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.

Talk about bad timing. This second-generation G80 debuted at the height of a global pandemic. But that hasn’t stopped Genesis or this Bentley-on-a-budget sedan. In fact, since then, Genesis has unveiled a spectacular all-electric version and now given all G80s a makeover. So, let’s find out what a better and better-timed new G80 is ready to deliver.

Breaking into the luxury sedan scene requires going up against traditional brands with long pedigrees and legions of loyal buyers. But Hyundai has never shied away from a challenge, and has made steady progress with their Genesis brand, and hopes that a revised 2025 G80 midsize sedan will be their next step up.

Styling matters more when you’re the upstart, and the Genesis Athletic Elegance theme changes very little for ’25; just a new grille, slightly reshaped bumpers, new wheels ranging from 18 to 20 inches, and an updated color palette. The G80’s unique two-line LED headlamps get revised Micro Lens Array technology that boosts performance while minimizing the brightness for oncoming drivers.

Changes inside are much more significant with an entirely new dash and console, eliminating both the hooded gauge panel and dashtop wide info screen. Merging them together into one 27-inch wide LG panoramic display than runs from behind the steering wheel to over the center stack. There’s a bigger and more comprehensive control panel in the center stack; while the console gets less armrest coverage, more space for storage, and reshaped cupholders. The wider display is still a touchscreen, but there is also a console mounted controller if you prefer to keep it fingerprint free. Both options work well, but the controller is still too easy to confuse with the dial-like shifter.

Materials are on par if not a notch above most European luxury rivals, and there are 18 speakers to crank out 1,400 watts of premium sound from Bang & Olufsen. Top Sport Prestige trim comes with Nappa leather seats, carbon fiber trim, micro-suede materials for the headliner and pillar covers, heated armrests, head-up display, and upgraded active safety features. Front seats are immensely comfortable without feeling overly soft, and there’s plenty of comfort and room for adults in the back seat.

Same powertrains as last year. Base power comes from a 300-horsepower 2.5-liter turbo-four; the upgrade is this 3.5-liter twin-turbo V6 that outputs 375 horsepower and 391 lb-ft of torque. Both are hitched to standard all-wheel drive. At our Mason Dixon Dragway test track, the AWD delivered enough grip for consistent slip-free launches. We hit 60 in 5.0 seconds flat. Run after run, the 3.5T pulled as strong as it sounds. All G80s work with the same paddle-shift eight-speed automatic transmission, and while shifting was silky smooth on the street, here on the track with Sport Mode and wide-open throttle they were noticeably firmer and quicker.

It was a very surreal experience in the cabin. More Bentley than Benz; streaking down the track with European-style solidity that gives you very little indication of the high speed you’re traveling at. For us, that was 105 mph in 13.4 seconds at the quarter. In addition to the G80’s Sport Mode that tightens steering, improves throttle response, adjusts shifting points, firms up the suspension, and reconfigures stability system parameters; Sport Prestige trim adds rear-wheel steering and an electronic limited slip differential. But, even with all of that, it didn’t feel overly sporty in our handling course. Now, we were able to comfortably carry quite a bit of speed through the cones, but there was just an overall soft, somewhat disconnected and heavy presence that had us unsure of how hard we could push. Sport Prestige also adds upgraded performance brakes. They were plenty capable, bringing this 4,600-lbs. luxury liner consistently down from 60 in just 104 feet with little fade.

Government Fuel Economy Ratings for the six-cylinder are 16 City, 24 Highway, and 19 Combined. We averaged a good 21.3 mpg of Premium. Still, that’s a slightly below average Energy Impact Score, using 15.7 barrels of oil annually with 7.8 tons of CO2 emissions.

Considering the amount of luxury packed into the G80, its $58,350 starting price, even though slightly higher than last year, remains pretty remarkable. It’s a substantial step up to the 3.5T though, as it begins at $70,850.

Genesis has existed as a standalone luxury brand for just less than a decade, and it has indeed been making steady progress into what is surely the hardest segment of all to master. The 2025 Genesis G80 sedan continues to impress and is a great option for luxury-minded buyers who prioritize true value over badges.