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Author: admin | Category: Auto Car Loan Calculator | Date: 06.08.2016

Colour is crucial when choosing your car, especially a funky city car like the Toyota Aygo that's as much a style statement as a mode of transport for getting you about town. The Platinum intends to emphasise the car's design flare with a range of cosmetic enhancements. These figures are helped by the fact that the 1.0-litre is billed as the world's lightest production engine.
Dennis Buyacar Ltd, 30 Cleveland Street, London, W1T 4JD (GB09151058) (FRN:667368) is authorised and regulated by the Financial Conduct Authority. Kia may have a strong reputation for making good value small hatchbacks and people carriers, but not many people consider the Korean make when it comes to larger saloons. 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. 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. The Golf GTI’s transformation from skunkworks bad boy to mainstream mature hatch turns full circle with this arch-racer special edition, self-consciously adorned with downforce-inducing aero kit, launch control, kitsch decals and a kickdown function that makes it the most powerful GTI yet. It’s significantly more powerful, with 261bhp outflanking even the Performance Pack-equipped 227bhp GTI, and it thus arrives at 62mph a crucial half second quicker – in 5.9.
There will be perhaps five occasions in a year when you can really use it, but when they happen it’s Bruce Banner gets angry meeting Blur’s Song 2 with a dash of Honda VTEC for good measure. The bodykit, which comprises an all-new front bumper and sharky side sills, redesigned rear diffuser and that unmissable rear roof spoiler, creates downforce on both axles where previously there was lift. The Clubsport is of course blessed with the GTI’s full armoury of chassis weapons, so electronic front diff lock, mechanical variable ratio steering (here with fewer turns lock-to-lock), ESC and the XDS+ vehicle dynamics system.
With the sumptuous GTI as a starting point it’s a high bar to improve on, and initial impressions suggest the margins are so tiny they’re invisible to the human eye.
You just keep going faster and faster, trying to get into that zone where the threat of understeer forces the front diff to start modulating power away from the inner wheel to increase cornering speeds.
VW set themselves a technical challenge here, which was to make a clever chassis even cleverer, to find a way of keeping a far-too-powerful Golf always in the neutral corridor between understeer and oversteer without the driver sensing the effect or feeling a loss of sense of occasion.
Like all the best birthday presents the Golf Clubsport is a luxury – something you didn’t need but part of you always secretly wanted. 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 looking for a vehicle that will carry five people and a substantial amount of cargo in style, your options are fairly limited.
Sportline trim means you get leather seats, a clever touchscreen sat-nav unit including Bluetooth connectivity and iPod connection, black 18-inch alloys, polished steel side bars, Sportline badging, chrome detailing on the grille and darkened light clusters.
This version is powered by a 2.0-litre diesel engine which, with the help of a pair of turbochargers, develops 178bhp. It isn’t the most economical van on the road, but its claimed combined fuel economy of 36.2mpg means it is pretty competitive for a vehicle of this size.
There’s room for 5.8 cubic meters of load behind the rear seats, while the load floor is covered in a rubber coating which keeps noise down and stops things flying around in the back. Bauer Consumer Media Limited are authorised and regulated by the Financial Conduct Authority (Firm reference No.
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?
Unsurprisingly, the Aygo Platinum special edition model we're looking at here has its own unique metallic shade of Crystal Silver.
Effort is further removed by the fitment of electrically assisted power steering, making light work of turning the Aygo about face in just 9.46 metres. The Magentis is just that - a four door car that's similar in size to the Volkswagen Passat, but unfortunately that's where the similarities end.

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. 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.
The party trick though is the boost function, which accesses a secret stash of 10% extra power and also torque for 10 seconds at the flattening of the right foot, taking the output up to a Golf R-threatening 286bhp (the R packs 297). We drove the Clubsport on track only, and down the Portimao pit straight it’s impressively hefty stuff. Air at the front is directed through the piano-black gills and out through the wheel housing without corrupting the wheels, while the wind-tunnel-honed two-part rear spoiler apparently plants the rear wheels like those of a race car. Yes, the car grips like a boxer’s handshake, and yes the steering is incredibly tight and responsive, and on the complex, undulating corners of Portimao it’s a simple delight to drive, using the clicky paddles to shuffle between cogs three and five of the DSG ’box (we tried the six-speed manual too, which feels more flustered). And when you get there, when you’re at the point where a little wheelspin, a decisive throttle correction and a twitch of steering input ought to finally beckon, the chassis sorts it all out, leaving you with not much to do but hang on. The latter is assisted by a cool black alcantara steering wheel with red ‘straight ahead’ strip, simply gorgeous sports buckets with piano-black backs and – in just a brush of tartan and that golf-ball manual stick – enough Golf GTI to keep the lineage front-of-stage. Only a few thousand will be built, and orders start now, with prices ‘between GTI Performance Pack and R’, so around ?30k. 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. The 80-litre fuel tank means you’ll be able to travel roughly 630 miles between fill-ups, if you’re careful with the throttle. The white paintwork with black roof was ?450, while the interior ‘comfort pack’ costs ?210 and includes carpeting, more storage, an array of extra lights and mirrors, grab handles and extra sound deadening. 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.
The metallic Crystal Silver paint and 14" Turbine alloy wheels combine to striking effect outside while the interior is given a new dynamic dimension by the sports leather steering wheel and leather gearknob. The front and rear overhangs have been kept short so as to maximise interior space and make parking simple. The dull styling and cheap-looking cabin do it few favours, while a cramped driving position and flimsy handling make it far from enjoyable to drive.It does come well equipped and there's plenty of rear leg room.
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.
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.
Think of it as the GTI’s 40th birthday present, maybe mixed with a smattering of love for those who stay faithful to the GTI ethic over the even more powerful and even more grown up Golf R. On this sinewy smooth ribbon there’s no issue whatsoever with getting all that power down through just the one axle, but it will be intriguing to see if torque steer rears its head between British hedgerows. Massively, fabulously impressive, but just a little, well, sensible for our taste – and surely far too sensible for those guys who crave those decals, that spoiler, these powerful bragging rights.
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. Some may even consider a trailer, but the practicalities in running and storing one mean it’s not the best solution. Unfortunately the ride is a little jittery thanks to the 18-inch alloy wheels and low-profile tyres. It had heated front seats (?225), parking sensors (?150), mud flaps (?95) and cruise control (?175). 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). The tale of the tape shows a 3.4 metre overall length, which is almost 23cm shorter than a modern MINI. It was facelifted in 2009 with a sharper look and improved handling, but it still fails to impress. 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. 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. 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.
Top speed is almost double the maximum allowed speed for a van like this; 119mph to be precise.
The turning circle is 11.9 metres wall-to-wall, and the steering is light enough to make it manoeuvrable yet direct enough to make it an involving drive.
That’s absolute hegemony in the car market, and it’s not like there isn’t any opposition from BMW, Audi and Jaguar. This high end material is normally the preserve of performance hatchbacks and sports cars and in the Aygo Platinum, it looks outstanding.
The interior features a two-tone dashboard with a textured effect, while the door trims feature body coloured detailing.
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. But whether it works or not, there’s no denying the rather clumpy effect on the Golf’s rear profile.
In Sport and above, this valve opens and a special ‘injection strategy’ ensures it pops and bangs like Chinese New Year.
One of the more eye-catching features is the design of the ventilation controls on the centre console. Coupled with the funky, minimalist instrument panel, they give the Aygo's fascia a very modern appearance.The steering column is adjustable for both reach and rake, the speedometer binnacle moving with the wheel. Toyota are offering the Aygo Platinum with 0% finance for a limited period so you can spread the cost into manageable instalments with nothing extra to pay. Coupled with plenty of driver's seat travel and ample headroom, there shouldn't be a problem getting comfortable behind the wheel of the Aygo. Sounds like a not to be missed opportunity.Naturally, in terms of performance, you need to remember that the Aygo is a citycar first and foremost, something reflected in a sprint to 60mph that takes 14 seconds. Sitting behind a tall driver is another issue altogether and rear space is a little pinched with the front seat at the back of its travel. The good news is the fact that the 1.0-litre petrol engine is predictably excellent in terms of fuel economy and emissions. Although some cynics have suggested that Toyota needed a low emission car in order to continue selling hugely profitable Landcruisers due to global CO2 weighting regulations, it's a worthy entrant to the Toyota line up. Marriage of convenience or otherwise, there's little doubt that compared to its French rivals, the Aygo looks a more polished, mature product.

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