacity: N/A
EPA: 16 mpg city, 24 mpg hwy.
Fuel tank: 20 gallons
Fuel type: premium unleaded
Curb weight: From 4,032 pounds
Vehicle assembly: Japan