Lookie here, when you have over 400 horsepower, people are going to notice. Hushed whispers, raised eyebrows and pretentious scorns will abound. And when the launch of your halo model echoes with words like ‘sporty' and ‘dynamic', there's no fooling anyone about your aspirations — you're gunning for the Germans.
So Infiniti's 2011 M saloon comes with a V8 that's bigger than any rival's, and enough styling tucks and creases to fool an untrained eye into coupé perceptions. Basically, Infiniti thinks it's onto a bit of a four-door sportscar. But to claim that mantle it first needs to stave off the originators of the genre; Merc's E-Class and BMW's 5 Series, both housing menacing V8s. Leather, luxury and "Mine has more buttons than yours!" take a back seat, as we argue which of these limousines isbest to drive.
Sony's Infiniti
The Infiniti M45 was arguably one of the ugliest saloons in any class. And this is not a subjective observation. You'll be hard-pressed to find someone who thinks otherwise. No wonder then, that despite all the power and technology packed into it, the model didn't take off in any market. Infiniti has clearly put in a lot of effort into getting it right in the looks department, as the 2011 M is a huge improvement over the model it replaces. Drawing heavily on the Essence coupé concept shown at Geneva last year, the new M's dramatic, swooping lines that rise and fall along its side make it one of the most striking and distinctive saloons out there. Looks like the much wider grille and the slim, flowing headlights, both inspired by the concept, are now going to be family traits shared by all models across the range. The same wavy theme is carried forward into the M's interior as well, which is awash in high-quality leather and wood, giving the cabin a decidedly upmarket feel. However, the buttons and knobs — there are plenty of those in there — have been taken from the Nissan parts bin and appear a bit tacky for a luxury saloon that's taking on the best from Germany. The Mercedes has the most elegantly laid out cabin among the three, and the BMW the most solid, but none of the Teutons are anywhere close to the Infiniti in interior space, especially the rear legroom.
As you'd expect from a Japanese luxury car, the new M is loaded to the hilt with technology. An 8in LCD screen takes pride of place in the M's dashboard, acting as the interface between man and machine. Of the umpteen hi-tech novelties crammed into the car, the most noteworthy are blind spot intervention and lane departure prevention, an evolution of the already common blind spot and lane departure warning systems. These new systems essentially go beyond just alerting you by intervening in case the driver does not heed the warnings. Although it looked like just another gimmick to us, the Forest Air system promises to take away unpleasant odours from the interior and to make the airflow similar to a natural breeze. Honestly, we couldn't tell the difference.
The 2011 M is available in two variants, the M37 and the M56. The M37 gets the 3.7-litre V6 unit that does service in the G37 and Nissan 370Z. But the car we tested, the M56S, had the mammoth 5.6-litre V8 that's under the QX56's bonnet as well. The version available in our market is good for 402bhp, a good 18bhp less powerful than what Americans get in their Ms. We don't know why. But what we know is even 402 horses are mighty good for a car this size, and the engine works a treat together with the seven-speed auto tranny that features rev-matched downshifts. But, despite having so much power on tap, the Infiniti doesn't feel as quick as the other two cars. Even when you floor it, it doesn't leap forward in an explosive surge. It's like it wonders what to do for a moment before abruptly setting off.
There are four driving modes to be chosen via a dial on the centre console, and it goes without saying that we didn't even try Snow, Economy or Normal and left it in Sport right on through. The new M doesn't disappoint in the handling department either. It feels planted around corners and predictable, with the active trace control (Infiniti's way of saying traction control) system kicking in by applying selective braking and modulating torque. The 4-Wheel Active Steer system, which is standard in the Sport package, steers the rear wheels in phase with the front wheels depending on the car's speed. The double-piston shock absorbers in the Sport version control damping force in accordance with input from the tarmac. And passing information from the road to the steering is something which the Infiniti does fairly well. We only wish the steering wheel was a bit smaller than it is now. We'd have given it good marks for driving dynamics as well, but too bad then it had to be tested against the new 550i, which is probably the best-handling saloon ever. But where it loses to the other two cars, it compensates with the luxurious ride quality in highway cruising… And the price. At Dh239,000, the M56S is a steal if you're looking at a supremely comfortable luxury saloon that handles decently.
Infinite detail
- Engine block uses ladder frame construction for extra rigidity and features molybdenum-coated lightweight pistons.
- The Sport edition gets large20in five twin-spoke aluminium alloy wheels.
- Doors are constructed from lightweight aluminium.
- New double-piston shocks provide a high damping force at low frequency vibrations .
- Roomy cabin is the most spacious in class.
Specs & ratings
- Model M56
- Engine 5.6-litre V8
- Transmission Seven-speed auto, RWD
- Max power 402bhp @ 6,000pm
- Max torque 565Nm @ 4,400rpm
- Top speed NA
- 0-100kph NA
- Price Dh239,000
- Plus Powerful engine, smooth ride, lots of space
- Minus Not the best handler
Dejan's Bimmer
BMW is preparing a 555bhp M5, whichwill be the culmination of 25 yearsof hard graft, making inconspicuous family haulers devour mountain passes withthe insatiability of Homer meetinga doughnut.
It will be mega, no doubt, but in the meantime you'll be quite content with a 90-degree V8, 4.4-litres in volume stuffed full of air by a twin-scroll turbocharger and fed by direct fuel injection. Honestly. So think of this 550i as a detuned M, one with 407bhp, or 13 horses more than an E39 M5. We've come a long way since the E39 was considered the ultimate sports saloon and up to this point, when we're all eagerly expecting an M with over 160 extra horses.
The handling characteristics are as close to neutral as a 1,830kg lump of front-engined metal can get. Which makes it staggeringly good. The 550i is a sportscar disguised in a 4,899mm long and 1,860mm wide four-door body. With aluminium suspension and anti-squat and anti-dive gubbins, the big BMW takes your favourite strip of tarmac and stretches every straight, widens every turn, and neatly dials in camber that sucks you in towards every apex. You'll carry extra speed absolutely all over the place, the body levitating parallel to the ground like a Maglev train without any roll. And even BMW's previously rubbish electric servotronic steering system is finally becoming spot on.
The point of no return pretty much doesn't exist with this car, whether you're in Sport or Sport+ mode; the 245/45 R18 tyres simply dig for grip until the world is too much of a blur and sanity prevails, lifting your foot off the throttle a smidgen. And when you do open the trumpets again, the turbo lag is nowhere to be found as 600Nm of torque try to twist the super-stiff chassis out of shape from 1,750rpm. The engine is just blinding, coming on tap in an instant and rubbishing any claims of sacrilege since M saloons went turbo. Sure, it doesn't scream like a slant-six or a free-breathing V8, but the flexibility is such that I simply can't remember a time when 407bhp ever felt like you had a hundred more. No matter where you are, you're in the power band, and no matter what the speedo says, forget the 374mm front brakes and just turn in… You'll make it.
And just to remind you, we're talking about an inconspicuous family car here, with a 2,968mm wheelbase and 520-litres of luggage room, not a sportscar. Yet the chassis is the undeniable star of the show; composed, communicative, cooperative and remarkably able. Which naturally means it's useless at damping potholes or speedbumps and keeping your mochaccino in the cup. With lo-pro run flats — which are pretty quiet by the way — the BMW can't hold a candle to the Infiniti in ride comfort. Even the Mercedes, with its 18in rims, just points and laughs as the 550i struggles to stay together over some cobblestones. The rear passengers will also hate you for stuffing them into the tiny space, or attempting to. In terms of no-nonsense luxury cruising, the BMW loses out in every respect. But Munich obviously doesn't care, otherwise it wouldn't sacrifice so much for the sublime dynamics. BMW wanted to redefine handling in the segment, raise the bar so high, the other two wouldn't reach it if they stood on top of one another.
So it's simple. Stop having your coffeeto go, and start driving.
The Sixth five
- Sixth generation 5er uses high precision injection and clever valvetrain to better use the 407bhp.
- Front suspension is double track arm — remarkably responsive and looks like Ford's Revoknuckle to us...
- Excellent chassis aided with aluminium construction: doors are all made of the alloy, as are the front wings and the bonnet.
- The integral-V rear axle is superb for putting the power down safely. Not so good at ride comfort.
- Sloping roof line robs space.
Specs & ratings
- Model 550i
- Engine 4.4-litre V8 turbo
- Transmission Eight-speed auto, RWD
- Max power 407bhp @ 5,500rpm
- Max torque 600Nm @ 1,750rpm
- Top speed 250kph
- 0-100kph 5.0sec
- Price Dh340,000
- Plus Phenomenal chassis, masses of torque
- Minus Stiff ride, lack of room
Imran's Merc E500
I am a technophobe, and a big one at that. If I cannot operate something within two minutes, I want to break it. Imagine then how I felt when I stepped into the interior of the Mercedes-Benz E500 — a car loaded with a standard spec sheet probably the length of Shaikh Zayed Road. But the good news is I don't need to worry about all those gizmos and witchcraft that make amazing things happen, like heating, cooling and massaging my bottom.
We expect plenty of toys, luxury and refinement from a Merc. But do we expect 383bhp from 6,000rpm, 530Nm of torque from 2,800rpm and 0-100kph in 5.2 seconds from a four-door executive saloon?
This rear-wheel drive cruise missile has a 5.5-litre V8 with a seven-speed gearbox making it one lethal machine. Given enough road, it will go on to reach a limited top speed of 250kph. And it will get you there in total peace and quiet. So much so, that you're often wondering if the engine hasn't cut off. Most cars will rattle and vibrate at idle, but the E500 is not like most cars. You can hardly hear the engine and that helps bolster the sense of opulence and luxury that distinguishes it from its rivals. The seven-speed does not need to hunt around as some gearboxes with as many cogs do. It simply picks the correct gear and sticks with it, and does so extremely smoothly.
It glides along like it's rolling on silk and the steering has a wonderfully oily slickness that only Mercedes can produce. Keeping you moving in supreme comfort is the direct control suspension with a selective damping system, which automatically adapts to any driving situation — a neat function for poor road surfaces. The airmatic air suspension automatically influences the effect of the shock absorbers on each wheel and adapts them to the current road, load and driving characteristics.
You can also manually switch between a comfortable and sporty setting which fine-tunes the suspension, steering and throttle response for the latter option. The direct-steer set-up with speed-sensitive hydraulic rack and pinion steering is extremely crisp and you hardly need to move the wheel to turn the car. There is no need to white knuckle it while the road feedback is exemplary.
I particularly like the brushed stainless steel sports pedals with rubber studs. They serve as a reminder that this isn't just a luxury car — it can take off like a dragster. And take off from the lights is what it does best. Floor the accelerator and prepare to be flung back as the V8 roars angrily into action. It becomes more vocal when worked hard, and it sounds nothing short of amazing. That raspy roar from the twin exhausts, in polished stainless steel, is perhaps one of the best sounds you are ever likely to hear. Suddenly, everything is a blur, but be careful, before you know it you could be clocking up speeding tickets at a rate of knots. It surprises you with its agility and dynamic handling and is fairly planted when you fling it into the corners. Once you realise it actually relishes them despite some body roll, and gain confidence from its grip, you begin to hunt down as many twisties as you can find.
The body tries hard to maintain an even keel but there is not even a hint of a creak or groan if you race over potholes.
It's a treat to be in, as elegant as can be and provides an ambience of absolute pleasantness. The instrument panel is clear and easy to read so you can focus on driving. A delightful mix of wood and leather upholstery, with little bits of chrome, set it all off superbly. But the sporty AMG styling package makes it a treat on the outside too. You get front and rear aprons and side skirts, 18in six twin-spoke AMG alloys, a lower slung chassis and perforated front brake discs, along with Mercedes-Benz lettering on the callipers — which actually deliver tremendous stopping power rather than just looking good. The looks may have changed a little, but the core values remain. It still features a strong profile and rising side line, that distinctive V-shape front and a muscular tail end. It's engineered like few other cars in the world and it delivers high levels of stylish design and performance that will leave you breathless.
Class act
- Exterior has a low 0.25 drag coefficient. Body is 30 per cent more rigid than previous gen.
- Optional AMG sports package, includes front and rear aprons, side skirts and 18in six-twin-spoke AMG light-alloys.
- Hold function stops you from rolling forward if you take your foot off the brake.
- The rear-axle subframe is made of high-strength steel.
- Rack and pinion steering with a variable ratio improves response.
Specs & Rating
- Model E500
- Engine 5.5-litre V8
- Transmission Seven-speed auto, RWD
- Max power 383bhp @ 6,000rpm
- Max torque 530Nm @ 2,800rpm
- Top speed 250kph
- 0-100kph 5.2sec
- Price Dh275,500
- Plus Looks, drives and sounds awesome
- Minus Down on horsepower
Verdict
If you're buying a large saloon with a top-of-the-range V8, then chances are you like power. And if you like power, you realise that it's useless without a harness.
That's why we focused so heavily on performance and control in this shootout. Big engines mean big speeds, and nothing is worse than handling akin to a beached whale while the brochure makes empty promises of ‘a sportscar in a saloon body'.
All these cars' brochures actually do make those promises, but only one keeps its word. The BMW has a remarkable chassis, with loads of feel. Driving the 550i really is a two-way road, where you constantly communicate with the car.
It inspires so much confidence, rewards smooth driving, and plummets towards the horizon with such ferocity, that you'll be tempted to buy some M badges in Karama and stick them on the boot lid. Honestly, if next year's M5 is only 10 per cent better than this, oh boy… Hold on to your pants! It wins, with the Mercedes a close second because as good as the E500 is, it will never catch the Bimmer with a 24bhp deficit and lack of proper feel. The Infiniti is languishing somewhere at the back in driving dynamics, but its passengers will be happiest once the sprint turns into a cruise.
