2013 Infiniti M37x Sport
2013 Infiniti M37x Sport. Click image to enlarge

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Manufacturer’s Website
Infiniti Canada

Review and photos by Simon Hill

Photo Gallery:
2013 Infiniti M37x Sport

Even as it gets ready to cue the Qs, Nissan’s upmarket Infiniti marque has been busy introducing new models to the market. Joining the company’s crossover lineup this year is the seven-passenger JX35 (soon to be QX60 as part of Infiniti’s global nomenclature realignment). Joining the range-topping M sedan lineup (soon to be the Q70 sedan lineup) is the M37x Sport, which combines the until-now mutually exclusive M37x and M37 Sport packages into one super-capable mid-size performance luxury sedan.

The M37x Sport shares the same curvaceous bodywork as its M siblings, and looks light-years ahead of the rather mundane previous-generation M sedan. I liked my Aspen Pearl test car from pretty much every angle, except perhaps the direct rear view where the bumper appears a bit large compared to the trunk lid. I especially liked the view over the hood from the driver’s seat, with muscular fender bulges pointing the way down the road.

Under the hood, the M37x Sport gets the same 24-valve 3.7L DOHC V6 as all other M37 variants, hooked up to a seven-speed electronically controlled automatic transmission. This engine churns out a healthy 330 horsepower and 270 lb-ft of torque, which is good enough to launch the big sedan from 0 to 100 km/h in about six seconds. During everyday driving it pulls strongly at any speed, and emits a nice throaty exhaust note that’s authoritative sounding without being obnoxious.

2013 Infiniti M37x Sport2013 Infiniti M37x Sport2013 Infiniti M37x Sport2013 Infiniti M37x Sport
2013 Infiniti M37x Sport. Click image to enlarge

Getting the power to the road is Infiniti’s ATTESA ETS all-wheel-drive system, which is shared with the garden-variety M37x. ATTESA stands for “Advanced Total Traction Engineering System for All-Terrain,” and it uses a computer to monitor wheel speeds (using the ABS sensors) and vehicle acceleration (using a three-axis g-force sensor) and then feed up to 50 percent of power to the front wheels as needed. The system is the same secret weapon as used in the Nissan GT-R to provide phenomenal cornering grip, and it provides rear-wheel-drive dynamics in perfect conditions with easier recovery of control in poor conditions. I had the opportunity to try the system out in an empty, frost-coated parking lot and it exhibited exemplary behaviour, allowing a sporting amount of oversteer while making it effortless to bring things back in line as desired.

Keeping the M37x Sport planted to the road is the same sport-tuned suspension as in the M37 Sport, with big P245/40 R20 tires mounted on good-looking 20-inch aluminum alloy wheels, and Sport-specific four-piston front brake calipers with 35.5-cm (14-inch) vented front discs and 35-cm rear discs.

I found the M37x Sport to be rock solid on the highway, while in the corners it offers plenty of grip and feels reasonably agile and light on its feet for a 1,815-kg car (this is in contrast to the smaller G37x, which I found a little heavy-feeling at 1,732 kg). Steering feel is decent, and there’s enough feedback that you can occasionally feel the tires tramlining a little on rutted city pavement, especially under braking. The price you pay for the relatively athletic handling is a correspondingly firm ride, but while firm, it is by no means harsh, and the car’s structure is solid enough that large bumps don’t rattle it at all.

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