An Aygo is a first car, a second car and a city car, and in this country it is all three in very large numbers. Road tax goes by weight and an Aygo hardly weighs anything, which is why even a tired one has somebody waiting for it.
The Aygo was built at Kolín in the Czech Republic alongside two cars that are the same thing underneath, the Peugeot 107 and 108 and the Citroën C1. That is useful when you come to sell one, because the parts are everywhere and a garage that has never had an Aygo in has almost certainly had one of the other two. The first generation ran from 2005 to 2014, with facelifts in 2009 and 2012. The second ran from 2014 to 2022 and was facelifted in 2018.
There is very little to identify. All but a handful of the Aygos on the Dutch register are the one litre three cylinder petrol engine, and the 1.4 diesel of the earliest years turns up here fewer than fifty times in total. So the engine is not the variable on an Aygo. Mileage, the state of the body and the gearbox are. One thing worth keeping straight: the Aygo X that arrived in 2022 is taller, sits on a different platform and has no Peugeot or Citroën twin, because PSA had left the joint venture by then. It is a separate model with a market of its own, and the plate tells us which of the two is yours.
We will not quote a number on this page, it would be stale within weeks. These are the things that genuinely shift what we offer.
Toyota fitted a revised clutch from the 2009 facelift onwards, which tells you what the first few years of cars became known for. If the pedal bites high up, if the car has gone stiff to get into gear, or if a clutch has been fitted at some point, that is what we want to hear about. A replacement with an invoice behind it is worth more to us than the car looking tidy.
An automatic Aygo has the same gearbox as the manual, with a computer working the clutch for you. Toyota called it MMT on the first generation and x-shift on the second. It pauses as it changes up, by design, and the clutch inside it wears the way any clutch does. Tell us how it moves off and whether it has ever refused to take a gear.
Kerbed wheels, a dent in a door, scuffed bumper corners, a mirror somebody has clipped. On an Aygo all of that is ordinary and it is priced as ordinary. What is not ordinary is damage that somebody has covered up. One photograph of each corner in daylight, taken a few steps back, and we take the rest as read.
There are more than a hundred and fifty thousand Aygos on the Dutch register and they are nearly all the same engine in the same body. That cuts both ways. We always have somebody for one, and so does everybody else, so yours is priced against a long row of cars that look just like it. What separates them is the reading on the clock, the body, and whether anything from the last APK is still outstanding.
The register covers the facts. The rest of it is only in your head, so this is the part of the request worth a minute.
It depends who is looking. An automatic widens the audience in a city, and narrows it again if the gearbox has developed a habit. Tell us how it pulls away from a standstill and whether it has ever hesitated over a gear, and we price the car in front of us rather than the badge on the back.
No. A clutch on a car worth this much rarely earns its cost back in the sale price. Describe what the pedal does, say whether the car still drives, and we build it into the offer as a job somebody has to do.
Send the report in with the request. Advisories tell us what the car needs, which is a different thing from what the car is worth, and an old Aygo with a known list is easier for us to price than a tidy looking one with no paperwork behind it.
Yes, English all the way through. The site, the offer email, the messages and the phone call, and the person who turns up to collect the car. Dutch terms like tenaamstellingscode and vrijwaringsbewijs get explained the first time they appear, because nobody arrives in this country already knowing them.
Your number plate is all we need to start.
