2009 Nissan Maxima Review

2009 Nissan Maxima SV

In 1989, Nissan unveiled the third generation Maxima, calling it a “four-door sports car.” It was bigger than the previous car, but got a power boost, a significant appearance change, and was actually fun to drive. They went so far as to put “4DSC” stickers on the side windows to remind you of its sporty intentions. Since then, the Maxima seemed have had a sort of identity crisis, leaning back and forth between a sport sedan and luxury sedan. In the mean time, Nissan’s Altima sedan was getting bigger and better every year. In 2007, Nissan redesigned the Altima, making it bigger, faster, and a better drive, which made the Maxima all but obsolete.

With the Altima now serving multiple demographics, who was the Maxima being made for? Nissan needed to do something to make the Maxima desirable again. Now on the seventh generation, Nissan is again calling it a “4-Door Sports Car” - the Maxima has been reborn.

And it’s better than ever. For 2009, the Maxima has been completely redesigned using Nissan’s new aggressive styling, which seems to be love-it-or-hate-it. It’s been given more power, now up to 290hp, and uses the Altima’s Continuously Variable Transmission (CVT) as the only transmission choice. All-over, the 2009 Maxima has been made more of a driver’s car, and now it and the Altima stand far apart.

And a driver’s car it is. The 290 horsepower coming from the 3.5-liter V6 is more than enough power for this car, which is actually smaller than last year’s Maxima. Driving the car is fun again, and actually feels like a sports car. The growling exhaust is reassuring, and the humped fenders from the driver’s view reminds you of the old Corvette Stingray. Handling is tight and precise, although a bit loose for my taste, and the suspension is tuned very well for this car. I was amazed at how planted and balanced the car was, like it always knows exactly what it’s doing. Turn off the stability control and lay on the throttle around turns and you never feel out of control.

The CVT however, which is the only transmission available, leaves much to be desired. I understand the attraction of a CVT, but it does not belong on this car, or any car aimed at driving enthusiasts. They try to remedy this problem slightly by adding a manual shift mode with paddle shifters on the SV model, but this is like putting a band-aid on a bullet wound. It fakes gear changes by dropping the revs slightly, but this is a long shot in making up for the lack of actual gears. The CVT has its place - but it’s not here.

Inside, the Maxima tricks you into thinking you’re in an Infiniti. It’s very nice, comfortable, and well-built. The dual-panel moonroof in the Premium package is typical of higher-end luxury cars, as is the rear window power sunshade. The Premium package also adds HID headlights, auto dimming mirrors, real wood trim, rear-view monitor, rear seat climate and audio controls (not a good option,) heated steering wheel, heated front seats and cooled driver’s seat, and Bluetooth. The Premium pack also adds iPod integration and A/V jacks, but unfortunately removes the standard aux jack necessary to play non-iPod MP3 players. The Premium Tech package adds a touchscreen navigation system, 6-disc changer, and 9.3 GB hard drive to store music.

Exterior styling is unique, to say the least, and you can see where the new Maxima get its looks. The fish-hook headlights and swooped back tail lights are similar to the new 370Z sports car, and you can even see some of the GT-R in the Maxima’s grille. Flared fenders, especially in the rear, give it a muscular stance and accentuate the sporty nature of the car. While I’m admittedly not in love with the new style, it does look much better in person than in pictures.

This model (SV Premium) will cost you north of $36,000 - which runs into the territory of premium makes such as BMW, Infiniti, and Lexus. If you’re a brand snob, look elsewhere, but even at a price point similar to its Infiniti G37 Sedan cousin, the 2009 Nissan Maxima provides a good value, and a unique high-end offering in the Nissan line-up.

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  Nissan Maxima

  
  
  
  
  

  
  

  2009 Nissan Maxima

  
  

  From 19/26 mpg | MSRP from $30,160

  
  

  View used Nissan Maxima classifieds

  
  

  
  
  
  
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2009 Infiniti M35 Review

Remember the day when a luxury sedan was just a luxury sedan, a sports car was just a sports car, and an SUV was just an SUV? Nowadays, manufacturers are trying to make a vehicle that does everything. We have sports cars that cradle you with luxury features, crossovers that straddle the line between SUV and wagon, and luxury cars that have sports car characteristics. The Infiniti M35 fits right in the middle of the latter description, but so does the BMW 5-Series, Acura RL, and Audi A6, among others.

It’s hard to stand out in a class with blurred lines and so much competition, but that’s exactly what Infiniti intends to do with the M35 and M45 mid-size sedan.

We know Infiniti is no slouch when it comes to keeping their line-up fresh, and the M35 is no exception. For 2009, they upgraded last year’s 275 horsepower 3.5-liter V6 to produce 303 hp, and added two more gears to the old automatic transmission, for a total of seven. The M45 and AWD models (M35x and M45x) keep the same 5-speed automatic, however.

With a car that is both a luxury sedan and sports sedan, you usually get options to lean it one way or the other. Our review model was a M35 S, which means it’s equipped with the $1650 Sport package. This includes a tighter suspension, bigger wheels, stickier tires, sporty seats and trim, rear active steering for better stability, and “unique sport styling,” as they call it.

I had a lot of fun driving the M35; much more than I expected. The car is surprisingly responsive, and handled very tight for a big sedan. The 303 hp V6 under the hood produces plenty of power, which is usually right there when you need it. With the stability control turned off, it’s easy to break the rear wheels loose and have some fun sliding around corners, or ease up on the throttle and let the rear active steering and performance tires do their job, propelling you around turns like you’re on rails. Drive Shift (sport) mode keeps the RPMs high to ensure proper engine response when you need it, and the manual shift mode with rev-match blips the throttle on downshift to ensure you don’t lose revs in the lower gear. If I didn’t know any better, I’d think I was driving a sports car.

The interior doesn’t let you forget you’re in a luxury sedan, however. Big, comfortable, and infinitely adjustable front seats are heated and cooled, and rear seat passengers have plenty of room. The trunk is as big as most competitors’ trunks, which will fit everything but a bathtub. Standard features include auto on/off HID headlights that pivot when you turn around corners, a power moonroof, Bluetooth, dual climate, intelligent key, and driver-position memory. As with all new Infinitis, the M35 comes with magical self-healing clearcoat paint, which repairs light scratches by itself.

Our M35 came with a 14-speaker 5.1 Bose surround sound system, which is available with the Advanced Tech package. The two speakers embedded in the front seatbacks right behind your ears make any music sound life-like. The touchscreen hard drive navigation system is fast and good, although the maps were outdated, as with most nav systems. A standard RCA (red/white/yellow) connection and available iPod-integration jack (Tech package) give you choices to hook up media, but the lack of a standard 1/8” auxiliary jack leaves anyone using an MP3 player other than an iPod music-less; unless you opt for the 9.3 GB hard drive, which allows you to store your music in the car.

Also included in the Tech package is voice recognition and a rear view camera, while the Advanced Tech package adds Adaptive cruise control, that excellent sound system, and an interesting Lane Departure warning and prevention system. This technology detects when you’re leaving your lane without using your blinker, then beeps at you and applies brakes accordingly to nudge you back into your lane. While this is a great idea in theory, I have troubles seeing how it’s very useful. When I tested the system, I let go of the steering wheel and began to drift out of my lane slowly as if I fell asleep at the wheel. The brakes lightly applied themselves on one side of the car, which pulled slightly back into my lane, then began to drift off again. If I really fell asleep and didn’t wake up to the slight nudge back into my lane, I would have still run off the side of the road and into the ditch.

I have a few other minor complaints about the M35 which should be fixed. While I normally love cooled seats, these didn’t work very well. They made the small of my back very cold, and did almost nothing to the rest of the seat. The center stack controls, while mostly good, are a bit confusing and cluttered. The DVD slot in the center console takes up so much room that the storage space is almost useless. Finally, the rear-view mirror is mounted too high, causing me to scrape my knuckles against the course plastic every time I need to adjust the mirror. It’s worth noting again that there should be a standard auxiliary jack for those brave souls who haven’t bowed to the iPod monopoly, and own a different brand of MP3 player.

The 3.5-liter V6 is plenty powerful, but if you crave more, you can opt for the M45 with 325hp and 336 lb-ft of torque in its 4.5-liter V8. In the near future, I expect the M line to adopt Infiniti’s new 3.7-liter V6 already seen in the smaller G37. This engine produces 330hp, which is higher than the 4.5-liter V8 in the M45, so I suspect that’s why it’s not already available in the M.

Overall, I think the 2009 Infiniti M35 is an excellent car, and does a great job at combining the comfort and convenience of a luxury sedan and the fun-to-drive factor of a sports car. Plenty of space inside and more than enough cargo room make it a capable family-hauler that can be taken on long trips, as well as prove to be fun on curvy roads. Starting at $46,000, the M35 is in the same range as most competitors, and provides loads of standard features and even more available packages for customization.

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  Infiniti M35

  
  
  
  
  

  
  

  2009 Infiniti M35

  
  

  From 17/25 mpg | MSRP from $45,800

  
  

  View used Infiniti M35 classifieds

  
  

  
  
  
  
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     2006 - 2009

     
     

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Competitors:

BMW 5-Series

Hyundai Genesis Sedan

Acura RL

Audi A6

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Hyundai Genesis Sedan (Full Review)

Inasmuch as luxury car buyers might turn their noses up when they hear the name Hyundai mentioned among BMW, Lexus and Mercedes, the fact remains that the Genesis holds its own against many of the top names in the business. And, with a price comparable to a Buick Lucerne or Toyota Avalon, the Hyundai Genesis is likely to attract customers looking to make their first luxury sedan purchase without busting the bank.

A Hyundai Surprise In The Form of the Genesis Sedan

Korean automaker brings high end luxury to the masses.

Say “Hyundai” and the image of an automotive brand producing the likes of the compact Elantra and the affordable Sonata comes to mind. But, in a bold and perhaps risky move, Hyundai has expanded its line to include a luxury model, one appropriately named Genesis.

Yes, this is a season of new beginnings for Hyundai (rhymes with Sunday) as the Korean automaker seeks to change the perception consumers have about its products while deciding against creating an all new luxury brand just as Toyota did with Lexus more than twenty years ago. With the Genesis, Hyundai has built a car that rivals the best German brands while pricing it closer to what people would pay for in a Buick Lucerne or a Toyota Avalon.

Taking Aim At German Luxury and Craftsmanship

The Genesis is actually two different cars, one a full sized sedan, the other a sport coupe. For this review I’ve covered the sedan, a vehicle Hyundai designed with Mercedes and BMW in mind. Indeed, the current Genesis has a strong resemblance to the Lexus GS, itself a European styled model just inches shorter than the Genesis but carrying a ten thousand dollar price premium over the similarly equipped Hyundai. That price differential is what Hyundai hopes will convince people to take a look at the Genesis when shopping for German or Japanese luxury.

Available in rear or all wheel drive, the two ton Genesis is powered by a base 3.8L V-6 engine or a 4.6L V-8. Both the rear wheel drive configuration and beefy V-8 engine are firsts for Hyundai, at least for the American market. Hyundai has been building larger cars for its home market of South Korea for many years; the Genesis represents the first of its kind for American export.

Should You Really Have A V-8?

My test model came equipped with the V-6 and not once did I feel that its 290 horsepower engine wasn’t enough to move the sedan. The V-8 produces 375 horsepower and runs on premium fuel; both engines are paired with a six-speed automatic transmission.

The center console mounted transmission shifted effortlessly responding to my demands to see how quick it could be brought up to highway speed. Handling is very good, not spectacular, but the cabin is quiet and the ride is very smooth.

For the record, the V-8 will get you from stop to 60 mph in just under six seconds while the V-6 motor is about a half second slower. You’ll choose the larger engine if matching Audi performance is important to you, but if you go with the V-6 you will get ample power, better fuel economy and be able to fill up with regular gasoline.

In a League of its Own

Inside, the Genesis is like no Hyundai before it. True, the Hyundai Azera Limited offered a first glimpse at what Hyundai could do by building a well optioned sedan, but the Genesis clearly is in another league.

Seating five passengers, the cavernous interior is well appointed and offers more leg and head room than any of its competitors. The front seats are very comfortable, with leather seating surfaces and heated seats standard while a cooling option is also available for the driver. Rear seats can neither be warmed nor cooled, but the support and legroom offered is quite good. Surprisingly, the rear seat doesn’t fold down, an attribute commonly found in similar sedans.

An electroluminescent instrument cluster is complemented by a well designed center stack, itself containing cabin comfort, navigation and audio controls, many of which are duplicated on the steering wheel or placed adjacently to the transmission shifter. Sound is out of this world as the Lexicon 7.1 Discrete audio system features an 11-channel, 528-watt digital amplifier and 17 speakers. The Rolls Royce Phantom is the only other car in the world to offer this amazing sound system, a point Hyundai notes when they market the Genesis.

Every Safety Feature Imaginable

In developing the Genesis, Hyundai made sure that all of the state-of-the-art safety features were included as standard equipment. Beyond dual front airbags, the sedan includes front and rear-seat mounted side-impact bags as well as roof-mounted curtain side-impact bags. Anti-lock brakes, electronic stability control, traction control, brake assist as well as specially reinforced front and rear crumple zones underscore the importance of safety.

Choose the premium or premium plus packages and you’ll also get a rear back up camera with front and rear parking assistance sensors, power rear sunshade and auto-leveling headlights among other features.

Trunk space is a full sixteen cubic feet, clearly at the higher end of its class. The opening is wide and the floor is flat; despite the rear seat not folding down, there is a pass through area for skis and similar lengthy objects.

Priced Like a Chrysler, Engineered Like a Mercedes

Despite concerns by some that the Genesis is a knocked down Lexus or Mercedes, those fears are quickly allayed as the sedan easily beats expectations. Base sticker price is in the low 30s and remains below $40,000 when fully optioned; slightly higher for the V-8. That price advantage will work towards convincing current owners of cars such as the Chrysler 300C and Pontiac G8 to consider the Genesis while giving BMW, Lexus, Mercedes, Infiniti, Cadillac and Audi drivers the message that the Genesis is a serious contender despite wearing the Hyundai name.

Photo Credit: Hyundai Motor America

Related Reading — First Drive: Hyundai Genesis Sedan

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Infiniti has Announced Pricing on the 2010 QX56

Infiniti has announced pricing on the 2010 QX56 full-size luxury SUV. Essentially a carry-over of the model that was last updated in 2008, the base MSRP for the 2WD model is $56,050 (*plus destination and handling of $865), while the 4WD model arrives at $59,150. Loyalists of the brand will recognize this as a $1,000 bump in pricing when compared to last year’s model.

All QX56 models share a 320-horsepower 5.6-liter V8 mated to a five-speed automatic transmission. As has always been the case, the flagship truck arrives heavily laden with technology and creature comforts, leaving just a few items on the options list. These include a Technology Package ($1,150), Mobile Entertainment Package ($1,700), and the Tow Package ($350). A split bench seat package is a no-cost option. Infiniti dealers will also gladly sell you splash guards, wind deflectors, and chrome lashes for everything but the front windshield.

[Source: Nissan]

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2009 Audi Q7 Review

2009 Audi Q7 3.6 Prestige quattro S-Line

For this review, I’m going to try and tame my urge to make intermittent comments about my general distaste for large, overpriced, and overweight SUVs. I really like Audis, and my experience thus far has been that they don’t make anything that I don’t like. It couldn’t be all that bad, could it?

After all, it’s undoubtedly one of the best, if not the best-looking SUVs on the road. Put it up against it’s siblings - the Porsche Cayenne and VW Touareg - and it’s a freaking supermodel.

The 2009 Q7 is a pleasant drive, as I would expect it to be, and has your typical family-hauling SUV features and a few extras such as leather seating with heated front seats, dual-zone climate control (four-zone with the warm weather package,) bluetooth connectivity, lots of safety bits, navigation, HID headlights, 3rd row seating, a power liftgate, and Audi’s MMI interface. Many technology and luxury features come standard, and includes some features which aren’t available as an option on other SUVs.

The Q7 is bigger than some competitors, and therefore has plenty of space for cargo and passengers. The large size, however, combined with Audi’s superior build quality and solidness, adds to the weight of the vehicle, which tips the scales at over 5000 lbs. This decreases fuel economy and acceleration, which is partially remedied by the newly available 3.0-liter TDI engine which burns diesel. I hope gets the attention it deserves, and people begin to realize they can get hybrid-level fuel economy out of a diesel engine.

Despite its size, the Audi Q7 handles particularly well, and its suspension soaks up most bumps and potholes with ease. The Q7, which is classified as a large crossover SUV, is a pleasure to drive in-town in any weather, but I wouldn’t go too far off-road in it.

Our review model was a 2009 Audi Q7 3.6 Premium quattro Tiptronic S-line. The 3.6-liter V6 engine is the smaller of the two gasoline engines, and provides 280hp. We found this to be adequate for most, if a bit underpowered for the Q7’s weight of 5080 lbs. The power ran through a 6-speed automatic “Tiptronic” transmission to all four wheels. The other available engines are a 4.2-liter V8 providing 350hp, and a 225hp (369 lb-ft of torque) 3.0-liter FSI diesel engine which was just made available for 2009.

Our model was of the $5,900 “Prestige” trim, meaning it comes with the intelligent key, xenon headlights, voice control, rear view camera and sonar to assist in parking, navigation, Bose surround sound, and driver memory seat. Ours was also equipped with the optional $1,850 panorama sunroof which covers the front and rear of the vehicle, and the $1,150 warm weather package which includes four-zone climate control and window shades for the rear door windows and tailgate.

Last but not least, our Q7 tester was an S-line model, which includes bigger wheels, aluminum inlays, headlight washers, a modified front grille, S-line badging abound, a front, rear, and side body kit, and shift paddles for the 6-speed automatic. While the S-line makes it look more sporty and aggressive, I don’t really see the point, especially with the paddle shifters. Paddles aren’t going to trick you into thinking you’re driving a sports car, and ultimately serve very little purpose. Basically you’re buying a $3,000 appearance package.

While I like many things about the Q7 SUV - great looks inside and out, plenty of space, pleasant to drive, high quality, and lots of tech and luxury features - there are a few other things I didn’t like so much. The GPS was outdated and didn’t include some roads that have been here for a couple years, and you couldn’t use the GPS while moving. This is a pet peeve of mine. The center console is very small for such a large vehicle. There is only one cup holder in view, until you fold up a flap on the center console, which can get in the way at times. There is no standard auxiliary jack for MP3 players, which is an annoyingly common problem with Audis. Finally, the climate control system was confusing, and God-help-us, we never figured out how to turn the damn thing off. An “Off” button would have really helped. Ultimately, my biggest problem with the Q7 is that there was nothing about it that really stood out. Nothing that said “buy me instead of the Mercedes” like most Audis (other than the significantly better looks.)

Our model came in a hefty $60,375, and was almost fully loaded. You can get into a 2009 Q7 3.6 V6 for as low as $43,500. If you want to step up into the V8 model, you’ll have to fork over a minimum of $59,220 - which includes the high-end Prestige package. Getting into a 3.0 TDI model will start at $50,900.

Overall, the 2009 Audi Q7 is a capable people-carrier with plenty of luxury amenities, and a great in-town or long-distance cruiser. The V6 is a bit slow under acceleration, and both gas engines are thirsty; the V6 gets a combined 16 mpg, and the V8 guzzles at a rate of 15 mpg. I’m hoping the diesel version catches on here in the States. Although the numbers weren’t available at the time of this review, the increase in fuel economy will be significant.

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  Audi Q7

  
  
  
  
  

  
  

  2009 Audi Q7

  
  

  From 14/20 mpg | MSRP from $43,500

  
  

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     2007 - 2009

     
     

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Competitors:

Infiniti FX

Acura MDX

Mercedes GL-Class

Volvo XC90

2009 Audi Q7 Photo Gallery:

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2009 Infiniti G37x Coupe Review

For years, manufacturers such as Lexus, Acura, and Cadillac have tried to beat, or at least take some share away from the BMW 3-Series’ firm grip on the luxury sports sedan/coupe market. None, however have come as close as the Infiniti G35. Some say the G35 even surpassed the 3-Series. I for one loved the G35 Coupe. Fun to drive, great handling, great looking, and the best exhaust note this side of $60K.

But when BMW hit back with the 335i, Infiniti had to come up with something even better - and they did. For 2008, Infiniti released the G37 Coupe. Styling similar to the G35 Sedan which was (at the time) recently redesigned, the G37 contains a larger 3.7-liter version of the excellent V6 powerplant which powered the previous model. Now sporting a naturally aspirated 330hp, Infiniti is back in the game.

We had the Infiniti G37x Coupe - the “x” means that it’s equipped with Infiniti’s Intelligent AWD system. The system keeps the car in RWD until it senses slip, which will allow it to send up to 50% of its power to the front wheels. Our G37x was fully-loaded, equipped with the $1,150 Technology Package, $3,000 Premium Package, $2,200 Navigation Package, $330 illuminated kick plates, and the $1,650 upgraded 18-inch wheels. The Premium package added stuff like a moonroof, upgraded audio, power tilt/telescoping steering wheel, and Bluetooth, while the Tech package adds Adaptive Cruise Control, Adaptive front lighting, and front pre-crash seat belts. The Navigation package included a hard drive-based nav system, voice recognition, rear back-up camera, and a 9.3-GB hard drive music system.

New for 2009

Not much was changed for the 2009 model, except for the addition of a seven-speed automatic transmission which replaces last year’s five-speed. Infiniti has also incorporated their new self-healing clearcoat paint to the G37. Don’t go around keying your G37, but the claim is that small scratches in the clearcoat (not the base coat underneath) will heal themselves after a day or two, which will keep your car’s finish nice and clean over time and eliminate those pesky hairline scratches found in all cars a few years old. You might want to contact Nissan about what type of polish to use and how to wash the car as to not ruin that clearcoat.

Also new for the 2009 G37 is the addition of the sedan, which is upgraded from last year’s G35 line, and a long-awaited convertible model later this year.

What We Liked

Infiniti might just be onto something here. The G37 Coupe hits a nice balance between a sports coupe and luxury car. It looks great, but if you’re a long-time reader you’ll know I was disappointed at Infiniti’s decision to design it more like a G35 Sedan with 2 doors, and less like the gorgeous Infiniti Coupe Concept shown at the 2006 Chicago Auto Show. The interior is designed well, with sporty curves and aluminum accents abound.

Driving is where the G37 shines. Under the hood you’ll find a responsive and powerful 330 horsepower V6 engine that gets you from 0 to 60mph in just over 5 seconds, and provides an intoxicating exhaust note, which is one of the best sounds out of an exhaust you can get for under $40K. The downshift rev matching feature is cool, and when you get it just right, the throttle blip when downshifting sounds great. The G37 is fun to drive and has excellent grip around turns with its AWD powertrain, but allows to to break loose the rear tires for a couple seconds before the traction control nannies you back into a straight line.

Steering is tight and balanced, and rivals the BMW 3-Series. I never noticed anything about the suspension, which shows that it’s perfectly balanced for both a sporty drive and luxury ride. Comfortable and very bolstered seats keep you in place around turns, and allow lots of adjustability. I also liked that the entire instrument cluster moves when adjusting the tilt & telescoping steering column, which helps to ensure the gauges aren’t blocked by the wheel no matter your height.

The technology on-board was plentiful, such as the adaptive cruise control, which eases the pain of a slow driver in the passing lane. Adaptive front lighting pivots the headlights around turns to increase visibility. The GPS is fast, and allowed easy control over the system which could be controlled via buttons, or touch screen. The on-board iPod integration is nice, but should also have a standard auxiliary jack for other devices.

Ultimately, the G37 is priced below its competitors, offers the same or more power and luxury amenities, making it an overall great value for a sport coupe or sedan.

What We Didn’t Like

Limited interior space hampers the G37 Coupe from hauling more than 2 adults, and the trunk is rather small. Storage space is also at a minimum, as the center console and glove box are both tiny. Regarding media, there is no standard auxiliary jack for MP3 players, only a connector for your iPod and RCA jacks for a video feed. The main controls for navigation, media, and car settings also need some work, as it can be confusing to navigate through the menus.

My main complaint about the car is the transmission. While a 7-speed automatic is otherwise fine for this car, it has problems deciding how it wants to act. It never seems to shift at the right points, and doesn’t adjust to driving style. Too many times I steeped on the throttle and had to wait a few seconds before it kicked in; it doesn’t always have power there when you need it. You can remedy this by switching to the manual mode and shifting yourself, but you shouldn’t have to do that. If that’s the case, then just get the manual transmission, which I imagine would better fit this car anyway. Lastly, at high revs the engine gets windy and complains, which could be fixed with some extra sound dampening under the hood.

Overview

The 2009 Infiniti G37 Coupe is an evolutionary upgrade from last year, and continues to prove an excellent value for those in the market for a sport/luxury coupe or sedan. Here’s the skinny:

You can get a comparable BMW 3-Series - which would be the 335i xDrive Coupe - with AWD, 300 horsepower (30 less than the G37,) same fuel economy, starting at $44,100. The same Infiniti G37 AWD Coupe starts at $38,700. Don’t get me wrong, the 3-Series is a great car, but at least drive both before you make the decision, and don’t let the brand name factor skew your decision.

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  Infiniti G37

  
  
  
  
  

  
  

  2009 Infiniti G37

  
  

  From 17/26 mpg | MSRP from $33,250

  
  

  Classifieds from $29,988 to $36,695

  
  

  
  
  
  
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Pictures of Aston Martin One-77 at Concorso d’Eleganze

The Aston Martin One-77 is powered by 7.3L V12, which produce more than 700 hp. The engine is mated to a new 6 speed gearbox, which allows the One-77 to boost from 0 to 60 mph in 3.5 seconds. The top speed is over 200 mph.

Related posts:

1. Spyker C8 Aileron at 2009 Geneva Motor Show
2. Infiniti 4-door GT-R?
3. Chevy Volt, Green Car with that ‘Look’

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