Wheels Cars of the Year 2011
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nvkhkhr
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Wheels Car of the Year 2011: Best Sports Saloon & Car of the
Wheels Car of the Year 2011: Best Sports Saloon & Car of the Year
At first glance it looks like any another 5 Series. And if you ignore the small matter of 552bhp it could very well be a lowly 520i. But of course it isn't. This is the new F10 BMW M5 and it's sort of dull. Steady on now, and let me elaborate on that contentious statement. The previous M5 was a huffing and snarling V10 monster, with an angry face and a steroidal body. This one isn't. In profile there are only a few hints of its rarefied lineage. A smattering of M badges, the trademark side gills and the blue brake callipers are just about the only giveaways that this is a 5 Series that's been breathed over by Beelzebub himself. Probably.
Inside, it's all beautifully built and wonderfully relaxing like the said 520i. There's no naked carbon fibre or other faux racing trinkets. It's executive saloon unadulterated. And despite being a twin-turbo 4.8-litre V8, the engine too keeps things polite when it fires up. Actually, even at full pelt there is just a hint of wind noise gushing past those re-profiled mirrors and a distant baritone V8 rumble, with the speedo being the only indication you may be driving something quite potent.
It'll hit 100kph in 4.4 seconds and with the electronic speed limiter subjugated, crush the 300kph marker. All without a hint of stress or strain from the drivetrain. It may weigh nearly two-tonnes, but my goodness it conceals its girth well. You can fling this Bimmer into corners like a Golf GTI and emerge on the other side without ruffling your coiffure or spilling your latte. And like I said, that makes it boring, yet brilliant at the same time.
While most sports saloons crash into speed humps, the M5 just glides over them unperturbed. And when you pile on the pace it hunkers down and attacks corners like a sportscar, but it never shouts about it or displays OTT theatrics. Compared to the E60 M5 there is a bit more sensory deprivation, but is that such a bad thing?
This M5 is comfortable and cossetting whether you're storming down a track or down to your local grocery. It's the only car on sale that keeps both sides of the sports saloon promise. It's an M5 that convincingly emulates a 520i, when you're not in the mood. And that makes it our Car of the Year for 2011.
Wheels Car of the Year 2011: Best Sports Saloon & Car of the Year
At first glance it looks like any another 5 Series. And if you ignore the small matter of 552bhp it could very well be a lowly 520i. But of course it isn't. This is the new F10 BMW M5 and it's sort of dull. Steady on now, and let me elaborate on that contentious statement. The previous M5 was a huffing and snarling V10 monster, with an angry face and a steroidal body. This one isn't. In profile there are only a few hints of its rarefied lineage. A smattering of M badges, the trademark side gills and the blue brake callipers are just about the only giveaways that this is a 5 Series that's been breathed over by Beelzebub himself. Probably.
Inside, it's all beautifully built and wonderfully relaxing like the said 520i. There's no naked carbon fibre or other faux racing trinkets. It's executive saloon unadulterated. And despite being a twin-turbo 4.8-litre V8, the engine too keeps things polite when it fires up. Actually, even at full pelt there is just a hint of wind noise gushing past those re-profiled mirrors and a distant baritone V8 rumble, with the speedo being the only indication you may be driving something quite potent.
It'll hit 100kph in 4.4 seconds and with the electronic speed limiter subjugated, crush the 300kph marker. All without a hint of stress or strain from the drivetrain. It may weigh nearly two-tonnes, but my goodness it conceals its girth well. You can fling this Bimmer into corners like a Golf GTI and emerge on the other side without ruffling your coiffure or spilling your latte. And like I said, that makes it boring, yet brilliant at the same time.
While most sports saloons crash into speed humps, the M5 just glides over them unperturbed. And when you pile on the pace it hunkers down and attacks corners like a sportscar, but it never shouts about it or displays OTT theatrics. Compared to the E60 M5 there is a bit more sensory deprivation, but is that such a bad thing?
This M5 is comfortable and cossetting whether you're storming down a track or down to your local grocery. It's the only car on sale that keeps both sides of the sports saloon promise. It's an M5 that convincingly emulates a 520i, when you're not in the mood. And that makes it our Car of the Year for 2011.
nvkhkhr
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Wheels Car of the Year 2011: Best Excotic Car
Wheels Car of the Year 2011: Best Excotic Car
the throttle past Race Control, the glorious yowls and screams of the big Lambo's 6.5-litre V12 filling up the empty grandstands of Yas Marina, I can see a small mob of tourists gathered on the verandah of the Viceroy hotel, cameras at the ready. A minor riot breaks out as I blitz past and the onlookers jostle to get the best shot. And it's the same story whether you pull up in front of a five-star hotel or are merely dawdling around town minding your own business. This car grabs some serious eyeballs.
It's not just the magnificent looks, or the V12 wail that makes it so special either. This all-new Lambo also packs a big wallop of performance. A 690bhp wallop to be precise.
It goes from a standstill to 100kph in 2.9 seconds while top speed is now perched at an exciting 350kph. But despite this furious turn of pace, it's much easier to handle than the recalcitrant Murciélago it replaces. It is now a proper driving machine.
And unsurprisingly so. The backbone comprises a carbon mono-tub, while racecar-style pushrod suspension and a finely honed chassis ensure that you won't end up wrapped around a palm tree if you get over-zealous with the accelerator.
After five thrilling laps of the south circuit and all the photography in the bag, it's time for a pit-stop. And even as I clamber out of the deep bucket seats I can't help but gawp at the Aventador's stunning lines. It lazes in the sun, its scaly form and yawning air scoops likening it to a reptilian beast from the future that's stumbled into our world by a happy glitch in the time-space continuum.
Everything about this car is superlative, be it performance, price or indeed the looks. It's your ticket to instant celebhood. It's your ticket to the upper echelons of performance motoring where a mere "supercar" isn't quite good enough. It's your wheels Exotic of the Year.
Wheels Car of the Year 2011: Best Excotic Car
the throttle past Race Control, the glorious yowls and screams of the big Lambo's 6.5-litre V12 filling up the empty grandstands of Yas Marina, I can see a small mob of tourists gathered on the verandah of the Viceroy hotel, cameras at the ready. A minor riot breaks out as I blitz past and the onlookers jostle to get the best shot. And it's the same story whether you pull up in front of a five-star hotel or are merely dawdling around town minding your own business. This car grabs some serious eyeballs.
It's not just the magnificent looks, or the V12 wail that makes it so special either. This all-new Lambo also packs a big wallop of performance. A 690bhp wallop to be precise.
It goes from a standstill to 100kph in 2.9 seconds while top speed is now perched at an exciting 350kph. But despite this furious turn of pace, it's much easier to handle than the recalcitrant Murciélago it replaces. It is now a proper driving machine.
And unsurprisingly so. The backbone comprises a carbon mono-tub, while racecar-style pushrod suspension and a finely honed chassis ensure that you won't end up wrapped around a palm tree if you get over-zealous with the accelerator.
After five thrilling laps of the south circuit and all the photography in the bag, it's time for a pit-stop. And even as I clamber out of the deep bucket seats I can't help but gawp at the Aventador's stunning lines. It lazes in the sun, its scaly form and yawning air scoops likening it to a reptilian beast from the future that's stumbled into our world by a happy glitch in the time-space continuum.
Everything about this car is superlative, be it performance, price or indeed the looks. It's your ticket to instant celebhood. It's your ticket to the upper echelons of performance motoring where a mere "supercar" isn't quite good enough. It's your wheels Exotic of the Year.
nvkhkhr
Prime VIP
Wheels Car of the Year 2011: Best Sportscar
Wheels Car of the Year 2011: Best Sportscar
Porsche has a problem with the Cayman, in that the more power it gives it, the better it gets.
Such is the rightness of the basic architecture, that it always seems to be perfectly balanced, poised and responsive — a car that you can drive to the limits and beyond without ever feeling out of control. The trouble is, they also make a thing called the 911.
So the Cayman R is pretty much the best sportscar Porsche currently makes. Sure, there are more powerful cars further up the range, but none of them offers such delicacy and precision. The grip is phenomenal — with the engine sat low and ahead of the driven rear wheels, it always feels planted and secure. And because all the front wheels have to do is steer and brake, the steering provides almost telepathic response: you don't turn into a bend, you merely look to where you want to go and think it through and the Cayman R delivers exactly what you want.
Drive-wise, the PDK gearbox is a revelation, miraculously combining the ease and convenience of a full auto with the directness of a manual. Blipping down the shifts is a pure delight, and allows you to set the car up on the throttle so you're perfectly balanced on entry into a bend. Drive out is meaty and solid, up-shifts thumping home with real authority, and hanging onto a gear until the redline brings a visceral howl from the sports exhaust.
In creating the R, Porsche actually took quite a risk, because the weight savings and power increase offer a bigger thrill than the relatively small improvements suggest. The R is so much more of a driver's car even than the S, and the temptation is to wonder just how much further Porsche could push the concept. Until it makes a Cayman RS, the R definitely wins our Sportscar of the Year award.
Wheels Car of the Year 2011: Best Sportscar
Porsche has a problem with the Cayman, in that the more power it gives it, the better it gets.
Such is the rightness of the basic architecture, that it always seems to be perfectly balanced, poised and responsive — a car that you can drive to the limits and beyond without ever feeling out of control. The trouble is, they also make a thing called the 911.
So the Cayman R is pretty much the best sportscar Porsche currently makes. Sure, there are more powerful cars further up the range, but none of them offers such delicacy and precision. The grip is phenomenal — with the engine sat low and ahead of the driven rear wheels, it always feels planted and secure. And because all the front wheels have to do is steer and brake, the steering provides almost telepathic response: you don't turn into a bend, you merely look to where you want to go and think it through and the Cayman R delivers exactly what you want.
Drive-wise, the PDK gearbox is a revelation, miraculously combining the ease and convenience of a full auto with the directness of a manual. Blipping down the shifts is a pure delight, and allows you to set the car up on the throttle so you're perfectly balanced on entry into a bend. Drive out is meaty and solid, up-shifts thumping home with real authority, and hanging onto a gear until the redline brings a visceral howl from the sports exhaust.
In creating the R, Porsche actually took quite a risk, because the weight savings and power increase offer a bigger thrill than the relatively small improvements suggest. The R is so much more of a driver's car even than the S, and the temptation is to wonder just how much further Porsche could push the concept. Until it makes a Cayman RS, the R definitely wins our Sportscar of the Year award.
nvkhkhr
Prime VIP
Wheels Car of the Year 2011: Best Coupé
Wheels Car of the Year 2011: Best Coupé
The motoring media seems to be split into two camps: over there, eating tofu, hugging trees and singing Kumbaya, is Camp Green. We love those guys. They embrace a clean future and envision a healthy planet for our great grandchildren to whizz around in driverless, zero-emissions cars.
Then there's Camp Petrolhead, scaring squirrels away with their V8s and pouring more 98 Octane on the bonfire. The old school is constantly moaning about the demise of the car, and reminiscing about the good old days.
Personally, the good old days are the Eighties, a time when I was still learning to speak by reciting passing car names and making vroom-vroom sounds. The good old days are the F40, Group B, Ayrton Senna and the Peugeot 205 GTI. Three of those we can never get back, but it's nice to know that in 2011 Peugeot has given us a slice of the glory days in the shape of the RCZ sports coupé. This thing possesses a chassis so well balanced and capable, that it's nearly as good as what Renaultsport does. And that's saying a lot.
In fact, during wheels' initial RCZ test, we simply refused to believe the car was front-wheel drive. Channelling either 160 or 200 horsepower to the front through an automatic or six-speed manual transmission, the RCZ was impeccably well behaved, with instant turn-in and supreme poise.
Turbocharging enables all those ponies to rise up from just 1.6 litres of displacement, and if it's an engine good enough for the Germans (Mini, which is BMW's, of course) then it's good enough for just about anybody. Sure, there is more lag than a late Nineties LAN gaming session, but once the boost kicks in the RCZ powers on with oodles of torque. Just keep it on song and you'll be fine — all the more excuses to get the slick manual version.
It also seems that someone in France finally decided not to give up half way through something, which is why the RCZ sports a fine interior indeed. Acres of leather and soft-touch plastics cover a practical cabin that includes everything you need. Except a shiny screen with satellite navigation.
No matter though, because you don't need to spend hours poring over maps looking for twisty roads in the RCZ: every corner is an adventure, and a lesson in proper FWD sportscar engineering.
Wheels Car of the Year 2011: Best Coupé
The motoring media seems to be split into two camps: over there, eating tofu, hugging trees and singing Kumbaya, is Camp Green. We love those guys. They embrace a clean future and envision a healthy planet for our great grandchildren to whizz around in driverless, zero-emissions cars.
Then there's Camp Petrolhead, scaring squirrels away with their V8s and pouring more 98 Octane on the bonfire. The old school is constantly moaning about the demise of the car, and reminiscing about the good old days.
Personally, the good old days are the Eighties, a time when I was still learning to speak by reciting passing car names and making vroom-vroom sounds. The good old days are the F40, Group B, Ayrton Senna and the Peugeot 205 GTI. Three of those we can never get back, but it's nice to know that in 2011 Peugeot has given us a slice of the glory days in the shape of the RCZ sports coupé. This thing possesses a chassis so well balanced and capable, that it's nearly as good as what Renaultsport does. And that's saying a lot.
In fact, during wheels' initial RCZ test, we simply refused to believe the car was front-wheel drive. Channelling either 160 or 200 horsepower to the front through an automatic or six-speed manual transmission, the RCZ was impeccably well behaved, with instant turn-in and supreme poise.
Turbocharging enables all those ponies to rise up from just 1.6 litres of displacement, and if it's an engine good enough for the Germans (Mini, which is BMW's, of course) then it's good enough for just about anybody. Sure, there is more lag than a late Nineties LAN gaming session, but once the boost kicks in the RCZ powers on with oodles of torque. Just keep it on song and you'll be fine — all the more excuses to get the slick manual version.
It also seems that someone in France finally decided not to give up half way through something, which is why the RCZ sports a fine interior indeed. Acres of leather and soft-touch plastics cover a practical cabin that includes everything you need. Except a shiny screen with satellite navigation.
No matter though, because you don't need to spend hours poring over maps looking for twisty roads in the RCZ: every corner is an adventure, and a lesson in proper FWD sportscar engineering.
nvkhkhr
Prime VIP
Wheels Car of the Year 2011: Best Crossover
Wheels Car of the Year 2011: Best Crossover
Every time wheels travels to Europe to test-drive a newly launched model, one of the highlights of the trip invariably ends up being a sneaky drive around the block in some diesel or other. Say you're testing the new Audi S8 in Spain — well, the ‘shuttles' will naturally be a fleet of diesel A6s or Q7s. Diesel engines are amazing these days and we always return to Dubai moaning about their absence here.
I had a similar experience with Mini this year too: the Coupé JCW blew my socks off, the Coupé Cooper S couldn't live up to its hardcore sibling, but the diesel Coupé Cooper SD put the socks back on just so it could blow them off again. It made so much sense in the real world. Then I tasted the Countryman in the same oil-burner flavour, and I ended up ruining yet another pair of clean socks. The Countryman is, in short, better than the BMW X1. Even if you can't have it with the sensible diesel engine, you can still choose a Cooper S version that drives pretty much as well as a hatchback Cooper S, except you get a higher vantage point. That's it, really. Mini, as expected, managed to make a crossover (that actually can handle dirt trails and ruts) feel like a car, whereas BMW managed to make the X1 feel like a Roman chariot — thank runflat tyres and seemingly missing suspension for that.
Then there's the fact that everyone wants to be seen in a Mini these days, because their ads are hypnotic and the personalisation options mirror the ones on the more youthful hatch, drop-top and Coupé models. This means that even though the Countryman is the thinking/family man's Mini, you can still have four colours adorning yours (look at our one: green, white, red, with black trim — someone spilled paint in the factory), and then go ahead and spec an entire catalogue worth of accessories. Every man and his dog drives a crossover these days, but with the Countryman, at least your crossover can be one with character and personality. And if it had a diesel engine, then it'd be a rarer sight than a Veyron.
Wheels Car of the Year 2011: Best Crossover
Every time wheels travels to Europe to test-drive a newly launched model, one of the highlights of the trip invariably ends up being a sneaky drive around the block in some diesel or other. Say you're testing the new Audi S8 in Spain — well, the ‘shuttles' will naturally be a fleet of diesel A6s or Q7s. Diesel engines are amazing these days and we always return to Dubai moaning about their absence here.
I had a similar experience with Mini this year too: the Coupé JCW blew my socks off, the Coupé Cooper S couldn't live up to its hardcore sibling, but the diesel Coupé Cooper SD put the socks back on just so it could blow them off again. It made so much sense in the real world. Then I tasted the Countryman in the same oil-burner flavour, and I ended up ruining yet another pair of clean socks. The Countryman is, in short, better than the BMW X1. Even if you can't have it with the sensible diesel engine, you can still choose a Cooper S version that drives pretty much as well as a hatchback Cooper S, except you get a higher vantage point. That's it, really. Mini, as expected, managed to make a crossover (that actually can handle dirt trails and ruts) feel like a car, whereas BMW managed to make the X1 feel like a Roman chariot — thank runflat tyres and seemingly missing suspension for that.
Then there's the fact that everyone wants to be seen in a Mini these days, because their ads are hypnotic and the personalisation options mirror the ones on the more youthful hatch, drop-top and Coupé models. This means that even though the Countryman is the thinking/family man's Mini, you can still have four colours adorning yours (look at our one: green, white, red, with black trim — someone spilled paint in the factory), and then go ahead and spec an entire catalogue worth of accessories. Every man and his dog drives a crossover these days, but with the Countryman, at least your crossover can be one with character and personality. And if it had a diesel engine, then it'd be a rarer sight than a Veyron.
nvkhkhr
Prime VIP
Wheels Car of the Year 2011: Best Premium SUV
Wheels Car of the Year 2011: Best Premium SUV
Under ordinary circumstances, it might be difficult to choose one manufacturer's small SUV/crossover/lifestyle statement over another. I mean, you see one average-sized vehicle with averagely adequate drivetrain, averagely capable suspension, average looking interior and averagely styled exterior, you've seen them all, right? Well yes, you have, and that's precisely why the Evoque's a runaway winner in this sector; because there's nothing average about it, and nothing else quite like it on the road. Or off-road come to that.
Very few good-looking concept cars make it from motor show to production line without suffering from Plain Jane cosmetic surgery en route, so Range Rover is to be lauded for allowing the Evoque to escape the re-design surgeon's knife.
Notice we didn't call it a Land Rover. Nope, the marketing folks at Solihull will, quite rightly, point to its luxurious interior, a long list of extravagant options, the signature castellated clamshell bonnet and perhaps its, ahem, higher than average small SUV price tag, and tell you in no uncertain terms, that this is a baby Rangey.
And precisely because it hails from Solihull, where badges are of the green oval variety and off-road expectations are as tall as sand dunes, this SUV has genuine all-terrain performance. Magno-rheological dampers and a host of good old-fashioned clever engineering, mean that after dropping the kids off at school you could, should the urge take you, nip off toward Hatta and cross Big Red before heading to your favourite coffee shop.
It's also fast enough to get you back home on tarmac before your Java's cooled, and with the drive selector switched to Sports mode, will do so with sure-footed grip, minimal body roll and a controlled urgency more WRC than SUV.
So, apart from showgirl looks, sportscar handling, luxury interior and gazelle-like on and off-road performance, all packaged neatly into a vehicle with comfortable seating for four adults and good fuel economy, the Evoque's pretty average, really. Oh, except that it won our Premium SUV of the year award.
Wheels Car of the Year 2011: Best Premium SUV
Under ordinary circumstances, it might be difficult to choose one manufacturer's small SUV/crossover/lifestyle statement over another. I mean, you see one average-sized vehicle with averagely adequate drivetrain, averagely capable suspension, average looking interior and averagely styled exterior, you've seen them all, right? Well yes, you have, and that's precisely why the Evoque's a runaway winner in this sector; because there's nothing average about it, and nothing else quite like it on the road. Or off-road come to that.
Very few good-looking concept cars make it from motor show to production line without suffering from Plain Jane cosmetic surgery en route, so Range Rover is to be lauded for allowing the Evoque to escape the re-design surgeon's knife.
Notice we didn't call it a Land Rover. Nope, the marketing folks at Solihull will, quite rightly, point to its luxurious interior, a long list of extravagant options, the signature castellated clamshell bonnet and perhaps its, ahem, higher than average small SUV price tag, and tell you in no uncertain terms, that this is a baby Rangey.
And precisely because it hails from Solihull, where badges are of the green oval variety and off-road expectations are as tall as sand dunes, this SUV has genuine all-terrain performance. Magno-rheological dampers and a host of good old-fashioned clever engineering, mean that after dropping the kids off at school you could, should the urge take you, nip off toward Hatta and cross Big Red before heading to your favourite coffee shop.
It's also fast enough to get you back home on tarmac before your Java's cooled, and with the drive selector switched to Sports mode, will do so with sure-footed grip, minimal body roll and a controlled urgency more WRC than SUV.
So, apart from showgirl looks, sportscar handling, luxury interior and gazelle-like on and off-road performance, all packaged neatly into a vehicle with comfortable seating for four adults and good fuel economy, the Evoque's pretty average, really. Oh, except that it won our Premium SUV of the year award.
nvkhkhr
Prime VIP
Wheels Car of the Year 2011: Best Small Car
Wheels Car of the Year 2011: Best Small Car
Many thought the previous version of the Yaris didn't look great. It probably didn't. But what it did was to be one of the most successful small cars in recent history. And just like any other Toyota, it wasn't its looks or features that kept the sales tills ringing. For those looking to buy a car without paying through the nose, that will seat four or even up to five people, is fuel efficient, does not break down for the next 300,000km and asks nothing more of you than a regular service, the Yaris ticked the boxes.
Now, the second generation takes this a step further. To begin with, it's got a proper dashboard. And it gets the Toyota family face up front and the sculpted rear end, lending it more character than the earlier version. A few suspension tweaks mean the ride is now smoother than before. Although it comes with just a 1.3-litre engine, the truth is that the frugal lump — with economy figures of 6.2 litres-per-100km — is more than enough to lug the car around with ease. And this time around, Toyota has thrown in extra features in good measure too.
The Toyota Yaris was by far the most significant city car released this year. Buyers of cars like these want reliability, safety, fuel efficiency and low running costs; the Yaris, by virtue of being a Toyota, does all that and more. The fact that it looks much better now is just an added bonus. Our Best Small Car of the Year? Without a doubt.
Wheels Car of the Year 2011: Best Small Car
Many thought the previous version of the Yaris didn't look great. It probably didn't. But what it did was to be one of the most successful small cars in recent history. And just like any other Toyota, it wasn't its looks or features that kept the sales tills ringing. For those looking to buy a car without paying through the nose, that will seat four or even up to five people, is fuel efficient, does not break down for the next 300,000km and asks nothing more of you than a regular service, the Yaris ticked the boxes.
Now, the second generation takes this a step further. To begin with, it's got a proper dashboard. And it gets the Toyota family face up front and the sculpted rear end, lending it more character than the earlier version. A few suspension tweaks mean the ride is now smoother than before. Although it comes with just a 1.3-litre engine, the truth is that the frugal lump — with economy figures of 6.2 litres-per-100km — is more than enough to lug the car around with ease. And this time around, Toyota has thrown in extra features in good measure too.
The Toyota Yaris was by far the most significant city car released this year. Buyers of cars like these want reliability, safety, fuel efficiency and low running costs; the Yaris, by virtue of being a Toyota, does all that and more. The fact that it looks much better now is just an added bonus. Our Best Small Car of the Year? Without a doubt.
nvkhkhr
Prime VIP
Wheels Car of the Year 2011: Best SUV
Wheels Car of the Year 2011: Best SUV
Here in the Middle East, SUVs rule the roost and for good reason. Not only are they practical in the sense that they can accommodate your whole family in comfort, but most come with truly decent powertrains, making them more than just mere transportation devices. You can actually take them off-road without getting stuck just 10 yards into the rough…
Now, since there are so many SUVs battling for the honours, selecting our favourite of the lot was a tricky task to say the least. It was actually the toughest segment to award a winner to since so many have left a mark on us here at wheels towers over the last 12 months. There have been a handful of properly good ones: for instance, the Volkswagen Touareg, with that stonking new V8, would have been a worthy winner. And the Ford Explorer, which is not only good looking, but also offers plenty of decent kit, was deserving of the accolade. Similarly, a case for the GMC Terrain, which we had on our long-term fleet, could have been made and nobody would have been too surprised had it won bragging rights. However, I didn't really like the way it looked and I found the Explorer lacked in power, while the only thing new about the Touareg was the engine. After much arguing and fist shaking, we came to the unanimous decision that there was nothing out there that could contend with the all-new Dodge Durango.
What a magnificent job Chrysler has done with it. Following its year-long hiatus, it's back boasting sleek new looks and a unibody construction. The new Durango is nothing like its predecessor and that's a good thing, because the last generation model looked and handled like a truck. Now, the all-wheel drive Durango is as stiff as can be thanks to no less than 5,500 welds, and though it weighs 2,418kg, you feel as if you could toss this beast into corners and come out unscathed.
This thing fully deserves the award for those fabulous looks alone. The fact it comes fitted with 45 safety and security features is no mean feat either. In fact, it is hard to find a fault with it.
Sitting under that sculpted bonnet lies a 5.7-litre Hemi V8 mated to a five-speed auto, producing 360bhp and 520Nm of torque. Those are sportscar-rivalling figures. And, since the V8 has a fuel saver mode and variable valve timing, it means it'll sip just 12 litres-per-100km.
The best thing about this beauty is that you and six others get to enjoy the smooth ride, ample kit and that hearty raw from the exhausts. Fitted with loads of toys and gadgets such as remote start, keyless entry, a power liftgate, reversing camera and Bluetooth connectivity, the Durango isn't just engaging to drive, but it is built with the quality and refinement that you'd expect from prestige cars. And you can get all this for just a fraction of the price of one.
Wheels Car of the Year 2011: Best SUV
Here in the Middle East, SUVs rule the roost and for good reason. Not only are they practical in the sense that they can accommodate your whole family in comfort, but most come with truly decent powertrains, making them more than just mere transportation devices. You can actually take them off-road without getting stuck just 10 yards into the rough…
Now, since there are so many SUVs battling for the honours, selecting our favourite of the lot was a tricky task to say the least. It was actually the toughest segment to award a winner to since so many have left a mark on us here at wheels towers over the last 12 months. There have been a handful of properly good ones: for instance, the Volkswagen Touareg, with that stonking new V8, would have been a worthy winner. And the Ford Explorer, which is not only good looking, but also offers plenty of decent kit, was deserving of the accolade. Similarly, a case for the GMC Terrain, which we had on our long-term fleet, could have been made and nobody would have been too surprised had it won bragging rights. However, I didn't really like the way it looked and I found the Explorer lacked in power, while the only thing new about the Touareg was the engine. After much arguing and fist shaking, we came to the unanimous decision that there was nothing out there that could contend with the all-new Dodge Durango.
What a magnificent job Chrysler has done with it. Following its year-long hiatus, it's back boasting sleek new looks and a unibody construction. The new Durango is nothing like its predecessor and that's a good thing, because the last generation model looked and handled like a truck. Now, the all-wheel drive Durango is as stiff as can be thanks to no less than 5,500 welds, and though it weighs 2,418kg, you feel as if you could toss this beast into corners and come out unscathed.
This thing fully deserves the award for those fabulous looks alone. The fact it comes fitted with 45 safety and security features is no mean feat either. In fact, it is hard to find a fault with it.
Sitting under that sculpted bonnet lies a 5.7-litre Hemi V8 mated to a five-speed auto, producing 360bhp and 520Nm of torque. Those are sportscar-rivalling figures. And, since the V8 has a fuel saver mode and variable valve timing, it means it'll sip just 12 litres-per-100km.
The best thing about this beauty is that you and six others get to enjoy the smooth ride, ample kit and that hearty raw from the exhausts. Fitted with loads of toys and gadgets such as remote start, keyless entry, a power liftgate, reversing camera and Bluetooth connectivity, the Durango isn't just engaging to drive, but it is built with the quality and refinement that you'd expect from prestige cars. And you can get all this for just a fraction of the price of one.
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Wheels Car of the Year 2011: Best Grand Saloon
Wheels Car of the Year 2011: Best Grand Saloon
Probably the first thing that impresses about the Mulsanne is the quality and fit of the interior. It is simply superb. Everything you touch is solid, reassuring and polished, from the heavily chromed organ-stop pulls for the AC vents to the exquisitely hand-stitched leather that wraps the steering wheel. What looks like wood, is wood, beautifully mirror-matched across both sides of the car. The carpets are thick lambswool, the seats as comfortable as your favourite armchair, though few indeed are the armchairs that can give your back such a skilful massage. Indeed, the Mulsanne is one of the few cars where spending time in the back is almost as much fun as being behind the wheel.
Almost. Because the Mulsanne is a magnificent car to drive. Despite its substantial size, it offers a dramatic turn of speed that is entirely unexpected in something so large, but entirely in keeping with the Bentley tradition of building beautiful, fast cars.
Fast it certainly is, with a twin-turbo 6.75-litre V8 under the bonnet producing 505bhp and an astonishing 1,020Nm of torque. This means you can romp to 100kph in a frankly unfeasible 5.3 seconds, and run on to almost 300kph.
In the metal, the car has real presence, and although the design is entirely contemporary, it retains enough of the Bentley DNA to be instantly recognisable for what it is. In fact, the Mulsanne is the first entirely new ground-up design from the company in nearly 70 years, and it is a very assured and accomplished piece of work indeed. Some of the complex curves in the panels required the development of a new method of metalworking, called superforming, in order to achieve the level of precision required. The result is one of those subtle shapes that you can look at for hours, and always find something new to enjoy.
A beautiful car, a luxurious car, an extremely fast car — the thoroughly modern Mulsanne is every inch a classic Bentley, and thoroughly deserves to be crowned Grand Saloon of the Year.
Wheels Car of the Year 2011: Best Grand Saloon
Probably the first thing that impresses about the Mulsanne is the quality and fit of the interior. It is simply superb. Everything you touch is solid, reassuring and polished, from the heavily chromed organ-stop pulls for the AC vents to the exquisitely hand-stitched leather that wraps the steering wheel. What looks like wood, is wood, beautifully mirror-matched across both sides of the car. The carpets are thick lambswool, the seats as comfortable as your favourite armchair, though few indeed are the armchairs that can give your back such a skilful massage. Indeed, the Mulsanne is one of the few cars where spending time in the back is almost as much fun as being behind the wheel.
Almost. Because the Mulsanne is a magnificent car to drive. Despite its substantial size, it offers a dramatic turn of speed that is entirely unexpected in something so large, but entirely in keeping with the Bentley tradition of building beautiful, fast cars.
Fast it certainly is, with a twin-turbo 6.75-litre V8 under the bonnet producing 505bhp and an astonishing 1,020Nm of torque. This means you can romp to 100kph in a frankly unfeasible 5.3 seconds, and run on to almost 300kph.
In the metal, the car has real presence, and although the design is entirely contemporary, it retains enough of the Bentley DNA to be instantly recognisable for what it is. In fact, the Mulsanne is the first entirely new ground-up design from the company in nearly 70 years, and it is a very assured and accomplished piece of work indeed. Some of the complex curves in the panels required the development of a new method of metalworking, called superforming, in order to achieve the level of precision required. The result is one of those subtle shapes that you can look at for hours, and always find something new to enjoy.
A beautiful car, a luxurious car, an extremely fast car — the thoroughly modern Mulsanne is every inch a classic Bentley, and thoroughly deserves to be crowned Grand Saloon of the Year.
nvkhkhr
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Wheels Car of the Year 2011: Best Premium Saloon
Wheels Car of the Year 2011: Best Premium Saloon
The A7 is Ingolstadt's answer to the Mercedes-Benz CLS. But more than just a niche-filler, this fastback is possibly Audi's most balanced saloon
Looks have never been the forte of VW-group cars. Audi was no exception. Its various models invariably looked like 15 per cent enlarged or reduced photocopies of each other. Cases in point being the Q7, Q5, Q3 and the A8, A6 and A4. The first model to break this trend was the A5, which, although it carried a family resemblance to the other saloons, was different with its swoopy Kamm tail and we loved it. So when Audi announced the A7 Sportback last year, we were expecting nothing short of a great looking, well-built, fun-to-drive car — and we weren't disappointed.
With its graceful, athletic looks, highlighted by the fluid lines and elegantly plunging roofline, the A7 is simply the best looking saloon in Ingolstadt's line-up. And the stylish exterior is complemented by the simple, understated yet impeccably built interior. If we had an award for the best cabin of the year, the A7 would have won hands down. The interior feels as roomy as the A8's and can seat up to five adults in comfort, although the sloping roofline compromises headroom at the back a little bit.
The looks and the build quality are amply backed up by the silky smooth, whisper-quiet yet remarkably tractable 3.0-litre TFSI engine. It's the 300bhp unit's impressive mid-range torque that sets it apart from the competition. Combined with the seven-speed S tronic gearbox and Quattro permanent all-wheel drive, the A7 is a great car to drive. It might not be as fun as being behind the wheel of a Porsche Panamera, but when it comesto luxurious ride-quality and premium-build, the A7 is second to none.
Luxury, space, safety or extra features — whatever it be that you're looking for in a premium saloon — the A7 has it all and then some. More than just filling a niche that Audi created in between the A6 and the A8, the A7 makes for a more sensible choice than both of these cars. It's bigger and better than the A6, while offering almost as much space as the flagship saloon, and it sells at a base price of Dh263,000. And as a premium package, no other saloon launched this year, including the new Merc CLS, comes close.
Wheels Car of the Year 2011: Best Premium Saloon
The A7 is Ingolstadt's answer to the Mercedes-Benz CLS. But more than just a niche-filler, this fastback is possibly Audi's most balanced saloon
Looks have never been the forte of VW-group cars. Audi was no exception. Its various models invariably looked like 15 per cent enlarged or reduced photocopies of each other. Cases in point being the Q7, Q5, Q3 and the A8, A6 and A4. The first model to break this trend was the A5, which, although it carried a family resemblance to the other saloons, was different with its swoopy Kamm tail and we loved it. So when Audi announced the A7 Sportback last year, we were expecting nothing short of a great looking, well-built, fun-to-drive car — and we weren't disappointed.
With its graceful, athletic looks, highlighted by the fluid lines and elegantly plunging roofline, the A7 is simply the best looking saloon in Ingolstadt's line-up. And the stylish exterior is complemented by the simple, understated yet impeccably built interior. If we had an award for the best cabin of the year, the A7 would have won hands down. The interior feels as roomy as the A8's and can seat up to five adults in comfort, although the sloping roofline compromises headroom at the back a little bit.
The looks and the build quality are amply backed up by the silky smooth, whisper-quiet yet remarkably tractable 3.0-litre TFSI engine. It's the 300bhp unit's impressive mid-range torque that sets it apart from the competition. Combined with the seven-speed S tronic gearbox and Quattro permanent all-wheel drive, the A7 is a great car to drive. It might not be as fun as being behind the wheel of a Porsche Panamera, but when it comesto luxurious ride-quality and premium-build, the A7 is second to none.
Luxury, space, safety or extra features — whatever it be that you're looking for in a premium saloon — the A7 has it all and then some. More than just filling a niche that Audi created in between the A6 and the A8, the A7 makes for a more sensible choice than both of these cars. It's bigger and better than the A6, while offering almost as much space as the flagship saloon, and it sells at a base price of Dh263,000. And as a premium package, no other saloon launched this year, including the new Merc CLS, comes close.
nvkhkhr
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Wheels Car of the Year 2011: Best Family Saloon
Wheels Car of the Year 2011: Best Family Saloon
Kia claims it has the ‘power to surprise'. And we have come to believe those good guys from South Korea, especially after driving the Cadenza mid-size saloon, which was our family saloon of the year in 2010. But the real surprise came this year, not from Kia, but from its sister concern, Hyundai, in the form of the Azera, which shares a platform and engine with the Cadenza. Hyundai has come a long, long way from its early, notorious years of churning out unreliable, ugly automobiles. It created ripples globally with its Genesis luxury saloon and later with the Centennial super luxury saloon. This experience seems to have rubbed off on the new Azera, as it is a drastic step up, not only from the previous model, but also from the rest of Hyundai's offerings.
Looks-wise, it's a mix of the Sonata and the Centennial, but blended in a nice way. The Azera is 10mm wider and 20mm lower than before, while the 2,845mm-long wheelbase frees up substantially more room inside the car, which can seat five full-sized adults in comfort. There is no part of the cabin — whether it be plastic, wood or leather — that can be termed cheap.
This leap in design and build-quality is amply backed up by the 3.0-litre V6 unit, which is as silent and refined as any found in Japanese, American or European competitors. The level of refinement in the cabin is way more than you would expect in a car that has a base price of just Dh112,000 and goes up to Dh118,000 for the top-end model. So are the features. The driver and passenger seats in the new Azera are up to 10-way adjustable, and get a massage function as well.
Other features packed into the car include Bluetooth, dual climate control, perforated leather seats, sat-nav, a sharp and clear rear-view camera, a panorama sunroof, rear window sun shades, 18in aluminium wheels and an Infinity hi-fi sound system. Of course, for a family saloon, safety features are a big consideration as well, and the Azera impresses here too, with nine airbags, electronic stability control, tyre-pressure monitoring as well as advanced smart cruise control, which maintains a safe distance from other vehicles ahead.
To sum up, the 2012 Hyundai Azera offers most of the goodies you'd get in a Lexus or a BMW in a package that costs as much as a Toyota Aurion or a Honda Accord, which do not have half of these features. Without a doubt, the Best Family Saloon of the Year.
Wheels Car of the Year 2011: Best Family Saloon
Kia claims it has the ‘power to surprise'. And we have come to believe those good guys from South Korea, especially after driving the Cadenza mid-size saloon, which was our family saloon of the year in 2010. But the real surprise came this year, not from Kia, but from its sister concern, Hyundai, in the form of the Azera, which shares a platform and engine with the Cadenza. Hyundai has come a long, long way from its early, notorious years of churning out unreliable, ugly automobiles. It created ripples globally with its Genesis luxury saloon and later with the Centennial super luxury saloon. This experience seems to have rubbed off on the new Azera, as it is a drastic step up, not only from the previous model, but also from the rest of Hyundai's offerings.
Looks-wise, it's a mix of the Sonata and the Centennial, but blended in a nice way. The Azera is 10mm wider and 20mm lower than before, while the 2,845mm-long wheelbase frees up substantially more room inside the car, which can seat five full-sized adults in comfort. There is no part of the cabin — whether it be plastic, wood or leather — that can be termed cheap.
This leap in design and build-quality is amply backed up by the 3.0-litre V6 unit, which is as silent and refined as any found in Japanese, American or European competitors. The level of refinement in the cabin is way more than you would expect in a car that has a base price of just Dh112,000 and goes up to Dh118,000 for the top-end model. So are the features. The driver and passenger seats in the new Azera are up to 10-way adjustable, and get a massage function as well.
Other features packed into the car include Bluetooth, dual climate control, perforated leather seats, sat-nav, a sharp and clear rear-view camera, a panorama sunroof, rear window sun shades, 18in aluminium wheels and an Infinity hi-fi sound system. Of course, for a family saloon, safety features are a big consideration as well, and the Azera impresses here too, with nine airbags, electronic stability control, tyre-pressure monitoring as well as advanced smart cruise control, which maintains a safe distance from other vehicles ahead.
To sum up, the 2012 Hyundai Azera offers most of the goodies you'd get in a Lexus or a BMW in a package that costs as much as a Toyota Aurion or a Honda Accord, which do not have half of these features. Without a doubt, the Best Family Saloon of the Year.
nvkhkhr
Prime VIP
Wheels Car of the Year 2011: Best Hot Hatch
Wheels Car of the Year 2011: Best Hot Hatch
VW's Golf R has its flaws, but only if you have a phobia of automatic transmissions and all-wheel drive, like us. Normal people don't, so this is the hot hatch of the year.
The Volkswagen Golf GTI is better than the Golf R. It's more nimble, feels lighter on its feet, very nearly as quick since our GCC Golf R is actually a downtuned model, and more challenging (read: fun) to drive with its ‘flaws'. I've forgotten how many Rs I've driven and each one has put a perma-smile on my face that awoke cheek muscles I never knew I had.
First, wheels went to Qatar to drive the R at Losail circuit, where the AWD system completely overshadowed the track's point-and-squirt first section, and then dug in like a Caterpillar throughout the esses at the end. It was fuss-free, and a little fun-free too, unfortunately. So much grip and composure is great for safety, but completely alienating when it comes to driving excitement.
But then we came back to Dubai. Nipping about town in an R is a totally different story, as the car accelerates out of 90-degree corners in fast-forward, and levels-out through the highway onramps and exits with a sort of magnetic attraction to the road. Nothing can unstick the R, not any amount of abrupt throttle lift-off or pedal pumping, nor any ridiculous attempts at Scandinavian flicks. Even pulling the handbrake to induce a slide merely calls on the electronics to send you into the naughty corner. The best you'll get is worn tyres and then some understeer — that's the only unsettling bit of the supremely balanced chassis and tyre combination you'll get in the R; everywhere else it's unbelievably neutral. Some, like us, tend to call that dull, but you can't deny it's also the mark of a very well sorted AWD sportscar.
That wasn't enough either. We then sampled yet two other different Rs as our long-term test cars, and that just reiterated the fact that the R is the most capable and no-nonsense hot hatch on sale. Its prize this year is well earned.
Ladies and gents, meet your wheels Hot Hatch of the Year.
Wheels Car of the Year 2011: Best Hot Hatch
VW's Golf R has its flaws, but only if you have a phobia of automatic transmissions and all-wheel drive, like us. Normal people don't, so this is the hot hatch of the year.
The Volkswagen Golf GTI is better than the Golf R. It's more nimble, feels lighter on its feet, very nearly as quick since our GCC Golf R is actually a downtuned model, and more challenging (read: fun) to drive with its ‘flaws'. I've forgotten how many Rs I've driven and each one has put a perma-smile on my face that awoke cheek muscles I never knew I had.
First, wheels went to Qatar to drive the R at Losail circuit, where the AWD system completely overshadowed the track's point-and-squirt first section, and then dug in like a Caterpillar throughout the esses at the end. It was fuss-free, and a little fun-free too, unfortunately. So much grip and composure is great for safety, but completely alienating when it comes to driving excitement.
But then we came back to Dubai. Nipping about town in an R is a totally different story, as the car accelerates out of 90-degree corners in fast-forward, and levels-out through the highway onramps and exits with a sort of magnetic attraction to the road. Nothing can unstick the R, not any amount of abrupt throttle lift-off or pedal pumping, nor any ridiculous attempts at Scandinavian flicks. Even pulling the handbrake to induce a slide merely calls on the electronics to send you into the naughty corner. The best you'll get is worn tyres and then some understeer — that's the only unsettling bit of the supremely balanced chassis and tyre combination you'll get in the R; everywhere else it's unbelievably neutral. Some, like us, tend to call that dull, but you can't deny it's also the mark of a very well sorted AWD sportscar.
That wasn't enough either. We then sampled yet two other different Rs as our long-term test cars, and that just reiterated the fact that the R is the most capable and no-nonsense hot hatch on sale. Its prize this year is well earned.
Ladies and gents, meet your wheels Hot Hatch of the Year.
nvkhkhr
Prime VIP
Wheels Car of the Year 2011: Best Supermini
Wheels Car of the Year 2011: Best Supermini
Chevrolet's diminutive Spark really is tiny — just over 1,500mm wide and 1,600mm tall, and only 3,600mm from the distinctive twin-port nose with the golden bow tie to the end of its tailpipe. Small size means low weight too, a very lithe 864kg on the scales.
Yet despite its Lilliputian dimensions, the Spark offers decent internal space, certainly enough for four (well-acquainted) adults, although Chevrolet has rather optimistically fitted a third seatbelt in the rear. In fact, the seats are good, supportive and comfortable, and the rears fold down to increase boot space from 190 litres when up to a much more usable 568 litres when folded.
Under the bonnet is a pokey little 1.2-litre four-pot, delivering an adequate 81bhp and 111Nm of torque, making the Spark such fun to drive around town. It really does punch above its weight in urban situations, stepping smartly away from the lights and zipping through gaps in traffic. It is strong enough to keep up with highway traffic, but sounds a bit strained when you ask it to do anything more. That's not what it was designed for.
The Spark is a sharply dressed and funky piece of work, with some good exterior detailing that helps it stand out in a very competitive class. As superminis go, this is as good as they get.
Wheels Car of the Year 2011: Best Supermini
Chevrolet's diminutive Spark really is tiny — just over 1,500mm wide and 1,600mm tall, and only 3,600mm from the distinctive twin-port nose with the golden bow tie to the end of its tailpipe. Small size means low weight too, a very lithe 864kg on the scales.
Yet despite its Lilliputian dimensions, the Spark offers decent internal space, certainly enough for four (well-acquainted) adults, although Chevrolet has rather optimistically fitted a third seatbelt in the rear. In fact, the seats are good, supportive and comfortable, and the rears fold down to increase boot space from 190 litres when up to a much more usable 568 litres when folded.
Under the bonnet is a pokey little 1.2-litre four-pot, delivering an adequate 81bhp and 111Nm of torque, making the Spark such fun to drive around town. It really does punch above its weight in urban situations, stepping smartly away from the lights and zipping through gaps in traffic. It is strong enough to keep up with highway traffic, but sounds a bit strained when you ask it to do anything more. That's not what it was designed for.
The Spark is a sharply dressed and funky piece of work, with some good exterior detailing that helps it stand out in a very competitive class. As superminis go, this is as good as they get.
Mandeep Kaur Guraya
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