In town for the Abu Dhabi Grand Prix, Red Bull Renault driver Mark Webber takes in some local culture by riding a camel, trying his hand at a little falconry, and by dune bashing in the UAE desert in an Infiniti QX56. The QX56 is Infiniti’s full-size SUV, and it comes jam-packed with the luxury amenities you’d expect from Nissan’s luxury brand. There’s rich leather seating, a climate controlled interior (complete with ventilated front seats) and a 400 horsepower, 5.6-liter V8 to ensure you don’t get bogged down in the soft stuff.

In our mind, dune bashing is best done in a sand rail or other purpose-built buggy, but those don’t generally come with air conditioning (or an enclosed cockpit). Besides, sand rails aren’t built by a company that helps fund Mark Webber’s weekly paycheck, so the QX56 seems like a reasonable alternative after all.

Thumbs Up: The least expensive RWD luxury car we can name.

Thumbs Down: Won’t amuse enthusiasts, no folding rear seats.

Buy This Car If: An Infiniti G37 sedan doesn’t fit the budget.

Back in 2004, I nearly bought an Infiniti G35 sedan. I was impressed by the car’s power and handling, and remember thinking about what a bargain it represented compared to the BMW 3 Series or the Audi A4. Ultimately, I bought the BMW, which turned out to be the worst car I ever owned; in retrospect, I’d have been much happier with the Infiniti G35.

Fast forward to last year, when I got the keys to an Infiniti G37 Sport as a press fleet car. I loved everything about it, but the sticker topped the $40k price barrier. Even a less-well-equipped G37 will bump up against the $40k price point these days, and a loaded G37 will easily top $45k. Blame it on a weak dollar and strong Japanese yen, but the G37 just isn’t as much of a bargain as it used to be.

Infiniti is well aware of this, so for 2011 the automaker introduced the G25 sedan, borrowing heavily from the G37 playbook. The G25 still has a superb chassis, it’s still got the luxury amenities you’d expect from Infiniti, but it has a starting price that broadens its appeal to a much wider range of potential customers. My base Journey press fleet model, supplied by Infiniti for the review, starts at just $33,225, which is $3,470 less than the cheapest Infiniti G37 sedan.

The trade off is in horsepower. The G25 comes with a 2.5-liter V-6, good for 218 horsepower and 187 lb-ft of torque. That’s not a lot to work with, especially when you’re pushing around over 3,500 pounds of sedan. If the trade-off were stellar fuel economy such downsizing would make sense, but the G25 only delivers 20 mpg around town and 29 mpg on the highway. In other words, the G25 doesn’t have the horsepower to keep enthusiasts amused, and it lacks the fuel economy to satisfy environmentally conscious buyers.

That still leaves plenty of potential buyers who don’t care about going fast or getting the best mileage, but want a car that’s stylish, reliable and comfortable both cross town and cross country. If those are your criteria, then the Infiniti G25 excels and is worthy of a test drive.

From the outside, only the G25’s unique wheels and badging tell friends and neighbors that the Infiniti sedan in your driveway isn’t a G37 packing 328 horsepower. The same styling elements that separate other Infiniti’s from the rest of the luxo-herd are present and accounted for on the G25; there’s the chiseled front fascia that gives way to muscular front fenders, the flowing headlights, the low-ish beltline and the inverted Hofmeister kink at the C-pillar. As with other Infiniti models, the design tends to be a bit polarizing, but I say that’s a good thing. Infiniti sedans have always been tastefully styled, and they really don’t look like anything else in the parking lot.

Inside, the G25 is every bit as nice as its bigger brother. The front seats are identical to those used in non-sport package Infiniti models, and they’re wider than most found in import sedans. The ample bolstering reminds you that the G25 still has sport-sedan heritage behind it, and that it welcomes the occasional romp up a twisty road. Front seats are powered, heated and leather-wrapped, even on the entry-level Journey models.

Although the G25 gives you three seat belts in the rear, it’s best to think of the car as a 2+2. The transmission tunnel chews up a lot of rear seat floorspace, so center passengers won’t be happy on trips longer than cross-town. Outboard rear passengers, however, should have nothing to complain about. Read head room and leg room is decent, and about what you’d get from similarly sized sedans.

There are two odd quirks with the rear seats in Infiniti sedans: the head rests aren’t adjustable, which means you can’t easily fit a rear-seat cover. If you’re a dog owner, this could be a deal breaker since there’s no easy way to protect the leather upholstery. The rear seats don’t fold to accommodate oversized cargo, either, but there is a trunk pass- through for things like skis.

Dash layout is identical to the G37, which is to say it’s tastefully styled and well sorted. Even base models come with the Infiniti Controller for data input, which seems like overkill on models lacking navigation. Infiniti continues to get praise from me for providing redundant audio and HVAC controls, which makes setting the temperature or changing radio presets much easier than having to scroll through multiple menus.

Under the hood is the previously referenced 2.5-liter V-6, which I’d call the weak point of an otherwise well-sorted sedan. The engine is rated at 218 horsepower, but it simply doesn’t feel that powerful. It’s happy enough to rev to redline, and it’s smoother than the 3.7-liter V-6, but its leisurely power output will cross the G25 off of many buyers’ shopping lists. The run from 0-60 takes north of eight seconds, yet the car returns just 20 mpg in the city and 29 mpg on the highway. For reference, the 328 horsepower, 3.7-liter V-6 used in the G37 returns a comparable 19 mpg city and 27 mpg highway.

A turbocharged I-4 would be a better choice, but Nissan really doesn’t have a suitable engine in their U.S. lineup. I’d think the partnership with Renault could pay dividends here, and the 2.0-liter turbocharged four from the Megane Renault Sport would completely transform the G25 (which would need to be renamed to the G20). It puts out 250 horsepower and 250 lb-ft of torque, weighs considerably less and would boost fuel economy along with performance.

Horsepower complaints aside, the G25 is still a great handling, well balanced car. It’s capable enough when the road gets twisty, but doesn’t beat up occupants with an overly harsh ride on normal pavement. Steering feels a bit artificial and unnecessarily heavy, but I much prefer this to an overly light steering feel, and I’d be willing to bet that the majority of drivers won’t even notice. I’d draw a parallel between the G25 and a non-sport-package BMW 3 Series; if you’re used to the ride and handling of the BMW, the Infiniti G25 will feel very familiar to you. When it comes time to write a check for one or the other, the G25 will be much friendlier to you bank account than a BMW 3 Series, which is one of the reasons that Infiniti continues to grow sales of their G Series sedans.

My 2011 Infiniti G25 Journey Sedan had a base sticker price of $33,225, including a destination charge of $875. The sole option on my press fleet tester was the $1,000 Power Moonroof, for a total sticker price of $34,225. For comparison, a similarly equipped Lexus IS 250 would sell for $35,340, while a comparable BMW 328i would sticker at $39,925.

Infiniti's M35h runs at Britain's Santa Pod Raceway. Image: Infiniti

Mention the phrase “hybrid car” to most enthusiasts, and their eyes glaze over before they nod off to sleep. By definition, hybrid cars contain two propulsion systems, which makes them heavy and overly complex. Worse, most are built simply to get you from point “A” to point “B” using as little fuel as possible, so typical hybrids are slow, lumbering beasts with the acceleration of moped and the handling of an economy car, Carrying a load of bricks on the hood.

Infiniti wants to dispel that myth, so to commemorate the European launch of its M35h hybrid sedan, the automaker brought the car to Britain’s Santa Pod Raceway. There, officials from the Guinness Book of World Records certified the M35h as the “world’s fastest accelerating full hybrid.”

How fast was it? Fast enough to run from 0 to 62 miles per hour in 5.5 seconds, on its way to an average quarter mile time of 13.9 seconds, at just over 100 miles per hour. That’s not too shabby, especially when you consider that the M35h gets rated at 27 mpg city and 32 mpg highway; in fact, the M35h is quicker than Infiniti’s other six-cylinder M Series sedan, the 3.7-liter M37.

The M35h uses a high-torque electric motor in conjunction with its V-6 engine, so the combined power output is 350 horsepower. Electric motors make maximum torque at zero RPM, while internal combustion engines do not. Marrying the two, if done properly, ensures the best possible performance across all engine speeds. Even though hybrids are heavier than their gasoline-only counterparts, batteries and controller units can be positioned to offset the weight of the engine and transmission.

No one has built a no-compromise, all out hybrid sports car to date, but the Infiniti M35h is a step in the right direction. In fact, the Infiniti may be the first hybrid I’m looking forward to driving, because I’m pretty sure I can improve on that 13.9 time.

Source: Infiniti

Formula One stars generally drive fast sedans in their downtime, or so conventional wisdom says. Sebastian Vettel, the boy wonder of F1, bucks that trend by driving an Infiniti FX50 crossover. We can’t tell you why Vettel opted for the FX50 over, say, an AMG Mercedes or a BMW M5. Even if you tie it to Vettel’s contract and the Red Bull team’s Infiniti sponsorship, an M56 sedan seems like a more logical choice for the reigning world champion.

Regardless of our opinion, Infiniti has consulted with Sebastian Vettel to design a limited-run FX50 Sebastian Vettel edition. Coming soon to an Infiniti dealer near you, the crossover will sport unique paint and wheels, aerodynamic enhancements, a lowered ride height, a custom interior and an oddly out-of-place rear wing. We could do without the “Fast and Furious” wing, but the FX50 Sebastian Vettel Edition’s top speed of 186 miles per hour (in concept form, at least) will ensure that your kids are never late for soccer practice again.

Source: You Tube

Thumbs Up: Surprising handling and more-than-adequate power

Thumbs Down: Styling Can be an acquired taste

Buy This Car If: You want a sport sedan but need a crossover

In the gospel according to gearheads, it is written that all crossover vehicles must be blandly-styled boxes, with no more driving excitement than a four cylinder Buick LaCrosse. Crossovers, after all, are the new station wagons: designed to haul families and their stuff from place to place, with near-zero focus on making the drive entertaining for the person behind the steering wheel. While most can be ordered with rear-entertainment systems to keep the kids pacified, most do nothing at all to amuse the driver.

Infiniti’s FX series of crossovers, on the other hand, are living proof that not all crossovers are boring, and that some are actually built with the driver, not just passengers, in mind. Infiniti builds two versions of the FX crossover: the FX35 comes with a 3.5-liter V-6, good for 303 horsepower, while the FX50 comes with a 5.0-liter V-8, good for an impressive 390 horsepower. Either will do nicely, and the FX35 feels a bit more nimble thank to its lower weight. It certainly doesn’t feel underpowered.

Another departure the FX series takes from the norm is styling: it’s certainly not your average box-on-box design, and that’s where the FX either attracts buyers or repels them. Not many people are indifferent about the FX’s styling: my wife, for example, isn’t a fan. I, on the other hand, am, and I’ll be up front about something else: if I needed a crossover vehicle, the Infiniti FX is probably the one I’d buy.

I like the muscular front fenders and angry scowl of the grille. I like the tasteful use of chrome as an accent (although I prefer the darkened trim on the FX50 S models), and I like the gently sloping roofline that carries over into a pronounced rear decklid. The FX series can’t be mistaken for anything else on the road, and in these days of cookie-cutter styling, I say that’s a good thing.

Infiniti even goes bold on the paint choices available. My press fleet tester, for example, was finished in a color that Infiniti calls “Midnight Mocha,” which alternated from dark brown to black to eggplant, depending upon the lighting. I’ll admit that the color wouldn’t have been my first choice, but at least it was bolder than the traditional black-white-silver-red-beige that most manufacturers reserve for minivans and crossovers.

Climb inside, and it’s clear that this isn’t your average grocery getter. Plush leather seats are the order of the day, and opting for the Premium Package gets you climate controlled (heated and cooled) front seats. There’s plenty of adjustability and ample lumbar support, so the FX is a pleasant place to eat up highway miles. There’s some seat bottom bolstering and a reasonable amount of seat back bolstering, which is really all you need for a crossover with sporting intentions.

The dash is a complex blend of colors and shapes, and in the case of my press fleet tester, those colors were brown (Java, in Infiniti-speak), black, aluminum, chrome and maple wood. While the maple was a nice touch, the rest was a bit busy for my taste, but that’s why Infiniti offers so many interior color combinations. For navigation and infotainment, there’s an eight-inch touch screen display that uses the Infiniti Controller input system for easy and intuitive data entry. There’s also redundant controls for climate and audio, so there’s no need to scroll through screen after screen to change radio stations or lower cabin temps.

Instruments will be familiar to anyone who’s ever driven an Infiniti product. You’ve got a temperature gauge and tachometer on the left, a brightly lit information screen in the middle and a speedometer and fuel gauge on the right. Both the tachometer and speedometer are accented in Infiniti’s trademark purple, lest you forget what brand of vehicle you’re piloting.

Rear seats feature adjustable seat backs, ideal for long-distance comfort. Rear seats are neither heated nor cooled, but rear-seat occupants do get their own climate control vents. The FX35 gives rear-seaters a decent amount of leg room, but the sloping roofline means that headroom is somewhat compromised. If your rear-seat passengers are under six feet tall, this is a non-issue; if they’re over six feet tall, expect them to be arguing over the shotgun seat.

The dropping rear ceiling also means that cargo room, especially cargo height, isn’t as good as you’d find in other crossovers. Unless you routinely haul bulky or tall items this is a non-issue, but be sure to take a look at the cargo area with the rear seats folder before you decide to buy an FX.

The FX35 is powered by a variant of the same 3.5-liter V-6 engine that Nissan / Infiniti uses across their product range, and it comes mated only to a seven-speed automatic gearbox. The engine makes plenty of power (303 horsepower and 262 ft-lb of torque, to be exact) to yield brisk acceleration, even with the FX35’s curb weight of 4,158 pounds. Expect to see zero to sixty times of around six and a half seconds, which is very nearly bordering on sport sedan territory. If you can resist the urge to mat the accelerator, the FX will deliver reasonable fuel economy; expect to see 16 mpg city and 23 mpg highway.

The FX35 may give up some acceleration to its big brother, the FX50, but the tradeoff is a lighter front end and a more nimble feel. The steering is nicely weighted and the front tires deliver more information than you’d expect from your average grocery-getter, but the laws of physics still apply. Push the FX35 hard in a corner and there’s body roll, though less than you’d expect. Understeer is the order of the day, and it’s worth noting that while the FX35 is more engaging than most crossovers, it’s still a crossover. It may be entertaining enough on a twisty road, but you won’t be bringing home any Solo championships behind the wheel.

Opt for the Technology Package, and there’s a mind-numbing amount of safety equipment that comes with it. You’ve got intelligent cruise control, which functions across the FX35’s entire speed range. There’s both lane departure warning and lane departure prevention, which will gently steer you back between the painted lines should your attention wander. In the event of an imminent frontal crash, there are seat belt pre-tensioners, a forward collision warning and intelligent brake assist which pressurizes the braking system for quicker stops. The package also includes adaptive headlights and rain sensing wipers, and I’m sure that Infiniti has a near 100 percent take rate on this option.

Infiniti provided me with a press fleet loaner vehicle for this evaluation. The base sticker price on my 2011 Infiniti FX35 RWD was $42,475, including a destination charge of $875. Option packages included the $2,900 Technology Package (detailed above), the $2,700 Deluxe Touring Package (maple wood accents, aluminum pedals, tonneau cover, 20-inch wheels with V rated all season tires) and the $4,800 Premium Package (climate controlled front seats, front seat memory, driver entry assist, quilted leather seats, power tilt / telescope steering wheel, Bluetooth audio streaming, 9.3 GB hard drive for audio files, navigation system, 8-inch touch screen display, Around View monitor system with front and rear sonar, reverse tilt-down outside mirrors, roof rails), for a total sticker price of $52,875. For comparison, a similarly equipped front-wheel-drive Lexus RX350 would list for $54,525 and a comparable rear-wheel-drive Mercedes-Benz ML350 would sticker at $59,320.

Thumbs Up: Impressive handling and acceleration

Thumbs Down: Unpleasantly loud V6, somewhat unrefined

Buy This Car If: You want a 370Z that’s been to charm school

Back when Saturday Night Live was still funny, the show once ran a commercial spoof of a product that was both a floor cleaner and a dessert topping. I don’t remember the details, but the bottom line was this: by trying to be two distinctly separate things, the product had to make some compromises. Enter the 2011 Infiniti IPL G Coupe, which tries to walk the line between a hardcore sports car and a personal luxury coupe.

As a luxury car, the Infiniti IPL has a lot going for it. The leather interior is well executed and the front seats are superb. There’s automatic climate control, a navigation system and a Bose audio system. Surprisingly, the front seats aren’t cooled, and there’s no available blind spot detection system, but what really takes away from the luxury car experience is an overly harsh ride and a loud V6 engine.

Is it a better sports car, then? The answer is yes, and the Infiniti IPL G Coupe offers a level of refinement that the Nissan 370Z does not. The interior is clearly a few steps up from the Nissan, and the ride quality is on par, but the Infiniti IPL would probably lose out on a racetrack to the lighter 370Z. If that’s your primary concern, then the Z is a better fit. If you’re looking for a real-world, daily driver sports car with some luxury appointments, then the Infiniti IPL will probably be more to your liking.

Like BMW’s M models or Chrysler’s SRT variants, the Infiniti IPL series is performance focused. IPL cars get improved aerodynamics, more horsepower and stiffer suspensions for better handling. They also come with a premium price tag: the 2011 Infiniti G37 Sport Coupe lists for $43,350, but stepping up to the IPL version will cost you another $5,550. Your money buys you another 18 horsepower and 6 lb-ft of torque, a unique exhaust system, dedicated suspension tuning and an available paddle-shifted seven-speed automatic gearbox that executes precisely rev-matched downshifts. You also get revised front and rear styling, a rear spoiler, deep rocker sills, unique 19-inch wheels with summer-only tires and red stitching to accent the interior.

That’s not to say the IPL G Coupe is flashy in it’s styling; in fact, even the more aggressive bodywork is tasteful, and never screams “boy racer.” Parked next to a regular Infiniti G37 Coupe, the IPL actually makes it’s sibling look a bit too conservative, but that’s why Infiniti builds so many versions of the G37 Coupe. Like Chinese food, there’s something for almost everyone’s tastes.

Inside, the IPL G Coupe rewards the driver and front seat passenger with some of the nicest seats in its class. They’re premium leather, perforated for ventilation and well-bolstered for enthusiastic driving. Both driver and passenger get plenty of adjustability, so finding a comfortable position for even long hours of driving won’t pose any challenge. Both front seats are heated, but Infiniti doesn’t provide cooling fans; at this price point and in this category, that’s a glaring omission.

The rear seats don’t offer much head room or leg room, but they’re on par with other sport coupes on the market today. If you can fit in the back seats, their deep seat cushions offer plenty of lateral support, and the 2+2 seating position ensures that passengers have ample shoulder room. Rear seats aren’t heated, but since they won’t be used for primary transportation, this is a non-issue.

The dash layout features Infiniti’s usual blend of understated elegance. There’s a lot of black, but the materials used are of the highest quality. Infiniti uses a brushed aluminum interior trim called “Silk Obi” on the center console, dash lower and doors, and the trim adds to the sporty appearance of the G Coupe’s interior. It’s a much nicer alternative than the done-to-death wood and even the piano black favored by other automakers.

All IPL cars come standard with Infiniti’s touch screen and voice activated navigation system, which I’ve always found to be one of the best in the industry. Entering data is simple with Inifiniti’s controller interface, and I salute Infiniti for keeping redundant audio and climate controls to simplify everyday tasks.

The instrumentation is a simple design shared with rest of the Infiniti G series range. Tachometer and speedometer are backlit for easy acquisition, and the central driver information display gives you your choice of data at a glance. The deeply hooded design of the instruments ensures that sun glare is never a problem.

Up front is a specially tuned version of Nissan’s 3.7-liter V-6. good for 348 horsepower and 276 ft-lb of torque in IPL trim. It’s mated to either a six-speed manual transmission or a seven-speed, paddle shifted automatic, depending upon the buyer’s preference. IPL cars get a unique exhaust as well, which is quite a bit louder than the norm for a luxury-oriented car. At high engine speeds, neither engine noise nor exhaust note are particularly pleasant; I wouldn’t call them intrusive, but Infiniti could do a better job of refining the exhaust note and toning back engine noise. That complaint aside, the Infiniti IPL pulls reasonably hard to near redline, and the run from 0 to 60 comes up in just over five seconds. Fuel economy is about what you’d expect from a car of this horsepower: the EPA tells you to expect 19 mpg city and 27 mpg highway, and I saw an average of 19.4 mpg in city driving.

I’ve always been a fan of the Infiniti G Series’ handling, and the IPL Coupe didn’t disappoint. Though the ride can be harsh at times (especially over expansion joints or pavement transitions), the payback is in near-telepathic handling. Turn in is instant, body roll is minimal and the IPL lets you carry an impressive amount of speed into corners. When equipped with the R-Spec high-friction brakes pads, stopping power is impressive, and you won’t encounter any issues with brake fade in day to day driving. Shifts from the column-mounted paddle shifters and seven-speed automatic are crisp, and the IPL will rev-match for perfectly choreographed downshifts. I didn’t have the opportunity to take the IPL out on a track, but the car impressed me as being easy to drive at speed. Like every Infiniti vehicle I’ve ever driven, it provides the driver with an impressive amount of feedback and is blessed with remarkably balanced handling.

Infiniti provided the press fleet 2011 IPL G Coupe for my evaluation, and my tester came with a base price of $50,725, including a destination charge of $875. The sole option on my car was the $370 R-Spec High Friction Brake Pads, for a total sticker price of $51,095. For comparison, a similarly equipped Lexus IS 350 with the F Sport Package would sticker at $58,499, and a comparable BMW 335is would sell for $58,750.

Is there a bad choice here? Image: Car and Driver

Actually, that’s not a particularly fair comparison, since two of the three cars are heavy on sport, while the Infiniti leans more towards luxury. Car and Driver recently spent time flogging the upcoming Audi TT RS against the BMW 1 Series M and the Infiniti IPL G Coupe on the Tail of the Dragon and a local racetrack (nice work, if you can get it). Which finished on top? What was the order? Which was the most entertaining to drive? Watch the video below to find out.

As entertaining as Car and Driver says the 1 Series M is, I’d still opt for the TT RS. It’s fastest around the road course, it’s got AWD for all-weather traction and it’s the best looking car of the bunch. It’s also the most expensive car of the lot, all of which are well out of my current price range. If you’re in the market for a compact sport coupe, I’m not sure this video gives you much to go on; in fact, I’d recommend you drive all three just to determine which one best fits your needs.

Infiniti’s new M Hybrid is still a few months away from launch, but I know this already: when I drive it, I will like it. Forget the fact that I typically like anything that Infiniti builds, and consider the G37 sedan one of my all time favorites. Forget the 360 horsepower and 32 mile per gallon fuel economy that Infiniti’s throwing down. I’m going to like it simply because Henry Rollins is Infiniti’s new pitchman, and Henry Rollins has never steered me wrong. If you don’t know who he is, do yourself a favor: beg, borrow or steal a copy of “A Rollins In The Wry”, and then grab as much of Black Flag’s music as you can. In the mean time, support him by watching the video below.

Infiniti is marketing the M Hybrid as the first green vehicle that enthusiasts will love. Given the previously mentioned 360 horsepower and 32 mile per gallon fuel economy, I’d say they’re definitely on the right track. Infiniti is also touting the M Hybrid’s “Infiniti Direct Response Hybrid” system, which utilizes a single electric motor and two clutches to seamlessly supplement engine power (in a traditional parallel hybrid configuration). I never thought I’d say this about a hybrid, but I can’t wait to get behind the wheel.

Pete Helfer seemed liked one of the unluckiest men in New York. To start with, he’s a Jets fan, and Jets fans seem doomed to eternal disappointment. Helfer is also the owner of the ice-encrusted Audi A3 that made the rounds on the internet a few weeks back. Like most New York residents, Helfer is forced to park on the street, which made his A3 a target for vandals, smash and grab robbers and even inattentive motorists. Ironically, it was none of those things that caused $7,300 worth of repair to his car; instead, Helfer parked next to a water pipe that was improperly repaired by New York City workers. Passing cars splashed water from the ruptured pipe onto the passenger side of Helfer’s A3; by the time he found it, the ice was several inches thick. Not willing to wait for a spring thaw, Helfer needed hammers, chisels and a blowtorch to free his imprisoned Audi.

After $7,300 worth of repairs, Helfer’s car looked new but gave him some concern. Fox News quoted him as saying, “I’m uneasy about driving it. Cars never run the same after an accident, and this is the same ice that ripped up the city’s streets”. In the case of water damage, Helfer’s got a point; if the car’s electronics were flooded, he could experience problems months or even years down the line. You’d think that Audi would jump at the chance for some inexpensive PR, and offer to swap Helfer’s ride for a press fleet car. You’d be wrong about Audi, but a local Infiniti dealer seized the moment by offering to swap Helfer’s A3 for a brand new G37X sedan. Manhasset Infiniti GM David Fine took the opportunity to rub salt in Audi’s wounds by explaining that he was simply doing what Audi should have done in the first place. I’d score that Peter Helfer and Manhasset Infiniti FTW.

Source: Fox News

Aside from the EVO, Mitsubishi as a car company is just about as boring as they come. The Galant is bland and old, the Eclipse should have been taken out to pasture and shot years ago and the Endeavor, well, I actually kinda’ like that one so we’ll give it a pass. As a brand Mitsubishi is in desperate need of an overhaul which is something that if the rumor mills are true, may be happening sooner than we think. Autoblog is now reporting Mitsubishi is thinking of selling a rebadged version of Infiniti’s M car as they have nothing that is considered to be a premium class vehicle in their line-up. The Infiniti M would be rebadged as the new Diamante, a car that last saw production in 2005. Back then it was actually quite a nice vehicle, but slow sales and a lack of marketing unfortunately helped lend to its demise.

I’ll be honest, I absolutely loathe it when car companies pull shit like this. Ford/Lincoln/Mercury and Chrysler/Dodge/Plymouth used to be famous for this back in the 1980′s and 1990′s. The rebadged Infiniti would obviously save Mitsubishi the cost of retooling and developing a new car, so I completely understand their reasoning. In the long run though it’s a strategy that does nothing but devalue their brand in my opinion.