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How could Honda have known of the huge leaps forward that diesel engine technology would make over such a short period? The 1.8-litre engine pours its power on smoothly and you can still make good progress without letting the revs rise up towards 6,000rpm. Dennis Buyacar Ltd, 30 Cleveland Street, London, W1T 4JD (GB09151058) (FRN:667368) is authorised and regulated by the Financial Conduct Authority.
The words ‘design’ and ‘Toyota’ aren’t exactly the most natural bedfellows – the classic 2000 GT excepted – but nonetheless, here they are brought together on the range-topping Yaris specification. In an effort to emphasise the angry-looking front end treatment copied over from the Aygo, the Yaris Design is available with an Eclipse Black metallic ‘wrap-around roof’ finish. Note the use of ‘available’ – it’s a ?795 option only offered in combination with Vermillion Red or Glacier Pearl White paint. Putting the Bi-Colour option to one side, all Design customers get a roof spoiler and 16-inch black alloys with machine-polished faces as standard.
The little 1.33 doesn’t offer any particular objection to this – it’s a revvy thing, which commendably avoids sounding thrashy – but don’t equate such accommodation with performance. The Toyota also suffers from a notchy gearshift action, slightly sticky steering weighting – though this is an improvement over the vacuous over-assisted feel of previous Yarii – and a busy ride.
There’s no getting away from it: the Yaris’s interior is plasticky – in a much more plasticky way than, say, a Polo or even a Fiesta. Standard equipment is generous, with ‘Touch 2’ touchscreen, reversing camera, DAB radio, Bluetooth and cruise control amongst what’s included.
The latest Yaris is by no means a bad car, and this combination of power unit and specification almost conspires to muster a little sparkle.
It ought to make a no-nonsense, reliability-is-key used buy in about five years’ time, but if you’re looking for cheap thrills you should still head to Ford – just as those with delusions of grandeur remain best served by Volkswagen. This is the price (excluding postage and handling fees) this seller has provided at which the seller has sold the same item, or one that is virtually identical to it, in the recent past.
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Most purchases from business sellers are protected by the Consumer Contract Regulations 2013 which give you the right to cancel the purchase within 14 days after the day you receive the item. The bodywork’s aluminium rather than carbon, it swaps McLaren’s clever hydraulic suspension for more conventional springs and anti roll bars, and power is capped at 562bhp (or 570ps, hence the name) compared with 641bhp for the 650S. There’s some turbo lag to deal with that makes you feel less connected to the car than a naturally aspirated engine like Lamborghini’s V10 would.
For years Porsche had the premium sub-supercar market to itself but the action has really hotted up over the last decade.
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Forget the fact that their 2.2-litre i-CTDi engine is available in models from across their range and has been widely hailed as a triumph by commentators.
It took almost everyone by surprise when diesel cars transmogrified, over the space of just a few years, from fume-belching clatter wagons into highly efficient technological showcases oozing with mid-range torque. Yes, this car is called the Toyota Yaris Design; it replaces the preceding Yaris Sport, which was perhaps equally unlikely. Given the alternatives are a 1.4-litre diesel and the hybrid, it’s also the most appealing.
This carries on the top of the scowl from the headlights, up the front wings and into the windscreen pillars.



The steering is quite direct, it grips well and there’s not much body roll, all of which lends the Yaris an air of determination that we’re not often used to experiencing in Toyota’s run-of-the-mill machinery. This gets smoother as you go faster, but as soon as the surface deteriorates you’ll start to notice it again. There’s nothing especially wrong with the quality (the lack of rattles when dialling up the really rather decent stereo attests to that), but the oddly biological-looking design puts us rather too much in mind of a David Cronenberg film; the sinewy tops to the front door panels, for example, are just weird. Our car was fitted with the optional Toyota Safety Sense package, including pre-collision alert, automatic high beam and lane departure warning – the sorts of things you’re dismayed to find fitted to a supermini, until you attempt to input an address into the equally optional satnav add-on to the fiddly touchscreen and the lane departure warning saves you from unintentionally inputting into a central reservation. The major secondary controls, such as those for the air conditioning, are a little pokey but easy to understand; less so the steering wheel buttons, which, in an oversight that left us feeling short-changed, lack any form of illumination. The "off" amount and percentage simply signifies the calculated difference between the seller-provided original price for the item and the seller's current discounted price. Delivery times may vary, especially during peak periods and will depend on when your payment clears - opens in a new window or tab. If the item comes direct from a manufacturer, it may be delivered in non-retail packaging, such as a plain or unprinted box or plastic bag. Contact the seller- opens in a new window or tab and request a postage method to your location. Find out more about your rights as a buyer - opens in a new window or tab and exceptions - opens in a new window or tab. The first of the Sports Series cars (a Spider, Longtail and rumoured GT-themed version come later) it slots one rung below the Super Series models (650S and 675LT) and two below the Ultimate Series cars (P1 and P1 GTR). A determination to make the 570S viable everyday transport resulted in a cut-down chassis to make getting in and out easier, A-pillars being pushed outwards to help visibility and more storage cubbies than the Tupperware section at John Lewis.
And the chassis is fantastic, the electro-hydraulic steering worthy of particular praise for its excellent feel and total lack of German-style autobahn sneeze factor around the dead ahead.
No, not the ?143,250, but the relatively modest ?995 you’d need to find every month (after putting down a scary ?39k deposit) if you signed up to McLaren’s own finance scheme. And McLaren’s parts team better get stocked up on the stupid brake cooling ducts that hang way below the wishbones where they’re begging to be obliterated by kerbs and potholes. The 991, Audi’s second-generation R8 and Jaguar’s F-type R are all credible cars and we know that Ferrari is working on a new Dino due in 2018. It was, after all, only a couple of decades ago that the top brass from the big 'H' were resolute in their opinion that diesel had nothing to offer over good-old unleaded. The i-VTEC system achieves its impressive results through the art of variable valve timing and lift. It isn’t as joyous as a Fiesta, by any means, but you feel that you could easily keep pace with the Ford cross-country – assuming you’re prepared to get acquainted with the Toyota’s redline. If you reside in an EU member state besides UK, import VAT on this purchase is not recoverable.
But like those more esoteric cars it uses a variation of the same carbon fibre chassis and 3.8-litre twin turbo V8, and still features those trademark up-and-out dihedral doors. The boot is big, there’s a handy luggage shelf behind the seats and the IRIS infotainment system now features handy shortcut keys for the main functions. The ride still feels impressively supple too, but it’s no match for the 650S with its Proactive Chassis Control suspension. Also, while it would be unfair to get too hung up final quality on what was a pre-production test car, it’ll be interesting to see if the whistling aircon, heavy brake pedal in traffic and boomy 100mph+ engine note, all of which McLaren said it was aware of, really will be fixed in time for the first deliveries. Right now though, 570S, a proper supercar for sports car money, looks like the pick of the lot. Such a conviction might seem misguided with hindsight and in context of a modern European car market increasingly besotted with diesel cars but to be fair, Honda were in possession of some of the world's finest petrol engine technology at the time these views were prevalent. Honda eventually turned their renowned engineering expertise to the problem of diesel and came up with the 2.2-litre i-CTDi engine which went straight to the head of its class.
The engine incorporates twin sets of cams to intelligently adjust the valves which control the volume of air entering the engine.
Yet it costs ?143,250 and the detuned, less opulent 540C that follows in spring 2016 costs ?126,000, compared to almost ?200k for a 650S.


You feel in your gut that it’s not as savage, but the 9.5sec the 570S needs still means it decimates everything in the class. They still are and in the 1.8-litre Honda Civic, i-VTEC petrol power continues to make a strong case for itself. Today's Civic benefits from that unit as well as the 1.8-litre i-VTEC petrol we feature here.
During acceleration or other high engine loads, the high-output cams work to boost performance but when you're just pottering around, the fuel economy cams take over to maximise efficiency. Lamborghini’s near ?200k Huracan takes 9.9sec and its 205mph top speed is one solitary mph higher. It produces its maximum output of 138bhp at a lofty 6,300rpm, inviting the driver to hold each gear and explore the upper reaches of the rev range to achieve the quickest progress. The Civic 1.8 i-VTEC is available across most of the entire trim level range, which means SE, ES, ES-GT, EX and EX-GT versions of the car in five-door form or you can also go for the sportier three-door Type-S with this engine. The reward for flirting with the red line is a charismatic high-pitched growl and an 8.9s 0-60mph time but the beauty of the i-VTEC technology is that for the 90% of the time when most drivers don't feel like putting the hammer down, it remains relatively subdued and economical.
All variants come with power steering, a height adjustable driver's seat, remote keyless entry, central locking, a rear spoiler and twin chrome exhausts. Once you've settled on a trim level, there's a choice of 6-speed manual or i-Shift semi-automatic gearboxes.The Civic offers a really good driving position with firm side bolsters in the seat for support and the headrest hovering just behind your cranium.
The pedals feel well weighted underfoot and there's a large foot rest area to give the left peg a break from clutching duties. That said, there's little feedback through the wheel and things can get slightly twitchy on the motorway because of this steering sharpness. The gear lever flows around the standard six-speed gearbox with finger-light ease but the action isn't as reassuring or solid as in top rivals. Overall, there's no doubt it's up amongst the class best handlers.This is a great-looking car, a real head-turner, but the designers have taken this futuristic high-tech line rather than going for the classically beautiful.
The decision does leave question marks about how the ground-breaking look will age but whether or not the years are kind to the Civic, dull rivals like Ford's Focus and Toyota's Auris will never look as good as this Honda does now. Once you get past that swoosh of light and plastic across the car's nose, the plunging bonnet line and the multi-angled rear end, it's the detailing that stays with you. The triangular exhausts, the split rear windscreen, the concealed rear door handles and the recessed front ones: Honda have pulled out the stops to make this car different. Inside, you're confronted with a daunting array of buttons and digital displays that make you instinctively feel like reaching to the owner's manual, but it's not as complex as it looks. The information you need is laid out in two tiers with the digital speedo and optional satellite navigation system located near the base of the windscreen so your eyes needn't divert too far from the road ahead. The rev counter, fuel gauge and trip computer are lower in a more conventional instrument binnacle. Again, it's the detailing that's most eye-catching; the red starter button on the driver's right, the tactile control dials for the air-con and the sat nav. None of it would feel out of place in an executive saloon and the steering wheel is one of the most comfortable designs around.
There's a large blind spot created by the thick C pillar and the split rear window also restricts rearward visibility.
It's practical too: the car is actually shorter and lower than its predecessor but it's wider by 45mm and, crucially, the wheelbase is increased to 2,640mm. It's a highly advanced free-revving petrol engine in the best Honda traditions and it suits the high-tech Civic down to the ground.



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