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Author: admin | Category: Loan For Car | Date: 21.12.2013

We're nearing the end of our long term stint with the car that most identifies the future Max Power generation - Citroen's C2 VTS. If Citroen's C2 VTS typifies the spirit of the new Max Power generation, then maybe middle class England needn't worry. It was to find out why that we added this C2 to our long term test fleet and it's rarely been without an enthusiastic keeper ever since.
Dennis Buyacar Ltd, 30 Cleveland Street, London, W1T 4JD (GB09151058) (FRN:667368) is authorised and regulated by the Financial Conduct Authority. Toyota Fortuner Hire – Pace Car Rental operates a fleet of Toyota Fortuner SUV rental vehicles that is ideal for a wide range of applications ranging from a family holiday in the Kruger National Park to day to day city driving. The Toyota Fortuner is one of South Africa’s most popular SUV’s with good reason, it drives comfortably, sits high so that you have improved visibility of the road, features all road driving capability and has enough space for up to 7 people to sit comfortably.
If you are looking for a Toyota Fortuner SUV Rental in South Africa, then Pace Car Rental is the place to be, with highly competitive SUV hire rates and a fleet of Toyota Fortuners that is maintained strictly according to manufacturer’s standards to ensure the safety of our renters; you will be hard pressed to find better value for money SUV rentals in South Africa. There are a few particular stats concerning the new Mercedes S500 Plug-in Hybrid that grab your attention when skimming the spec sheet. They’re not a misprint – this is the greenest S-class yet, with a 3.0-litre petrol-fuelled V6 joined by a 114bhp electric motor taking its energy from a big lithium-ion battery pack in the boot. The S500 Plug-in Hybrid can manage far more than a bit of low-speed gliding around car parks. Charging takes around two hours at a wallbox or between two hours 45 minutes and four hours through the mains, via a socket in the rear bumper. Just as imperious as the non-hybrid limo models, but with the added serenity of near-silence when running in electric mode. There are occasionally a few more noticeable clunks and shunts from the seven-speed transmission than you might ideally like but otherwise this is as refined as luxury travel gets. For what it’s worth, this car is jolly fast too: when both the electric motor and the V6 put their heads together there’s a total of 436bhp and enough performance for enthusiastic chauffeurs to pin their passengers far into the S-class’s cushioned head rests. There are four driving modes to choose from: E-mode (electric power only), E-save (uses as little battery power as possible), Charge (charges the battery as you drive) and Hybrid (the default mode, which does a little of everything). You can also set the interior temperature before you climb in via your smartphone, which can be linked to the climate control and heated seats, steering wheel and armrest.
A sizeable chunk of boot space is lost to a doorstep-shaped ledge that covers the big battery pack and the plug-in S-class is available in long-wheelbase form only - but it’s otherwise identical to any other model in the range. On a separate note, the twin-screen S-Class dashboard is beginning to look a little dated already – maybe Merc has a more elegant instrument panel in the pipeline for when facelift time rolls around.
You’d hesitate to call it ‘green’ wholeheartedly, but the Mercedes-Benz S500 Plug-in’s efficiency figures are undeniably impressive.
Most buyers will forgo the faffing with power cables and plump for the more affordable S350 diesel, though. The 500L features styling that’s adorable to many but a bit too squee-worthy to others. With its mini-minivan-like body and Fiat 500 city cara€“inspired mug, the 2016 Fiat 500L is a love-it or hate-it affair.
Starting at $24,475, our red-roofed test car rang in at a substantial $29,125 thanks to the additions of the $3300 Urbana Trekking Collection 3 package (which includes a panoramic sunroof, sun visors with illuminated vanity mirrors, an auto-dimming rearview mirror, dual-zone automatic climate control, a 6.5-inch touchscreen Uconnect infotainment system with navigation, power lumbar support on the drivera€™s seat, a rearview camera, and audible reverse sensors) and the $1350 Aisin-sourced six-speed automatic transmission. Compared with the dual-clutch unit, the 500La€™s new automatic transmission does a far better job of meting out the 1.4-liter turbocharged four-cylinder enginea€™s 160 horsepower and 184 lb-ft of torque. As those acceleration numbers suggest, the bug-eyed hatch is most comfortable at in-town speeds, where quick steering makes navigating city streets a breeze. Things arena€™t much better for rear-seat occupants, who find vertical space is compromised by the 500La€™s tapering roofline. But like a bar patron whoa€™s had one too many, the 500L ultimately is more irritating than charminga€”even with this better-behaved automatic transmission. The charming and nonconformist Fortwo’s mission is to make motoring easy for urban dwellers with its maneuverability and compact shape. Driving a Smart Fortwo is an eye-opening excursion into the a€?might makes righta€? psyche of the average motorist.
Few other drivers will recognize that this third-generation Fortwo, radically better than the second generation (the U.S.
The Fortwoa€™s mass (up nearly 400 pounds on the 2008 model we tested) still challenges the drivetrain, but acceleration is vastly improved.
When youa€™re in this new Smart, ita€™s easy to forget how tiny is the car that surrounds you. In many ways, the Fortwo is half a car; so you might expect the fuel economy to be double that of the average subcompact. More power and better transmission than the previous generation, still unbearably cute, easy to park. When Audi launched the original R8 as a 2008 model, it got a head start on the glut of mid-engined cars, some from automakers that typically dona€™t compete in this arena. Befitting its all-around usability and civility, the R8 V10 Plus offers a compliant and comfortable ride despite its non-adjustable shocks and rubber-band Pirelli tires. There are things wea€™ll miss about that first R8: The six-speed manual and its aluminum gated shifter. With performance to rival the hypercar titans, these three junior supercars prove that the future is in good hands.
A Super- and Turbocharged Five-Cylinder for the Audi R8 and Lamborghini Huracán? On the inside, there are three rows of seats and room for six or seven; on the outside is handsome styling that stands out from the SUV herd. In updating the three-row Santa Fe for 2017, Hyundai has made the likable crossover a numbers machine. As before, the Santa Fe’s trim levels bear some connection to the number of seats a buyer can expect.
Every 2017 Santa Fe gets new wheels, new headlights, a new grille, and new front and rear bumpers. Stepping up to the $39,595 SE Ultimate buys you the nicest seven-seat Santa Fe available, netting goodies such as an 8.0-inch touchscreen display with navigation, leather seats, heated and ventilated front seats, a heated steering wheel, a 12-speaker Infinity audio system, blind-spot monitoring and rear cross-traffic alert, rear parking sensors, proximity key with push-button ignition, 19-inch wheels, and a power-operated panoramic sunroof.
If a six-seat Santa Fe is more your speed, the $35,845 Limited comes better equipped than the base SE, with a standard power liftgate, leather-wrapped steering wheel and shift knob, proximity key with push-button ignition, an auto-dimming rearview mirror, blind-spot monitoring with rear cross-traffic alert, LED taillights, and heated front seats. What’s new, trim levels, optional equipment, and safety info for the 2008 Hyundai Santa Fe. Dualjet works with twin fuel injectors (the clue’s in the name!) to mete out petrol delivery more precisely in the cylinders, micromanaging the location, quantities and timing of those bursts. Performance is nigh-on identical to the regular 1.2 petrol engine familiar to generations of Swift owners. Bearing in mind the Swift Sport is hardly a fire-cracker, don’t go expecting any whizz-bang performance here. Do the maths: if you’re going to own the car for more than three years, you’ll be quids in. There are no discernable flat spots in the rev range where you're left twiddling your thumbs waiting for the acceleration to kick in. It’s also the first of a raft of new plug-in Mercs, with 10 further hybrids planned by 2017. In their case, though, the electric motor’s job is more to take the edge off the combustion engine’s consumption and augment its performance than provide much in the way of meaningful zero-emissions mileage. A much bigger battery pack (and the ability to plug it into the mains or a faster wallbox charger to pre-charge it) means it can manage up to 20 miles on electric power alone before the petrol engine kicks in. Adaptive air suspension ensures ride quality is suitably smooth and when you touch the brake pedal the system does a decent job of overlapping the mechanical brakes and electric motor deceleration unobtrusively. A party piece Mercedes seems particularly proud of is the car’s ability to turn the local topography to its advantage; for example, if you’ve programmed a hilly route into the sat-nav the S500 will use the electric motor to help the car uphill and flatten the battery as much as possible so it can recharge on the way down. If you’ve set the transmission to Economy+ mode, on downhill stretches or when following traffic a series of pulses through the throttle pedal tells you that you should really take your foot off the gas to allow the drivetrain to coast or regenerate energy.
The app will even tell you how much charge is left in the battery from the comfort of your front room. It does carry a more heavyweight price tag though, at around ?17,000 more than an S350 BlueTec diesel. For buyers with largely city-based driving habits and access to charging infrastructure, it’s arguably the pick of the range.


AccuPayment does not state credit or lease terms that are available from a creditor or lessor, and AccuPayment is not an offer or promotion of a credit or lease transaction. Bigger overall than the regular 500, it has up to 68 cubic feet of storage space, but the interior is poorly assembled and full of cheap materials. Last year, a new, optional six-speed automatic transmission with a traditional torque converter replaced the previous six-speed dual-clutch automatic transmission in all but the base 500L Pop. We averaged 25 mpg over 1200 miles; in previous tests with the dual-clutch-equipped 500L, we recorded disparate figures of 21 mpg and 27 mpg.
On the highway, however, the Fiat skips over freeway expansion joints like a stone on a still lake. Opt for the panoramic sunroof, and any passenger above average height will have to slouch to avoid grazing the headliner, as the big panel of glass reduces rear headroom by more than half an inch. Which may explain why American consumers are flocking to Fiata€™s own 500X crossover and the comparably quirky Kia Soul instead. The turbo three-cylinder makes 89 hp; a standard five-speed manual or optional six-speed dual-clutch automatic sends power to the rear wheels. On glass-smooth freeways, it tracks straight ahead, and ita€™s not as susceptible to crosswinds as its size and shape might suggest. Granted, that number is for a fully loaded Fortwo, and as this is written Smart is offering $1000 to $1500 in incentives. It revs 20 percent quicker than its predecessor, spinning from idle to its 8500-rpm redline in 0.66 second. It hasna€™t been driven to extinction by downsized, turbocharged enginesa€”not yet, at least. Our first run involved a Europe-spec model with magnetorheological dampers, black wheels, and a few lingering Germanisms in the 12.3-inch digital instrument cluster.
With the R8, there are no wild doors to duck under, no deep buckets to wedge yourself into and hoist yourself out of, no clumsy infotainment system to simply tolerate. However, that smooth-riding demeanor hampers the R8a€™s handling when the road gets both twisty and uneven.
With a 290-hp 3.3-liter V-6 and a six-speed automatic, acceleration is surprisingly brisk, while shifts are smooth and unobtrusive.
There’s a multi-view parking camera, adaptive cruise control, lane-departure warning, an electronic parking brake, automatic emergency braking with pedestrian detection, automatic high beams, and adaptive headlights. Standard kit includes 18-inch aluminum wheels, an eight-way power driver’s seat, dual-zone automatic climate control, and automatic headlights. The aforementioned $2100 Ultimate package is the sole option besides color and drive configuration.
It’s a good, no-nonsense supermini that moved us so much at launch that we awarded it Car Of The Year in 2005. They’re positioned very close to the inlet valves, allowing for a more precise atomisation in the combustion chamber. Power is marginally down, dropping to 89bhp from 93bhp, but that’s cancelled out by the most modest of torque infusions, nudging up a couple of digits to 89lb ft at a lower 4400rpm. All Swifts have an eager chassis built in to their DNA and despite the years piling on, Suzuki’s supermini is still competitive. Noise suppression and refinement have never been Swift strong points, but the vocal Dualjet is similar to what’s gone before. The Swift benefits from a very upright windscreen and the positioning of seats and controls is well judged, affording a good view out front and back. The Swift might be ageing, but it’s doing so with a degree of responsibility and we can see why Suzuki’s now sold four million globally since launch a decade ago. Hot Hatches tend to have a sharp but short appeal, with the buzz wearing off when the downsides in noise, hard ride and practicality become apparent. Instead, the high-revving unit promptly oozes into action whenever you tickle the throttle. That said, on our initial 11-mile drive at low speeds through city streets the V6 whirred into life just around the corner from our destination. Equally, the system will make sure you get to urban areas with as much charge as possible so you can make the most of the electric motor. That’s right, the hybrid S-Class is sentient to the point where it will essentially chide you for tailgating. A six-speed manual is standard; the optional six-speed automatic is slow to shift and saps driving fun.
Rubbing salt in this wound are the 500La€™s flat, unsupportive seats, which left us fatigued after a few hours behind the wheel, as well as the upright seating position that exacerbates the effect of the bulky boxa€™s body motions.
Legroom in the rear is passable, although the Kia Soul offers 2.4 inches more space for rear riders to stretch out. Offered as a coupe or cabriolet, the Fortwo can be customized with add-ons such as heated seats, ambient lighting, and automatic climate control that can quickly drive the bottom line close to the price of larger rivals. The escape-pod design theme, the tiny 106.1-inch length that inspires creative parking, and the two upright seats are unchanged. The transmission now changes gears without leaping and lurching forward thanks to the optional ($990) dual-clutch six-speed automatic transmission (a five-speed manual gearbox is standard).
Legroom and headroom are plentiful, and the two front seats are comfortable and supportive, even if the driver and passenger are nearly shoulder to shoulder.
We managed 30 mpg driving just over 100 miles, nearly all of it in city conditionsa€”and Smart recommends premium-grade fuel. If we found ourselves irrationally smitten by the design and the size of the Smart, wea€™d try to find one closer to the $15,400 base price. The pedestal ita€™s bolted to, a 2017 Audi R8 V10 Plus, blitzes to 60 mph in 2.9 seconds and wails a stirring soprano aria in the process.
This car represents the final American-market version and needed an extra two-tenths to 60 mph and three ticks through the quarter-mile despite a ruthless launch-control system that absolves the driver of any skill requirement. The V10 Plus modela€™s standard carbon-ceramic brake discs delivered stops from 70 mph in 153 feet, just two more than were needed for the prior test.
It still shares its engine, transaxle, and four-wheel-drive system with the junior Lamborghini.
In automatic mode, under moderate throttle, the gearbox will sometimes slam into the absolute lowest possible gear, flick through the top quarter-inch of tachometer, and abruptly upshift. Last year, Santa Fe buyers faced only two trim levels, one with six seats and the other with seven. These items are available on the SE Ultimate and Limited Ultimate in the redundantly named Ultimate Tech package for $2100. Buyers can jazz up their SEs with all-wheel drive for $1750 and with a comprehensive Premium package that adds leather seats, a leather-wrapped steering wheel and shift knob, blind-spot monitoring and rear cross-traffic alert, proximity key with push-button ignition, LED fog lights, electroluminescent gauges, a color LCD driver-information display, heated front seats, an auto-dimming rearview mirror, a power passenger’s seat, a third-row USB port, and a power liftgate for $3650. Finally, the Santa Fe Limited Ultimate arrives loaded with the same goodies as the SE Ultimate, plus LED taillights, and similarly offers as its only option the safety-tech-laden Ultimate package for $2100. I ran CAR’s last long-termer, the Swift Sport back in 2012 and loved the fun-on-a-budget vibe. Suzuki reckons picking the Dualjet will save the typical British Swift owner ?175 a year in bills. There’s not much puff, but it feels well judged against the competition and it’s far from an eco special wheezer.
The interior feels downright plasticky and the aftermarket screen for the infotainment looks like an afterthought. There’s a reasonable spec available, too, with electric heated mirrors, digital DAB radio and electronic climate control all fitted to the model we drove. You’ll only get the Dualjet engine on the SZ4 two-wheel drive models and it’ll cost an extra ?500 to buy. All of this, you'd think, wouldn't endear the car to those into drainpipe exhausts and go-faster furry dice. This means that overtaking is rarely a chore and, in proper sportscar style, the real fun is to be had when you venture into the screaming upper extremities of the rev range. Along with the new automatic, the 500L gained an additional trim level: the Urbana Trekking. Credit the enginea€™s prodigious turbo lag while rolling and the new transmissiona€™s lethargic downshifts. Meanwhile, chintzy interior materials, misaligned pieces, and numerous rattles are constant reminders that the 500L is built in Serbia at the same factory that birthed the infamous Yugo GV.


Every stoplight becomes an impromptu drag race, even though youa€™re just minding your own business. So while Smart is sticking to its half-car philosophy, plenty of improvements have been made under the skin. The previous Smarta€™s standard five-speed automated manual shifted with all the competence and speed of a student driver just learning to use a stick; jerky and slow, it was the Fortwoa€™s worst feature. And ita€™s probably important to some hard-core fans that it still looks like a cartoonista€™s rendering of a car. Wea€™d be willing to overlook the packaging compromisesa€”the lack of a rear seat, for examplea€”if the Smart could go 60 miles on a gallon, but it cana€™t.
But even at that, youa€™d have to forgo far more practical cars, including the Chevrolet Sonic, Ford Fiesta, Hyundai Accent, Kia Rio, Nissan Versa Note, and Toyota Yaris. Yet, like the original, it remains intensely and impressively juxtaposed with the Italian car. Ita€™s a shame that Audi wona€™t be offering the magnetorheological adaptive dampers on the R8 V10 Plus in the United States; this setup has enough bandwidth to provide the comfort Audi demands with the body control we want.
Ita€™s jarring, unpleasant, and doesna€™t really seem like the quickest form of acceleration. The original R8 earned its place in automotive history, but this second-generation car is nearly as important as a marker in the evolution of the species. Order-sheet complexity aside, Hyundai also has enhanced its already competent Santa Fe with typical mid-cycle updates like freshened styling to more onboard technology. Common safety items like blind-spot monitoring and rear cross-traffic alert come standard on the SE Ultimate, Limited, and Limited Ultimate, while a backup camera is standard on the base SE. I was so smitten by its clever, underdone performance that I called for a Slow Car Movement. After all, Citroen have been quite open about the compromises made to give this car a broader appeal.
Conversely, the real bonus so far as this engine's measured power delivery is concerned, is in it's relaxed low speed performance. The 500L’s powertrain is challenged by highway merging, but its quick steering puts it at home on city streets. To put that into perspective against the 500La€™s closest competitor, Kia sold nearly 20 times as many Souls in 2015.
Positioned above the Trekking in the modela€™s trim hierarchy (which moves across Pop, Easy, Trekking, Urbana Trekking, and Lounge strata), the Urbana wears the Trekkinga€™s SUV-inspired plastic body cladding but adds black-painted wheels and dark chrome trim to the exterior, plus a black or (new for 2016) red roof with matching mirror caps.
A new 898-cc turbo three-cylinder makes 89 horsepower and 100 lb-ft of torque and replaces the old Mitsubishi-sourced 1.0-liter triple that made 70 horsepower and 68 lb-ft. While the 73.7-inch wheelbase contributes to the tight turning circle, it also induces brake divea€”the Smart leans hard on its front wheels under extreme brakinga€”and it causes the Fortwo to have a nervous and rough ride.
Unless the length of a car with a back seat is a liability to you, therea€™s really no reason to go with the Smart. Its naturally aspirated V-10 becomes even more rare and more special the longer it hangs around. Front-wheel drive is the default across the board, with all-wheel drive available for $1750.
All the signs are that this hotted-up little Citroen is taking up where it's Saxo VTR and VTS predecessors left off.
They could, for example, have given the VTS much more power than the 125bhp actually on offer. Like it or not, most C2 VTS models will be spending most of there time pottering around town at 30 or 40mph but the car is quite at home in this scenario. Even the Fiat 500X crossover SUV, a model that didna€™t go on sale until the middle of 2015, found more buyers than the 500L did last year.
Inside, a big slab of piano-black plastic spans much of the dash, while the steering wheel is wrapped in black leather and the door panels are lined in black leatherette.
Mounted just in front of the rear wheels, the worlda€™s angriest popcorn popper strains its little guts to move 2203 pounds of Smart. It arrived with a glossy white interior trimmed in blue fabric, reminding us of the original iMac from 1998. The diamond-stitched seats are soft and shallow, generously supportive though barely bolstered.
The complex gearbox in the steering column eats up all feedback and makes the low-effort steering less predictable. But that would have upped the £12,895 asking price and certainly upped the group 8 insurance.
Unlike many more focused hatchbacks, you don't feel like the engine is chomping at the bit as you crawl along in traffic. Things arena€™t looking up for the 500L this year either, as sales are down more than 60 percent through May 2016.
It also comes with heated seats, ambient lighting, automatic climate control, a glass roof, and a JBL audio system. The 40mpg combined fuel consumption figure would have taken a nose-dive too.All this has ensured that the flagship C2 has been well received by those who have to use it as everyday transport. Maybe thata€™s the niche Audi is covering with its R8, because no one transports golf clubs in a Lambo. More surprising has been the reaction of those young 'Max Power'-generation customers who see it as a starting point.
These people wouldn't have thanked Citroen for going all the way with potent engines and wild bodykits.
Speed humps present little problem, either in terms of grounding at the front or the catapulting of rear seat passengers into the roof lining, and manhole covers aren't made to feel like cattle grids.
The front end has plenty of grip with the traction control intervening only under serious provocation or in slippery conditions and the steering is accurate on the turn in. What they wanted was a good chassis, cheap insurance and easy finance - and Citroen have happily provided all three. Driving another car then getting behind the wheel of the C2 VTS, it's important to make a mental note concerning the brakes.
There's some considerable travel on the middle pedal but when the ventilated discs bite, they do so in tenacious fashion. It's easy to apply them a little too firmly in an absentminded moment, in which case a look in the rear-view mirror at the sheepish face of the driver behind should be indication enough of how abruptly the C2 has halted. Of course, when it comes to avoiding accidents, anchors this effective could be invaluable and there's ABS, EBA and EBD to ensure optimum stopping power is always applied. So far as the other key controls go, the gearchange is not the slickest you'll come across with its loose, long-throw action but the thick steering wheel feels good in the hand. The drilled aluminium pedals look the part but caution is required in the wet because a damp-soled trainer can easily slip from the polished surface at an inopportune moment.Dark grey plastic predominates inside the cabin of the VTS and although it may be a trifle dull for some tastes, the quality of the materials is good.
The simple ball and socket air-vents are an ingenious piece of design and, along with their silver boarders, these do much to raise the tone.
The buttons on the centre console are large, chunky and solid to the touch as is the fat handbrake lever, you get the impression that the VTS will stand the test of time with some aplomb. Storage space is less of a strongpoint with only a seriously confined glovebox and a couple of narrow door pockets to speak of in the cab and just enough room for a large holdall or similar in the boot. Rear seat accommodation seems confined when you glance over your shoulder from the front but climb back there and things aren't so bad.
The long base section to the seats means that two adults could be accommodated on a short journey so long as the front seats aren't in their rearmost positions.As you may have gathered, we've enjoyed our time with this car a lot more than we expected to.
You could spend twice as much on a Hot Hatch and in many situations, end up not having as much fun. Whoever would have thought that joining the Max Power generation could make this much sense?



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