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Author: admin | Category: Calculatrice Pret Auto | Date: 07.06.2015

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Car Lease Transfer Leasing transfer services for 2012 Mercedes-Benz R350 BlueTEC are available and the leasing company of record must be involved in the lease transfer process. Trade a 2012 Mercedes-Benz R350 BlueTEC Lease with no money down, low monthly lease payments, special lease programs available to those who qualify. Compared with the Cayman GTS, which up until now was the most potent of the lot, it’s grown ever so slightly in length and width, and sunk in height – be prepared to scrape its pouting front lip on ramps and dips.
That extra bodywork, along with the unmissably lofty wing at the rear, produces 100kg of downforce at speed – matching the 911 GT3.
It needs the extra rubber because there’s more power to deal with, from the 3.8-litre flat six also found in the 911 Carrera S.
It’s borrowed a few parts from the GT3, in fact: the front axle and suspension, wheel bearings, ball joint mounts, shock absorbers, front tyres and optional carbon-ceramic brakes. The only available gearbox is a manual, thankfully with six speeds rather than the busy seven-speeder from the base 911.
There are two settings for the active PASM dampers: Normal (tailor-made for the Nordschleife) and Sport (best left for smooth GP circuits).
This test car was fitted with the optional carbon-ceramic brake discs, which are bigger than a large pizza at the front and cost a king?s ransom, but since they enable you to drop anchor so ridiculously late they’re probably worth at least 50bhp. To read the full, in-depth Porsche Cayman GT4 review, pick up a copy of the April issue of CAR magazine. The BMW 1-series range has just been facelifted; it's a more thorough overhaul than is usual for the Bavarians, featuring a cosmetic nip 'n' tuck and a far-reaching raft of engineering upgrades, including a suite of new engines. We're testing the UK's best-selling version, the 116d - equipped here in ultra-clean Efficient Dynamics ED Plus spec for an ?850 premium.
I remember seeing the current BMW One at a sneak preview in Munich before it was unveiled and my jaw hitting the floor when I clocked the front end.
Stylists have binned the globular, misshapen headlamps that so dominated the One's front end, substituting much sleeker lights, LED day-running diodes and reprofiled kidney grilles for a wider, more elegant look.
This three-cylinder 1.5 diesel powers everything from the Mini to the soon-to-be-facelifted 3-series and it's a great addition to the range. You'll pay no annual road tax in the UK for a 116d ED Plus - and it's clean enough to qualify for 16% benefit-in-kind taxation.

The revised 2015 1-series range drives well, with a beautifully damped ride that feels remarkably sporting, even in this eco warrior ED spec.
The steering is thus uncompromised by the effects of torque steer and, although electrically assisted in the name of lower CO2, it offers an accurate helm.
Step up to the myriad more powerful Ones - culminating in the M135i - for more performance thrills. It's just lacking sparkle, cohesiveness and flair: it's a mass of black switchgear and plain plastics - and there are numerous signs of cost-cutting, such as the wafer-thin rickety glovebox lid.
The 1-series facelift has been a stylistic smash hit - removing one of the barriers to entry for the previously dumpy premium hatchback.
This is the Mercedes-Benz C450 AMG 4Matic, a high-performance C-class that sits a rung below the range-topping C63, just as the Audi S4 tucks below RS4. But where AMG says there are no plans for an all-wheel-drive C63, the C450 comes only with the 4Matic all-wheel-drive system. There’s a different character to the V6 too, with none of the explosiveness that defines the V8 AMG.
The electric steering has a nicely weighted consistency and is a marked improvement over lesser Cs, but a more natural self-centring action would be welcome. The gearbox is swift and obedient, if lacking the absolute incisiveness of dual-clutch units and Jaguar’s eight-speed auto. In Comfort mode the chassis feels very, well, comfortable, with the obvious trade-offs in absolute handling finesse.
The C450 AMG neatly fills a fairly yawning gap between the comfort of mainstream C-class models and the outlandish excesses of the C63. I drove the C450 only in saloon body style, but the idea of a car this well-rounded in everything-but-the-kitchen-sink estate guise could be a dream combination.
But ever since the first details and spy photos of the Cayman GT4 emerged (and it was CAR that broke the story first) Porsche disciples have been working up a real frenzy of anticipation. Like all Porsches that wear a ‘GT’ badge followed by a number, this car is a thinly disguised circuit weapon. The rear suspension’s changed too, now featuring ‘helper’ springs to pre-load the main springs under full rebound, and it’s attached to new 20-inch wheels with seriously fat, seriously grippy Michelin Pilot Sport Cup 2 tyres.
It never seems to run out of revs, and when it eventually does, chances are you’re about to run out of road. It’s rock-solid and truly confidence-inspiring; even gaping expansion joints and surprise surface variations can’t throw it off course.
It’s less lurid than a BMW M4 and less dramatic than a GT3, but more effective than both in the fuss-free manner it puts its power down. Its rare combination of huge grip and traction yet involving, intuitive handling make this car a remarkable drive, even by Porsche standards. To these eyes the outgoing 1-series was one of the ugliest snouts ever to emerge from Munich's design studios - and thankfully an entirely new nose has been grafted on. The rear lamps are new, too, stretching across the tailgate and now splitting to lift with the hatchback.
The Germans are streamlining their engine choices and focusing on new modular units based around the optimum 500cc-per-cylinder principle. BMW is one of the brands to have cracked perfect uniformity of controls; every touch surface has a BMW-y feel, the shift having that slightly rubbery but precise action, the pedals a Germanically precise heft.
We managed 56mpg even while pressing on, and if you ease off the gas you'll easily surpass 60-70mpg.

BMW has a rare advantage with its rear-wheel drive offering in this sector that no other rival hatch can match. This weediest 1-series is not exactly fast (0-62mph takes a leisurely 10.4sec) but it never feels too slow and you'll enjoy driving it more than most mid-sized family hatchbacks. It's worth noting that there is now a more pronounced difference between the Eco+, Comfort, Sport and Sport+ settings on the - terribly named - Driving Experience Control switch on the transmission tunnel.
While the exterior facelift has spruced up the design considerably, the cabin is feeling its age (despite the addition of some new chrome flourishes and piano black here and there). It's still a riot to drive for something planted so firmly in family hatchback territory, and in 116 ED Plus spec it boasts some outstanding figures to trim your fuel and tax bills. Really, though, it works very well with the C450’s impressively tied down and very consistent feeling front end. Our test route flowed up into the Portuguese hills over some pretty challenging terrain, and the C450 delivered a brilliant balance of composure and engagement. Perhaps Sport Plus will feel like overkill in the UK, but on these test roads it worked brilliantly: excellent body control, meatier steering, telepathic gearbox logic and that more exciting soundtrack.
The V6 engine, gearbox, steering and all-wheel-drive chassis make this car a great drive in all conditions, with little apparent trade-off in comfort compared with lesser models. With the mid- to high-end shove of a big bore V8 but the spine-tingling soundtrack of a flat six, it hits its stride at 4000rpm and revs freely and eagerly until the redline at 7800rpm - at which point its note is the stuff goose pimples are made of. There’s a welcome lack of vertical body movement and the steering doesn’t tug wildly at cambers. The ride is firm, certainly – it’s not a fan of manhole covers or cobblestones – but nor is it a solid-sprung sado-sled.
Set the car up in full Eco Pro mode to tailor the climate control, electrical assistance systems, start-stop and active air flap control to minimise fuel consumption. Nudge the rocker and select your preferred speed of gearchange and throttle response, among other settings. From September 2015, all BMWs will come with cheaper sat-nav as standard as part of the roll-out of deeper connectivity services. There are carryover C63 suspension components, the seven-speed ’box shares C63 programming logic and, just like the C63, the electro-mechanical steering ditches the base car’s variable-rate ratio for a more natural fixed ratio. There’s a tiny delay between accelerating and all that torque coming on tap, but it’s very small and, ultimately, inconsequential to driving enjoyment. The front end grips hard, and when you get on the throttle you can really feel the rear bias pushing you through the corner.
Porsche may be plotting a turbocharged future for its flat sixes, but few engines exemplify natural aspiration as well as this one. Thankfully, Porsche has opted for a constant-rate, constant-effort setup for the helm, with understated servo effect – the right choice for a no-frills sports car like this.
Porsche says they were keen to make sure that although the GT4 was designed for the track, it wouldn’t be unbearable on the way there and back.
In some ways it’s actually more satisfying than the C63, because you can deploy most of the power most of the time. Because this is the first 4Matic C-class, and engineering the application for right-hand drive is responsible for the delay.

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