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With its three-cylinder arrangement it’s quite vocal and transmits a fair degree of vibration through the controls. The only engine option is a 1.0-litre VVT-i petrol.
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Shutting the roof halfway makes this more tolerable. With the roof open you are well insulated from buffeting at town speeds but when motoring along B-roads the draft increases and the cabin becomes blustery. The driving experience is much like the hard-top version, but with the roof closed there’s noticeably more wind noise from the leading edge of the canvas. What is the 2015 Toyota Aygo X-wave like to drive? These include six airbags, stability control, a speed limiter, ISOFIX anchor points, hill-start assist and tyre pressure monitoring. It also has a competitive suite of safety features, some of which helped the Aygo achieve four stars in the Euro NCAP crash tests. For instance, it has LED daytime running lights, foglights, 15in alloy wheels, a rear-view camera, Bluetooth and a DAB radio, plus the touchscreen mentioned earlier. The X-wave is available only on the mid-spec X-pression trim, which means it comes with a decent amount of standard kit. You can drop the 50:50 split-folding rear seatbacks to create more space, but doing so leaves a stepped load bay. It's quite small and has a big lip to negotiate when you're lifting items in and out. The boot is the same size – 168 litres – as the standard Aygo's. Meanwhile, with the roof closed, there's not much head room. Even teenagers will feel hemmed in leg room is particularly tight. That said, there's not much room back there. It goes back far enough to allow rear-seat passengers to feel the benefit, too. There’s no loss of rear visibility with the roof open, while it makes the already airy cabin feel lighter still. It takes only a few seconds to slide back. To retract it is easy and requires just the push of a button next to the rear-view mirror. The canvas roof is effectively a large sunroof that opens from the windscreen back to the tailgate. The C1 and the 108 make do with app-based systems which, although cheaper, don't work as well. Our test car featured an integrated and well-thought-out optional (£395) sat-nav. It works well enough with straightforward menus and clear graphics.
![xwave vehicles xwave vehicles](https://images.autorama.co.uk/Photos/Models/9687/toyotaaygo0614(2).jpg)
Fortunately, body-coloured detailing provides some welcome contrast. However, together with the door trims, it is made of cheap-feeling plastics. The dashboard is attractively styled and includes a 7.0in touchscreen, a rarity in this class. It’s just a shame that there’s no reach adjustment, because with the seat fully back it means your arms are at full stretch. The paper discusses foundations and experimental validation of CWave, and presents future work to address the limitations of the current implementations and obtain further performance enhancements.The steering wheel adjusts up and down, and the instruments move with it, so there’s always a clear view of the dials. An N-threaded implementation ( CWaveN) of CWave is presented and tested to demonstrate an improved performance (multithreaded implementation is 1.5−3 times faster than single-threaded CWave). The performance of the algorithm on most of the tested maps is demonstrated to be significantly faster than that of Theta*, Lazy Theta*, Field A*, ANYA, Block A*, and A* adapted for single-source planning (on maps with lower number of isolated obstacles, CWaveFpuSrc is 2−3 times faster than its fastest tested alternative Block A*). A modified version of CWave ( CWaveFpuSrc) with minimal usage of floating-point calculations is also developed to eliminate any accumulative errors, which is proven mathematically and experimentally on several maps. CWaveInt, however, can accumulate the distance error at turning points. In its most basic form ( CWaveInt), CWave requires only integer arithmetics. The key idea of CWave is to abandon the graph model and operate directly on the grid geometry using discrete geometric primitives (instead of individual vertices) to represent the wave front. Any-angle attribute implies that the algorithm calculates paths which can include line segments at any angle, as opposed to standard A* that runs on an 8-connected graph, which permits turns with 45° increments only. A high-performance algorithm for single-source any-angle path planning on a grid called CWave is proposed here. Singles-source path planning enhances robot autonomy by calculating multiple possible paths for various navigation scenarios when the destination state is unknown. Single-source path planning finds shortest paths from a given source vertex to all other vertices of the grid. It usually involves searching for a shortest path between two vertices on a grid given that some of the grid cells are impassable (occupied by obstacles). Path planning on a two-dimensional grid is a well-studied problem in robotics.