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G_coupe_or_M_sedan_Infiniti_cl.zip (853 KB)

Most of you have probably seen the Nissan commercial where a new father-to-be laments his ownership of a Z sports coupe after hearing the news his family is growing. He is suddenly struck with the brilliant idea to stretch the Z to a four-door sports car in the form of the Maxima. Flip this same scenario to an Infiniti family and that is exactly the case as we went from G37 coupe to M37 sport sedan recently.

No, the rabbit did not die over here at our household but I was treated to the bookends of the 37 series of vehicles Nissan’s luxury division has to offer.

While the Nissan and Infiniti counterparts feature nearly identical powertrains (330hp from the spirited 3.7-liter VQ-series V-6) and platform (enhanced front mid-ship FM) architecture, styling takes the different divisions down their separate and unique paths.

For myself I prefer the Infiniti train of thought as applied to its new models. The curves found in newly released vehicles draw inspiration from the Essence concept that made the autoshow rounds a couple of years back (www.geardiary.com/2009/09/25/essence-of-infiniti). Designers have included supple (and some voluptuous) curves into the showroom models.

When it comes to imports, I have never been much of a coupe man. If I have to live with two doors give me a good old Camaro or Mustang any day. Here is no exception. I enjoy the Z and G coupe models and appreciate them for the stellar driving experiences they offer, but I do not have access to a track and prefer easier ingress/egress as well as a more substantial trunk.

The G coupe we tested recently was the Sport 6MT version, meaning it came with the goodies a sports car driver is looking for including the manual gearbox. And ALL Infiniti vehicles feature rear- (or all-) wheel drive, something rare for an automaker these days but necessary if a brand chooses to promote itself as being performance-oriented.

Performance comes at a price. Our G tester with 19-inch wheels and tires, leather interior and all the bells and whistles rolls in at a tune of nearly 44 grand. And should one opt for the coupe over the M sedan you will pay the price at the pump as well as the G37 Sport 6MT loses one mile-per-gallon over the automatic M37 sedan in both city and highway driving.

Infiniti does make a four-door version of the G, now dubbed G37 sedan, but for me, when I saw this 2011 M sedan it was all over. This is one of the best looking vehicles I had laid my eyes upon in a while. Its bodylines appear to be almost hand-worked and the list of features has it at the head of its class.

Our recent M37 sedan tester featured the Sport package that added new 4-Wheel Active Steer technology, sport-tuned suspension, sport brakes and stylish 20-inch wheels and tires. Also included is Infiniti’s Drive Mode Selector (sport, normal, eco and snow modes), Active Noise Control, Blind Sport Warning and Intervention, Forest Air system, Eco Pedal and Active Trace Control. I admit some of these systems seem a bit redundant or overlapping and some just seem to have fancy names for new versions of available technology but Infiniti has these, and more, to further enhance the driving experience while offering the most comfort, the best safety and the latest technological advancements available on four wheels.

A larger, more powerful M sedan is available from Infiniti but I found the V-6 model to be quite capable. As I mentioned previously, fuel economy is better than the manual G coupe model and with the seven-speed automatic gearbox with steering wheel paddle shifters the driving experience can be nearly as fun. And be careful of those corners with this new 4WAS technology. It took a few days to get used to the immediate and strong steering assistance this system provides. It also develops some mild twitches on roads with asymmetrical rutting (which seems to be every asphalt roadway around here).

M37 pricing begins at $46,250 with our loaded 2011 tester fetching $54,660. Whether you spring for a G or an M, Infiniti’s class of 37s offers spirited driving experiences no matter what life stage you find yourself at.

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2011_Mazda_MX-5_Miata.zip (474 KB)

A few years back, the good folks at Mazda chose to drop the Miata tagline on the most popular two-seat convertible sports car in the world, instead going only with the MX-5 designation. I guess this gave the cute little bugger more of a “macho” image as many consumers have thought of Miata as more a “chick’s” car.

Masculinity intact, I thoroughly enjoyed my week in the Mazda MX-5 Miata, which I dubbed “Miazda” purely to enhance the confusion.

In 2006, Mazda launched the third-generation of the fun little roadster and it did not share a single component with previous Miatas. Mazda touted a design principle of “Jinba Ittai” or dynamic harmony between man and machine as the overarching philosophy behind the MX-5 and in 2009, celebrating Miata’s 20^th anniversary, they used that again to freshen the funster.

“Jinba Ittai drove all of the development team’s decisions, yielding a car so nimble and fun to drive that the driver and car achieve true unity,” program manager Takao Kijima said. “This unified concept allowed us to create a new MX-5 that’s true to the spirit of the original: exceptionally lightweight and lots of fun to drive.”

Highlights include: A body structure utilizing materials to reduce weight and increase rigidity; fresher-yet interior and exterior styling makeovers; slightly larger dimensions for increased room, comfort and safety; lively 2.0-liter engine for increased performance with higher rev limit on manual gearbox models; advanced front mid-ship layout for enhanced balance; improved steering, suspension and brakes; and top-level craftsmanship and fit-and-finish that yields a high-quality, fun appearance.

MX-5 trim levels have been, well, “trimmed” back to three offerings: Sport, Touring and Grand Touring models – all celebrating Mazda’s trademarked “Zoom-Zoom” philosophy. Touring and Grand Touring Miatas offer the power hardtop retractable roof, an amazing engineering feature in and of itself in the taut little Mazda especially given the vehicle retains a true trunk for carry-ons.

The MX-5 feels like a car built for the track the moment you climb behind the wheel and turn the ignition switch. Dual exhaust tips sing out a high-pitched note worthy of any SCCA event or import car gathering.

Point the car in any direction and hit the gas and go. Braking is equally capable thanks to standard four wheel discs with oversized rotors and standard ABS, and thanks to new oversized wheel openings with broader shoulders, the new MX-5 can accommodate 17-inch wheels and tires.

Suspension duties are handled by double wishbone design up front and multilink setup in the rear with coil springs and has shocks at each corner. There is also a front shock tower brace under the hood for enhanced rigidity. Our Grand Touring model tester was outfitted with a stiffer sport-tuned suspension with Bilstein shocks as well as limited slip rear differential.

Inside the “Miazda” is a good mix of modern technology and craftsmanship including gorgeous black lacquer trim panel running the width of the dash panel and steering wheel mounted audio controls with a satellite capable radio indash. Seating was comfortable and fairly roomy although climbing in and out with the top up is a bit of a twist. Cupholders are convenient and there is storage in the glove box and between the seats “cubby.”

By the numbers, the 2011 Mazda MX-5 Miata produces 167hp, 140 lb. ft. of torque and achieves 21 mpg city with 28 mpg highway. Pricing for our top-of-the-line “Miazda” tester began at $28,400 and after adding the premium and suspension packages came to a final sticker of $31,300. A tad pricey perhaps but this is still one fun little car.

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2011_Kia_Sportage_I_like_you_f.zip (385 KB)

I really don’t know much about those sock puppets featured in the new Kia Sportage commercials and I am no expert in marketing but I do know a good thing when I see one, and the completely new-for-2011 Sportage compact CUV is a good thing.

I recognize the Kia marketing team’s efforts and believe they have done wonders for the brand. That is not to take away from designers and engineers at the automaker, though, far from it. A clever commercial or two on national television is still not going to insure corporate success if the product does not stand up to consumer scrutiny.

Since its inception, the Kia Sportage never really did that much for me. For 2011, all that has changed because so has Kia’s cute little crossover.

I like the new styling, I like the quiet ride and stable handling, I like the responsiveness of the four-cylinder engine backed by a six-speed automatic gearbox, I like the amenities including the panoramic sunroof, nav and premium audio system – I just flat out like this vehicle.

Our recent experience with the new Sportage was with a front-wheel drive EX model (AWD is available) sporting a set of very stylish 18-inch alloy wheels and tires. The list of standard features is lengthy and that list grows even longer with the EX upgrade package. Base Sportages can be had for under 20 grand with LX and EX platforms above that.

Significant work has been done to deliver the outstanding characteristics found in the new model. The 2011 arrives on an all-new platform and is longer, wider and lower than its predecessor thereby enhancing handling and aerodynamics. And safety takes no back seat as the new Sportage features airbags all around, active head restraints, four-wheel ABS disc braking, electronic stability control, hill start assist control and downhill brake control.

Fuel economy comes in at 22 mpg city and 31 mpg highway from the 176hp 2.4-liter I-4 and there is that Kia warranty that covers the powertrain for 10 years/100,000 miles; five years/60,000 miles on just about everything else. Pricing on the EX we tested started at $23,295 and came to $27,990 when it was all said and done.

How do I like you now, 2011 Kia Sportage? Just fine, thank you very much.