Car & Driver: 10 Best Cars for 2011
11-23-10, 08:17 AM
#1
Lead Lap
Thread Starter
Car & Driver: 10 Best Cars for 2011
BMW 3series/M3
This year marks the 3-series’ 20th consecutive 10Best win, a feat unmatched by any other vehicle on the market. We won’t call the 3-series perfect, but you know how there’s always one old lady at the bake sale whose recipe everybody wants? The 3-series is that car. The chassis balance is exquisite, with handling that encourages risky behavior but a ride that you wouldn’t feel bad subjecting your grandma to. The fluid steering weights up just right, the brake pedal bypasses the soles of your shoes and goes straight to your brain, and the manual transmission—should you be wise enough to specify it—boasts a shifter that knows its way effortlessly from gear to gear. Plus, all the 3-series’ goodness is available in coupe, convertible, sedan, and even station-wagon forms. Engine choices are a silky inline-six; powerful, turbocharged inline-sixes; and the M3’s screaming, 8400-rpm V-8. The 3-series is rear-drive dynamics perfected, or, for those in colder climes, all-wheel drive is available. The four-wheeler gets a little heavier and amends the 3’s near-perfect weight distribution, but the rest of its virtues remain. Other drawbacks? Only a few. The clutch needs more weight to better convey its takeup, and no matter the configuration, the 3-series is seriously expensive. But there’s a reason people will pay so much more for that one lady’s cookies.
Cadillac CTS-V
In awarding a 10Best trophy to Cadillac’s CTS-V lineup only—and not to the sedan, coupe, and wagon on which it’s based—we are saying no to mere virtue, no to mere versatility, no to mere parity with the European competition. In forsaking the mainstream CTSs, we are saying yes to psychedelic power, yes to organ-shifting g-forces, yes to the great, mind-expanding duality of Cadillacs that make the 0-to-60 sprint about as fast as a Ferrari 599. We expect the regular CTSs to be fiercely competitive with the foreigners. Hell, we deserve it. What is utterly unexpected and, frankly, not even deserved, is the V’s bombastic calm, its furious poise, its spastic nonchalance. These are hard-core performance cars, but they are also Cadillacs, with all of the seamlessness, refinement, and content that implies. Yes, some of the interior trim is occasionally dollar-store, and these vehicles are heavier than they need to be overall, but they have more bandwidth than almost anything on the road. And what do you expect at a price so ruthlessly competitive? At the end of a good long drive, you’re left trying to figure out how the CTS-V can balance its outrageous athleticism with such a pacific ride. More than anything, though, you’re left marveling at the courage of the thing: Did GM just create a 556-hp wagon? Did you ever think you’d see the day?
Chevrolet Volt
To put it simply, the Chevy Volt was far and away the biggest surprise to every editor at this year’s 10Best event. None of us imagined that nestling into the glass cockpit would bring the words “automotive bliss” and “electric vehicle” together in the same sentence. The smooth-riding Volt can’t shred tarmac like a VW GTI or infuse fun into the family-sedan segment like a Honda Accord or a Hyundai Sonata. Think of the Volt as smile-inducing Xanax for range anxiety—something all other EVs evoke. Canceling the range limitation from the EV equation doesn’t make it perfect, though. A tight back seat, limited cargo capacity, and a general lack of horsepower—though plenty of low-end grunt to merge onto the highway like you have somewhere to be—would normally eliminate a 3800-pound porker from contention. However, one would need to be driving straight through the Library of Congress to detect the *switchover from EV mode to gas-electric hybrid operation. And maximizing the electric range by curtailing full-throttle or full-brake episodes brings its own kind of driver engagement. Best of all, its efficiency is unmatched, as long as interstate travel is omitted. One editor drove the Volt 101 miles in 18 hours (including a 10.5-hour charge) and only used one gallon of gas. That’s some seriously eye-opening arithmetic.
Ford Mustang GT
You might wonder why we’ve left the Mustang GT’s equine siblings to snort in the paddock. It’s simple: The GT is the ideal blend of performance and value, serving up brutal muscle, daily usability, and the agility of an honest-to-Edsel sports coupe at an eminently fair $30,495. The V-6 model is less expensive, but it cedes more than 100 horsepower to the GT and lacks the V-8’s final measure of polish (the six goes gritty at high rpm, for example). The Shelby GT500 betters the GT’s 0.94 g of grip, 153-foot 70-to-0 braking distance, and 4.6-second 0-to-60 sprint, but those bragging rights cost an extra 19 grand—a nicely optioned five-door Fiesta, or just $4000 shy of a V-6 Stang—and it isn’t as livable besides. Yes, the Mustang’s interior still could use better materials, but the drive is the thing. From the how-the-hell’d-they-do-that? taming of the live rear axle to the tactile steering to the crisp six-speed manual, the 2011 GT is, save for the GT supercar, perhaps the most gratifying Ford ever made. But even better than the chassis is the 5-point-oh! V-8 thundering away underhood: It’s a soulful marvel, smooth in its power delivery and mellifluous in its sound. Where the V-6 and GT500 are good—make that really good—the Mustang GT is greatness at a great price, and that’s why it alone grabs the trophy.
Honda Accord
The current Accord sedan, the eighth generation of the company’s bestselling midliner, has a few flaws. It isn’t as frisky and playful as its predecessor, and it looks a touch homely, especially parked next to a Hyundai Sonata. But flaws don’t equal failure: The Accord remains inscrutably excellent. It manages to combine all the practical virtues you need in a family sedan—plenty of *interior space, lots of available infotainment and trim choices, a quiet and relaxed ride, subdued engines, and effortless transmissions—with a fluid chassis that urges a driver to wring it out on back roads and off-ramps. The optional V-6 engine is one of the best of its breed, but the Accord becomes quite pricey when loaded with options such as a navigation system. The Accord range is rounded out by a sporty 5-seat coupe. Although the V-6 model strays too close to Mustang GT money, it can be mated to a six-speed stick for a 0-to-60-mph time in the mid-fives. The coupe is refined and far more stylish than the sedan, and the less-expensive four-cylinder versions make more sense and have the spirit of the old, much-loved Prelude. For the 25th time, the Accord wins a 10Best spot because it marries excellence and affordability so brilliantly. Our favorite? The sedan with the 190-hp 4-cylinder mated to a slick 5-speed manual, of course.
Honda Fit
No sooner had the first-generation Honda Fit alighted on U.S. showroom floors than it shouldered its way onto our 2007 10Best list. Now it’s a five-time champ, maintaining its entertaining demeanor through a comprehensive 2009 makeover. Since its debut, the Fit Sport has won a seven-car comparo [May 2006], then faced a pair of brand-new challengers—the Ford Fiesta SES and the Mazda 2 Touring—to score another triumph [October 2010]. One-hundred seventeen horsepower ain’t much—there exist Montanans with lawn mowers as powerful—but the 2500-pound Fit nails 60 mph in 8.3 seconds, 1.8 seconds quicker than the Fiesta and 0.8 second sooner than the Mazda 2. We’re equally zinged by this Honda’s upscale interior, its quick and precise steering, an engaging shifter, spot-on ergonomics, a windshield as big as a minivan’s, and a rear seat that is both adult-habitable and drops to the floor faster than a Marine pumping push-ups. All of the foregoing, plus an observed 34 mpg. Although it’s close, the Fit isn’t perfectly fit. Its 197-foot *braking distance is substandard, the front seat’s lumbar support is too aggressive, and the air conditioning strains to keep up with the solar load caused by all that glass. Nonetheless, the Fit offers a fun-to-drive quotient that proves basic transportation isn’t always basic.
Hyundai Sonata
Being that it is at the heart of new-car sales volume, the mid-size family sedan must delicately balance its attributes to appeal to hundreds of thousands of disparate car buyers. This sixth-gen Sonata does so masterfully. It offers the most standard horsepower in its class, with the segment’s first direct-injection four-cylinder, and it gets the top EPA highway rating of 35 mpg. The optional and very responsive turbo 4 introduces the category to the downsizing concept: It makes more power than competitors’ V-6s and achieves far better fuel-economy ratings, too. The swooping shape makes the Sonata best-in-class attractive, but it doesn’t sacrifice on the very reasonably sized back seat and generous trunk. Despite having the lowest base price in its segment, the Sonata packs standard 6-speed transmissions. And a high-quality interior. And standard Bluetooth and XM radio. It’s very much a car of “ands.” Still, it’s not perfect. The electric power steering doesn’t feel very natural; the Honda Accord’s manual gearbox shifts more sweetly, and the Accord is a bit more athletic, too. We left the hybrid powertrain out of the winner’s circle because we found the system a touch crude in its operation. No longer simply great for the money, this latest Sonata propels Hyundai to 10Best glory for the 1st time because its greatness is undeniable.
Mazda MX-5 Miata
You’ve probably seen the TV ads touting Mazda’s ubiquity on America’s road-racing circuits and autocross courses. The message goes like this: On any weekend, more racers are driving Mazdas than any other brand. That’s a big claim, but this little roadster makes it credible. The Miata is a favorite with amateur racers for essentially the same reasons it’s perennially popular as a road car: affordability, low curb weight, high agility. This is not the kind of sports car that provokes acceleration brownouts. Mated to one of two manual transmissions (five- or six-speed), its 2.0-liter four generates 167 horsepower and 140 pound-feet of torque. (Opting for the six-speed automatic takes nine ponies from the corral, slows acceleration, eliminates the crisp-shifting manual, and adds $2260 to the bottom line.) If 167 horsepower sounds tepid, keep in mind that it only has to propel some 2450 pounds, which it manages smartly. And in any case, the Miata’s magic lies in its eager responses and the unfiltered connection between car and driver. It doesn’t hurt that the magic is wrapped in bargain pricing. A basic roadster with the 5-speed manual starts at $23,905; the excellent folding-hardtop version (12 seconds up or down, and it preserves the softtop’s trunk space) begins at $27,945. So it’s easy to see why this is the world’s best-loved roadster.
Porsche Boxster/Cayman
Drive a Boxster or a Cayman, and most people will think you're just some jerk in a Porsche. You will suffer painful service bills. Carrera drivers will look down on you as though you're a poor Porsche wannabe (they're just jealous that your car has front and rear trunks). Ignore all that. Enthusiasts know that the Boxster and the Cayman are blessed with a mechanical arrangement that yields better driving dynamics than the rear-engined 911. In a lineup whose purity is diluted by the brisk-selling Cayenne and Panamera, the Cayman and the Boxster still exemplify, even heighten, classic Porsche values such as a flat-six's raspy purr, steering that's telepathic, and brakes that can almost stop the Earth's rotation. Raw performance numbers are impressive in either standard or S trim, but behind the wheel of a Boxster or a Cayman, you forget the numbers and simply enjoy the connection to the road. Nowhere is this more true than in the Boxster Spyder, a car barely quicker and a bit less useful than the standard Boxster but even more vivacious. That's why we named it the best-handling car in America for less than $100,000. We're surprised that, in a world of endless 3-series and Accord clones, no automaker has tried to copy the little Porsche's formula. But we aren't surprised that the Boxster and the Cayman are on this list again.
Volkswagen Golf/GTI
Perhaps you’ve heard that Volkswagen has gone and dumbed-down the Jetta for the U.S. market; fortunately, the Golf and the GTI haven’t suffered the same ignominious fate. Even the entry-level Golf continues to offer hatchback practicality, refined driving dynamics, and luxury-car levels of interior quality. It’s the master of a budget-conscious segment whose other entrants ask buyers to compromise on refinement, fun, or both. The Golf’s inline-5 engine looks weak on paper, but its copious torque moves the car without much effort. Think of it as a mini-Mercedes, and you won’t be far off. For the planet-conscious, the Golf offers an optional turbo-diesel, which burns fuel with the stinginess of a hybrid and, thanks to a firmed-up chassis, blazes through corners with sports-car ambition. At the top of the Golf range is the car every enthusiast should own at least once in his or her lifetime, the GTI. As practical as the Golf, the GTI adds serious performance to the mix with its strong and efficient 200-hp, 2.0-liter turbocharged engine. Its chassis is so well sorted that it can devour back roads as *happily as it swallows the indignities of the daily commute. Sure, some of its competitors might be quicker than the GTI, but you’ll grow out of them. The GTI gets a hold of you and never lets go.
This year marks the 3-series’ 20th consecutive 10Best win, a feat unmatched by any other vehicle on the market. We won’t call the 3-series perfect, but you know how there’s always one old lady at the bake sale whose recipe everybody wants? The 3-series is that car. The chassis balance is exquisite, with handling that encourages risky behavior but a ride that you wouldn’t feel bad subjecting your grandma to. The fluid steering weights up just right, the brake pedal bypasses the soles of your shoes and goes straight to your brain, and the manual transmission—should you be wise enough to specify it—boasts a shifter that knows its way effortlessly from gear to gear. Plus, all the 3-series’ goodness is available in coupe, convertible, sedan, and even station-wagon forms. Engine choices are a silky inline-six; powerful, turbocharged inline-sixes; and the M3’s screaming, 8400-rpm V-8. The 3-series is rear-drive dynamics perfected, or, for those in colder climes, all-wheel drive is available. The four-wheeler gets a little heavier and amends the 3’s near-perfect weight distribution, but the rest of its virtues remain. Other drawbacks? Only a few. The clutch needs more weight to better convey its takeup, and no matter the configuration, the 3-series is seriously expensive. But there’s a reason people will pay so much more for that one lady’s cookies.
Cadillac CTS-V
In awarding a 10Best trophy to Cadillac’s CTS-V lineup only—and not to the sedan, coupe, and wagon on which it’s based—we are saying no to mere virtue, no to mere versatility, no to mere parity with the European competition. In forsaking the mainstream CTSs, we are saying yes to psychedelic power, yes to organ-shifting g-forces, yes to the great, mind-expanding duality of Cadillacs that make the 0-to-60 sprint about as fast as a Ferrari 599. We expect the regular CTSs to be fiercely competitive with the foreigners. Hell, we deserve it. What is utterly unexpected and, frankly, not even deserved, is the V’s bombastic calm, its furious poise, its spastic nonchalance. These are hard-core performance cars, but they are also Cadillacs, with all of the seamlessness, refinement, and content that implies. Yes, some of the interior trim is occasionally dollar-store, and these vehicles are heavier than they need to be overall, but they have more bandwidth than almost anything on the road. And what do you expect at a price so ruthlessly competitive? At the end of a good long drive, you’re left trying to figure out how the CTS-V can balance its outrageous athleticism with such a pacific ride. More than anything, though, you’re left marveling at the courage of the thing: Did GM just create a 556-hp wagon? Did you ever think you’d see the day?
Chevrolet Volt
To put it simply, the Chevy Volt was far and away the biggest surprise to every editor at this year’s 10Best event. None of us imagined that nestling into the glass cockpit would bring the words “automotive bliss” and “electric vehicle” together in the same sentence. The smooth-riding Volt can’t shred tarmac like a VW GTI or infuse fun into the family-sedan segment like a Honda Accord or a Hyundai Sonata. Think of the Volt as smile-inducing Xanax for range anxiety—something all other EVs evoke. Canceling the range limitation from the EV equation doesn’t make it perfect, though. A tight back seat, limited cargo capacity, and a general lack of horsepower—though plenty of low-end grunt to merge onto the highway like you have somewhere to be—would normally eliminate a 3800-pound porker from contention. However, one would need to be driving straight through the Library of Congress to detect the *switchover from EV mode to gas-electric hybrid operation. And maximizing the electric range by curtailing full-throttle or full-brake episodes brings its own kind of driver engagement. Best of all, its efficiency is unmatched, as long as interstate travel is omitted. One editor drove the Volt 101 miles in 18 hours (including a 10.5-hour charge) and only used one gallon of gas. That’s some seriously eye-opening arithmetic.
Ford Mustang GT
You might wonder why we’ve left the Mustang GT’s equine siblings to snort in the paddock. It’s simple: The GT is the ideal blend of performance and value, serving up brutal muscle, daily usability, and the agility of an honest-to-Edsel sports coupe at an eminently fair $30,495. The V-6 model is less expensive, but it cedes more than 100 horsepower to the GT and lacks the V-8’s final measure of polish (the six goes gritty at high rpm, for example). The Shelby GT500 betters the GT’s 0.94 g of grip, 153-foot 70-to-0 braking distance, and 4.6-second 0-to-60 sprint, but those bragging rights cost an extra 19 grand—a nicely optioned five-door Fiesta, or just $4000 shy of a V-6 Stang—and it isn’t as livable besides. Yes, the Mustang’s interior still could use better materials, but the drive is the thing. From the how-the-hell’d-they-do-that? taming of the live rear axle to the tactile steering to the crisp six-speed manual, the 2011 GT is, save for the GT supercar, perhaps the most gratifying Ford ever made. But even better than the chassis is the 5-point-oh! V-8 thundering away underhood: It’s a soulful marvel, smooth in its power delivery and mellifluous in its sound. Where the V-6 and GT500 are good—make that really good—the Mustang GT is greatness at a great price, and that’s why it alone grabs the trophy.
Honda Accord
The current Accord sedan, the eighth generation of the company’s bestselling midliner, has a few flaws. It isn’t as frisky and playful as its predecessor, and it looks a touch homely, especially parked next to a Hyundai Sonata. But flaws don’t equal failure: The Accord remains inscrutably excellent. It manages to combine all the practical virtues you need in a family sedan—plenty of *interior space, lots of available infotainment and trim choices, a quiet and relaxed ride, subdued engines, and effortless transmissions—with a fluid chassis that urges a driver to wring it out on back roads and off-ramps. The optional V-6 engine is one of the best of its breed, but the Accord becomes quite pricey when loaded with options such as a navigation system. The Accord range is rounded out by a sporty 5-seat coupe. Although the V-6 model strays too close to Mustang GT money, it can be mated to a six-speed stick for a 0-to-60-mph time in the mid-fives. The coupe is refined and far more stylish than the sedan, and the less-expensive four-cylinder versions make more sense and have the spirit of the old, much-loved Prelude. For the 25th time, the Accord wins a 10Best spot because it marries excellence and affordability so brilliantly. Our favorite? The sedan with the 190-hp 4-cylinder mated to a slick 5-speed manual, of course.
Honda Fit
No sooner had the first-generation Honda Fit alighted on U.S. showroom floors than it shouldered its way onto our 2007 10Best list. Now it’s a five-time champ, maintaining its entertaining demeanor through a comprehensive 2009 makeover. Since its debut, the Fit Sport has won a seven-car comparo [May 2006], then faced a pair of brand-new challengers—the Ford Fiesta SES and the Mazda 2 Touring—to score another triumph [October 2010]. One-hundred seventeen horsepower ain’t much—there exist Montanans with lawn mowers as powerful—but the 2500-pound Fit nails 60 mph in 8.3 seconds, 1.8 seconds quicker than the Fiesta and 0.8 second sooner than the Mazda 2. We’re equally zinged by this Honda’s upscale interior, its quick and precise steering, an engaging shifter, spot-on ergonomics, a windshield as big as a minivan’s, and a rear seat that is both adult-habitable and drops to the floor faster than a Marine pumping push-ups. All of the foregoing, plus an observed 34 mpg. Although it’s close, the Fit isn’t perfectly fit. Its 197-foot *braking distance is substandard, the front seat’s lumbar support is too aggressive, and the air conditioning strains to keep up with the solar load caused by all that glass. Nonetheless, the Fit offers a fun-to-drive quotient that proves basic transportation isn’t always basic.
Hyundai Sonata
Being that it is at the heart of new-car sales volume, the mid-size family sedan must delicately balance its attributes to appeal to hundreds of thousands of disparate car buyers. This sixth-gen Sonata does so masterfully. It offers the most standard horsepower in its class, with the segment’s first direct-injection four-cylinder, and it gets the top EPA highway rating of 35 mpg. The optional and very responsive turbo 4 introduces the category to the downsizing concept: It makes more power than competitors’ V-6s and achieves far better fuel-economy ratings, too. The swooping shape makes the Sonata best-in-class attractive, but it doesn’t sacrifice on the very reasonably sized back seat and generous trunk. Despite having the lowest base price in its segment, the Sonata packs standard 6-speed transmissions. And a high-quality interior. And standard Bluetooth and XM radio. It’s very much a car of “ands.” Still, it’s not perfect. The electric power steering doesn’t feel very natural; the Honda Accord’s manual gearbox shifts more sweetly, and the Accord is a bit more athletic, too. We left the hybrid powertrain out of the winner’s circle because we found the system a touch crude in its operation. No longer simply great for the money, this latest Sonata propels Hyundai to 10Best glory for the 1st time because its greatness is undeniable.
Mazda MX-5 Miata
You’ve probably seen the TV ads touting Mazda’s ubiquity on America’s road-racing circuits and autocross courses. The message goes like this: On any weekend, more racers are driving Mazdas than any other brand. That’s a big claim, but this little roadster makes it credible. The Miata is a favorite with amateur racers for essentially the same reasons it’s perennially popular as a road car: affordability, low curb weight, high agility. This is not the kind of sports car that provokes acceleration brownouts. Mated to one of two manual transmissions (five- or six-speed), its 2.0-liter four generates 167 horsepower and 140 pound-feet of torque. (Opting for the six-speed automatic takes nine ponies from the corral, slows acceleration, eliminates the crisp-shifting manual, and adds $2260 to the bottom line.) If 167 horsepower sounds tepid, keep in mind that it only has to propel some 2450 pounds, which it manages smartly. And in any case, the Miata’s magic lies in its eager responses and the unfiltered connection between car and driver. It doesn’t hurt that the magic is wrapped in bargain pricing. A basic roadster with the 5-speed manual starts at $23,905; the excellent folding-hardtop version (12 seconds up or down, and it preserves the softtop’s trunk space) begins at $27,945. So it’s easy to see why this is the world’s best-loved roadster.
Porsche Boxster/Cayman
Drive a Boxster or a Cayman, and most people will think you're just some jerk in a Porsche. You will suffer painful service bills. Carrera drivers will look down on you as though you're a poor Porsche wannabe (they're just jealous that your car has front and rear trunks). Ignore all that. Enthusiasts know that the Boxster and the Cayman are blessed with a mechanical arrangement that yields better driving dynamics than the rear-engined 911. In a lineup whose purity is diluted by the brisk-selling Cayenne and Panamera, the Cayman and the Boxster still exemplify, even heighten, classic Porsche values such as a flat-six's raspy purr, steering that's telepathic, and brakes that can almost stop the Earth's rotation. Raw performance numbers are impressive in either standard or S trim, but behind the wheel of a Boxster or a Cayman, you forget the numbers and simply enjoy the connection to the road. Nowhere is this more true than in the Boxster Spyder, a car barely quicker and a bit less useful than the standard Boxster but even more vivacious. That's why we named it the best-handling car in America for less than $100,000. We're surprised that, in a world of endless 3-series and Accord clones, no automaker has tried to copy the little Porsche's formula. But we aren't surprised that the Boxster and the Cayman are on this list again.
Volkswagen Golf/GTI
Perhaps you’ve heard that Volkswagen has gone and dumbed-down the Jetta for the U.S. market; fortunately, the Golf and the GTI haven’t suffered the same ignominious fate. Even the entry-level Golf continues to offer hatchback practicality, refined driving dynamics, and luxury-car levels of interior quality. It’s the master of a budget-conscious segment whose other entrants ask buyers to compromise on refinement, fun, or both. The Golf’s inline-5 engine looks weak on paper, but its copious torque moves the car without much effort. Think of it as a mini-Mercedes, and you won’t be far off. For the planet-conscious, the Golf offers an optional turbo-diesel, which burns fuel with the stinginess of a hybrid and, thanks to a firmed-up chassis, blazes through corners with sports-car ambition. At the top of the Golf range is the car every enthusiast should own at least once in his or her lifetime, the GTI. As practical as the Golf, the GTI adds serious performance to the mix with its strong and efficient 200-hp, 2.0-liter turbocharged engine. Its chassis is so well sorted that it can devour back roads as *happily as it swallows the indignities of the daily commute. Sure, some of its competitors might be quicker than the GTI, but you’ll grow out of them. The GTI gets a hold of you and never lets go.
Last edited by GS69; 11-23-10 at 08:48 AM.
11-23-10, 08:37 AM
#2
Lead Lap
Thread Starter
10 Best Manuals
Aston Martin V-12 Vantage
The car may feel a bit like a British Corvette, but the shifter is pure English cream. Not a hint of notchiness. The perfect mate for the Aston’s balanced V-12.
BMW 1-series
Why not the 3-series? Are we off our meds? Well, the 1 has slightly shorter throws. Plus, its well-placed pedals make it a great car in which to teach someone how to properly execute heel-and-toe downshifts.
Ford Mustang GT
Pony cars and manuals go together like Lambos and cologne. The shifter in the new GT is as direct as any pony’s should be.
Honda Civic Si
Slick, smooth, and fast, this is the best front-drive shifter around and probably the best feature of the car. The late S2000—one of the best-shifting cars of all time—would be proud.
Honda Fit
Generally speaking, Honda puts silky and accurate shifters in its cars. The Fit’s may have a little slop in it, but you can tell that the action comes from a long line of great manual transmissions.
Mazda MX-5 Miata
The Miata is a paragon of row-your-own virtue, with its yin-and-yang clutch takeup, balance between shifter weight and throws, and placement of pedals and shifter.
Mazda 2
This transmission just feels good, especially when you consider the car’s $14,730 base price. It also proves cheap cars need not have all their drivability tuning stripped away during a cost-conscious development process.
Porsche Boxster/Cayman
In the mid-engined Porsches, greatness resides not so much in the shifter but in the marriage of clutch and lever. Third pedal takeup is perfect, and that more than makes up for the shifter’s semi-long throws.
Porsche GT2 RS/GT3/GT3 RS
This transmission has bicep-building potential, but its action is guided-missile precise. Shift as fast as you want—the clutch and gearbox will take it all day long.
Volkswagen GTI
Lots of elements conspire to elevate the GTI above its peers, and shifter and clutch feel are important ones. This lever is light in hand, strong in action.
The car may feel a bit like a British Corvette, but the shifter is pure English cream. Not a hint of notchiness. The perfect mate for the Aston’s balanced V-12.
BMW 1-series
Why not the 3-series? Are we off our meds? Well, the 1 has slightly shorter throws. Plus, its well-placed pedals make it a great car in which to teach someone how to properly execute heel-and-toe downshifts.
Ford Mustang GT
Pony cars and manuals go together like Lambos and cologne. The shifter in the new GT is as direct as any pony’s should be.
Honda Civic Si
Slick, smooth, and fast, this is the best front-drive shifter around and probably the best feature of the car. The late S2000—one of the best-shifting cars of all time—would be proud.
Honda Fit
Generally speaking, Honda puts silky and accurate shifters in its cars. The Fit’s may have a little slop in it, but you can tell that the action comes from a long line of great manual transmissions.
Mazda MX-5 Miata
The Miata is a paragon of row-your-own virtue, with its yin-and-yang clutch takeup, balance between shifter weight and throws, and placement of pedals and shifter.
Mazda 2
This transmission just feels good, especially when you consider the car’s $14,730 base price. It also proves cheap cars need not have all their drivability tuning stripped away during a cost-conscious development process.
Porsche Boxster/Cayman
In the mid-engined Porsches, greatness resides not so much in the shifter but in the marriage of clutch and lever. Third pedal takeup is perfect, and that more than makes up for the shifter’s semi-long throws.
Porsche GT2 RS/GT3/GT3 RS
This transmission has bicep-building potential, but its action is guided-missile precise. Shift as fast as you want—the clutch and gearbox will take it all day long.
Volkswagen GTI
Lots of elements conspire to elevate the GTI above its peers, and shifter and clutch feel are important ones. This lever is light in hand, strong in action.
Last edited by GS69; 11-23-10 at 11:03 AM.
11-23-10, 08:41 AM
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Pretty good list.
Sad to see Toyota having a hard time breaking into the list though.
I think the usual primary reason for this is that they opt for drivers cars and they find Toyota's a bit stale in this area. Oh well.
They usually try to avoid two cars from the same segment, but they included Accord and Sonata. Sonata definitely deserves the spot. Congrats Hyundai for your first entry! Oddly though, I've seen comparison tests that had the Camry beat both of these cars. It's all debatable.
Sad to see Toyota having a hard time breaking into the list though.
I think the usual primary reason for this is that they opt for drivers cars and they find Toyota's a bit stale in this area. Oh well.
They usually try to avoid two cars from the same segment, but they included Accord and Sonata. Sonata definitely deserves the spot. Congrats Hyundai for your first entry! Oddly though, I've seen comparison tests that had the Camry beat both of these cars. It's all debatable.
11-23-10, 09:15 AM
#4
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Audi R8 Headlamps
LED running lights have spread, mosslike, everywhere from Rolls-Royce to Kia—but trendsetter Audi still does them best. We love the new A8’s menacing diodes, but the R8’s entire assembly is a marvel.
Cadillac CTS Coupe Third Brake Light/Spoiler
Air-taming spoiler, rearward-facing warning beacon—this hunk of plastic is as versatile as it is gorgeous.
Ford Mustang Rear Turn Signals
Retro can be hellaciously lame—the last Thunderbird, anyone?—but the Mustang doesn’t get lost in nostalgia, referencing the good ol’ days only when it feels right. These 3-light, sequential signals? Oh so right.
Jeep Grand Cherokee In-Light Branding
Volkswagen and Audi also hide logo Easter eggs within their headlamps, but our favorite is the American cool of the Grand Cherokee’s CJ grille.
Lexus LFA Exhaust
Ten cylinders, 3 pipes. Forget the math—this is how a supercar’s exhaust should look.
Lincoln MKX Slider Controls
Touch-sensitive, elegant, high tech. These controls, ladies and gents, are the future. (Unless your future involves heavy gloves, in which case accessing the features of tomorrow will take a couple of extra swipes.)
Porsche 911 GT3 Center-Lock Wheels
Fitted as a nod to the GT3’s track breeding, these 1-pop rollers prove there’s little more beautiful than form following function.
Rolls-Royce Power-Reserve Gauges
Some companies give you an mpg gauge. Those are for ninnies; we’d much rather know how much reserve grunt we’ve got for dusting chumps. It doesn’t hurt that the R-R gauges reside in some of the most beautiful clusters extant.
Saab 9-5 Central Info Screen
The altimeter-style digital speed readout—finally a “Born from Jets” reference that isn’t dumb—is as stylish as the GPS-based speed-limit notifications are useful.
Spyker C8 Shifter
Who else but Spyker to undress the manual shifter? The extravagant cabin's turned-aluminum dash and luxurious leather are but framing for the magnificent exposed linkage.
11-23-10, 10:55 AM
#6
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The list looks decent.
11-23-10, 11:06 AM
#7
Accord is NOT a better car than the Camry and Sonata, IMO. Not that I like to mag race, but nearly every rag that has reviewed them places the Accord behind the Camry. Sonata's placement I agree with.
Fit...whatever. I don't really care for or about it, but don't see any standouts in it's class that are better. Fiesta maybe?
Fit...whatever. I don't really care for or about it, but don't see any standouts in it's class that are better. Fiesta maybe?
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11-23-10, 11:06 AM
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Because they rate it best in class. They try to choose the "best" from an array of segments under $80K.
If this wasn't the case, then the 10 Best would be a list of expensive cars that most people couldn't buy.
There's always an economy car on the list. If the Fit wasn't chosen, then the Ford Fiesta would most likely be on there.
If this wasn't the case, then the 10 Best would be a list of expensive cars that most people couldn't buy.
There's always an economy car on the list. If the Fit wasn't chosen, then the Ford Fiesta would most likely be on there.
11-23-10, 12:02 PM
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I feel that if the Accord is on there then the Camry should be on there too. The Camry is as good if not better than the Accord. It has all of the bases covered; value LE, sport SE and luxury XLE. It's the best selling car! Also, for the 10 best design list I think the LFA LCD gauges should have been on there instead of its three exhuast pipes.
11-23-10, 12:13 PM
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I think the Camry should replace it on the list, not only sit beside it. Plus, C&D wouldn't be able to put 3 models of the same segment.
And on top of that, I'd put the Fusion on there before the Accord. It also excels at everything C&D mentioned and adds better styling. Plus a 40 mpg Hybrid option.
11-23-10, 12:39 PM
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Seems that just like the BMW 3 series, C&D feels they have to put the Accord on because it's always been there. And for the record, I personally can't stand driving the 3-series.
11-23-10, 07:34 PM
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I also think the G25/37 should have been on there, great price (no one pays MSRP), sedan, vert, coupe and now a New 2.5 liter sedan and the IPL car.
Not sure why the CTS didn't make the cut with the V and not just the V?
The Volt is ridiculous to be on there.
Exactly. Its their list and I no longer want to slap them about it.
11-23-10, 09:00 PM
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Why?
IMO, the Volt deserves to be on there more than any of the other cars. I don't like the price anymore than anyone else, but aside from that it is a grand achievement. I can't think of a more significant vehicle in maybe history. I'd only put the Prius and Veyron as more significant landmark vehicles. At least in modern history. The Leaf may deserve a similar nod, problem is is that it's hideous.
It seems that people are making judgments on a car that they have yet to drive or even see and perhaps not understand fully (not necessarily you Mike, but just from general observations so far). I've also stated certain criticisms on the Volt. I'm not suggesting it's perfect but it is a huge step in the industry. I just wish they could retail it for $32K. Then again, A BMW 3 can easily cost $41K and doesn't have significantly advanced technology like the Volt and isn't even more luxurious yet people buy it up in droves because is has good steering and suspension.
So far, every auto publication loves it, yet people are bashing there decisions while we haven't touched the car. It shouldn't be a surprise that it is Car of the Year, Automobile of the Year, 10 Best, ect.
IMO, the Volt deserves to be on there more than any of the other cars. I don't like the price anymore than anyone else, but aside from that it is a grand achievement. I can't think of a more significant vehicle in maybe history. I'd only put the Prius and Veyron as more significant landmark vehicles. At least in modern history. The Leaf may deserve a similar nod, problem is is that it's hideous.
It seems that people are making judgments on a car that they have yet to drive or even see and perhaps not understand fully (not necessarily you Mike, but just from general observations so far). I've also stated certain criticisms on the Volt. I'm not suggesting it's perfect but it is a huge step in the industry. I just wish they could retail it for $32K. Then again, A BMW 3 can easily cost $41K and doesn't have significantly advanced technology like the Volt and isn't even more luxurious yet people buy it up in droves because is has good steering and suspension.
So far, every auto publication loves it, yet people are bashing there decisions while we haven't touched the car. It shouldn't be a surprise that it is Car of the Year, Automobile of the Year, 10 Best, ect.