From the Fleet: 2012 Infiniti M35 Hybrid

FROM THE FLEET are brief synopses of manufacturer-supplied rides that happen to end up in my laneway – JL The auto industry’s recent niche-within-a-niche product strategies have left us with some weird and quite often oxymoronic mutant forms of four-wheeled transportation. Strange car type combos like “four-door coupes” and “sports activity vehicles” come immediately to mind. As do “performance hybrids”, like this new-for-2012 Infiniti M 35 Hybrid. The $67,300 hybrid version of the Nissan premium brand’s mid-size, five-passenger luxury/sports sedan is priced between the base M 37 V6 and top-line M 56 Sport V8 gas models—also new this year. And like its nearest rival, the soon-to-be-upgraded $71,750 Lexus GS 450h, the M hybrid’s intention isn’t to bloat up Infiniti’s sales numbers, but one of seeding the idea that there are more Infiniti and Nissan hybrids coming down the chute. But, for now, can the hybrid M pull off the quite contradictory acts of both economy and performance car? P2160666The “hybrid” part of the Infiniti can mainly be found in its seven-speed automatic transmission housing. Therein lies an electric motor instead of a traditional torque converter. To change gears and switch back-and-forth between electric and gas-engine modes, there are two clutch sets—a dry unit between the engine and electric motor and a wet one behind the transmission. Other than that—and obligatory regenerative-energy braking system and a few dash displays to tell you how its all works—Infiniti has gone out of its way to make the hybrid version look and feel like a gas M. For the most part, it’s a success. In a segment dominated by the rigid Germans, the M is a more sensual offering. Inside and out, it’s more like a Jaguar that doesn’t break and holds its residual value. And despite the “hybrid” badging, Infiniti has maintained the M’s lively and communicative steering, and firm, sports sedan ride. The M 35 Hybrid’s 360 hp and 258 lb-ft of torque from the electrically-aided 3.5-litre six gas unit makes 0-100 km/h in the under-six-second range: quick enough for most green-and-mean drivers. So far, so good. But like other “performance hybrids” (i.e. the BMW 7 Series and said GS), trying to do two things at once, there are compromises. And it’s mainly in the details where the Infiniti hybrid disappoints. P2160672Whereas the gas Ms’ drivetrains exudes smoothness and refinement, the Hybrid struggles at times. The coordination between the two clutches and drive modes can make for some jerky gear changes as the two systems argue who’s in charge. And the extra weight caused by the e-motors and batteries (1,815 kg vs. 1,750 for a M37), means the M hybrid sedan is a bit sloppier in the comers than its leaner gas versions. There’s no all-wheel-drive available, like the M 37 and M 66. The trunk space drops, because of said batteries. And while I had a few guilt-free “battery-only” kilometres of driving, frankly, my as-tested fuel economy for the week I had the car (in mostly hybrid-friendly urban environs) was a disappointing 9.8L/100 km—far off the car’s 7.5L city and 6.1L highway ratings. Not exactly a ringing endorsement, eh? Unfortunately, Infiniti's "performance hybrid" ends up relegated to the proverbial rock-and-a-hard-place these automotive oxymorons typically find themselves: driving enthusiasts will be happier is they just stick to the slicker gas-powered Ms; and tree-huggers (if they really want to give the impression thay are trying to save the planet) should look at a Nissan Leaf electric vehicle, or simply a more fuel-efficient gas car. I keep being told the “electrification of the car” is “the future”. I just hope it takes less time than the 125 years of gas engine development for that future offer the same level driving refinement.

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