2011 Porsche Boxster Spyder

A playful companion with razor-sharp claws

"More for Less." It's the call to prayer of every car salesman to ever don a plaid jacket. Guys with sturdy names like Wally and Chuck would stop dead in their tracks and tell Porsche "Pal, this Boxster Spyder thing, you're all upside-down." You see, with the 2011 Boxster Spyder, Porsche has inverted the polarity on "more for less." You pay more but get less.

The Boxster Spyder has a high-performance mission: It's a race car that doesn't need a trailer. Porsche undertook a lightening program that started with a Boxster S and stripped a slew of equipment, lowered the suspension 3/4 of an inch and substituted aluminum for steel where possible in the body. One-hundred seventy-six pounds later, you've got a Boxster Spyder; lighter, lower, sharper. Has it worked for Porsche to go the Lotus route of obsessive weight reduction? Find out after the jump.

Here's some clarity: this car is not for you if you just want to putter around with a crest on the hood and a flat six behind you. The Boxster Spyder is a serious piece, and if you want a cushy Boxster, the S is your ride. The Boxster Spyder disquiets those who don't understand. Yes, it's the top of the Boxster model range, but there is no radio, or air conditioner, and door pulls are reduced to cloth straps. Those of you expecting a range-topper with a $61,200 base price to be the traditional full-boat option-mobile will need to re-center. Simply put, the Boxster Spyder is for motorsports.

Modern technology – and Porsche's in particular – is so good that the Boxster Spyder can serve as a day-to-day car, too. Back in the time of the Boxster Spyder's spiritual predecessors, the 356 Speedster and 550 Spyder, lumpy, idle-averse camshafts and finicky dual carburetors were the price you paid for performance. Instead of all that ruckus, the 320-horsepower 3.4-liter flat six in the Boxster Spyder is wonderfully flexible, happy to loll along in sixth gear or go roaring off for redline. Maximum horsepower happens at 7,200 rpm, and the full 273 pound-feet of torque punches in at 4,750 rpm. Though the powertrain doesn't feel peaky or high strung, there is a distinct determination that kicks in above 4,000 rpm, the result of the Variocam Plus variable valve-timing and lift system doing its thing. The engine also has the classic Porsche-six snarl that adds to the thrill of running through the gears. Fuel economy turned out to be an entirely reasonable 23 mpg despite a week of redline shifts. Weight reduction doesn't just aid performance.



Numbers freaks will note that the PDK gearbox is the one to have for extracting absolute speed from the Spyder. Equipped with the traditional manual, the run from zero to 60 mph clocks in at 4.9 seconds, while the PDK drops a tenth off that figure. Springing for the Sport Chrono Package Plus shaves the PDK's run to 60 even more, down to 4.6 seconds and costs you $1,320 extra. Fine, it's quicker with PDK, but the joy with which Porsche's traditional six-speed manual transmission operates, finding perfect synergy between road, man and machine, is worth a few tenths. Simply put, a manual-transmission Boxster Spyder on a windy road is revelatory.

There is an irony to Porsche charging you extra to add back some of the things you've already paid to have removed. Air conditioning, for instance, is stripped out of the standard Boxster Spyder, though Porsche will gladly charge you $1,760 for automatic climate control. You can liberate plenty of money from your wallet by ticking off option boxes. You'd expect performance upgrades, and Porsche delivers with choices like the $8,150 Porsche Ceramic Composite Brake option that puts the stoppers of God under your foot, though the standard braking system with its four-piston calipers rendered in solid aluminum and sporting 12.52-inches in front and 11.77-inch rear rotors is no slouch. An optional Sport Exhaust System puts $2,500 worth of vocal harpies in the tailpipe, as well.



What is more surprising for such a racy car is the healthy list of appearance options for both the body and the interior. Some are purely functional, like a fire extinguisher for $140, but others are rather nonsensical, like spending $690 for white gauge faces, $1580 to trim the seats to match the exterior or another $500 to get the mirror mounting points painted to match the body color. Of course, Porsche is happy to separate you from your cash, and since the Boxster Spyder's mission is so hardcore, the high price of frivolities is like a sin tax for putting comfort over speed. Complaints miss the point; all the comfort you want can be had in the Boxster S. The Boxster Spyder's peer group includes cars like the flyweight Lotus Elise, and even with no options, the Porsche is a luxury liner when compared to that car.

For full weight savings, leave all the option boxes unchecked, though even modern race cars have climate-controlled cabins. The Boxster Spyder's roofless design may mitigate some heat buildup, but a sunny day at Laguna Seca is still going to steam your Nomex. The Boxster Spyder we drove was equipped with air conditioning and an audio system with CD player, auxiliary input, and Bluetooth phone integration. Cruise control was also part of the options list – all welcome features as the Boxster Spyder took on the role of commuter car.



Sport seats with snug bolstering and carbon fiber seatbacks are standard in the Spyder. They're exceptionally comfortable for some, aggressively snug for many, and could use a few more degrees of seatback angle adjustment. You sit bolt upright in the Boxster Spyder, and you stay firmly in place, so stay out of the Golden Corral. The seats hug snugly to counteract the cornering forces the Spyder is capable of generating, and they're brilliant at it. Applying the brakes puts the rigid calipers to use converting kinetic energy to heat. The PCCB option can withstand the most abusive braking you'll ever dish out, but the standard system isn't deficient at shrugging off velocity in its own right. Braking is strong and you can control it so finely with small movements of your foot that most other cars feel exceptionally sloppy. The Boxster Spyder's brakes are as quick at what they do as the chassis and powertrain.

A source of scorn is the lightweight top that the Boxster Spyder comes with. You do get a cool-looking double-bubble decklid which changes the visual character for the better when going roofless, but the rest of the weather protection setup has drawn ire. Get over it. The folding top in the standard Boxster is there for you lazy types, and it goes up and down in 12 seconds with the press of a button. The Boxster Spyder carries a wonderfully Germanic manual top that includes a bow with index pins, a fabric roof panel, a vinyl back window that snaps in and requires you to loop a cable around eyelets and apply tension with a big red lever. It's a head-scratcher at first, though raising and lowering the top becomes a quick process after you do it a couple times, and Porsche has provided a cleanly integrated area under the rear lid to stow all the pieces. This is simply a car that makes you work at some things, and sealing out the elements is one of them.



Cornering is the Boxster Spyders's strongest suit. Granite-solid stability breaks away progressively when you've reached the limit of the Pirelli P-Zero rubber. That limit, by the way, is higher than can be sanely explored on most public roads. The steering is rack-and-pinion via chatterbox without excessive weighting or kickback. While the standard Boxster Spyder wheel and tire package shares the same 19 inch diameter as the Boxster S, the Spyder uses lightweight rollers that are wider, fitting 235/35 ZR19 tires under the front end, and 265/35 ZR19s out back, and also running lower pressures than other Boxsters for better performance. For handling precision, and that whole man-machine synergy thing, it's all but impossible to top the Boxster Spyder. The Sport Chrono Package on our Boxster Spyder, which translates to a "Sport" button at the base of the center stack, further sharpens the already-exceptionally responsive throttle. The engine's flexibility and instantaneous response makes everything else seems half-asleep by comparison. Thank the sky-high 12.5:1 compression ratio made possible by the Direct Fuel Injection.

The brilliance in what Porsche has wrought with the Boxster Spyder isn't just its impressive abilities, but in the car's approachability. Your mother could drive the Boxster Spyder, though she'd despise the seats and just forget about the top. Average drivers will never know what a pavement-eating animal the Spyder can be, and enthusiasts with half an idea of where the line through a corner is will feel like Walter Röhrl.



The Boxster Spyder is Porsche's best chassis. Choices are thin on the ground for cars that handle as accurately without bad habits, and the Boxster Spyder is a pussycat despite the way it claws the asphalt. If your weekends are filled with cones and apexes, your track-day car has arrived. Oh, and you can putter around in it in between races.

2011 GMC Sierra 3500HD SLE

Looks The Same Yet Is Anything But

2010 has been a banner year for heavy-duty pickup truck fans, with revamped entries from all three U.S. automakers making their debut this year. Of those, the HD pickups from both Chevrolet and GMC received the most subtle exterior updates, but virtually everything under their skins is new, including a heavily revamped version of the company's 6.6-liter Duramax diesel V8.

When it comes to full-size pickup trucks, the old Burger King tag-line of "Have It Your Way" still rings true. Regardless of where your brand loyalty lies, these types of trucks are available with either gas or diesel engines; as regular, extended or crew-cab and with regular or long beds. All you have to do is figure out what you need the truck for and then check the appropriate boxes on the dealer's order sheet. Somewhere in the middle of this cacophony of choice lies the 2011 GMC Sierra 3500HD.

For 2011, the only notable visual changes to the heavy-duty Sierra are a slightly re-shaped front bumper with a larger air intake slot and a new grille. The grille on non-Denali Sierras like our tester receives a black, three-bar treatment with similar perforations to the chromed, four-bar version found on the premium truck. The rest of the sheetmetal is carried over from the GMT900HD styling that's been around since its debut in 2008, which is not necessarily a bad thing.

The overall appearance of the Sierra is more subdued and mature than the big rig look of the Dodge Ram HD or the Tonka motif of the Ford Super Duty. This is, after all, the "Professional Grade" choice. While we like the in-your-face designs of the Ram and Ford, customers choose heavy-duty trucks because of their capability; aesthetic decisions tend to be secondary. Thankfully, every heavy-duty truck on the market offers tremendous capability, including the HD Sierra, which we got to evaluate first-hand during the official launch event a few months ago, including payload hauling and towing.



There are two main types of customers for full-size trucks: commercial operators who buy them to haul tools and equipment, and personal use customers who are usually interested in towing. For the latter crowd, GM offers an interior with two front seats and a large center console to go with a more upscale looking (if not feeling) dashboard. In contrast, our mid-level SLE crew-cab example had what GMC calls its work truck interior, which features a simpler and decidedly cheaper design made entirely of hard but not shiny plastics with plenty of seams and large gaps.

The underside of the work truck dash goes straight across, freeing up plenty of room for a third pair legs in the middle position. In order to accommodate the central passenger, the Sierra HD uses a 40/20/40 split-bench seat up front. Our tester's seats were covered in durable-looking beige fabric, and we actually found the front outboard seats to be more comfortable and supportive than the seats in the Ford F-450 we recently reviewed. The second row bench seat also offers plenty of leg, head and shoulder room for three adult passengers. Despite the low-rent dash and seating configuration, the model we reviewed was actually better equipped than most trucks that are sold to fleet operators, which often have manual crank windows and door locks.

Our Sierra HD tester also included automatic dual zone climate control, four-wheel drive, power adjustable pedals, redundant steering wheel controls and a USB port to plug in an iPod or phone. While there was no on-board map-based navigation system, every new GM vehicle has a GPS receiver and cellular radio as part of the standard OnStar system. Subscribers can press the button on the rear-view mirror to call an OnStar operator and have turn-by-turn directions for a destination downloaded to the vehicle and then displayed in the instrument cluster. That rear-view mirror also contains an embedded LCD to display the output from the rear-mounted camera, something that should be standard on any vehicle this large.



Our one-ton Sierra 3500HD came equipped with GM's highly respected 6.6-liter Duramax diesel V8, which recently celebrated its 10th anniversary of production. The 2011 edition of the Duramax diesel has undergone its most extensive update since it debuted, and like other contemporary oil-burners, it's now vastly more refined. In order to meet the latest federal emissions requirements, the Duramax now uses a high-pressure common rail injection system, particulate filter and urea-injection system. Thanks to its ability to execute multiple fuel delivery pulses per cycle, the new injection system eliminates most of the clatter people have come to associate with diesel engines, leaving just an aggressive V8 exhaust roar emanating from the huge tailpipe when you step on the go-pedal. Power numbers are pegged at 397 horsepower at 3,000 rpm and 765 pound-feet of torque at 1,600 rpm. That's a 32 hp and 105 lb-ft improvement over last year's model – enough to initially best the Super Duty's Power Stroke diesel, though Ford has since rolled out a software reflash that ups its diesel to a nice round 400 hp and 800 lb-ft of torque. Buyers probably won't notice the difference in power between the two engines and are likely better served judging each on its demeanor in real world driving situations.

We didn't get a chance to tow anything during our week with the Sierra, but like all of the big trucks it has a tow-haul mode to manage vehicle speed when descending a grade. Diesel-powered GM trucks incorporate a unique smart exhaust gas braking system when the cruise control is engaged to adjust the variable vanes in the turbocharger, thus managing the exhaust back pressure so that vehicle speed is maintained without having to use the brakes at all. If you are planning to do some heavy lifting, the diesel Sierra 3500HD with a single-wheel rear axle has a payload capacity that maxes out at 4,165 pounds, and towing with a ball hitch tops out at 13,000 lbs.



The Sierra 3500HD, as well as its Silverado counterpart, is available in two bed lengths: a 97.8-inch box that's only offered with a dual rear-wheel axle and a standard 78.8-inch box with a single-wheel rear axle like our tester. Compared to the duallie F-450 we recently tested, the single-wheel Sierra is much easier to drive around town, leaving some space within the lane on either side of the truck and dramatically reducing the risk of running over curbs while turning (Ford also offers a single-wheel rear axle F-350). Despite weighing 6,573-pound, our Sierra HD can also accelerate to 60 miles per hour in under eight seconds. One feature unique to Ford trucks that GM should incorporate is a tailgate step. These are big machines and having a step that slides out of the the tailgate makes climbing into the bed a less back-breaking affair.

When we first drove the Sierra a few months ago in Maryland, we were impressed with its ride quality on the state's relatively smooth roads. However, the real torture test for any vehicle comes when it hits southeast Michigan, and the Sierra HD lived up to our earlier impressions. The ride certainly isn't Buick smooth when driving around unloaded, but it's far better than we expect of a truck with a two-ton payload capacity. During one particular hard launch with no load in the bed, the Sierra HD's new asymmetrical rear leaf spring suspension ensured there was no axle tramp, even when accelerating out of a bumpy corner. However, the biggest dynamic advantage over similar Ford models is the Sierra's steering. Where the Dearborn truck feels both over-boosted and slow with its five turns from lock to lock, the GMC tiller has a bit of heft even if there isn't much feedback, and turning lock to lock takes only 3.5 turns.



The EPA doesn't publish fuel economy estimates for vehicles with a gross weight rating over 8,500 pounds, but we managed to achieve impressive results with the Sierra HD: 13 miles per gallon during our week of mostly city driving, while our 120-mile drive across the highways of Maryland in June with 3,000 pounds of ballast returned nearly 20 mpg. The single-wheel, crew-cab, four-wheel-drive Sierra 3500HD SLE starts at $40,485 and the options list on our test truck brought the total tab to $53,495 delivered.

Despite its newfound refinement, the 2011 GMC Sierra 3500HD still isn't a truck we recommend as an everyday personal-use vehicle unless you live on a ranch. It's just too big and clumsy to maneuver for that, like the proverbial bull in a suburban china shop. That said, the single-wheel axle Sierra 3500HD is a much more manageable beast to maneuver than any duallie HD pickup. And for those who need a heavy-duty ride, it's just one of the many excellent flavors that's new this year.

2011 BMW 550i

The Redesigned 5 Series Becomes A Baby 7 Series




More than one mile above sea level, located in the heart of Sequoia National Park, is the General Sherman tree. This nearly three-hundred foot tall Giant Sequoia is considered the largest tree in the world, as based on total volume. More impressive than its mass is its age – scientists believe it is between 2,300 and 2,700 years old. Giant Sequoias have prospered over centuries, while countless lesser trees have come and gone, because they posses very unique qualities. Their foot-thick bark allows them to resist fire, and their shallow roots take advantage of rain showers during periods of drought. And, in an interesting twist of natural survival, their tall canopies effectively block the sun, preventing competitors from taking hold and surviving in the darkened shadows at their base.

The BMW 5 Series is in a similar position. The long-established benchmark mid-size sport sedan finds itself in a constant battle with competitors trying to push it aside in an effort to capture its territory. Instead of resting on its laurels, BMW re-engineers the four-door once every eight years to conform to a changing and ever crowding segment.

Introduced earlier this year, the all-new 2011 BMW 5 Series breaks new ground. Now sharing platforms with the 7 Series, the sedan seems to have changed its tune from sport to luxury. We spent a week with the range-topping 550i, fitted with the automaker's twin-turbo 400-horsepower V8, to put our fingers on its new mission.

The BMW 5 Series isn't nearly as old as General Sherman, but it does have its own impressive lineage. Designed as a replacement for the "New Six" sedans in the early 1970s, the 5 Series was the fifth of BMW's "new series" cars. The first 5 Series sedans (known internally as type E12) were fitted with four- or six-cylinder gasoline engines sending power to the rear wheels. The second-generation models (E28) followed the same template, but that chassis is credited with introducing diesel powerplants and the amazing M5 – the fastest production sedan on the planet when it was launched in 1984. The third-generation platform (E34) brought enthusiasts eight-cylinder power, an engine configuration that found its way under the hood of the fourth-generation (E39) M5 model. The fifth-generation model (E60) has been around since 2004. Last year, it was offered with a twin-turbo inline-6, V8 and V10 (M5) powerplants.

As you read in our First Drive in January, the all-new sixth-generation 5 Series (F10) has moved significantly upscale. Now riding on a modified 7 Series platform (thus making it easy for BMW to produce both the 5 Series and 7 Series at its plant in Dingolfing, Germany), the slightly smaller sedan nearly equals its bigger sibling when it comes to luxurious appointments and ride comfort. The two even share most of the same powerplants and drivelines.



At the launch of the 5 Series, we spent countless hours behind the wheel of the "entry-level" 535i model equipped with BMW's single-turbo "N55" inline-6 and new eight-speed automatic. That car was fitted with the optional paddle shifters (Sport Automatic) and next-generation electric Integral Active Steering (IAS). Now we now have our hands on the range-topping 400-horsepower 550i with the standard automatic transmission and standard electric steering.

The base MSRP of the 2011 BMW 550i is $59,700 (plus $875 destination). Our test car, wearing Titanium Silver Metallic paint over Cinnamon Brown leather, is fitted with the Convenience Package (comfort access entry), Dynamic Handling Package, Premium Package 2 (rearview camera, rear sunshades, heated front seats, iPod and USB adapter, satellite radio and premium hi-fi audio), Sport Package (19-inch alloys, sport steering wheel and multi-contour seats) and split fold-down rear seats. The bold number at the bottom of our window sticker reads $70,450.



Interestingly enough, our car isn't heavily optioned. In fact, we would have added the Sport Automatic with shift paddles (more on that later), four-zone climate control and Smartphone integration. While we don't condone such behavior, you can further burden your 5 Series with night vision, side and top view cameras, a head-up display, radar cruise control and 20-inch factory alloy wheels. With a heavy hand on the options list, a non-M model 2011 5 Series can top $95,000. *Gulp.*

The cabin of our test car arrived loaded with premium Dakota leather (standard on the 550i) and dark Burl Ash wood with contrasting aluminum trim. A silver exterior over brown upholstery isn't a color combination they teach at Art Center in Pasadena, but it looks sharp in the new sheet metal. Primary instrumentation is logically distributed and easy-to-read under nearly all conditions (kudos to BMW for giving us an oil temperature gauge). Satellite navigation, standard on the 550i, upgrades the center information screen to a razor-sharp 10.2-inch 1280 x 480 pixel "transreflective" display, meaning light from the sun actually enhances the images on the screen (the screen, and all other displays, are easily read through polarized sunglasses, too). The passenger compartment is beautifully trimmed, both inviting and functional, but the big news is under the hood.

In contrast to the 3.0-liter single-turbo "N55" inline-six found under the hood of the 535i (rated at 300 horsepower and 300 pound-feet of torque), the 550i is fitted with a direct-injected 4.4-liter twin-turbo "N63" V8 punching out 400 horsepower and a stump-pulling 450 pound-feet of torque. While a six-speed manual transmission is available (more kudos to BMW), our test car arrived fitted with the automaker's new buttery-smooth eight-speed automatic (ZF 8HP70). The two turbochargers, nestled in the valley between the cylinders, do a fine job of boosting atmospheric pressure right off idle. Throttle lag is negligible, and power is strong and seamless. BMW says the 550i will hit 60 mph in five seconds flat on its way towards an artificial electronic wall at 150 mph. Until the next-gen M5 arrives, this is the quickest 5 Series on the market.

We had one week with the 550i. As most vehicles appear rather competent in 20-minute bursts around town, when speeds never exceed 50 mph and seats always feel fresh and comfortable, we had something a bit more challenging in mind for BMW's new 5 Series – we took it to visit General Sherman. With four people on board and a decent amount of gear in the trunk, the one-day, 600-mile round-trip drive involved hundreds of miles of mind-numbing highways, capped by an invigorating 7,000-foot climb into the southern Sierra Nevada mountain range. The plan was to turn around and head back home that night.



The 5 Series sedan would prove to be a comfortable fit. Our six-foot two-inch frame drops into the 18-way multi-contour front seats and melts. With articulated upper backrests, and extendable lower cushions, the seats are more comfortable than your mother's womb (and they heat up equally as warm). The rear seats are acceptable for adults, but the space would never be considered generous, as the backs of the front seats are not sculpted for rear passenger knees. (In truth, the 5 Series rear seating area only has about an inch in every dimension on the smaller 3 Series "E90" sedan.) We did find trouble installing a child booster in the back seat, as the thick outboard seat bolsters forced the plastic seat inward, covering the female end of the seatbelt buckle.

Nevertheless, nobody chooses a BMW 5 Series for interior room – they select it for the way it drives.

Last year's 550i (E60) was fitted with a 4.8-liter normally-aspirated "N62" V8, rated at 360 horsepower and 360 pound-feet of torque. It's hard to believe, but the new 400 horsepower twin-turbo 4.4-liter makes the outgoing engine seem anemic. Around town, the 550i launches with serious authority. The accelerator goes down and all skulls are pressed back into the head restraints. Strangely enough, there isn't a whole lot of noise to accompanying the thrust - it's eerie, almost electric. The eight-speed gearbox (the 535i and 550i do not share the same transmission) shifts through the gears smoothly, but not as quickly as we would have expected.



On the highway, the mid-size sedan cruises very fast, and very quietly. With engine noise effectively (deliberately?) muted, there is only a faint whisper from the outside wind (the 550i's drag coefficient is .30) and the dampened rumble of the wide run-flat tires rolling over irregular road surfaces. Velocity isn't a concern, as the 5 Series relishes triple digits. The serene cabin creates an excellent atmosphere for conversation (or listening to the premium audio system), as passenger voices are held at low dining room levels. Averaging just less than 25 mpg on the open road, the miles roll by faster than the days of summer.

Off the highway, we started the long climb up East Kings Canyon Road (Hwy 180), just outside Fresno. Thanks to forced induction, the 550i is all but immune to the high ambient temperatures and rapidly gaining altitude. We used the 450 pound-feet of torque to effortlessly pass countless cars exhaustively wheezing in our path. The road eventually became twisty, but the BMW didn't flinch. Thanks to the Dynamic Handling Package, body roll is nearly absent. Our three passengers cry "uncle" long before the tires protest.



The steering is properly weighed and incredibly accurate, but a bit numb ("isolated" is probably a better description). There has been a lot of negative press with regards to new electric steering technology, but we didn't find it a deal breaker as it seems to match the tone set by the rest of the vehicle. That said, we became accustom to it within an hour and didn't have any problems dodging cantaloupe-sized pine cones in the road.

Our big gripe, however, is directed at the transmission. To be perfectly blunt, there isn't a single electronic setting we like. When the toggle (located to the left of the transmission shifter) is in "Comfort" or "Normal" mode, the gearbox seems to have a mind of its own as it constantly shifts to higher gears seeking fuel economy (EPA 17 mpg city / 25 mpg highway). In search of more power, we keep goosing the throttle commanding the opposite reaction. On the other hand, when in "Sport" or "Sport+" mode, the transmission is more responsive but wouldn't go into eighth gear. As we alluded to earlier, our test car is missing the "Sport Automatic" option, a serious omission. This $500 upgrade adds proper paddle shifters and remaps the transmission for faster shifting (plus, it allows you to further tune the steering and throttle response through the Driving Dynamics Control). It could only make things better.



On a positive note, there are a few worthy mentions.

The headlights are absolutely amazing. The HID assemblies deliver stunning white-hot illumination that blankets everything in front of the vehicle, yet somehow fails to annoy oncoming drivers. Thanks to the adaptive bi-xenon setup, driving down a dark and unknown mountain road (normally a white-knuckle adventure) didn't raise our pulse one beat. The navigation system, including iDrive, is intuitive and useful (finally!). The maps are displayed in traditional manner, or overlaid on geographic satellite imagery that impresses everyone. Lastly, the oversize disc brakes are confidence inspiring. No matter how much speed is carried, the 5 Series stops in a controlled manner and with room to spare.

Without question, the 2011 BMW 550i is much improved over its predecessor. However, something that was started a couple generations ago has finally completed its gestation. Just ten years ago, the 5 Series (E39) was a sport sedan for those who had outgrown the entry-level model – it was often described as a bigger and more powerful 3 Series with upgraded appointments. In stark contrast, today's new 5 Series has become a less expensive 7 Series.



While trying to trump its strong competitors, BMW has burdened the 550i with a long list of available luxuries never before seen on a 5 Series platform. The soft-close doors and power operated trunk lid are immediately obvious, but there are also hundreds of pounds of insulation, isolation and amenities buried within. That said, the 2011 BMW 550i tips the scales at 4,376 pounds – a startling 400 pounds more than the eight-cylinder Porsche Panamera S.

There was a time when the BMW 5 Series was designed to be the benchmark four-door sport sedan. It was the quickest, fastest and best-handling five-place saloon on the planet. Things are a bit different today. The all-new 2011 550i, the current performance leader in the 5 Series model range, appears to target luxury first, and sport second. It is an impressively engineered machine, an absolute pleasure to drive, but its new focus so changes the product that its mannerisms bear little resemblance to its predecessors. BMW hasn't lost its touch, but today's 5 Series appears to be chasing a different target. The remaining question is whether this change in focus will let enough light through the 5 Series' stifling canopy for more sporting competitors to grab a foothold.

2011 Infiniti M37

Can Luxury, Technology and Style Win Your Soul?




Not too long ago, the Infiniti M was the lesser sibling to the flagship Q. It was the middle child. During the 2006 model year, when the Q was less than a year from being dropped from the lineup, Infiniti gave the M a strong shove in the back in the form of a 4.5-liter V8 and quietly told it to climb up on the soon-to-be-vacant throne. With the Q gone and unlikely to return anytime soon, the Infiniti M is now tasked with being the automaker's flagship sedan.

Completely redesigned for the 2011 model year, the Infiniti M is bigger and better than its predecessors ever were, but it still can't fill the Q's empty shoes. Shorted the substance and stature to battle the Lexus LS, the newest Japanese luxury sedan is relegated to fighting wars with the aged Lexus GS and Acura RL. But those two are the easy enemies. BMW, Audi, Mercedes-Benz and Cadillac are the ones fielding today's worthy adversaries.

We spent a week with the "entry level" Infiniti M37. While it isn't the range-topping M56, it does boast a proven 330-horsepower V6 and a luxuriously appointed cabin. Did we miss the eight-cylinder power? Should the Sports Package be a required purchase? What unique features does the gizmo-laden four-door offer? Most importantly, how well will it fare in this lion's den of a segment? Hit the jump to find out.

Basking in the warm glow of the sunset and waiting for its time in front of the camera, our Malbec Black over Java M37 sedan looks absolutely stunning – especially when compared to the quirky 2003 model (which itself was based on the Japanese domestic market Nissan Gloria). Modernly sculpted, with a very fluid shape, there is no denying its family resemblance or Infiniti character.

Our test vehicle, a 2011 M37, carried a base price of $46,250 (plus an $865 destination fee). Like most you will find on the dealer's lot, ours is fitted with several significant option groups.

The Technology Package:

• Eco Pedal
• Intelligent Cruise Control
• Blind Spot Warning (BSW) and Blind Spot Intervention (BSI)
• Lane Departure Warning (LDW) and Lane Departure Prevention (LDP)
• Distance Control Assistant (DCA)
• Intelligent Brake Assist (IBA) with Forward Collision Warning (FCW)
• Front pre-crash seatbelts
• Active Trace Control
• Adaptive Front lighting system (AFS)

The Deluxe Touring Package:

• Bose 5.1-channel, 16-speaker premium audio
• Forest Air system
• Semi-aniline quilted leather
• Wood trim with silver accents
• Stitched upholstery instrument hood
• Synthetic suede headliner
• Power rear sunshade

The Premium Package:

• Satellite Navigation with an eight-inch VGA touchscreen
• Voice command recognition
• Streaming audio via Bluetooth
• 9.3GB music box hard drive
• Climate controlled front seats
• Heated steering wheel

The list didn't end there. Our M37 was also fitted with a trunk mat, trunk net, first aid kit and illuminated kick plates. After adding nearly $13,000 worth of options, the bottom line on our window sticker read $59,460.

That's a lot of money, but Infiniti wants you to realize that the M37 is a lot of car.

Like nearly all of the vehicles we test, the 2011 Infiniti M37 spent a week with us. While it wasn't fortunate enough to join us on any fancy road trips, the four-door was used as a photo platform for our recent Volkswagen Jetta TDI Cup vs. Honda CR-Z comparison, and it did a whole ton of running around with the family. Suffice to say, there was plenty of time to put our arms around this sedan and figure out what parts we liked, and which ones left us a bit, well... frustrated.



Without question, we were impressed by the luxury and passenger accommodations. The front seats, with their quilted-leather upholstery and climate controls, were very supportive and comfortable, although big hands might have a difficult time reaching the control switches on the side of the seat when the door is closed. The "silver powder accents" on the wood was stunning, and the rest of the industry cranking out wood that looks more like plastic should take note. And most importantly for those not sitting up front, the rear seats offered generous legroom made the 5 Series we recently reviewed look cramped in comparison.

We also liked many aspects of the M37's driving dynamics. The 3.7-liter VQ six-cylinder engine, rated at 330 horsepower and 270 pound-feet of torque, is the workhorse of the Nissan/Infiniti lineup. Rightfully so, as the all-aluminum powerplant seems tireless. It pulls aggressively from all over the tachometer, only seemingly winded as it approaches its high redline (an impressive 7,500 rpm). Down on power compared to its eight-cylinder brother in the M56 (loaded with 420 horsepower), the rear-wheel-drive M37 still sprints to 60 mph in less than six seconds. Its growl is enjoyed from the cabin and the annoying vibrations we've come to accept from Nissan's VQ-Series engine seem to be finally isolated. The standard brakes are strong, and they feel easily up to any task, and brake dust didn't seem to be an issue with the wheels still appearing clean after a week of driving.



Even without the Sport Package (which adds 20-inch alloys, performance tires, 4-Wheel Active Steer and more), the M37 handles very well. Thrown into a corner, its sport sedan underpinnings (Nissan's shared rear-wheel-drive FM platform) come alive. It's not a track star, but on public roads it's much more capable than 99 percent of its drivers will ever require. Interestingly enough, we deliberately dove late into a tight bend and cranked the steering wheel over to see how the sedan would handle being severely unsettled. When the tail end came around, the front seatbelts automatically reeled us firmly against the backrest.

Sporty driving behind us, the M37 provided a soft side. At normal cruising speed, the cabin is hushed and peaceful (the car is fitted with "active noise control" as a standard feature, and it seems to work effectively). Highway cruising also gave us an opportunity to "play" with the electronic wizardry – which is overwhelming. We like the AFS, ICC and LDW, but the LDP, DCA, IBA and FCW drove us nuts (as do the acronyms). The "Eco Pedal" is designed to help save fuel by pushing back against your throttle foot when you are a bit too aggressive. In practice, it increased 0-60 mph times to about 20 seconds and feels eerie... almost like a little animal is pressing back to prevent itself from being squished. We got the heebie-jeebies and quickly turned it off.



We were also bothered by the vast array of buttons on the dashboard. Regardless of how many times we drove the M, they really never became intuitive. The round multifunction dial, designed to control most of the electronic features (navigation, vehicle settings, audio, etc...), is up high on the dash, making it a stretch for tall drivers. Why not place it down where the transmission setting dial is located, on the console between the front seats? We'll never know.

Our other biggest gripe was the transmission, which will drive your average enthusiast mad. The seven-speed automatic seems to take whole seconds between gear shifts. When tooling along at 60 mph and a quick pass is required, a stab of the accelerator pedal causes the transmission to dawdle for precious moments before it shifts. By that time, we have our arms out the windows flapping our hands for more speed.



A sports sedan connoisseur will not enjoy the M37. But, don't let that dissuade you. This entry-level M isn't targeting enthusiasts. Instead, this sedan is configured for those who appreciate modern styling, cutting-edge technology, world-class luxury and enough sport to prevent embarrassment in a canyon. If that is your aspiration, this may be your ride.