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Metrocab TTT

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Metrocab TTT - information: Metrocab TTT is a very good car, that was released by "Metrocab" company. We collected the best 12 photos of Metrocab TTT on this page.

Brand Name Metrocab
Model Metrocab TTT
Number of views 50801 views
Model's Rate 9.6 out of 10
Number of images 12 images
Interesting News
  • FORD news.

    Ford’s medium MPV, the C-MAX, manages to smash the 100g/km barrier for CO2 with the launch of a new 1.5-litre TDCi ECOnetic edition, exclusively available in five-seat C-MAX Zetec trim. The new 104bhp variant manages to achieve 99g/km and is capable of 74.3mpg on the combined fuel economy cycle. The detuned engine still achieves the same 114mph top speed as its more powerful sister car, though acceleration to 62mph is 0.8 of a second slower at 12.1 seconds. The price premium for extra frugality is Ј200, with the single Zetec 1.5 TDCi ECOnetic edition costing Ј20,245, even though it loses its alloy wheels in favour of 16-inch steel wheels, low rolling resistance tyres and aerodynamically optimised wheel trims. Available to order now, Ford’s new economy MPV arrives in Ford dealerships early in the new year.
  • DS 4.

    Little more than a year after Citroen announced that it would be spinning off its DS cars into a separate luxury subbrand, the French firm has facelifted half of its line-up, with both the DS 4 and flagship DS 5 sporting the company’s new corporate nose treatment. The rest of the range, namely the DS 3 supermini and Cabrio, will get an update within weeks, adopting a similarly bold front end that will also see the end of the double chevrons adorning the car, as has been done with the DS 4 and DS 5. While the UK is the biggest single market for the DS 3, there’s still some work to be done on the rest of the range, but the newly formed firm is hoping that revisions to the DS 4, including a realignment of its market positioning will transform sales. DS Automobiles is looking to attract two different sets of buyers for the newly revised DS 4, with the regular DS 4 riding lower compared to before, while the new Crossback model is aimed at the crossover market thanks to its raised ride height of 30 millimetres, and more rugged, off-road inspired styling cues. At the car’s international launch a couple of months ago, we focused upon the DS 4 Crossback edition, but now with the first examples arriving in UK showrooms, we were able to spend time behind the wheel of the DS 4 Prestige, paired to the flagship 178bhp BlueHDi engine. One of the biggest criticisms of the outgoing DS 4 was its unyielding ride and we’re pleased to say that ride comfort has been transformed on the new car. Deep ruts and potholes are tackled with ease, and there’s no need to brace yourself like you needed to do with the old car. Steering feel is particularly agile with lots of feel, with the DS 4 asserting itself as being different from the humdrum hatchback segment. Through the bends there’s minimal body lean and a decent amount of grip, inspiring confidence in more challenging corners. While it doesn’t offer the same kind of driver satisfaction as Ford’s Focus, there’s reasonable agility and the experience is reassuringly safe and predictable. The engine is quiet and refined, only becoming heard when you really gun the right hand pedal, and while there’s a fair amount of road noise on noisier surfaces, wind noise isn’t intrusive. Away from the lights there’s decent pace, with smooth gearshifts from the six-speed automatic transmission. The brakes deliver good bite, though beware if you have anything larger than average sized feet, as the space in the foot well is at a premium. There’s very little room between the centre console and the clutch pedal on manual gearbox variants, and it’s all too easy to get your size tens stuck uncomfortably, and then there’s a mad scramble to get the clutch down in time for you to stop. It’s a good reason why you’re better off opting for the automatic variants in preference to the manual versions. Apart from revisions to the dashboard to incorporate a seven-inch touchscreen navigation system, and the first time that Apple CarPlay has been seen in a PSA Peugeot-Citroen-DS product, it’s business as usual. So that means a nicely appointed cabin with surfaces that are a cut above the norm in the medium car segment. The trademark DS watchstrap-inspired leather upholstery is on offer and looks sensational. There’s squidgy materials used for the dashboard, but disappointingly the door tops are hard plastic unless you opt for the uprated leather trim. The instruments where you can change the backlighting are a nice touch, and all of the controls are neatly positioned up high for ease of use. You’ll need to be a contortionist to use the USB socket, or have small hands, though, because it’s awkwardly positioned on the centre console. And that’s particularly disappointing as the use of Apple’s CarPlay depends on you being able to plug in your iPhone via the USB socket. The newly introduced touchscreen is easy to use and nicely positioned just within your field of vision. While it isn’t the most responsive system around, it’s certainly no better or worse than some rival systems. Our test car came equipped with the distinctive watchstrap upholstery and comfort and lateral support is simply excellent. It’s also easy to adjust the seats to gain a good position, though the steering wheel always feels like it is positioned too close. Space up front is pretty good, apart from the aforementioned pedal problems, while at the rear there’s surprisingly more space than you expect. Once installed in the back, knee and headroom is actually alright, though it can be a bit of challenge to get in and out. Those shapely styled rear doors come to a point, and if you’re not careful you could do someone a mischief. Space around the cabin for oddments is generally good, with a decent-sized tray in front of the gear lever and well-proportioned door pockets. While vision out of the front of the car is good, thick rear pillars and a shallow rear window make manoeuvring more of a challenge. It’s therefore pleasing that all DS 4s come with rear parking sensors for added reassurance. Boot space is well proportioned at 385 litres, though you’ll have to get over the high sill first. The optional Denon audio system restricts space a little, but the seats are easy to fold down with the pull of a lever. With the launch of the new DS 4, prices have increased a notch due to realignment of the model range. Where the previous DSign model offered an attractive entry price to DS 4 ownership, it wasn’t particularly well equipped, something you can’t level at all models of this latest DS 4 range. For instance, all versions come with DAB digital radio, a seven-inch touchscreen navigation system, dual-zone climate control, rear privacy glass, cruise control and automatic headlights and wipers.
  • Vauxhall Viva SE 1.0i ecoFLEX.

    It’s been a few months since the baby Viva went on sale, but because there weren’t any 99g/km ecoFLEX editions available to drive at the car’s launch, we have had to wait until now to get our hands on one. Reviving a legendary name from the past, the Viva wears the Opel Karl nameplate in Europe and replaces the boxy Agila at the bottom of the Vauxhall line-up. Just one sub-100g/km edition is offered, and that’s this entry-level SE edition, however, it comes pretty well kitted out for the cash, with big car features like cruise control, Bluetooth mobile phone connectivity and a lane departure warning system. It’s a shame that you’ll need to cough up extra to get DAB digital radio and a space saver spare wheel, though. It’s a cute looking car, with an appearance that’s a whole lot more appealing than its predecessor. Inside, the dashboard is attractively styled, and though it’s awash with hard plastics, Vauxhall’s designers have managed to make the surfaces look good, as well as giving them a sturdy, built-to-last feel. All of the controls are logically arranged high up on the dashboard, and the white on black instruments are easy to read. The driving position is pretty good, despite the steering wheel only being adjustable for rake and not reach, with the seats delivering decent comfort levels. Headroom both front and rear is expansive and surprisingly considering its tiny footprint, there’s more than enough space in the back to carry a couple of passengers, with knee and legroom generous. There’s seatbelts for three back there, but because the Viva is relatively narrow, any middle seat passenger will soon become close friends with the other participants. Boot space is on the small side compared to other city car rivals, not helped by a high sill to haul luggage over, but can be opened up further by tipping the rear seats down almost flat. With most Vivas spending their time in the urban sprawl, there’s sufficient performance to keep up with other traffic. The little 74bhp 1.0-litre three-cylinder engine is quiet and only becomes more raucous when you have your right foot to the floor. The gearbox is smooth and easy to slide in and out of gear, all helped by a light clutch. Surprisingly there’s no stop-start technology fitted to this car - maybe Vauxhall engineers are keeping it up their sleeves for a later, more efficient version. At motorway speeds, the baby Viva is more than capable of cutting it in the outside lane, with decent mid- and upper-range zip, though you’ll want to invest in a set of ear defenders, as there’s more road noise than is ideal, and you’ll hear some wind fluffing from around the front end. Handling is generally neat and tidy, albeit with a modicum of lean when cornering. There’s decent grip, however, and while the steering doesn’t serve up an enormous amount of feel, it’s alright, and better around town than on the open road. Thanks to its compact size, it’s easily manoeuvrable. One of the biggest areas to impress is in ride comfort, with an absorbent suspension that soaks up even the scruffiest of surfaces with great maturity and ease.
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