Being an automotive journalist, one runs of the risk of becoming a jaded car guy. Cars that look good on paper are often a disappointment on the pavement, and most cars bear the telltale signs of cost-cutting in ways that are most distressing to the enthusiast.

However, the M45 is exactly the opposite. It is somewhat overshadowed by its best-selling smaller sibling, the G35, which offers the best bang-for-the-buck in the entry-level luxury market. But the M45 offers a much more refined driving experience, complete with a snarling V8 under the bonnet that delivers 325 horsepower at 6400rpm and 336 lb.-ft. of torque at 4000rpm. And it’s one of those cars that just blow you away as soon as you turn the key.

Settling into the M45 is easy. It’s comfortable, and everything is in the right place. That sounds like a clichÈ, but after five minutes of driving this car, it felt like my car. The controls are simple and intuitive, and although the M is equipped with an iDrive-style interface like high-dollar German cars, using it is totally optional, as all conventional knobs and buttons are present.

That brings us to our next point, which is that the M does not feel like a Japanese car. Once you get it moving, it feels distinctly German. It’s clear that Infiniti targeted BMW’s 5-series, and they have hit the mark squarely. Everything about the M, from its buttery throttle tip-in to its perfectly weighted steering, echoes the E39 5-series, regarded by many enthusiasts as the best 5 ever built, and in our opinion one of the best all-around sedans of all time. The idea that this Infiniti channels, and in some cases exceeds that most balanced Bavarian barnstormer, is the highest compliment we can bestow on this Japanese wondercar.

You can also view the Infiniti M45 Video on YouTube.

How could it possibly be better than a BMW, you ask? Well, the M45′s five-speed automatic transmission is fantastic. The shift knob is wrapped in leather, rather than being coated in lacquer or made of metal or plastic. It’s also the perfect size and weight, and when you slide the selector down and over into the manual-shift position, the location is perfect for quick, aggressive shifts. It feels more like a sequential gearbox for a race car than a conventional five-speed auto.

[display_podcast]

The M45′s transmission also features a rev-matching function for downshifts. This may sound gimmicky, but we can assure you it’s the real deal. When you’re bombing down a straightaway into a tight corner, get on the brakes hard and pull the lever towards you. You’ll find that the automated downshifts are not far from what a well-trained driver could do with a manual gearbox and a clutch, and there’s none of the slurry hesitation or ‘shift shock’ that a normal automatic exhibits when downshifted manually.

Handling is superb as well. The M45 is as neutral as a modern luxury sedan, with all the stability and traction controls that modernity entails, can be. Bombing around the back roads of northern Virginia, the M45 impressed all of our staffers with its solid chassis, limited body roll, and the total absence of pushy understeer. Some of this is probably due to the M45′s “rear Active Steer” system–standard on our Sport model–an active system that uses electronic motors to continuously adjust the suspension geometry in response to changes in steering input and vehicle speed.

And that’s to say nothing of the acceleration. The M45′s 325 horsepower hustle it around with aplomb, and rowing through the five forward gears manually with the sublimely designed transmission is a true delight. 0-60mph takes only around 5.5 seconds, and M45 owners have been reporting quarter-mile times in the mid-14-second range. That’s deadly quick, deceptively so for a car with far less than 400 horsepower. The M45 is truly an overachiever.

[Show as slideshow]

[View with PicLens]

We haven’t made mention of the M45′s bona fides as a luxury sedan, but that’s not because there aren’t any. It’s just that the M is such a wolf in sheep’s clothing, so good at being a sports sedan, we think that’s really the thrust of the story here. An ever-expanding array of luxury features is a given nowadays, and the M45 certainly fits the bill. But if you want a car that coddles and isolates you, look somewhere else (like a Lexus dealer). The M45 is a razor-sharp instrument for gobbling up vast amounts of road quickly and comfortably, while giving away precious little of the hair-raising, ear-tickling excitement that true sports cars deliver.

Base MSRP for the M45 Sport is $50,550. Our two technology packages added almost six grand, and the aerodynamic body kit added $1,590. Even our grand total of $58,240 seems like an outstanding bargain after a couple days behind the wheel. For years, sports-sedan buyers have had to choose between Japanese reliability and German precision. Now, thanks to the M45, they can have both.

In the life of every journalist, there are highlights. They may come in the form of a big scoop, or interviewing an overachiever in the field one reports on. For an automotive journalist, the ability to get up-close-and-personal – and downright intimate – with your field’s overachievers is unparalleled.

Roadfly had one such encounter this past week, when we were loaned a fresh example of the newest Mercedes-Benz S-Class. The S-Class is renowned as a car with few peers, and is the vehicle of choice for many of the world’s best and brightest, from the canyons of Wall Street to the deserts of the Gulf States.

Its main competitors are the BMW 7-Series and the Audi A8, but it’s also one of those cars that have no real competition. If you want an S-Class, nothing else will do. The BMW is a muscle car in a silk suit, and the Audi is a latecomer with a relatively short pedigree.

Our Benz was an S550, equipped with the company’s newest 5.5L V8. It’s truly a do-anything motor, apropos of the car’s mission to offer its driver a pleasing and trouble-free experience. It makes 382 horsepower at 6,000 rpm and 391 lb.-ft. of torque. Peak torque is reached at 2,800 rpm and continues to 4,800 rpm, an outstanding achievement for a naturally aspirated small-block V8. What’s more, it makes a throaty snarl when winding towards its redline – not intrusive or noisy, just enough to tickle one’s ears.

[display_podcast]

Mercedes claims a 0-60 mph time of 5.4 seconds for their newest Q-ship. Taking into account the S550’s considerable curb weight of 4,270 lbs., it becomes clear just how efficient and flexible this V8 is. Top speed is unfortunately limited to 130 mph, a velocity at which the S550 isn’t even breathing hard.

Matters are helped greatly by the 7-speed automatic transmission. 382 hp is useless if it’s not being put to the ground properly, but that’s not a concern here. Seven ratios and brilliant electronic mapping deliver…well, we’ll skip all the flowery tech-speak and just say that whenever you want to go, the 550 will go. And go, and go all the way to its limiter. This car just charges, building speed in a linear and entirely sneaky fashion. You’ll probably get more tickets driving one of these than some racy Italian machine, simply because you never feel as though you’re approaching the limit – either the car’s, or your own.

The 550 handles as well as it accelerates – scarily good. Mercedes has had a few years and model cycles to tweak its air suspension, and it is now approaching perfection. In evasive and sporting maneuvers, the S550 seemed to shed its bulk. Body roll was minimal, despite our car’s lack of M-B’s optional Automatic Body Control (ABC). Capable cars usually require a somewhat delicate touch, but not this one. Ham-fisted maneuvers that would have lesser cars refusing to co-operate (or embarking on a kamikaze mission) don’t faze the S550’s steely nerves.

This really is a car for everyone. As car guys with a bias towards go-fast machines, we’ve spent the first half of the article talking about the 550’s sporting credentials. But that’s just half the story; maybe even less. So let’s back up a bit.

The S550 wears a new design aesthetic compared with its predecessor. This new S represents a return to the attitudes of old, with a more aggressive Teutonic look. There are massive creased fender flares, and a trunk bulge to augment the car’s burly haunches. No longer is the S-class ashamed to be the brawniest of German lead sleds. That was a criticism leveled at its predecessor’s styling, which looks almost playful next to the new car.

As imposing as the exterior is, the 550’s cabin could not have been more inviting. Our tester had a few upgrades, such as a premium leather package and a steering wheel made of leather and wood. Those two materials made up the majority of the car’s interior. It goes without saying that a top-of-the-range Mercedes sedan will offer levels of comfort and tactile precision comparable to a luxury yacht, but this car must be seen, felt, and smelt to be believed. It’s easy to get jaded in this profession in an age of unparalleled luxury and performance, but once in a while a car stuns even the most seasoned observers.

The features of the S550 made our heads spin – not just for their complexity and degree of advancement, but for how intuitive most of them were. The 550 was equipped with M-B’s COMAND, which, like BMW’s iDrive, controls most of the car’s functions via a clickable wheel within resting distance of the driver’s right hand. Enthusiasts, purists, and people of lesser intelligence have railed against such systems, arguing that they detract from the driving experience and make the operation of the car too tiresome. However, a few minutes spent with COMAND will have you more or less mastering it.

[Show as slideshow]

[View with PicLens]

It’s the little things that make the difference when you get into this range of vehicle, and so it is with COMAND. You can play with just about any setting you want, from the audio and the navigation to the seat bolstering and trunk pop. However, it’s easy to get in and out of menus, and easy to see the adjustments you are making. If you have a working knowledge of home computers, you won’t even need your owner’s manual to figure this out.

The hand rest for the COMAND wheel opens up to reveal a control panel for the 550’s hands-free phone hookup. That’s just one of the many ingenuities of the 550’s array of storage and packaging touches. Door-mounted armrests open up to reveal multiple compartments, drawers pop out from underneath the front seats, and the center armrest has two levels of storage, each with their own handle.

All in all, the S550 is just flat-out stupendous. It trounces its competitors and predecessors in every conceivable way, and turns driving into little more than a plush video game (white knuckles optional). It doesn’t just coddle – it stimulates, and inspires. For under a hundred grand, it’s a steal. There aren’t many cars on the market that are this close to perfect, at any price.

BMW is notoriously deliberate when it comes to releasing new models. When it comes to the 3-Series, the company’s best-selling line with a multitude of configurations, change comes out of Munich in a slow trickle.

Observers of this venerable German marque should be used to it by now: the sedan bows, followed by the coupe, with convertible and M-branded models on the distant horizon.

The future is now here, and the 3-Series range is complete. For a company whose progress can be charted in exacting fashion with familiar nameplates and engines, the past year has been tumultuous by comparison. Turbochargers appeared on BMW’s smaller road cars for the first time since the 1970′s, and there is now a V8 powering the new M3.

The convertible is also making a leap into uncharted territory. The big story for the new E92 drop-top is its retracting hardtop, replacing the conventional soft-top used on the outgoing E46 model. Come to think of it, it’s the first hardtop convertible BMW has ever made.

You might be thinking, “jeez, its about time,” but this is BMW we’re talking about, a company that half-bakes nothing. Hardtop convertible tops have been around for some time, even on lower-priced luxury models like Mercedes’ first-generation SLK roadster.

However, there are two main drawbacks to such a system. The first is added weight as compared with a soft-top. A multi-paneled metal roof, and the complex mechanisms required to break it up and stuff it in the boot of a car, aren’t light by any stretch of the imagination. Given BMW’s sporting pedigree, a too-high curb weight is a consequence to be avoided at all costs, given its nasty effects on acceleration, handling, and braking.

Weight gain in a convertible is unavoidable, even with a soft-top system, due to the additional bracing and chassis re-inforcements required to compensate for the loss of a roof. Thankfully, however, the penalty isn’t anything we couldn’t live with. The heaviest convertible – the 335i with the 6-speed Steptronic – weighs 3,957 lbs. That’s only 375 lb. more than its hardtop counterpart.

Performance is largely unaffected, particularly in the 335 models, which are equipped with the 3.0L twin-turbo torque monster motors that make 300hp and 300 lb-ft. of torque starting at just 1500rpm. A 335i convertible with a manual gearbox sprints to 60mph in 5.5 seconds according to BMW, which is just a couple tenths (give or take) slower than the fixed-roof version.

The second main historic drawback to retractable hardtops is the drastic reduction in trunk space when the roof is opened. Stuffing a sandwich of metal panels (three in the BMW’s case) into the boot via an hydraulic mechanism requires a good amount of room. BMW has a clever antidote for this as well.

Inside the trunk of this 3-Series, there is a movable shelf. The shelf separates the usable trunk space from the space required for the folded roof, so when packing, you’ll know exactly how much room you’ve got.

Nobody really looks for flexible cargo-carrying abilities in a drop-top, but BMW engineered them in anyway. The 3-Series has the next best thing to a split folding rear seat. The one-piece seat cushions flip down at the pull of a handle to reveal a pass-through that’s 15.75 inches wide – enough to accommodate a golf bag (the standard for trunk space everywhere) when the roof is up. When the top is down, the pass-through’s space is more limited.

Now, to the top itself. It is a marvel of modern machinery, made of three panels of lightweight steel and operated by a hydraulic system. The roof opens in just 22 seconds, closes in 23, and piles itself smoothly into the boot.

BMW claims that “the three-element steel roof structure ensures lower noise levels even at high speeds, enhances safety, creates a more luxurious and comfortable cabin and helps stiffen the chassis to provide precise handling.” Packaging is surely a chief concern also, as we don’t see how the car could do with a fewer number of larger panels.

Each of the three panels rests above the other to create a compact metal stack. The boot opens rearward, clamshell-style, and can be opened conventionally once the whole opening/closing process is over and the hardtop is locked. The boot’s lid has a soft-close feature as well – kind of a no-brainer with advanced hydraulic kit like this.

Another cool feature is that the roof can be opened by remote control – depending, of course, on the options you choose. It’s not a one-touch operation, though. Interior and remote controls for the top must be depressed for the duration of whatever operation you choose.

[Show as slideshow]

[View with PicLens]

All of this performance and techno-wizardry comes at a price, but it’s rather less than we had expected. BMW official pricing starts at $43,975 for the 328i, and $49,875 for the 335i. Not too pricey when you consider that even the 328i is pretty speedy, scooting to 60mph in 6.7 seconds when equipped with a manual transmission.

BMW’s cars have always been about more than simply raw numbers, but in the case of the new 3-Series convertible, the numbers are pretty darn good. A four-seat hardtop convertible that weighs under two tons, gets to sixty in under six seconds, and costs under fifty grand is what we’d call another overachiever from the folks in Munich.

Anyone can bring you a road test of the all-new Nissan Sentra SE-R Spec V but a proper test of this great racer is done at a racetrack! We push the Spec V to its limits on the road course at Homestead Miami Raceway. But, we didn’t use the road course that is open for your normal weekend track day we used the road course that included turns 3 and 4 of the Nascar Oval.

Testing a car like this on an oval and road course meant that we had the chance to experience repeated high-speed stops, S curves, high-speed stability, and a little extra fun to boot! After all this is a Nissan Sentra Spec V, the same car that’s been tested at the Nurburgring and at International circuits all over the world. This isn’t your Mom’s minivan.

In addition to some great seat-of-the-pants impressions of the 2007 Sentra, we give you up close views of the new 12 1/2 inch front rotors and brakes, a few suspension shots, and views of the rear cross brace built into the Spec V.

Enjoy the video Nissan Sentra SE-R Spec V Road Test at YouTube

When Mercedes-Benz decided to redesign their CL-Class of cars, I took a long breath and wondered out loud. “How can they improve a perfect design?” came the echoes from deep within. The last CL I’d driven was the CL 65 AMG, with its hand built twin-turbo, 6.0 liter V12 that poured out 604 horsepower and a whopping 738 pound feet of torque. At $180,000 and some change, it was a bargain considering its supercar performance. So the bar was set real high when I got the opportunity to drive the all-new CL-Class.

The new model is based on the successful redesign of the S-Class, Mercedes’ flagship sedan. It’s a more brutish design than the svelte, rounded CL it replaces, but it works well. At 199 inches of overall length, the new CL is only six inches shorter than the S-Class. This is a big car. My tester was the CL550.

Outside, the CL’s rounded roofline remains. It starts from the “A” pillar with a slight bow upwards, then drops off rather quickly as it flows into the trunkline. Two sculpted ridges have been incorporated into the beltline – one high and one low, which gives the doors and rear quarter visual depth. Side skirts carry all the way into the rear bumper, which help to provide a ground effects look. Dual chromed exhausts are enclosed in a rear finisher panel, and the rear quarter panels have power indentations that remind you of a sculpted athlete’s powerful glutes. The real change comes in the huge fender flares both front and rear that give the CL a hulking image. The flares work on this car because Mercedes has wisely filled the wheel wells with staggered width 18″ wheels on performance rubber. From the front, headlights that wrap around into the front fenders and a subtle chin spoiler compliment the traditional chrome slat grille and three-pointed star. This is a beautiful work of art.

Step inside the new CL, and you are treated with Rock Star luxury. This is a pillarless coupe, so entry front or rear is easy, particularly the rear seats as the CL’s front seats automatically move forward once a chromed latch is lifted. Up front, the broad, burled wood (other finishes available) center console is dominant. On the lower console is Mercedes’ Cockpit Management and Data System (COMAND) controller, which is light years easier to use than BMW’s I-Drive controller. A dedicated phone keypad (nicely covered in wood) rests just above the COMAND controller. Just in front of the COMAND controller are four direct access buttons for the most common controls a driver normally uses – the audio system, telephone and navigation, and some specialized seat controls. To the left and right of the COMAND controller are buttons to change suspension damping, control audio volume, raise or drop rear headrests, and a “favorites” button that can be programmed to control a function not already listed. Moving upwards, there’s a row of direct access HVAC buttons (redundant buttons as you can also control HVAC via COMAND). Just above these buttons is a gorgeous analog clock that’s easily read from all seating positions. Above the clock is the COMAND display screen which also has a unique feature. You can adjust it so that it is canted towards you the driver, or you can electronically swivel it to share with passengers (trust me, they will want to join in the fun).

The COMAND system itself is fairly easy to use, as long as you use the direct access buttons (there are also direct access buttons on the multi-function steering wheel). These buttons get you right to where you want to go without having to scroll through countless menus just to control one function. I still prefer non-controller based navigation and audio systems, but of those on the market today, the Benz system ranks with Audi’s as the most user friendly. The rest of the cabin is all about comfort. Heated and cooled seats, adjustable interior lighting and yards of supple leather define the space. Overhead, a glass sunroof gives you options for stargazing, while LED lighting bathes the interior with a soft glow. Even the footwells front and rear are illuminated with indirect lighting.

Before I tell you about the on road experience with the CL, you need to understand what propels this beauty. The CL550 comes standard with a 5.5 liter V8 making 382 horsepower and 392 pound feet of torque. Peak torque is available at a low 3,000 rpm, making acceleration an all smiles event. Mercedes-Benz has long been revered for their V8 engines. The 5.6 liter eight that graced the SL sports car and S-Class of the late 80s is still considered one of the best V8 engines ever. This current 32-valve motor uses aluminum heads and block, and is mated to a sophisticated seven-speed, driver adaptive automatic transmission. The tranny adjusts shift points to the driver’s current driving style. The driver-selectable “Comfort” mode starts the vehicle moving in 2nd gear, or 2nd Reverse gear, and upshifts at lower rpm to help improve control on slippery surfaces. It allows this rear-wheel drive vehicle to handle light snow without stranding you. Premium fuel is required for this and all Mercedes-Benz vehicles.

The engine moves this 4485 pound vehicle smartly. The drill is actually pretty simple: hit the gas hard when you need to accelerate, and you pretty much own the road. I’ve had CL’s bear down on me in the “hammer” lane before, and the sight of a suspension that drops the car at speed for better aerodynamics, HID headlamps and bulging fenders almost guarantees that you won’t have to “flash to pass.” Folks will know that you’re packing some serious iron and just get out of your way.

The big Benz sedans and coupes have always been rolling showcases of the best that Sindelfingen can produce. The new CL carries on this tradition by being a literal alphabet soup of technology. For example, ABC (Active Body Control) utilizes a coil spring and an electronically controlled hydraulic cylinder in series, plus a separate gas-pressurized shock absorber at each wheel. Using a total system pressure of up to 2,900 psi, ABC continually adjusts each wheel’s suspension to counteract vibration, pitch, dive, squat, and roll. ABC also provides automatic all-wheel level control, driver-selectable ride height, and automatic lowering at higher speed. The result of this high tech suspension control is a vehicle devoid of nasty habits when traveling at high or low speeds. And you can control the damping of the ABC system for “Sport” or “Comfort.” It’s a very complex system that works extremely well. Ride comfort and quality, no matter what speed you are traveling, are exceptional. Other significant alphabet soup contributors are BAS or brake assist, which senses emergency braking and applies full available power boost; and ESP, or Electronic Stability Program, which is a feature all cars should have, ESP compares the driver’s intended course, via steering and braking inputs, to the vehicle’s response, via lateral acceleration, rotation (yaw), and individual wheel speeds. ESP then brakes individual front or rear wheels and/or reduces excess engine power as needed to help correct understeer (plowing) or oversteer (fishtailing). ESP also integrates all-speed traction control, which senses drive-wheel slip under acceleration and individually brakes the slipping wheel or wheels, and/or reduces excess engine power, until control is regained.

[Show as slideshow]

[View with PicLens]

And of course, no Benz would be a Benz without a full cadre of safety gear. In addition to nine airbags (including a driver’s knee
airbag), anti-lock brakes and of course seatbelts with pretensioners and force limiters, the CL also features Benz’ PRE-SAFE technology. PRE-SAFE is a radar based system that detects if a crash is imminent by measuring your speed with the rate you are closing on objects in front of you. If the system detects a crash is imminent, a flurry of activity takes place. Seatbelts are pretensioned and the braking system is pre-charged (using BAS) for maximum stopping power. Front seats are raised to optimal position for maxium driver control and seatbelt effectiveness.The sunroof and side windows close if a rollover accident is detected. Side bolsters in front seats are inflated, and rear headrests are raised. We’ve experienced PRE-SAFE in controlled demonstrations, and the system works as advertised. Anything to help prepare you for a crash is a plus to occupants.

The new CL550 comes in at a base price of $100,675, which includes a $775 destination charge. My tester came in at $116,525, and included as significant options Distronic Plus radar cruise control ($2,850); the “Premium II” package (rear view camera, active/ventilated seats, dynamic front seats, Night View Assist, and Keyless Go-$5650); and the AMG Sport Package (19″ inch wheels, Sportline suspension configuration – $5600). Of these options, two are must haves. Set Distronic Plus, and the gap you set between your vehicle and those in front of you is automatically maintained. If the vehicle in front slows, your car will automatically slow to keep the proper gap (it will not stop your car if the car in front of you stops – you must maintain control at all times). When the vehicle accelerates again, Distronic Plus will accelerate the car to maintain the gap. Night View Assist is a technological marvel. It uses an infrared camera and dashboard monitor (the gauge cluster in front of the driver becomes the monitor) to display greyscale images that might otherwise go unnoticed. That deer down the road, or the school kids dressed in dark clothing will be displayed by this system with amazing clarity.

The 2007 CL550 is a complete sports coupe. Mercedes-Benz has always paid special attention to making sure the coupes it produces are special machines. This new CL is no exception. For even more power, you can opt for the CL600 (twin-turbo V12-$144,975), or the soon to be released CL63 AMG (price TBD).