Hybrids have become a part of the automotive landscape for nearly 15 years, but they’re generally the kind of vehicles we hate getting stuck behind on the highway. Insert your own Prius driver joke here.
But the M Hybrid, Infiniti’s first such vehicle, looks to change all that.
What is it?
Actually, the M Hybrid is Nissan’s first stab at developing its own hybrid system and it’s a far cry from the slow-selling, limited market Altima Hybrid the automaker offered until last year. Alternatively referred to as both M Hybrid and M35h, the car’s identity seems to be a little confused – but its mission in life is clear: To bridge a gap between M37 and M56 and to expand Infiniti’s efforts to move upmarket away from a primarily G-focused lineup.
Visually identical to the M37 and M56 that have been on sale for a little over a year, the M Hybrid promises V8-like power with V6-like fuel economy. It’s a promise that has been made by more than one automaker, but, as Guinness has proven, the M Hybrid has the stats to back up its claims. And at 27/32 mpg, it isn’t a big guzzler at the pumps – at least by class standards.
Any breakthroughs?
The M’s shapely hood hides an Atkinson cycle 3.5-liter V6 mated to an electric motor installed in parallel between the engine and transmission that, when combined, crank out 360 net horsepower. More importantly, the gas engine puts out 258 lb-ft. of torque, while the electric motor adds 199 lb-ft.
Instead of the high-strung continuously variable transmissions so many automakers love to use with hybrids, the M features a sophisticated seven-speed unit.
Add in “normal” hybrid do-dads like a lithium ion battery, regenerative brakes and some aerodynamics-enhancing underbody work. Our tester was equipped with an additional $2,000 package that brought with it a unique bodykit designed to displace air even better.
What’s it look like?
Badging aside, M35h is essentially identical to the standard M37 and M56, both of which feature flowing lines penned by designer Takashi Nakajima. Infiniti is unique among Japanese premium brands in that it is proud of individual designer accomplishments; Lexus and Acura rarely, if ever, single out designers when speaking of their work.
And we think Nissan is justified in boasting about Nakajima’s work. While the swoopy design won’t be for everyone, it is both sensuous and seductive from nearly every angle. We especially like the M’s tail and rear three-quarters views, which show off an attractive C-pillar reminiscent of postwar Jaguars. Up front, M’s fascia is a little busy and its nose is a tad droopy, but the bulging fenders are more toned down here than they are on the G.
Unlike the “less is more” trim designs found on German rivals like BMW and Mercedes-Benz, the M positively flaunts its curviness like a plus-size model. While that might sound like faint praise, the M35h tips the scales at a fairly modest 4,129 lbs. and it features nearly perfect 51/49 weight distribution. A plumper it ain’t.
And on the inside?
Here’s where Infiniti’s newfound attention to detail is most obvious. A dual-cowl dashboard and a myriad of buttons marks this as an Infiniti product, but the difference is in the… details.
Our tester was optioned up with a $3,800 Deluxe Touring Package, a pricey upgrade that we know we couldn’t live without. Japanese White Ash wood trim adorns nearly every surface. Blessed with enough genuine powdered silver to stir the loins of any prospector among us, the trim is simply ravishing in the way it fades between light and dark surfaces. Add to that luxurious leather trim, a suede-style headliner and a grippy four-spoke steering wheel that rivals anything BMW has to offer and there’s clearly much to like about this interior.
That package also brought with it a so-called Forest Air system that, once the desired interior temperature has been reached, sends additional cold or warm air to passengers in pulses to simulate a breeze you might feel on a nice hike through a forest. Our skepticism nearly got the best of us, but we were pretty impressed with the way it seamlessly distributed air through the cabin.
Above those national park air vents in the center stack sits a big high-resolution display with Infiniti’s standard infotainment software aboard. But a few new screens have arrived to help drivers monitor the hybrid system’s operation. We were most intrigued with a neat EV trip odometer that measures how far drivers have moseyed on solely electric power.
But does it go?
Plug your ears and, yes, Virginia, you might very well be convinced that there’s a V8 under the M35h’s bulbous hood. In fact, you might very well think that a pair of turbochargers are along for the ride, so prodigious is this big four-door’s torque curve.
Power throughout the range is superb, especially in terms of immediate tip-in and mid-range response, the two areas where the electric motor’s instant-on torque really makes its presence known. All this grunt is aided by a snappy-shifting seven-speed automatic. We saw little use for its manual-style gate since it seemed always to be in the right gear, although we did appreciate the sport mode that holds gears longer for aggressive driving.
We were easily able to sustain urban and suburban speeds on electric power alone. Once the battery – which takes up a lot of trunk space – is close to depletion, the gas engine almost silently kicks over. An Eco mode makes it harder to accelerate fast to reduce fuel consumption.
M35h is more than just a straight-line rocket, although it lacks the lithe feel of its G sedan little brother. Steering is light but delivers good, linear response and a neutral feel, something we haven’t felt on some German rivals recently. But the ride is tuned more for comfort, which means the M35h wallows a bit in curves. Grip from the rear wheels – M35hs are rear-drive only, unlike their M37x and M56x showroom-mates – is good, although our tester’s Michelin Primacy MXM4 tires were clearly chosen for their smooth ride and low rolling resistance.
Braking was another strong point. While most hybrids feature what we’d best consider “wooden” brakes thanks to their regenerative systems, the M35h’s four anchors brought things to a stop with minimal drama and a natural feel.
But M35h was best on the open road, where it proved an arrow-straight highway cruiser easily capable of netting 32-33 mpg. Around town, we saw that figure drop to around 28 mpg, although we admit that we probably spent more time trying to up our figures on the car’s EV odometer than we should have. And that’s just what Infiniti wants drivers to do.
Why you would buy it:
You want to have your cake and eat it too. In this case, the dessert is carrot cake. It counts as your vegetable serving, right?
Why you wouldn’t:
If your knees tremble at the scent of eau de diesel, you should probably find something with a three-pointed star.
Leftlane’s bottom line
Infiniti proves that it’s possible to be a hedonist while using a bit less gas with its M35h. As usably fast – and perhaps moreso – than similar four-door luxury sedans that don’t even net 25 mpg on the highway, the M35h is perhaps the first hybrid we’ve ever fallen in love with.
It ain’t cheap and it won’t save the world, but there’s plenty to enjoy about this relatively low guilt sedan.
2012 Infiniti M35h base price, $53,700. As tested, $67,955.
Technology Package, $3,000; Deluxe Touring Package, $3,800; Trunk Mat, $200; Illuminated kick plates, $360; Aerodynamic kit, $2,000; Premium Package, $3,350; 18-inch wheels, $650; Destination, $895.
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