Bentley GTC Driven and it's more fun than you think

A blood curdling roar echoed across the parking lot, as my Bentley GTC arrived and climbed up the ramp, waking up all the cars from their deep slumber as a chill ran down their axles.

This is the fourth car that I’m driving within the past nine months that shares Audi’s 4.0 litre twin-turbo V8. In the Bentley Continental GT and GTC (the latter being the convertible that I am driving now) it produces a monumental 500 bhp. In the Audi S8, it produces twenty more but in the Bentley the sonoric climax that shook the rest from their sloth is achieved. The exhaust notes are simply magnificent. As in the other examples, four cylinders are deactivated on a regular drive but tearing the throttle brings all the eight heads to life. It’s like a cuckoo clock, that pops out in the hour of power – only, in the Bentley GTC’s case they’re not cuckoos but ferocious gargoyles that peek out of their caves with a spine-chilling roar before retreating as the car settles down.

Yet, the Bentley GTC is pretty silent for a soft top even on its 22-inch wheels. Road noise is reserved for the times when you bring your top down. Along with the fuel saving of the four-cylinder set up, the Bentley Continental GTC V8 provides the plush comfort expected of a luxury sedan on long trips. The fuel efficiency at one point was 6.8kms per litre, which is pretty good, but after some aggressive driving dipped below 6.

The car engages you rather than imparting a feeling of electronic intervention.  It’s thrilling, smooth and you always feel absolutely in control. And with such surround vision, you don’t need a blind spot monitor. Well, if you need a 360 degree view of course, bring the roof down!

The suspension setting varies from comfort to sport at various degrees. However, the steering is quicker than the wheels themselves. But it’s so easy going and well weighted that the managing of the wheel itself is quite engaging and a part of the sporty package with the right mix of luxury that the Bentley GTC V8 offers. This is a coupe that can accommodate four but ideally, two would best enjoy the luxury within.

For the full review and on-road pictures of the Bentley GTC, race your mouse to http://drivemeonline.com/bentley-gtc-v8-review-more-fun-per-gallon/

Toyota Camry 2012 Review: Family values

Ask the Taxi drivers in Dubai, and 7 out of 10 will swear by the comfort and reliability of a Camry that see them past half a million km. Having built this larger-than-life reputation for reliability across six generations and for the ultimate resale value in this part of the world, the Camry 2012 takes a new avatar in its 7th generation.

A four-cylinder Camry with a six-cylinder burble. A 2.5L Camry that can do 0-100 in less than 9 sec. A Camry that doesn’t budge while going about bends and roundabouts with a steering prowess that borders on pleasurable. Pleasurable? Is it a Camry we are talking about here? Wasn’t the P word supposed to be ‘Practical’? I guess this is exactly why Al Futtaim chose the Dubai Autodrome to launch the 2012 Camry with even a mini Autocross of sorts. An unconventional venue for an unconventional Camry! The car might not be a GT-R or Quattro, but it holds its place well, the way it gripped the tarmac during hard braking and swift swerves.

Toyota has pitched their hopes and prices higher than usual this time around. Keeping with the growing trend, the new Camry 2012 has been redesigned to claim a place in the union of the sporty and luxury subsets.

First Drive

What transpires on the tarmac needn’t get translated into a sturdy drive on the road. I was hell-bent on putting to test its audacity to claim an all-new sportiness – The 2012 Camry even has a manual S mode for the first time. Throwing it around bends, going far from easy at roundabouts, pumping the pedal almost in a drag race manner – yet the calm of the Camry remained. Most importantly, I ended up in the lane I was supposed to after each of these tricky maneuvers. With the slightest of wheel spin, the Camry 2012 took off from standstill to cross the 100 mark in 9.04 seconds. Not bad at all, but I should admit that the 6-speed automatic isn’t as fast as it sounds. Throttle out on the S mode and the initial velocity gets more appealing.

Starting from AED 88000 for the Camry S and AED 93,000 for the SE, the prices go up to 101,000 for the SE Plus and 102,000 for the Sport version. The base version of Dubai Taxi fame won’t have much of the new sharp looks, so as to allow individual owners of the higher versions a premium signature for the extra they dish out – makes sense.

The Camry 2012 will immensely please its loyalists with its move from the functional to the fashionable and impress skeptics in a way it has not done before: with a well-handled drive.

Read the full story here: http://drivemeonline.com/toyota-camry-2012-first-drive-report/

Hyundai Azera 2012 Review: Premium value for money

Hyundai Azera did always have an identity. Always the flagship mainstream model from Hyundai, it has traveled the motorway of evolution, steering clear of all accusations of plagiary that traced the path of the Sonata; the only charge against the Azera being a tame drive within a dated design. Well, welcome to the times of desirable Hyundais. 

The drive quality of Azera 2012 is elegant and composed with 247 bhp on call, and an excellent mid and high range torque component to tide over a laidback start. Even at high speeds, the car is steady and the ride feels secure. Lane changing is a breeze, though there is a negligible feeling of “play” of the steering with which the Azera just stops shy of attaining the precision and pleasure that demarcates a Jaguar or an Audi of similar size. Yes, size is another thing that gets the Azera to stand out in the porch and lets your rear passengers to stretch their legs comfortably.

Getting ready for your first drive, quit fumbling around the seat-side. Electric seat adjustments are on the doors, shaped to suggest the anatomy of the seat itself. The electronic parking brake is a lift-up button on the transmission console that comes on as you stop. It automatically disengages when you safely shift to “Drive” mode with a foot on the brake. A little less bicep-training there but no more absent-minded drives with the park brake on.

Warning signs are everywhere – from the park brake ding to the speed limit dong. Navigator assisted local speed limit alert nudges you every time you step above the 60 or 80 mark, as the case may be. For those who find this irritating after a while, there is an option to shut it out by muting the sound on the navigator screen – at the risk of a radar ambush. On Jumeirah road, where the speed limit is an unusual 70, the system saved me twice!

One way to achieve greatness is by emulating greatness. The Azera not only offers much of what the guardians of luxury offer, but at times beats them at their own game too. The brand manages to carve out a character even as it is reminiscent of those revered icons. However, what it is yet to achieve is the unequivocal distinctiveness as a premium marque. But the Hyundai Azera 2012 appears to be on the right course to the lofty destination.

Get the full review at http://drivemeonline.com/hyundai-azera-review-the-car-that-has-everything…-almost/

Passat CC Review: Comfortable Curves.

Given the exceptional steering, evocative design and a dash of luxury, that’s what the letters CC should stand for!

Bearing the fore-tag of one of the most practical yet comfortable sedans in the market, the Passat CC is the most impressive input from Volkswagen to liven up a value-conscious market that is driven by a ubiquitous and sudden penchant for sporting luxury.

Honestly, the name Passat is a misnomer for a car designed to flaunt its sporting prowess rather than practical comfort (which by the way it has in plenty and explains the name Comfort Coupe). Hence you will often see it referred to by even its maker as merely the CC.

The Drive

The CC is one of those cars that, in the first mile itself, demand to be driven a hundred more. Even before it could complete its first 6-speed cycle, I knew I had to take it out on a long route. I chose the winding roads to Fujairah, with the mountains rising on both sides like welcoming wallpaper and the road offering enough challenges for a gratifying drive.

The CC has exceptional drive manners. Its light, effortless and precise steering control, with almost zero overplay, makes cornering so well measured and graceful. The steering is one of the best, especially on the highway; it’s like an unhampered flow of rich cream that leaves you satisfied at the delicious maneuver you just completed. Interchange speed limits too may be tested confidently with its effortless precision, rarely found in cars that cost less than 175K. Further, the CC comes with bending lights that compliment the steering at night.

If you are driving the 2.0 L version like me, be aware that this isn’t a car that gives you a feel of its power on a 300 m dash between signals. Once you are on the motorway, the power responds fluently to your call. On city roads, the CC rakes up an impressive torque range in bursts, with an effortless streak up to the 5500rpm range - which simply means excellent passing acceleration whenever you are out to impress. But the acceleration pedal hits the ground too soon, and power plateaus just when you get used to the generous mid range torque (mind you, it’s the 2.0 L CC I’m talking about). That said, never during the laid-back and comfortable journey did grains on the road disrupt the driving pleasure!

The Design

Three nights after I drove the CC up the Fujairah hills, butterflies fluttered in my dreams, like they did in my stomach during the drive. Not surprising, given the psychedelic effect those large butterfly eyes at the rear have. Those lights of the CC make it stand out from any other model on the road, though not very Volkswagen like. The classic VW arch has been pulled and flattened a bit to suit its sporty disposition and sometimes brings the Mercedes CL class to mind from the distance. But thanks to it, the sunroof cannot be drawn back, only lifted.

Cabin and Controls

The insides are elegant, premium and yet minimalistic and matter-of-fact in styling. With a bit of wood to complement the flagship Volkswagen flair, the CC offers pure leather as well as elegant fabric finishes to its comfortable, sporty seats.

Strangely, there is ‘nothing to hold on to’ when the car takes on sharp bends. Grip handles are conspicuously absent in this car. Agreed, passengers don’t get to know road imperfections, and the car doesn’t stray an inch from the intended path but it’s basic courtesy to have grip handles even for a car with minimal body roll.

And so…

The Passat CC, or simply CC, is perfect for those who wish to have power up their sleeves but wouldn’t want to flaunt it at every light they take off from!

For the full story and features of Passat CC, read http://drivemeonline.com/passat-cc-review-comfortable-curves/

Dodge Charger Review: A storm blowing like a breeze!

If someone wants to move over to an SUV yet not leave behind the comforts of a sedan, I wonder why would anyone think of the neuter gender of a Crossover? The Dodge Charger is a big one, and it’s as menacing as a car can get.

If I took it for a beast all this while, something to make the list of the meanest and largest predators that trod the earth, you can’t blame me. On 20” wheels, with a long way between the bow and the stern, the Charger is more like a battleship on wheels.

Once you enter its reinforced cage, you realize the beast has undergone a course in impeccable etiquette and refinement, with road manners that almost tempts you to call the formidable presence “elegant”. Presence is what the Charger is all about. A menacing intimidating one as it storms down the highway, the Charger is surprisingly silent – like the bulwark that Hugh Jackman is as he minds his ranch beyond the Billabong. The power is felt rather than heard – despite the 5.7 L V8 engine that works up a 370 bhp storm like a breeze!

While its muscular bigness is its trademark appeal, the Charger counterbalances its bulk through a plethora of technologically assisted features to help you dodge any challenges that may crop up. Blindspot Monitoring System, Parking Assist with a Rear Cross Path feature to help you reverse out of parallel parking spots and an extra-wide rear camera make the Charger smooth for its driver and safe for everyone else!

The driver-friendly features in the cabin obliges to keep you comfortable in its rather lofty seats, with convenient adjustment space (automatic in the top of the line) for the steering, the seats and why, even the pedals. At the touch of a button at your seat-side, the brake pedal lifts itself up to suit your leg space. The Alcantara leather seats offer ample cushioning for your lumbar area but there is only a heating facility – and no cooling – of the seats.

The menacing front grille is a legend. The design lines on the sides, starting like surfboard strokes from the A pillar all the way to the rear cabin lends a fast car touch.

Despite being a classic brand with a niche following, what’s amazing is the American spirit of keeping the prices low enough to translate a muscle car into a value proposition!

For the full story and features, read http://drivemeonline.com/dodge-charger-a-storm-blowing-like-a-breeze/

Audi A1: One for fun

Audi calls it “the next big Audi”. It is an utterly impressive 2-door hatch created using the same platform that gives rise to the more mundane, and half-as-pricey, Ibiza and Polo.

Driving tip: Take it easy with the A1. Use a light foot – after all it’s a cute and delightful car. It will respond by unleashing pulse-quickening power, though after a brief moment of thought, but if you tend to split open the throttle with a heavy foot, you might be disappointed by the painstakingly delivered drone – reminding you it’s a 1.4 L engine after all.

The Drive
The Audi A1 drives smooth and solid. Though the initial upturn velocity isn’t as seamlessly gained like an A4 or the other siblings, the A1 squeezes out the essence of an Audi Drive to fill a small cup of absolute pleasure. The passing acceleration will not disappoint you if you have a point to prove, while the dynamic suspension and the cross-axle lock that counter steers in corners add up to the precise handling.
The Design
The front façade and the headlamps with their LED signature are unmistakably Audi but the rear lights belong to the Volkswagen family rather than the Audi kin. Interiors are designed to bring alive the (aero) nautical experience, with the Air-conditioning vents that resemble a propeller and the console that reminds you of a cruiser’s hull.

The A1 squeezes out the essence of an Audi Drive to fill a small cup of absolute pleasure. Specs: 1.4 TFSI Petrol, Transmission: 7-speed S-tronic, Output: 122 bhp @ 5000 rpm, Torque: 200 Nm @ 1500-4000, Top speed: 203 km, 0-100 kmph: 8.9 sec

Cabin and controls
Inside an A1, detailing is painstakingly attended to – as expected of a car that you are expected to talk to, laugh with and cry on. The dials look bold and sporty reminiscent of a chronograph dial. Driver’s info pops up conveniently on the screen in front without having to resort to the centre console monitor. I found the deep red and black that marks the lit up dials sporty and intriguing, especially when only the red needles show up in the dark. The stowaway MMI screen is an interesting twist on the road, allowing simple yet elaborate navigation through the controls. The Bose music system is, probably, the most remarkable thing inside the A1 cabin.
Family Drive
The individual is at the centre of the A1 design. Right from the console controls facing the driver with an almost imperceptible tilt, to the stingy legroom or the total absence of any sort of storage or lighting at the rear, everything underlines this inclination. But I should be fair in adding that the A1 doesn’t keep the family out, and comes with even a baby seat provision. However, the ride at the back of an A1 isn’t half as comfortable as in the front. There isn’t much storage room in the cabin, with the door storage too shallow for anything much. But the boot is larger than you would expect in a Supermini and can fit in a couple of airport bags or a stroller!
Audi 1 Vs Mini Cooper
If you overlook the fact that they vie for the same pie, flaunts similar muscle, and sometimes speak for the category’s design in unison, all rational comparisons of the A1 to the Mini is a figment of marketing fancy or that of a very confused Audi or Mini fan. While Mini, even in its most modern avatar, maintains the makings of a classic as defined by Mini itself, the Audi A1 is a much more contemporary subcompact… Read the whole story on  http://drivemeonline.com/2011/11/04/audi-a1-one-for-fun-2/

Jaguar XF: The double-stitch luxury of classic and contemporary

As you press the start button, the knurled aluminium dash panel dramatically flips over at several spots, followed by a cool blast of air-conditioning. The Jaguar Drive Selector knob rises – like the periscopic elevation of a nuclear sub. The steering moves over to take its predetermined position. In the theatre of Jaguar, it’s the curtain raiser to the XF experience!

The Jaguar XF 3.0 spits out 238 bhp @ 6800 rpm with a 293 Nm torque @ 4100 rpm, with 80% of its torque available before you reach 2000 rotations. The 0 – 100 achieved in 8.3 sec is a telling figure of priority while the 237 kmph top speed still speaks for its capability. The 5.0 L supercharged can do 100 in 4.9 sec.

The Jag XF is designed to do anything at the flick of a finger or the mere touch of it. From shifting gears to engaging the parking brakes to switching on the cabin lights.

The Jaguar XF pronounces its verdict on luxury – reiterating that it lives in the detail of exquisite craftsmanship. There is nothing like handcrafted double-stitch leather laid-out like the ordained icon of bespoke luxury on the dash and the window sill, complemented by wood veneer trims.

The new design is an ingenious work of art, retaining the claw marks on the bonnet, the bestial muscularity of the flanks and even the pillars that are reminiscent of the agile limbs of the big cat. As night falls and the car makes a sharp turn, the cornering lights spring out next to its Bi-Xenon lighthouse, like a pleasant surprise from the dark!

The S mode holds the lower gears for longer allowing a quick sprint halfway up the rpm meter, taking your pulse rate along with it.  You would expect the thirst to increase dramatically with the switch to the S mode – but thankfully, it doesn’t.

The winding road up the mountain was perfectly traced by the XF’s unflinching road adherence and precise steering controls. Yet, what’s overwhelming is the ease with which it is achieved.

You can’t take the classic out of a Jaguar. The burbling rage of the British race car is a voice that echoes down the chronological corridors of the sixties onwards. Whether you wrap it with stunning curves and sporty lines, or equip it with absolutely mind-blowing technological titbits, it’ll still remain what it has always been – a true classic.

Read the full story on http://drivemeonline.com/2011/10/10/jaguar-xf-the-double-stitch-luxury-of-classic-and-contemporary/