* Quality, space and technology * No small-capacity engines * On sale in the autumn, from 36,000...
Infiniti will introduce a fourth model line to Europe this autumn, and its far more than just another means of pick-pocketing a few sales from German luxury brands.
The arrival of the M a BMW 5 Series/Mercedes E-Class-sized saloon coincides with the promised expansion of Infinitis powertrain strategy.
Therell be a diesel engine as well as the 3.7-litre petrol V6 from other Infinitis, with a hybrid to follow within 12 months.
The diesel a 3.0-litre V6 developing 235bhp and a thumping 407lb ft of torque from just 1750rpm will expand the appeal of a brand thats been something of fringe choice in Europe in its first 18 months of operation. The power and torque figures are more than competitive with those of leading German rivals and the lower-powered 3.0-litre Jaguar XF, and Infiniti says fuel consumption and CO2 figures will be similarly impressive when they are released. The diesel is also going into Infinitis two SUVs, the EX crossover and full-blown FX.
Exterior photos of the Infiniti M
> Infiniti M 1: click to enlarge
> Infiniti M 2: click to enlarge
> Infiniti M 3: click to enlarge
> Infiniti M 4: click to enlarge
> Infiniti M 5: click to enlarge
> Infiniti M 6: click to enlargeDiesel solution
Infiniti always knew it would need a diesel engine to stand any chance of getting established in Europe, but claims there was nothing available which met its exacting performance and refinement standards. The solution was to set about designing a new one in conjunction with its partners, Renault and Nissan.
The result is said to be one of the most advanced V6 diesels on the market. It has been designed so that it will slot into front-, rear- or four-wheel-drive cars and can be mounted either transversely or longitudinally in the engine bay, That means both Renault and Nissan will be able to use it in a variety of models. Infiniti will offer it in the EX and FX SUVs as well as the new M saloon.
A narrow-angle V means the engine will fit in comparatively tight engine bays, while the decision to construct its main block out of compacted graphite iron a material first used for the brakes of high-speed trains ensures it has the stiffness and noise absorption qualities of cast iron with less of a weight penalty.