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The new, third-generation Ford Focus RS is a real wild child – less showy than its predecessor, but packed with technology and promising remarkable performance. The Mk3 Ford Focus RS launches in January 2016, to a public so expectant Ford has received 1800 orders in Europe already.
New for the Mk3 Focus RS is four-wheel drive – something it needs to keep its 345bhp under some kind of restraint. Instead of a continuously variable adjustable damper system, the Focus RS has two distinct damping modes – Normal and Sport. One look at the exhaust system, and you’ll immediately wonder what’s happened to the silencers – the big-bore pipe runs almost straight, right through to twin tailpipe back box. If you’re here to find out whether the Mercedes-AMG GTS is a credible 911 rival, skip straight to CAR’s in-depth comparison test here for the definitive Stuttgart versus Stuttgart playoff. There might be something ever so slightly 911-ish about the roofline (cheeky Mercedes), but the AMG GT’s blueprints lie in the now-defunct SLS AMG. It’s around 20mm narrower than the SLS – a good thing – and also approximately 50mm shorter in the wheelbase. What at first seemed a dauntingly low, backward-set driving position feels perfect once you’re underway. And it’s certainly supercar fast, especially in the mid-range with 479lb ft spread nice and evenly from 1750 to 4750rpm and turbo lag noticeable by its absence. Looks are of course subjective, but when this W221 S-class was released it didn’t have the style of the CLS, or the teutonic tough looks of previous big Mercs. But the current S-class has been around for a few years now and constant exposure has either bred indifference or appreciation.
Click 'Next' below to read more of our Mercedes S320 CDI first driveWhat about the inside the S-class? Interior space is suitably huge, and even the biggest banker can lounge in the back of this long-wheelbase car. Step inside, knock the column-mounted gearstick into D, tug the handbrake off and away you go. The engine – which makes our long-term C-class supremely fast – is a little blunted by the S-class’s two-tonne bulk. Click 'Next' below to read more of our Mercedes S320 CDI first driveIt’s a Mercedes S-class press car, so it must be optioned up to the hilt, right?
Ahh, you’re thinking of the Carrera and Carrera S, which switched to turbo power last year. Well if the common 911s are now turbocharged too, how does the real Turbo assert its identity? Oh, you know, by being so obscenely accelerative there’ll be a time in the future when we look back with incredulity that anyone with merely the money, and not necessarily a shred of driving ability, could legally be let loose in something this rapid.
There are another couple of new functions: ‘dynamic boost’ minimises lag in on-off throttle situations by merely cutting fuelling, but leaving the throttle open to maintain charge pressure, while the Sports Response button on the new steering wheel-mounted driving mode selector primes the engine and transmission for big overtakes, ensuring the right cog is engaged for maximum go. The steering is electrically assisted but not disappointingly over damped, unlike Porsche’s first electric-steer cars, and while there’s still no manual transmission these days, the PDK is a great match.
If we worried that the Turbo might struggle to maintain its own character in the face of the newly turbocharged Carrera models at Porsche, we needn’t have. 3rd Party Content - The information displayed on this page is supplied by registered real estate agents and other third parties. Chicks want all the love and attention including expensive jewelry, dinner, flowers, candy, and all that other junk.
And we’ve come to Ford’s legendary Lommel test facility in Belgium to find out all about it.
But it is a chance to poke about underneath to see how Ford has crammed in all the upgrades, and experience their impact from the passenger seat. But it’s a very different system to the Haldex type used by rivals like the Audi RS3, Mercedes-AMG A45 and VW Golf R. You can activate Sport at any time via a dedicated button on the end of the indicator stalk.


However, the cylinder liners, the revised turbocharger, the intake system, the cooling and the cylinder head are bespoke to the RS, enabling it to handle the additional pressures of increasing power from 306bhp to 345bhp. This explains things like the ‘zero lift’ aerodynamic bodykit, including front spoiler, rear wing and diffuser, and the ducts and ‘jet tunnels’ that direct cooling air at the monster 350mm Brembo front brakes. Great for performance, but you’d imagine hell to ratify against drive-by noise regulations. Assisted by launch control, that’s enough for 0-62mph in 4.7sec, while top speed is 165mph.
Underneath that smooth bodywork (hat-doff to the styling team for the clean surfacing, a welcome departure from the crinkle-cut theme of most current-era Mercs) lies a modified version of the SLS floorpan.
A large proportion of the bodyshell is aluminium, like the SLS, with steel for the practicality-boosting tailgate, covering space for two sets of golf clubs. It's good, but somehow doesn't feel quite as snappy as it does in the Ferrari 458, to which it's also fitted. The GTS makes 503bhp versus the GT’s 456bhp and demolishes 0-62mph in 3.8sec, a two-tenth advantage.
Hemmed in by an overgrown transmission tunnel (a hangover from the SLS DNA) and obstructed by odd ergonomics (the gear selector’s positioned so far back you almost need to reach behind you to put the car in gear) it initially feels claustrophobic and awkward to see out of. Sitting back near the rear axle hardwires you straight into the GTS’s superb balance (that even-stevens weight distribution feels immediately evident), and the steering, horribly light and remote at low speeds, somehow becomes ever more accurate with speed. This is a turbocharged engine that does a good job of hiding it, with great throttle response in higher gears. The Audi A8 is too hard-riding and too numb at the helm, the BMW 7-series is too dated, and the Jaguar XJ is too cramped and old-hat. Blame the extravagantly flared wheelarches, double-decker boot lifted from the Maybach, and the headlights that don’t run in line with that glitzy grille. A twist or nudge of the armrest-mounted dial allows easy navigation of the clear 8-inch screen, while steering wheel buttons can take care of minor functions should you wish. Just make sure you select the Sport transmission mode, or the car’s seven-speed transmission will shift to third as soon as possible. But it still pulls strongly thanks to 398lb ft of torque, and you don’t really need any more power. It’s the first Turbo to exceed 200mph and, while officially the zero to 62mph time is 2.9sec, pint-sized development bigwig August Achleitner says it’s several tenths quicker in the right conditions. Well, although it sticks with the old 3.8-litre six, there’s the extra 20bhp over the old S.
The Turbo S is still a brilliantly engaging car, fearsomely rapid in all weathers and so flattering you’ll be waiting for the postman to deliver your Le Mans call-up letter every day after you’ve taken delivery.
In fact the mapping is so well judged, messing with the gearshift paddles or the newly reversed (to match a racer’s push-pull) shift pattern is entirely optional. Yet far from being inert, the Turbo and S will happily indulge your liberty taking, letting you trail brake into corners and edge the rear out of line thanks to the new PSM stability system’s more lenient Sport mode. If that ?19k difference sounds significant, it’s worth remembering that desirable kit like ceramic brakes and the adaptive roll control suspension costs extra on the base car but is standard on the 39bhp more powerful S.
Subjectively, it feels much punchier than its little brother at higher speeds and rolls less, though the stock version is hardly a blancmange. Values calculated based on the prices advertised by the agencies that list their properties on Commercial Property Guide. Possible statuses: Not currently available, Build preparation, Build commenced, or Service Available.
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The Ford’s pair of electronically controlled clutch packs on the rear axle are capable not only of handling up to 70% of the car’s nominal 324lb ft of torque (347lb ft on overboost), they constantly vary distribution between the rear wheels, and can send 100% of what’s available to just one of them.
And right there on the centre console is a driving mode button that allows you to select Normal, Sport, Track and Drift.


But Ford knows the RS is still likely to be many owners’ only car – with everything set to Normal it should be civilised enough for granny to take on the school run. No gullwing doors this time round, of course, partly to reduce weight and complexity but also to underline that the GT isn’t a direct SLS replacement – this is a different kind of car, chasing different buyers at a different (lower) price point.
The name comes from the location of its turbos inside the valley of the cylinders, rather than a more conventional home outboard of each cylinder bank. It’s a hydraulic setup rather than electric, carried over from the SLS platform, and constant-ratio, although slightly odd tuning makes it feel a little like a variable-rate rack. From inside the cabin at least, the GT doesn’t sound quite as soulful as it looks, although the exhaust button (one of the many peppering that giant centre console) helps to transmit a little muscle car rumble and overrun popcorn to the cabin via switchable flaps within the exhaust. Intoxicatingly fast, comfortable over long distances and blessed with balanced, accessible handling it manages to be both a relaxed grand tourer and an inspiring sports car.
It’s a better car than the ?170k SLS it (indirectly) succeeds and, for now at least, it’s new and different enough to represent a credible alternative to established heroes from Porsche, Aston and beyond. The S-class absolutely dominates its market segment and, according to Merc, nearly 25 percent of all limos sold in the UK are the diesel S320 CDI. As standard the seats (front and rear) are leather covered, electric, heated, and supremely comfortable. It’s just a pity that Mercedes didn’t switch the Comand cover from its left-hand drive position. The optional 18-inch wheels don’t affect the ride, and the standard air suspension soaks up the very worst Britain offers. Goodies like the ?660 reversing camera are a must, and the ?1100 bi-xenons provide excellent lighting if you don’t want to tick the night vision options box (a great toy and works a treat). Except on the rear badge, confusingly, where Porsche typography convention means a lower-case one. That means a total of 572bhp, courtesy of revised inlet ports, higher fuel pressures and bigger variable geometry turbos. The ceramic brakes did get grumbly after sustained hard-lapping at the Kayalami launch track in South Africa but there was never any suggestion of real fade.
Even with the electronic stability control still on (and you can switch it all the way off), our driver was easily able to provoke the back of the car into stepping out of line – very neat, very controlled, just a tweak to show this Focus is willing to make you look like a hero on the exit of corners.
The RS is fully legal, and almost urbane in the Normal driving mode, thanks to a sound suppressing valve. What’s more, specific body-strengthening measures for the RS make it 23% stiffer overall compared to a standard Mk3 Focus, and up to 200% stiffer in some areas.
The cabin’s pushed rearwards by a seemingly endless bonnet but open it up and much of the engine bay’s taken up by induction gubbins and ancillaries – the engine itself doesn’t make an appearance until way behind the front axle line.
The S also gets a variety of chassis goodies, an electronically controlled limited slip diff and three-stage adaptive dampers (by Multimatic) as opposed to the purely mechanical diff and passive suspension in the GT, along with bigger brakes and tyres. Body control, on admittedly smooth, fast roads, was exemplary and it’s a car you’ll quickly feel at ease with, and engaged by. That’s absolute hegemony in the car market, and it’s not like there isn’t any opposition from BMW, Audi and Jaguar. The S recently lapped the Nurburgring in 7min 18sec, which makes it 2sec quicker than even the track-biased GT3 RS and a whole 9sec faster than the old Turbo S. The 20in centre-lock wheels are also half an inch wider and the four-wheel drive system gets a faster-acting electro-hydraulically operated clutch pack to shuffle the torque about more promptly. In Sport and above, this valve opens and a special ‘injection strategy’ ensures it pops and bangs like Chinese New Year. Although the GTS is a largely very comfortable car on most roads, when the surface gets really tough, so does the ride – but it’s certainly liveable with. You must have certainly be given one of those dumb coupons at some point in your life: “Good for One Kiss” or “Good for One Free Hug” or “Cuddle Time Coupon” YUCK!



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05.10.2014 admin



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