The BMW 850i was at its presentation in 1989 the most expensive BMW ever and technological flagship of the brand. As a popular figure but never great success was granted the high-tech GT.
Why is it just? Does the BMW 850i is in terms of its basic shape, too easy - Warning provocation! - Compare with an Opel Calibra? Is that it? Or do not like to him because his charisma is not charming and engaging, but - the elite of the technology carrier - still?
Prices for the most beautiful road Ferrari ever rising almost as fast as the Dino 246 GT accelerates: in ten years, he rose to 241,000 euros to 166,000 euros in the 2 state.
With few early Ferrari Dino 246 GT (we add the name of Ferrari added, although the 246 GT was renamed simply under the name Dino) nor is the construction of aluminum, in most instances, the front hood was only made of light metal (contact corrosion).
Rustproofing at the factory did not exist, most Ferrari Dino 246 GT have already been restored. A look under the floor panel provides information about the condition of the pipe frame: Is he strongly attacked, helps only a complete restoration. As a special problem areas for rust vents, wheel arches, sills and lower areas of the doors especially the base of the roof behind the rear panel, especially in the lower section are in addition to the headlight areas.
When the engine of the Ferrari Dino 246 GT the carburettor settings and ignition must be accurate. Both must be made by an expert (see calculations). The delicate art of Dino is a matter for the professional. Problems in the V6 should not take lightly to: An engine overhaul weighs in at around 25,000 euros.
Repair and maintenance costs are the Ferrari-level. But the setting of the valve clearance, for example, is calculated on the Ferrari Dino 246 GT with 1,000 euros. Joyful wear the camshafts (set approximately 1,400 euros) and the distributor of Magneti Marelli. Be careful with an easy shifting transmission: When Dino is a sign of great wear.
classic-analytics quoted the Ferrari Dino 246 GT in state 2 with 241,000 euros. Moderate copies cost 97,000 euros.
- Upon introduction in 1969 (Ferrari Dino 246 GT)
- 39905 Mark
The Ferrari Dino 246 GT is not suitable for bargain hunters: Spare parts are expensive, even though prices have declined somewhat. For a new exhaust, for example, about 3,000 euros are due.
- Contact corrosion (hoods)
- headlight range
- wheel arches
- Doors at the bottom of
- tubular frame
- Roof approach behind
- rear panel
- Ignition / carburetor maintenance
- Gear smoothly
Prices for the most beautiful road Ferrari ever rising almost as fast as the Dino 246 GT accelerates: in ten years, he rose to 241,000 euros to 166,000 euros in the 2 state.
The 850 is a typical Volvo, despite front-wheel drive and less space. He defined the new type Volvo - and is convenient. His weaknesses are manageable and easy to get to grips with.
Let's start with the biggest, the most annoying problem of the Volvo 850: The fixing clips of the tailgate trim break over time, from behind buzzes's and rattles's. Sometimes the stop of the flap moves, they will no longer closes.
Why are such easy-to-debug trifles here? Because the body of the Volvo does not know 850 serious problems. Only on the tailgate below the disc sits a redundant seal under which likes to collect moisture and ensures corrosion - the only place on the body. Solid construction, galvanized sheets. Artificial leather at the seat crack and peeling on the armrest, wood inlays are prone to cracks.
One of his few technical weaknesses affords the Volvo 850 on the front axle where joints and bushings wear out, especially on the high-performance models. Again and again the brake grinding or squeaking noises striking the pistons go sometimes fixed.
Every 120,000 km later on in the Volvo 850, the timing belt replacement. More is not really to note that great sounding five cylinders. Besides regular oil change. Low oil consumption is normal and nothing to worry about. Also, the gears are highly durable, the transducer provides automatic increase in fuel consumption.
Check: Does the air conditioning? An AT compressor costs around 600 to 800 euros). Runs the turbo charger of free and quiet? Malfunction of the immobilizer can paralyze the Volvo 850, resetting the check-control lamp is difficult - the Volvo workshop can help.
The price structure is quite wide apart 850 Estate in the Volvo. According to Classic Analytics condition 2 copies cost around 4,000 euros, and even in state 4 800 euros. The mileage is the Volvo 850 offered mostly of 200,000 km, but with good care is not an issue.
- Upon introduction in 1993 (Volvo 850 2.5 10V)
- DM 46600
- At the end of production in 1997 (Volvo 850 2.5 20V)
- 52,900 DM
If he needs some time, there is everything for the 850th Some in reproduction, it is not always in the desirable quality. Many used parts, even from the first V70 usable. Respect for. B. about www.w-und-g.de or www.scandix.de.
- tailgate lock
- tailgate trim
- Steering heads, connecting rods
- Rear wiper shaft
- fan motor
- Brakes solid / squeak
- Idle controller
- Flex piece manifold / cat
Those looking for an affordable and reliable car with lots of space, which also can not be upgraded to the 7-seater and auftrumpft with an excellent rust prevention, does not come at the Volvo 850 station wagon passing. The new Volvo with which so much has changed in Sweden also convinces with its safety features, with integrated child seat and a generally very good facilities. The leather is well made, which does not apply to some components of the interior.
Consumption is the 2.5-liter suction cups 10 to 11 liters, with cautious driving is also an 8 possible before the decimal point. The turbo charge a corresponding surcharge, the four-wheel drive as well. Good everyday cars to get to the part about 2,000 euros.
The compact sporty car once mixed traffic on strong - and surprised today with its outstanding driving characteristics. Good copies? now unfortunately extremely rare.
The rust protection is tii the BMW 2002 as insufficient in almost all cars from the early 70s. Among the obvious corrosion nests include the strut towers, the side sills and the edges of doors and hatches. Not infrequently, also the A-pillars and the transition of the C-pillar to the roof are angegammelt below the drip molding.
With the bonnet of the BMW 2002 tii a look at the sheet around the turn signals and the mounting area of the front fender is recommended. At the rear, the wheel arches, the spare wheel and the wheel arches with rust suffer.
The mechanics of the four-cylinder is considered to be rock solid, especially since many mechanical parts were used in larger models. A mileage of 160,000 kilometers, should be maintained in a BMW 2002 tii easily doable. However, it is advisable to perform a compression test (the tii engine should work on all four cylinders reach eleven Bar).
A subtle blue oil mist when decelerating is typical, blue smoke, however, indicates worn piston rings. If the four-speed gearbox of the BMW 2002 tii the synchronization of the second gear is regarded as weakness, a discreet scratching when shifting announces a repair soon required.
Classic Analytics lists a neat BMW 2002 tii in state 2 with 22,000 euros. Although state-four cars are be had for around 6,000 euros, but the parts situation (see below) should the conservative durchrechnen the necessary work to continue.
- When introducing 1971 (BMW 2002 tii)
- 13,740 Mark
Tense situation in the BMW 2002 tii
Whether it is technical or Body parts - owner of a BMW 02 generally benefit from a good in-house supply of spare parts. Exception: Special BMW 2002 tii parts (interior, Interior) are only still very hard to find. The prices are high, but the BMW 02 Club (www.bmw-02-club.de), and specialists as the team Andexer GmbH (www.team-andexer.de) can often help.
- Area around lights / lamps
- web plates
- Strut towers
- A column
- Wheel arches front and rear
- axle mounts
- spare wheel well
- Accident / sports injury
The compact sporty car once mixed traffic on strong - and surprised today with its outstanding driving characteristics. Good copies? now unfortunately extremely rare.
As a pre-war cars, English Pre-War cars, all vehicles are called, which were built (1939 through 1945) before the Second World War.
So far, so logical. But depending on the design and view different data for classification "pre-war cars" apply. Some include vehicles by 1940 to some draw the line on 1 September 1939. Still others include the vehicles built between 1939 and 1945 to the pre-war cars.
The FIVA (Federation International Vehicules Ansciens) circumnavigated the discussion elegant by its vehicle classification, the term pre-war cars or pre-War cars simply not used. In her vehicles with production date 01/01/1931 to 12/31/1945 (Class D) as a "post Vintage" are performed. The next class is called in the FIVA "Post-War", ranging from 01/01/1946 to 12/31/1960. Pre-war cars are the way is not necessarily more expensive than post-war cars. A Ford Model T as can be had for less than 20,000 euros, an Opel Kadett from 1936 are available for under 15,000 euros.
Mark Webber, Brendon Hartley and Timo Bernhard have the 6-hour race at the Nürburgring decided for themselves. In an exciting and eventful WEC race, Porsche and Audi dueled for victory. Toyota had no chance against the German competition.
The WEC race at the Nurburgring in 2016 was best advertisement for endurance racing. With many lead changes and exciting duels with and without foreign contact in all classes dominated the 360 minutes of racing action in the Eifel. At the end of Porsche triumphed. As in the previous year. And how in 2015 the winners were Mark Webber, Brendon Hartley and Timo Bernhard. The trio sat a total of 194 laps with six pit stops over the competition through.
Porsche to Audi: duel for victory at the Nurburgring
Behind Audi completed the podium. The faster of the two R18 wore the bib number 8. Lucas di Grassi, Loic Duval and Oliver Jarvis came to Marcel Fässler and André Lotterer before the two-man team to the finish. Benoit Tréluyer, who actually sits in the Audi with the number 7, had to skip the race in the Eifel after a fall from a mountain bike.
At the race start Fässler could translate his pole position into the lead. Jarvis, however, lost its second position against Bernhard, the first inside purely braked on the first curve and completed his maneuver in the following turn around it. After that, a close long-distance race between the two German car brands developed. The second Porsche (car number 2) by Romain Dumas, Neel Jani and Marc Lieb connection and mingled cheerfully with the setting of the front seats. Toyota could not go the pace and lost already in the first two hours over a minute on the top.
Mark Webber, Brendon Hartley and Timo Bernhard had, with one exception a smooth Sunday. In the second stint a tire slowly lost air, which forced the trio to an early second stop, but who had no negative consequences in due course.
Lieb collides with GT Porsche
Just over an hour before the end (156th lap) Porsche 919 hybrid took the # 1 final the scepter and brought victory to the finish. Previously, even the Porsche command post Webber had instructed over the radio that he would let past Jani once the Swiss was within striking distance. The team order was a reason: the Porsche leadership wanted to help the driver championship leader trio to a maximum points haul. But a drive through penalty against the Porsche 919 Hybrid with start number 2 made destroy the project. Marc Lieb was the Porsche 911 RSR (LMGTE AM) with 88 crashed into the sixth curve to the rear and pushed the GT racer breaking into gravel. The accident had occurred in the 137th round - before the Porsche radio message.
The race organizers quoted lovers to himself. Born in Stuttgart could not take the punishment. Thus, the nearly 1,000-horsepower race car chugged once involuntarily through the pit lane and lost second place. The Jani later tried to retrieve in wild duels against the two Audi. Twice, however, he went as a loser from the field. First Duval blocked it off in an attack attempt in the first hairpin. He then fought Although from the first attack of Lotterer. But the three-time Le Mans winner sat down shortly afterwards in a wheel-to-wheel duel through. Including contact, which damaged the rear wing on the left side at Porsche. The race organizers responded again and ordered the Porsche had to change the part in question at another stop. So Dumas, Jani and love was only the fourth place at the end of a busy WEC run. Already in the initial phase was Jani gekreiselt for a contact with the Ford GT of Stefan Mücke from the ideal line.
Audi impresses with speed
After the debacle of Le Mans, Audi was back at the Nürburgring to its former strength. "Today we were capable of winning," rated Audi LMP1 manager Stefan Dreyer. The engineers were able to solve for the race in the Eifel the tire problem largely. At Le Mans, Audi did not bring the rubber to the optimum temperature window and gathered on too much abrasion.
"Audi has a saustarken race pace," warned Porsche LMP1 CEO Fritz Enzinger as early as Saturday. The fear came true one day later. Only an unfortunate Full Course Yellow-phase benefited from Porsche, the brand with the four rings took something out of step. However, on the quality and race pace Audi can build for the rest of the season. The new high-downforce package works. And unlike Le Mans had the technology under control. Only the car number 7, the nose had to be changed after engineers discovered an output loss in the telemetry data. The muzzle exchanged mechanic at one of the six scheduled stops.
Such as Audi and Porsche also brought his third Toyota aero kit for the season to the Nurburgring. In qualifying we lagged behind the competition by more than a second. "We have sacrificed qualifying for the race. Otherwise we would not have been so far away, "said technical director Pascal Vasselon on Saturday. However, it did not make the Japanese in the race, Porsche and Audi put under pressure. The TS050 Hybrid was missing in contrast to the races at Spa and Le Mans, where little pressure was needed, something to performance. And the advantage of being able to drive longer stints before you had to refuel, did not attack at the Nurburgring. Possibly prevent the tire choice. Unlike the competition, Toyota chose for the Nürburgring the mixture Soft Hot Plus from - a slightly harder tire compared to the soft hot-variant, Porsche and Audi were glued to their cars. The track temperatures of up to 28 degrees were for Toyota probably not hot enough. "Our package had produced unfortunately for this type of circuit is still not enough downforce," lamented PV. "And we are unexpectedly slipped out of the tire window. We have to analyze. "
The goal of reaching better placed TS050 Hybrid to Sébastien Buemi, Anthony Davidson and Kazuki Nakajima with already one lap behind. The sister car spent involuntarily 5:27 minutes in the garage. The reason was a loose part on the rear panel. More than six of position was no longer there.
Seventh place of rebellion racer won after six hours with the number 13. Behind the first LMP2 car crossed the line. The Team Signatech Alpine (car number 36) benefited from a failure of the competitors of G-Drive Racing in the first third of the race. René Rast led the LMP2 field with confidence. But a gearbox problem destroyed the hopes of a class victory and resulted in a loss. The Top10 completed RGR Sport by Morand (car number 43) and Extreme Sports Motorsports (car number 31).
Ferrari wins in LMGTE Pro
In the LMGTE Pro Ferrari 488 of AF Corse won - piloted by Gianmaria Bruni and James Calado. Sam Bird and Davide Rignon secured from the double success. Aston Martin, which took the GT pole the day before and dominated the first phase of the race, had to settle for third place in the GT standings. Ford is grounded after the Le Mans victory with fourth place again. You will be able to get over it. For the most spectacular scene of the race Ford was still in charge. The pit stop of the Ford GT with the starting number 67, the gasoline ignited, and covered the left side of the vehicle in flames. but the fire was extinguished in time. A faulty fuel valve to have been the cause.
In the drivers' championship, the trio Lieb, Jani, Dumas, each with 106 points lead after four races still. This is followed by Duval, di Grassi and Jarvis, each with 73 points. In the manufacturers' standings Porsche topped with 164 points ranked first. Before Audi (129) and Toyota (97).
125,000 spectators witnessed a spectacular DTM weekend at the Norisring. BMW accomplished historic. A serious accident between Gary Paffett and Mike Rockenfeller made in the second run for a race stoppage.
The serious accident happened in the 33rd lap in the second DTM race at the Norisring. Jamie Green and Gary Paffett jockey for ninth place on the road to the first hairpin. Only a brief touch, then pries a bump Paffett's Mercedes-AMG C from 63 DTM.
The 36-year-old Englishman pops with the vehicle front first into the inside guardrail that are difficult demolished his car in the rear and back spin back on track. Unchecked, the Mercedes spins across the tarmac and eventually meets in the hairpin the Audi RS5 by Mike Rockenfeller. With full force Paffett crashing forward in the driver's door.
Rockenfeller breaks the fifth metatarsal in his left foot
The accident drivers need to be hospitalized. The race organizers will cancel the race for a good half hour. "It was a terrible accident, but I'm fine," Paffett said despite bruises. "I'm sorry that even Rocky was hit and injured. I hope he gets well quickly. My special thanks go to the entire medical team - both at the track and in the hospital. The care provided by them was first class. "Rockenfeller caught it worse. The DTM Champion in 2013 breaks his fifth metatarsal in his left foot.
The crash overshadowed the race Sunday at the Norisring. Although the race at Nuremberg's street circuit offers much more. For example, the photo finish between Marco Wittmann, Edoardo Mortara and Mattias Ekström. The three drivers separated by 66 laps at the finish line only 27 thousandths. The sprint in parallel flight Mortara decides about the smallness of two thousandths of its own. Wittmann between the Mercedes and Audi the best view.
The first BMW victory at the Norisring since 1992
Wins the race Maxime Martin in the BMW M4 before Lucas Auer. so Martin completes a perfect weekend for BMW. On the day before the Bavarian premium brand celebrated a double success with the distinctive kidney. Bruno Spengler gave BMW their first victory after 25 years at the Norisring. That was last succeeded Steve Soper on a M3 in the year 1992nd For the Canadian DTM champion of 2012 it was the first success in the touring car series in nearly four years.
The foundation for victory put Spengler already on the first few meters when he at the start of both pole-Mann Martin and Rene Rast lusted. A drive-through penalty threw the hitherto championship leader Rast get out of the points. Ekström benefited in third place and grabbed the championship lead, which defended the Swede on Sunday with the fourth place. It comes after four DTM weekends more closely. Ekström has only two points ahead of Auer (89:87). The third championship position takes Martin one with 78 points.
Once a year the Motodrom heard the dragsters at Hockenheim. The vociferous PS Protze the Nitrolympx always offer a spectacular show, which is even Formula 1 and DTM in the shade. We have the fascinating images.
The noise is deafening, from the exhaust pipes Flames shoot out of the ground shakes and the rubber of the rear tire has nothing to oppose the 10,000 horsepower burnout - welcome to the world of Dragster. Here Motorsport of a different kind is operated. The races in the two duel is over usually after a few seconds. There are response time, grip and of course performance.
One of the biggest drag racing events in Europe, the so-called Nitrolympx at Hockenheim. Every August it attracts horsepower monsters from all corners of the continent into the Motodrom. The spectacular event will go down well with the fans. While Formula 1 is struggling with shrinking audience, the pilgrimage this year more than 40,000 fans at the drag strip in the Motodrom.
Dragster action after sunset
You should not regret coming. The starting field at the 31st edition of the Nitrolympx could be seen again. A high-class mix of Top Fuel dragsters-Funny-Cars, drag bikes and all sorts of show vehicles made for a unique spectacle and entertainment in the stands.
Above all, the most popular among fans evening session on Saturday after sunset made for fascinating images. Although the weather in between is not always starred as desired, all runs were held. Drag Racing in the Rain are notoriously bad idea.
From zero to 487 km / h in 402.33 meters
In addition to the show of course athletic performances were offered. The Finnish Top Fuel pilot Anita Mäkelä went twice into the three-second mark. Your time of 3.93 seconds was also the fastest run of the year in Europe. Thanks to the perfectly groomed quarter mile stretch standing on the finish line 487 km / h on the speedometer.
In our gallery, we show you some spectacular impressions from Dragstrip in the Motodrom.
A 2.35 meter wide front wing, a 2.10-meter wide rear wing, carbon monocoque and 570-horsepower four-cylinder: The Norman MXX RD Limited for the Pikes Peak Hill Climb in 2017 could replace in the dictionary, the adjective "enormous".
The record stands at 8: 13,878 minutes. Installed by Sébastien Loeb in 2013 on a Peugeot 208 T16. The nine-time world rally champion mastered the 156 curves at Pikes Peak International Hill Climb faster than any other ever before - and so far no other afterwards.
Romain Dumas will come a little closer to the mythical value this year. The personal best of French is 8: 51,445 minutes. Dangers in the previous year with the Norma M20 RD Limited.
Norma MXX RD Limited having about 570 hp
From 2016er mountain racing cars the French company Norma, the race team RD Limited and Dumas have just taken over the carbon monocoque. Furthermore they put on a completely new body. And front and rear hanging on wings that seem to push already at a standstill the Norma MXX RD Limited on the road, so the asphalt is crumbling underneath.
The front wing measures 2.35 meters in width, and protrudes to the left and to the right beyond the clad wheels out. The end plates also dimension the Pikes Peak early contender in the large-screen format. The rear wing suspended from two monstrous pursuit, is 2.10 meters wide and ends with two rectangular plates. Then the thick Michelin Man comes from tire partner under loose.
Compared to the predecessor of the new mountain Renner in length (5.13 m) and width has grown. Dumas sums it up this way: "longer, wider, faster". The panel is reminiscent of a LMP1 car. The gills of the wheel arch on the front wings belittle that of a Porsche 911 GT3 RS. They act as if they could shred ring binders loose. A roll cage protects the driver Dumas.
The two-liter four-cylinder Honda engine fights with approximately 570 hp compared to a weight of 770 kilograms. The engine, the team will have improved by a new turbo and intercooler. Whether the work was worth? The answer Dumas on June 25, when the Frenchman again climbs the 19.988 km long route. It starts in Colorado / USA at 2,862 meters. The destination is located at an altitude of 4,302 meters. How quickly creates Dumas this year, the 1,440 meters of altitude? do not believe in a new record at the "Race to the Clouds" Dumas and his team despite the brutal race car to own, according to statements by.
In the KTM X-Bow Battle it usually goes with the purist sports cars as part of Porsche Alpine Cup round. Only at the Adria Raceway branded Cup was a guest of the DTM.
"You have to make things their purpose" is the favorite saying of the sport auto-chief. A motto that certainly meets with KTM in Mattighofen, Upper Austria approval. Why else would the housed there small but nice motorcycle and automobile manufacturer would have determined to call its own racing series to life just in the face of the recent economic crisis with the KTM X-Bow Battle.
Own brand trophy for the KTM X-Bow
Who builds uncompromising sports car, so the credo of the well-racing affine Alps Landler, has its customers also offer an environment that can be driven in this well with their own training partner Sport - relatively safe and unmolested with recognized armed with radar guns traffic police nervous trigger finger. And as the KTM X-Bow (paired lightweight carbon fiber monocoque with a powerful turbo engine and rear-wheel drive) because of its extreme design now once bad fit in the existing regulations, just had to be a separate event series.
"That was us already so important," says KTM X-Bow sales and motor sport director Georg Silbermayr, "because we wanted to offer customers valued amateur sport. Kart dropouts and ex-professionals to offer a platform that is not quite the aim of KTM X-Bow Battle. " As a result, the illustrious names restricted to the starting lists of gone just at the end of the first racing season as well as to the explicitly loaded KTM VIPs - such as ex-skier Hans Knauss. The 39-year-old Schladming dismissed the competition between 1994 and 2003 in the Alpine World Cup circuit on boards in their place, before he discovered his love of motor racing in the year of 2006.
Season with guest start in the DTM
That allowed Knauss indulge extensively at the Salzburgring for excursions in the motorsport world of Porsche and Lamborghini together with sports car chief Horst von Saurma the first of six race weekends of the year of 2010. The Porsche Alpine Cup, the KTM X-Bow Battle guest appearances in the framework of six race weekends, admits the new series a two half-hour training and races. The one-time participation fails with 1,190 euros, the nomination for the 12 races complete season with 4,790 euros.
Those who still want to turn off public roads on delicate KTM X-Bow-Volant beyond which the crowned from the top Austrian Motorsport Highness OSK with a predicate organizers on top a special treat offers Once a year the KTM pilots to the Framework Program start German Touring car Masters (DTM). Both in 2010 and 2011 at the Adria Raceway year at Euro Speedway Lausitzring from 17 to 19 June discharged or discharged races are not included in the championship standings and are therefore not included in the season-nomination. For the Lausitzring race of the KTM X-Bow Battle in the DTM around 1,500 euros are expected to be additionally due in 2011th
KTM X-Bow Battle with three classes
Which of the three the offered classes, the driver takes off, however, is irrelevant to the bank account. Whether rookie (formerly class 1), Pro Am (formerly Class 2) or Unlimited (formerly class 3) - the nominal fee here is like as identical. is run well together. On the evaluation relevant assignment to the individual classes will decide solely the technical specification of the car. Standard, KTM X-Bow models with 240 hp engine tuning without the need to demonstrate a minimum vehicle height, form the basis and the rookie class are allocated.
Strong driver with up to 315 PS-Standard, KTM-X-Bow or the new, throttled by 35 millimeter air restrictor KTM X-Bow R are allowed to start Pro Am class. The category Unlimited is up to 375 horsepower cars and the KTM X-Bow R without Restrictor open. The paper according to the balance of power are thus clear. On the route of the discharged at the Salzburgring in Most, on the Euro Speedway Lausitz, at Hockenheim, the Slovakia Ring and Brno race of the 2010 season has shown, however, in the course of the performance of the technology in this razor-sharp, to veritable Formula racer reminiscent environment is often less important than the class of the overall package.
KTM X-Bow Battle is designed for amateurs
In other words: Who goes into the race as an amateur with such a powerful, ABS-less 800-kilo flea must first learn to handle it. And that coincides with the very affable production car now times lighter than with the armed and often much more aggressive acting in the wake KTM X-Bow the Unlimited category. For this reason, and because the KTM X-Battle has been designed deliberately not for professionals, the Organizer offers participants the opportunity to increase the driving stakes in the race weekends through the purchase of two per 30 minute extra training sessions. Cost: 50 euros per unit.
Even on potential customers who do not own a KTM X-Bow, the manufacturer has thought. Anyone toying with the formula racer, but does not want to buy the same it can rent a race-ready production car along with basic technical support for 5,000 euros per weekend. Eventual itself must only be fueled necessary spare parts and mechanic's on KTM truck in the paddock -. A fee, of course.
KTM X-Bow Battle 2011
29/30. 4.11 Salzburg ring (AT)
20-21. 5.11 Slovakiaring, (SK)
17.- 19. 6.11 DTM start Euro Speedway Lausitzring, (D)
1st / 2nd 11.07 Euro Speedway Lausitzring, (D)
22-23. 7.11 Hockenheim, (D)
16-17. 9.11 Red Bull ring (AT)
7 / 08.10.11 Brunn, (CZ)
Artbauer Racing Days: free driving with our own vehicles to € 435, -
April 15, 2011 Red Bull Ring, AUSTRIA
May 19, 2011 Slovakiaring, SLOVAKIA
June 13, 2011 Red Bull Ring, AUSTRIA
08 July, 2011. Pannonia Ring, HUNGARY
August 12, 2011 Slovakiaring, SLOVAKIA
01/02 September, 2011. Pannonia Ring, HUNGARY
Prices: The entry for all six under the Alps Cup discharged X-Bow Battle weekends with two races each will cost 4,790 euros. Individual race weekends strike with 1,190 euros. The run in the context of the DTM at the Lausitzring (19 17.- June 2011) is not part of the championship and to be booked separately. Information: www.x-bow-battle.at
The DMSB has decided in 2016 new rules for code 60 zones and the Nordschleife driving license for the VLN season. The dispute with the pilots should be settled with it. For the fans, above all, a new television deal for the 24-hour race would be of interest.
After long discussions with the drivers and teams of the DMSB has finally finalized the regulations for the coming motorsport season on the Nordschleife. As the association announced that the new rules met with representatives of the community of interest long distance Nürburgring (ILN), the driver-AG, the track operator capricorn Nürburgring VLN, the ADAC Nordrhein and the DSK widely supported.
Above all, the new Code-60 scheme was disputing. The new instruction, the referee is as follows: In dangerous situations twice swung yellow flag shown. It is the maximum speed 120. In cases where came to other circuits the safety car is used, the yellow flag and additionally shown a Code-60 flag, from there true pace 60. The green flag raises speed limits and overtaking on ,
Through this pace reducing in two stages the risk of rear-end collisions to be reduced. At the same time the number of code-60 zones is drastically reduced because they are only triggered when about Marshalls act on the track or the track is actually blocked.
Nordschleife pilots must pass e-learning course
Also in the second bone of contention "Nordschleife driving license" was found a settlement: The basic principle - promotion to higher racing classes only with proof of a certain amount of experience - has now been refined. Exceptions for beginners classes on the one hand and professional driver on the other side were clarified.
"We have much more detailed previously set as, with what conditions drivers can gain levels A and B of the permit," said DMSB President Hans-Joachim Stuck. The large number of vehicles that have different performance, this special track layout, and not least the signaling in danger with the special conditions on the Nordschleife is seriously addressing - "It was important to everyone involved that every racing driver - whether newcomer or experienced pilot. the knowledge of these characteristics for long-distance races on the Nordschleife must prove each driver. "
To a free e-learning tool of the DMSB Academy is established with each licensee must prepare for the most difficult track in the world. In DPN-paying events this knowledge can then be retrieved by random testing by the respective organizer.
"The more detailed regulations like many seem complicated at first glance," said Stuck. "But we have tried now to set some exemptions already in 2015 applicable binding In addition, the majority of long-haul pilots has on the Nordschleife so since 2015 already have the DMSB Permit - for the changes only one.. The commitment to e-learning and the few minutes, the costs of preparatory course on computer at home should the drivers be worth their safety in my view. "
24h race Nürburgring 2016 live on RTL Nitro
For the pilots so there is clarity. And for the fans important decisions were taken in recent weeks. The season highlight of the VLN year - the 24-hour race (. 26.5 to 29.5.2016) is not like in the past years from Sport 1, but RTL and RTL Nitro, the free television division RTL Group's channels broadcast live! That was on Monday (01.02.2016) under the Sport & Business Congress SpoBis officially announced.
The plan provides that the start and the finish of the largest automobile event in the world of RTL as part of its Formula 1 coverage of the Monaco Grand Prix is shown. In between RTL Nitro will be responsible for the editorial work-up of events at the Nurburgring. RTL Group plans to more fully report from the endurance classic as in the past! A total of 25 hours of live transmission were announced - the longest live track in the history of RTL.
We remember that 3sat reported in 1989 in the longest live broadcast of a race in Germany around the clock from the Nürburgring and were involved also the gym Current ZDF and their sporting director Karl Senne as a commentator from the cockpit perspective.
RTL Nitro is not an unknown quantity in motorsport. One year after its launch on 1 April 2012, the specialty channel length about the Blancpain Endurance Series (BES) and 2013 FIA GT Series season has reported. Thus, a circle would close because the quick and spectacular GT3 sports car of many renowned manufacturers are among the top favorites for the overall victory at the 44th ring Marathon.
In the notorious Eau Rouge at Spa-Francorchamps Stefan Bellof was killed on September 1, 1985th 25 years after that, we want to remember the Formula 1 exceptional talent and his disastrous last race again.
The pictures of those days are still a presence. A folded Porsche 962, the front end up to the windshield compacted into a lump aluminum, the front wheels at the level of the dashboard. An accident that was the way it happened, did not survive. What remained was the question: Would he ever have to happen?
It was a time when Stefan Bellof his qualities squandered one team in a mediocre formula. A time in which it has a spare playground built in the World Sports Car Championship to show his talent. Group C, which were only half as secure 1985 closed sports car, almost as fast as Formula 1, but.
Bellof was 30 centimeters crumple zone
The roof over their heads was a dubious protection. Where the Formula 1 long relied on carbon as the chassis of the Porsche 962 were still sharpened aluminum. A security risk, which turned out on in the aging track at Spa-Francorchamps as life-threatening. Stefan Bellof took place before 30 centimeters crumple zone - a knee-high barrier that shielded behind it the brick foundation of the Eau Rouge grandstand.
Ken Tyrrell hated the sports car race. The gnarled timber merchant was Bellofs boss. But he could ban his driver trips to the Group C not because they were for this one lucrative extra income. Bellof had the end of 1984, after all, separate from the Porsche factory team - ostensibly because of the threat of sponsor conflicts, but in fact, because he wanted to concentrate on the Formula 1 more. Nevertheless, he went on to the 1,000 kilometers of Spa on September 1, 1985th In a Porsche privateers of the Swiss Walter Brun.
Bellof on the wish list of McLaren and Ferrari
Bellof was a child prodigy. Third place in 1984 at the GP of Monaco brought him high on the wishlist of Ferrari and McLaren. Since it bothered not great that Bellof later had to submit all points this season because Tyrrell had been caught cheating. The cars were underweight in some Grand Prix and were weighted with lead bullets shortly before the finish in a lightning pit stop.
1985 Bellof was traveling at a loss. Tyrrell had decided the last Turbo Rebel late to change the charged engines and still came half season with the inferior Cosworth V8. Nevertheless, Germany's largest motorsport talent collected four championship points since Wolfgang von Trips. When his car was finally fired from the GP Germany of a Renault-Turbo, the situation did not improve. The car did not match the motor. It was built for a Cosworth and therefore a poor compromise.
The last duel with Jacky Ickx
In the sports car Bellof was what he wanted to be in F1. He went to the reigning world champion. Some of the old guard felt offended by the research performance of the then 27-year-olds in their racing honor. Jacky Ickx was one of them. It was therefore in the duel between Ickx and Bellof in Spa particularly explosive. Spa was the living room of the Belgian. Here, the six-time Le Mans winner did not want to get a demonstration of one who was 13 years his junior.
The duel between the works drivers Ickx and privateer Bellof raged three rounds, and everyone who saw this head-to-head race, knew that it would end with a crash. This was about more than just the lead. In both the fuel consumption was far too high. As Bellof and Ickx side by side on zuschossen Eau Rouge because no one wanted to arrange with the other, just as the 1970 Jo Siffert and Pedro Rodriguez were doing that fell by the wayside in a similar balancing act in the same place.
End of a motorsport era
Ickx was lucky. His Porsche flew backwards into the barriers, 30 meters further up the mountain, in a more favorable angle. Bellof hit the barriers after a pirouette head-on. Stefan Bellof and where three weeks earlier unsuccessful Manfred Winkelhock, the German Motorsport was buried 1985th It took six years for the AutoNation again got a hope. Maybe it was a sign of fate that Michael Schumacher scored his first big success in sports car and that his Formula 1 career began in Spa.
Formula 1 had almost supplanted death. When GP Japan 2014, he struck again. 9 months after his accident at Suzuka Jules Bianchi succumbed to his head injuries. It was the first fatal accident in the premier class for 21 years. We look back on the dead F1.
Absolute security does not exist. Despite accident research, despite getting more stable car, increasing run-off areas, always better helmets, despite HANS, neck protection and crumple zones front, back and side. A crash of a race car with a tractor was not in the script.
After many serious accidents in the last 20 years in which the driver got out virtually unscathed, it was clear that only a concatenation most unfortunate circumstances can lead to death of a pilot. And against can not hedge you look.
Jules Bianchi's accident at Suzuka was at the end simply not survivable. The 25 year old Frenchman was collided at 126 km / h in an angle of 55 degrees below the rear end of a recovery crane. The force of the impact was so large that the entire left side of the Marussias was torn down. 4meter after the impact, the car came to a halt. The neck protection, which is to catch the head in accidents soft, was pushed up into the engine compartment.
The sensors in the ear of the pilot initially measured 92 g. In fact, the delay was higher by several times on the head. Bianchi was rescued with severe head injuries. In several operations, doctors tried to stop the bleeding, but it was clear that it would be a losing battle. Nine months after his accident, the worst Beführchtungen the cruel truth was - Jules Bianchi died on 17 July 2015, the hospital in Nice.
33 deaths in the formula 1
Jules Bianchi is the 33rd Formula 1 driver since 1950 who loses his life in a Formula 1 car. During test drives, in training or in the race. Pilots who crashed in other categories or were killed on the roads are not on the blacklist. For example, Jim Clark, who was killed in a Formula 2 race at Hockenheim 1968th Or Alberto Ascari, who in private tests at a sports car at Monza hit a tree 1955th Or Pedro Rodriguez, who was involved in a 1971 Ferrari 512 at the Norisring in a fire accident.
The sad series began in 1954 at the Nurburgring. Onofre Marimon was killed at the section Wehrseifen. His fellow Argentines Juan-Manuel Fangio and Froilan Gonzalez drove the next day with black armbands. Eugenio Castellotti died in 1957 at a hastily arranged test on the racetrack of Modena. The Italians had other plans that day actually. Enzo Ferrari asked him to test the new eight hundred and first Castellotti crashed in the third round against a tribune.
1958 was a particularly bad year. Luigi Musso, Peter Collins and Stuart Lewis-Evans three pilots died. Every time in the race. One reason for this was the ever-increasing speeds. Fangio had recognized the danger. It was one of the reasons why he resigned for the great Argentine. His last race in Reims coincided with the death of Musso.
Bristow and Stacey die at the Belgian GP in 1960
Harry Schell came in 1960 with a non-counting for the World Cup race at Silverstone killed. The Belgian Grand Prix in the same year was a disaster weekend, only comparable to Imola 1994. Chris Bristow and Alan Stacey paid in Spa with independent accidents the highest price. Stirling Moss and Michael Taylor survived two accidents during training seriously injured.
The craziest accident history gave Giulio Cabianca. The Italian tested a Cooper-Castellotti at the circuit of Modena. As the gearbox stuck in fourth gear, Cabianca took the emergency exit which led him through an open gate on a busy road outside the plant. There, the Cooper killed a minivan driver, cyclist and bikers. A bystander was seriously injured. Cabianca died 21 hours later of his injuries.
Wolfgang von Trips would be 1961 World Champion in Monza. He started from the pole position. The Katstrophe took its course in the second round. Trips collided on the approach to Parabolica with Jim Clark. The Ferrari turned sharply to the left, overturned and was thrown back on track. Trips fell out of the car and broke his neck. His Ferrari tore 14 spectators with their deaths. Ferrari team mate Phil Hill won and became world champion.
Ricardo Rodgriguez crashed while trial run for GP Mexico in 1962 in training in the Peraltada curve. Virtually on his doorstep. Rodriguez could not be saved despite faster supply to the circuit. His brother Pedro died nine years later in a sports car. The Dutch privateer Carel Godin de Beaufort retired in a training accident in 1964 at the Nurburgring serious spine injury for which he died two days later. John Taylor collided on the opening lap to GP Germany in 1966 with the Matra Jacky Ickx at the section Quiddelbacher height. The Englishman died of his burns 30 days later in a hospital in Koblenz. He was already on the mend, an infection as was established.
Bob Anderson died at Silverstone a death in the anonymity of testing. Neither viewers nor cameras were present. By contrast, the fiery death of Lorenzo Bandini in 1967 in Monte Carlo flickered prominently on the television screens. He brought a change of thinking in the security discussions. The driver began to organize to fight for more security.
Jo Schlesser did not help it. The Frenchman burned on his GP debut in 1968 in Rouen. Fire was the largest specter of drivers. Some do not even strapped in itself, for fear they could become trapped. to fly from the cockpit appeared to them as a better option. Even Piers Courage came in the flames after his De Tomaso was crashed into an embankment at the GP Holland 1970th His friend Jochen Rindt took the winner's trophy with bitter expression.
Three months later Rindt was dead. His Lotus crashed after a brake failure at 290 km / h in the Parabolica in the rails. Rindt dived into the cockpit. The steering wheel added him fatal injuries. Nevertheless, the Austrian was still champion. He is still the only champion who was crowned posthumously champions.
70s were the most dangerous era
The 70's were the first since the designers experimented the most dangerous era of Formula increasing, and the cars are lighter, but were hardly secure. Jo Siffert had 1971 just completed his best Formula 1 season, when fate struck in the Race of Champions. After a switching error in the Hawthorn curve at Brands Hatch the B.R.M. met an embankment, overturned and burned out. Siffert stifled in the flames.
The death of Roger Williams in 1973 in Zandvoort returned several minutes intolerable television images. The Englishman was trapped under his overturned burning March. Only his colleague David Purley rushed to help. Marshals and firefighters watched helplessly as Williamson perished in the flames. At the end of the season Francois Cevert accident at Watkins Glen. The Frenchman, who should inherit Jackie Stewart Tyrrell had risked too much in the delicate S-curve.
A year later, it caught Peter Revson testing at Kyalami. Debt was a broken bolt in the front suspension. He was as Cevert killed by poorly installed crash barriers. Who played an inglorious role in the next tragic accident. Helmuth Koinigg slipped in Watkins Glen after a defect with just under 100 km / h below a double-decker protective fencing. The lower part of slipped away, the top was for the Austrians to the scaffold.
Mark Donohue burst on the approach to the first curve at the Austria ring at 300 km / h, left front tire. The Americans sailed into a billboard. Two marshals were killed by flying debris. Donohue was initially unconscious but came quickly back on its feet. In the paddock he himself went to the ambulance, complained only of severe headaches. A little later he lost consciousness again.
Even emergency surgery could not save the Americans, they "Captain Nice" called. Two days after the accident Donohue died of irreparable damage to the brain stem. His wife years later successfully sued tire supplier Goodyear. She got 9.6 million US dollars in damages.
slain Tom Pryce from fire extinguishers
The accident of Tom Pryce in 1977 in South Africa had a similar quality to that of Bianchi in Suzuka. A meeting of unfortunate circumstances. The Welshman met with his Shadow a marshal who ran across the track to clear the caught fire car from Renzo Zorzi. Pryce was killed from fire extinguishers, which the workers carried.
Ronnie Peterson was pulled after a collision at the start 1978 in Monza with severe leg injuries from his Lotus. The next morning, the Swede was dead. He died of a fat embolism.
Patrick Depailler was killed in testing at Hockenheim. According to eyewitnesses, one of the side skirts stuck to the Alfa Romeo on the approach to the East Stand. The decreased abruptly downforce. Depailler had with the impact with well over 200 km / h no chance.
After two years of break fate struck again. A misunderstanding led to a collision between Gilles Villeneuve and Jochen Mass in qualifying for the Belgian Grand Prix at Zolder. Villeneuve went on to the March of the German when he tried to pass him on the right. Exactly the side, had just dodged the Mass. In the rollover Villeneuve was thrown from the car and killed.
Riccardo Paletti was killed in a rear-end collision. Once started from the last row Osella driver collided with the Ferrari of Didier Pironi, who had stopped at the start of the Canadian Grand Prix. Other cars hidden Paletti the view of the obstacle.
With Senna the best of his profession died
Elio de Angelis was a rear wing fracture testing at Paul Ricard undoing. The Brabham-pilot flew several hundred meters until he came to a halt. Then the car caught fire. Extinguishing the fire lasted forever. De Angelis had inhaled hot gases for too long.
Meanwhile, all Formula 1 have already been built vehicles made of carbon fiber. The safety standard had increased considerably. For eight years, everything went well. Until the fateful San Marino GP in Imola in 1994. In workout Roland Ratzenberger flew to a broken front wing in the fast right-hand bend before the Tosa curve 257 km / h in the wall. The rescue brought the Austrians still in a hospital. An hour later, his death was announced.
Just a day later, the unthinkable happened. Ayrton Senna, the best of his trade, bounced into the Tamburello curve in the wall. Whether a broken steering column or a bump to far too deep Williams threw off track, is still unknown. Upon impact at 214 km / h in the wall Senna was killed by the right front wheel. Brazil carried him like a king to his grave.
The FIA drew lessons from the disaster of Imola. President Max Mosley launched an unprecedented security campaign. His successor Jean Todt continued it. It was worth it. For 21 years the death had no chance in F1. Until the Japanese GP, 2014.
In our gallery we show the horrible side of Formula 1 and ask you a few pilots before, who lost their lives in the premier class.
Toyota returns to the big rally stage with the Yaris WRC. The 4.09 meter long race car unleashed more than 380 hp from a 1.6 liter turbocharged four cylinders. After VW exit Jari-Matti Latvala will change to the Japanese.
For the Toyota rally comeback was long considered the highest level of secrecy. At the Paris Motor Show, the Japanese had finally ventured out of hiding. For the first time Toyota Yaris WRC was introduced for the season 2017 in its finished look. The four-wheel drive comes as expected in the traditional red, white and black war paint the Motorsport division Gazoo Racing.
First look at 2017er aerodynamics
More interesting than the color scheme is to look at the new logo on the body. Surprisingly software giant Microsoft has joined the main sponsor. The company from Redmond lettering can be found prominently on the edge of the hood and on the roof of the car.
A new rule can therefore get much more aggressive future race car generation in the World Rally Championship. The designers and aerodynamic engineers have in designing the body so much freedom in a long time. The cars grow by five centimeters in width. Front spoiler, which extend beyond the silhouette of the train cars are allowed for the first time again since the end of the legendary Group B regulations. At Toyota Yaris WRC the front lip is particularly pronounced. It is supported in generating output of giant wings on her apron.
In the rear view of the rally racer makes an especially powerful impression. With a large diffuser and radical Radhausentlüftungen. On ribbed rear wing further wing elements are laterally still attached. Even the side mirrors are formed into air control surfaces.
Propelling the 1.19-ton Toyota Yaris WRC takes a four-cylinder gasoline engine with turbocharging and direct injection that develops more than 380 hp from 1.6 liters. The maximum torque is 425 Nm over, top speed is 201 km / h. A hydraulically operated six-speed transmission which transmits engine power via an active center differential and two mechanical differentials to all four wheels.
Two Toyota Yaris WRC in 2017 in the test application
The car has been extensive testing behind. Even with world champion Sebastién Ogier at the wheel, but who chose the Ford Fiesta M Sport (article) and against the Yaris as a new working tool. What could be interpreted to mean that the Toyota is not competitive to date.
With one month's delay, Team Principal Tommi Mäkinen was mid-April disengaged in the greatest secrecy in person in Finland to feel the developed in-house Yaris first time on the tooth. Mäkinen was complete with its built until the winter in the Finnish WRC Puuppola troupe his hands full, two test carrier. According Gazoo Racing only 5,000 test kilometers were reeled off the beaten track to August. To make up for lost time, Toyota announced the test plan on it. Auto 1 cared for the durability of the engine and transmission. Auto 2 dealt with chassis tests. Apparently with success: The new car should be reliable and fast, the race team Gazoo Racing Toyota announced.
Hänninen is the first driver
As the first driver Toyota undertook in October Juho Hänninen. The rally-proven fin starts together with his navigator and co-pilot Kaj Lindstrom and receives a contract for one year with an option to extend.
In 2001, the 35-year-old played his first rally in 2006 was followed by the first official WRC start. In 2010, the Finn has named the champion in the Intercontinental Rally Challenge (IRC) to become champion the following year in the now known as WRC-2 S-WRC series. 2012 Hänninen drove the title of European Rally Champion (ERC). There are also three wins in the WRC.
The second vehicle piloted Jari-Matti Latvala. The 31-year-old Finn, who stood with the VW exit without cockpit, launched in 2002 for the first time in a rally, now a total of 16 wins and 57 podiums in 169 starts to book. Latvala is accompanied by his fellow Miikka Anttila, which is even started 11 times more often in the WRC. So have two of three Volkswagen drivers found with Ogier and Latvala a new Cockpi. Only Andreas Mikkelsen has been in the rain.
Both Toyota drivers duo from the rally talent Esapekka Lappi and Janne Ferm are supported. The newly crowned world champion WRC2 series are during the debut season as test and reserve driver in use.
Of formula 1-motor 2021 is taking shape. Auto Motor und Sport can tell you how he is likely to look like. A turbocharged V6 with an electric motor, many standard parts and the absence of all-wheel drive.
The period is actually 31 December. Until then, the FIA, the new Formula 1 owner, engine manufacturers and the teams wanted to have agreed on the Formula 1 engine of the future. Deciding where the journey could actually fall before the summer break. The foundation of the new engine is already fixed.
Formula 1 will not make the mistake of LMP1 sports car and putting on even more high-tech. be loud especially in the meantime, more and more critical voices who doubt whether the total electrification of the powertrain is the cleanest way to the future. The overall energy balance of electric motors is not as green as it is spoken in the face of production and disposal of the batteries.
Four-wheel drives the weight too much in the air
Formula 1 puts on a good show, a tight competition and a reduction in costs. That brings the audience to the TV screens and on the stands. Everything boils down to the 1.6 liter six-cylinder with twin turbochargers. To increase the performance, the fuel flow rate is increased. In order for the manufacturers represented in Formula 1 can build on the current motors and the wheel must not reinvent.
Efficiency remains an issue. The prechamber now used by all manufacturers for economical use of the fuel can remain stock of engine technology. Mechanically, the concept is rather simple. A perforated thimble on the spark plug and injector. The complication arises only through the programming of ignition and injection.
It should only give an electric machine in the future. The MGU-H is eliminated. The complicated agreement with the combustion engine and the turbocharger proved for many manufacturers as a snare. The MGU-K to recuperate power only in the rear and release. The proposal to tap on the front axle, a second kinetic energy source, has been dropped. "We want to bring out weight from the car. An all-wheel drive would "make the cars even more difficult, tells us a member of the motor body. The goal is to reduce the weight, also limits the size and power of the battery. The electric thrust is therefore a maximum are in a range of 150 to 200 hp.
One major concern is to reduce the masterminds of Formula 1, the complexity and cost. Even independent engine manufacturers such as Ilmor, Cosworth or AER should be able to build such an engine at reasonable development costs. For this, the biggest cost drivers are standardized.
Engine concept is to come as soon as 2020
All blocks to which the public has no emotional connection are being outsourced. This includes the battery, the electric motor and the turbocharger. For most components, the fans do not even know who she is building at all. The engine manufacturers keep their suppliers secret, or they develop the elements to high costs.
The tenders for the important building blocks to be made public later this year, the FIA. The plan is to sensitize companies early this to give them after the election enough development time. gets the contract, who can offer the best efficiency at the lowest cost. In areas where the technology is progressing rapidly, it will come in shorter periods of time to tender to ensure that Formula 1 remains on the cutting edge. The delivery monopoly may be depending on the element between two and five years.
The Concorde Agreement allows a change of engine regulations until 2021. However, Liberty Media's determined the date by one year to be preferred. Allegedly, the four engine manufacturers of formula 1 are for letting ignite the new package already 2020th Because they do so to save a year of development costs for the current engines. 2020 would be a more feasible date for newcomers.
Even with the aerodynamics and the chassis is about simplification. Even before the summer break, representatives of the FIA, Ross Brawn and the team will get together to discuss the rules of 2019. Brawn is pushing for an early date so as not to have to make bad decisions in hectic five to twelve. "We have 2,018 time to think of something in a car to April. This time we should take care not to deliver a rush job, but a good background in technical package again. "