Infiniti dealers have been begging for a new halo car ever since the ponderous Q-series was retired in 2006. While Infiniti had hoped the somewhat smaller M-series could play the part, it’s reviews as a showroom star have been lackluster at best. But now that may change. The M-series is again reborn, and it finally looks like it just might master the part. So let’s raise the curtain and see how it acts.

In Japan, it’s called the Nissan Fuga.  Here in the States, it’s called the 2011 Infiniti M. Regardless of its badge, this redesigned, premium four-door sedan retains the swoopy, long hood, high rear deck form for which the M-Series is well known, but now adds sleeker design language to project a more expressive, upscale, and substantial image.

Wheelbase is unchanged, but the M-Series is now slightly longer, wider, and lower than before. A new low slung grille is flanked by swept-back crystal-look headlight clusters. The profile is defined by deeply sculpted fenders and flowing wave-style doors.

But the M’s brawniness comes from its chunky C-pillar area, which almost gives the car a jacked-up muscle car vibe, complete with sporty dual exhaust. Exhaling through those pipes are a pair of stronger engines. The M37 sports the G’s 3.7-liter V6. Horsepower is 330 – an increase of 27 over last year's 3.5 V6 - and torque is 270 pound-feet – up eight.

The M56 uses a direct-injected 5.6-liter V8. About a quarter larger than the previous 4.5 V8, it rates 420 horsepower – a big jump of 95 – and 417 pound-feet of torque – up 81.

The lone transmission is a seven-speed automatic with Adaptive Shift Control, feeding either the rear wheels or all four on "x" models.

Remarkably, even with a big boost in power, fuel efficiency is up too. Government Fuel Economy Ratings are 18/26 for the M37, and 16/25 for the M56. A new feature, Eco Pedal, provides feedback to encourage efficient driving. Infiniti claims a five-to-ten percent economy gain.

But a bigger increase comes in performance: the M feels much stronger. We judge the M56 to be capable of 0-60 in under 5.5 seconds. That puts it in the league of the Mercedes-Benz E550.

Still, after testing both engines, we found the V6 to be more than adequate for most buyers. With the V8, there's more power, but the front-end also felt heavier and less responsive. The new Drive Mode Selector adjusts throttle response and shift points to one of four settings; Standard. Eco, Sport, and Snow.

The front double-wishbone, rear multi-link FM chassis remains, but with a new back end geometry. The Sport Package, only offered with rear drive, brings tighter tuning with upgraded springs and new double piston shocks. It also adds Four-Wheel Active Steer for greater nimbleness. Infiniti's Intelligent all-wheel drive system is geared more for routine all-weather driving, unlike Audi's more performance-spec quattro setup.

Still, optional Active Trace Control, which adjusts engine torque and braking at all four wheels, does help to smooth out turn-ins. Brakes are enhanced, too, but only with the Sport Package, which brings larger rotors with four-piston calipers front, and two-piston rears. So, we judge overall dynamics to be both more sporty, yet still luxurious. Neither soft and Lexus-like or taut and BMW-like. Rather, the M is smack dab in the middle.

The interior also benefits greatly from the M's new design language. It now looks like a top drawer sedan. From the twin-hump instrument shroud, to the stepped center console, the look and feel is both athletic and luxurious.

The leather front seats have standard 10-way power, with optional heating and cooling. Sport Package brings added bolstering and a sport steering wheel with available heat. New comfort features include Active Noise Control, and Forest Air, which manages airflow and humidity to mimic a fresh breeze.

Higher-end options includes Navigation with satellite traffic and weather, a back-up camera, a 9.3 gig hard drive Music Box, and a Bose stereo. The rear seat is roomy for two adults, three in a pinch. The seats do not fold, but there is a pass-thru which leads back to a spacious 14.1-cubic foot trunk. For advanced safety technologies, the M offers Distance Control Assist, Intelligent Brake Assist, and Blind Spot Intervention. A world first, it uses selective braking to correct lane drift.

Pricing starts modestly for its class. $47,115 for the rear drive M37, $49,265 for the M37x. The M56 has a base of $58,415, while the M56x begins at $60,915. A V6 hybrid M is due for 2012.

While it still takes up little less pavement than most flagship sedans, the 2011 Infiniti M-Series gives up nothing in style, accommodations, or performance to rivals. The curtain is up, and Infiniti's new star is more than ready for a command performance.

The duty of upholding Volkswagen’s heritage has most recently been delegated to small legacy car names like Golf and Jetta. But hold on! A much larger, totally modern take on VW’s classic microbus has just buzzed over the horizon— the all-electric ID. Buzz. It’s been at the top of our minds since we first saw the concept back in 2017. Well, it’s finally here, so let’s get our groove into drive!

This 2025 Volkswagen ID. Buzz has indeed created the most buzz around Volkswagen since the Beetle’s return to the U.S. in the late 1990s. We couldn’t drive it anywhere without drawing a crowd. No wonder, just about everyone has a VW Microbus story to tell, and seeing this reimagined version rolling down the street brings back all those memories.

VW really pulled it off as far as we’re concerned, as it looks great without appearing over the top. All the cues are here: Big VW logo front and center, lots of greenhouse including A-pillar windows and mini sliders for the second-row passengers, D-pillar air vents, and two-tone wheels. And while its appearance may be pure retro, its drivetrain is far from it, as the ID. Buzz is all-electric, and unlike the new Beetle, the Buzz does retain the original Microbus’ rear-drive architecture.

Powering those rear wheels is a 210-kW motor drawing juice from a 91-kWh battery for a range of 234 miles; 200-kW max charging will get you to 80% in about 26 minutes. Buyers can add another small 80-kW motor up front for 4motion all-wheel-drive and an increase of total output from 282 to 335 horsepower with a combined 512 lb-ft of torque. It uses the same battery, but range estimates drop just slightly to 231 miles. But while those numbers are modest, we also found them to be quite conservative, as we observed as many as 287 miles available in our all-wheel-drive tester’s gauge display and were on pace for 273 miles in our driving loop.

One throwback theme that may be a turnoff to some is that it’s quite a step up into the Buzz’s front seats, but there’s certainly a commanding view of the road once you climb in. Second row seating can be either a three-place bench or a pair of captain’s chairs, so there’s generous room for seven or six passengers. The captain’s chairs in our Pro S Plus offer good support and very easy access to the third row.

With the sliding side doors and a wide opening rear hatch, there’s plenty of access for loading big sport utility amounts of cargo. Lots of flexibility too with the option to simply fold the seats or remove them altogether, and the ability to create a full-length flat floor with a rear cargo shelf that covers some handy removable storage bins. There’s 18.6 cubic-feet of space behind the third row, 75.5 behind the second, and a max of 145.5. That’s more than a Chevrolet Tahoe. For smaller items, there are lots of cubbies throughout the cabin, along with a standard Buzz Box that can be moved to multiple locations.

With a design that prioritizes retro form and modern function over aero efficiency, the 4motion equipped ID. Buzz earns a Fair efficiency rating, using 42-kWh of electricity per 100 miles, and we weren’t sure what to expect at our Mason Dixon test track.

What we found was great torque off the line and drama free launches to 60 in just 5.3 seconds. It was very stable at speed and power delivery stayed steady most of the way down the track until we reached about 90 mph, when it began to taper off just before we finished the quarter-mile in 14.0 seconds flat at 97 mph.

With 1,200-lbs. of battery weight nestled in its 127.5-inch wheelbase, the Buzz felt planted to the pavement through our handling course. There was quite a bit of body roll to deal with, but surprisingly little understeer. In panic braking runs, pedal response was inconsistent, feeling soft at times, pushing back hard at others; but through it all, results were quite good, stopping from 60 in an average of just 108 feet.

Three interior themes are available, this Dune is the brightest, featuring coastal inspired wood optic dash décor, “gray and clay” leatherette surfaces, and a high-mounted central 12.9-inch touchscreen. Pricing starts with a rear-wheel-drive Pro S at $61,545; this Pro S Plus begins at $65,045, add another $4,500 for 4motion, which brings a few extra features along with all-wheel drive.

Retro design with old-school VW charm, modern EV drivetrain, big SUV capacity merged with minivan flexibility; it all comes together in this 2025 Volkswagen ID. Buzz. It’s easily one of the coolest rides of the year and one that will likely keep Volkswagen dealers buzzing for years to come, and that’s something no other people and things mover can say.