Mercedes-Benz C111: record car with rotary engine

The Mercedes-Benz C111 with Wankel engine was the most spectacular supercars of the 1969/70 season. motor Klassik remembers a test drive 25 years ago, together with the C 111 developers Dr. Hans Liebold.

09.03.2012 Malte Jürgens Powered by

At the Mercedes-Benz C111 is absolutely surprising handling. How can one then after all, already 16 year old car so sensitive, so precise, so soft and yet not at all spongy give in, go around curves, braking?

Secret of the outstanding roadholding: Soft suspension - tautly damped

The Mercedes-Benz C111 still meant 1986, a small revelation in terms of road holding, then, as if the car electronics still limited in the second half of the eighties on ignition and injection. ESP, ASR, electronically adjustable dampers, adjustable springs or even hydro-chassis à la Bose was barely dream of. His father, the Mercedes-Benz C111 Project Manager Dr. Hans Liebold, recalled that time, 1986, in Hockenheim: "We have developed the suspension and finally constructed as a race car - with double wishbones at the front and back three times. Otherwise, we are our traditional voting and the Mercedes-Benz C111 in principle remained faithful. We have always sprung relatively soft but firm subdued. "

The set-up of the Mercedes-Benz C111 works still gorgeous, but road ranks not necessarily in the sensuous debates down the pub, the sports car fans in the first place. Here namely the acceleration defended its reputation as the number of all numbers: How fast does the Coupe pace, and where is the speedometer when driving forces and driving resistance finally in balance? Mercedes-Benz once determined the legendary 0-to-100-km / h-value of just 4.8 seconds, at 1,250 kilograms live weight of the Mercedes-Benz C111. however, later measurements yielded only but still highly respectable value of 5.5 seconds in the same discipline, which is why the question arose: How is that possible?

Readings - all a question of set-ups

The explanation: While the slightly slower time the 1250 kg heavy coupe once with road tires and was / is measured at 7,000 rpm onset speed limiter, Mercedes hung the breaker for a single time, pulled racing tires for better traction and turned to 9000 / min - so the first course of the Mercedes-Benz C111 and handed over the 100-km / h mark, and even the clocks stopped the sprint to 100 kph seven tenths swifter.

The findings of the lucky few who were allowed to deal with the sensational coupe grabbed the Mercedes-Benz C111 of the second series to debut at the Geneva show in 1970, in a tightly woven cocoon of highest expectations. The test driver attested the "offspring of the Silver Arrows" perfect workmanship; no place that seemed unfinished, temporarily or superficially patched.

Four-rotor Wankel - paragon of elasticity

Since the stocked even with a sheet metal body and round headlights very first version of the Mercedes-Benz C111 had left more doubts. Who led the rear drive wheels with the final version of the pendulum axles principle à la W 114 and sat on the front suspension of the later S-Class W 116. But heavy load change reactions urged to optimize the chassis, which then already the Mercedes-Benz C111 / 1 attended. And not only the axes were improved. The originally installed three-rotor Wankel 300 hp gave way to a four-disc version, which gave 350 hp. The torque curve promised maximum driving pleasure: Between 4,000 and 7,000 / min were continuously about 400 Newton meters - the great Wankel of the Mercedes-Benz C111, a model of elasticity.

Stalling is virtually impossible: even with the idle speed of 800 / min pulling the rotary engine like a young ox. The atmosphere in the cockpit of the Mercedes-Benz C111wirkt comfortable and somehow familiar. The lightweight wing doors reveals the typical at Mercedes-Benz Pepita fabric of the sixties, and the clocks for speed and speed carry typical of the brand a nice chrome strip.

With the loose agility who just appreciate professional racers, the gears engage in the ZF transmission. BMW drivers know this feeling from the M1, where the same unit - equipped only with other sets of wheels - on duty. At full acceleration, the backrests also checkered related bucket seats in the Mercedes-Benz C111 against the seemingly leaden becoming the driver's body lift, and the Wankel turns without subside so confidently towards the horizon, as if to outclass all reciprocating engines already in second gear. Felix Wankels patent should back then make the "Schüttelhubern" to ashes. But consumption, sealing problems and a very cost-intensive production finally stamped the Wankel to no more than a minor route on the technical roadmap of the automobile.

C 111 with "heavy-duty suspension"

The four-rotor engine in the Mercedes-Benz C111 reminds acoustically never turned out the fatal two-tone, so gladly lay the small Wankel to light. It hums a little behind the rear wall of the cockpit, something firm yet consistently cultivated under load. The twin-disc clutch tames the locomotive-like torque with amazing civil manners. The 350-horsepower Wankel can thus be implemented in a very speedy driving. Mercedes-Benz C111 Project Liebold at the time: "In the experiment, the lap times were on the small track of Hockenheim regularly at 1:17 minutes, but with Dunlop racing tires."

The engine is bolted directly to the frame of the Mercedes-Benz C111, but actually acts as soft and elastic suspended. Liebold: "When we did a trial basis internals our known cultivated current eight-cylinder in the Mercedes-Benz C111, without noise damping Elastiklager as we then sat in the cockpit in front and were afraid of rappelnden beet mill in the engine compartment."

The ingenious suspension qualities of the Mercedes-Benz C111 / 2 of 1970 resulted in the revival of the driving tests in 1986 to an unforeseen forced break. Project Liebold desperate - because he was not a bad road more. The race track in Hockenheim was anyway fairly level, but also the access roads to the Motodrom. "It must be here somewhere but still give a bad road," moaned Liebold, sat down in the prototype that had been dumped only exit in the circle and disappeared towards Speyer. There, finally found a bumpy Page path full of holes, garnished with longitudinal grooves and waves. When the Mercedes-Benz C111 supple rolled across these moguls, the project manager beamed: "It is fabulous. At low speeds still a little stiff, but the sooner, the more comfortable. "So saying, hit the gas and took pleasure when the well worn not acting Versuchswagen bit began leveling the road literally.

Numerous records with Wankel, diesel and gasoline engines

As well Liebold was felt as the Wankel project fell victim in the prime of life of the first oil crisis of 1973? "The motivation that emanated from the Mercedes-Benz C111, was outstanding for the whole team. There were many sad when the project was finished. But it was indeed with aerodynamic tests on, with reciprocating engines and other projects. "The Mercedes-Benz C111 survived as record car. A turbo diesel brought in 1976 no less than 16 world records, including the more than 500 km, with an average of 254 km / h. Two years later, the fourth generation of the Mercedes-Benz C111 was finished, an aerodynamically optimized floor on four wheels. With a diesel engine, it won nine world records, including the back for 500 km, this time with 322 km / h.

404 km / h: with a twin-turbo V8 also the round course record ten kilometers of Mercedes-Benz was the same in Nardo. Before the tires of the Mercedes-Benz C111 had reached their half-hour service life, the Mercedes-Benz C111 three more world records, about 100 miles took an average speed of 367.4 km / h. It all began with a pinch Wankel courage - once a virtue that Daimler-Benz helped tremendously on the jumps.

Buyer’s guide Mercedes 170V, 170D, S V, S-D: People’s Mercedes

The W 136 is considered robust and durable Mercedes-construction at all. Low power, high sheet thickness and a rigid frame defy the decades. But the spontaneous restoration of the seventies and secret kilometers millionaires soon need a cure.

17.04.2009 Powered by

Body check

The Vorkriegsmodelle of 170 V were still partially in the so-called Gemischtbauweise produced, that is a wood framework made of ash or beech wood for Roof, spigot wall, trunk floor, or A- and B-pillars was covered with sheet metal. This design makes the substance susceptible to rot, which only reveals itself to cutting - and the costly work requires Stellmacher in the restoration. The all-steel models of the post-war period are clearly problem-free to restore.

Basically, shows the massive X-shaped oval tube frame, typical of many Mercedes Vollschwingachser the thirties and fifties when indestructible. But that does not apply to parts like Doors, hoods and fenders. Despite a sheet thickness of up to 1.5 millimeters they tend to rust. Also, the box-shaped doorsill, the Jacking and the Boot floor affected. The 170 was discovered and in the late 60s and in the 70s as a typical car in the pre-war style restored. The works do not reach long the current level perfectionist and often were based on the then still modest market value.

The potential buyer should therefore pay particular attention to riveted sheets or improvised repairs with fiberglass mats. Originality now also plays a major role. Covers, door panels, headliners and attachments such as Mirrors, headlights and tail lights must be examined closely. In barn finds it is important to note the significant restoration costs despite the seemingly simple construction.

Technical checks

The technology of the 170 V models is simple and robust, but constructed without the Mercedes Typical brilliance. Their durability is legendary. The engines (initially 38 hp for the petrol and the diesel, at low speed, respectively 3,600 3,200 tours) have leased eternal life with careful handling and regular maintenance.

bearing damage are rare but occur more frequently in diesel before - the oil pressure should not fall below 1.5 bar when the engine is warm. Important is generally that the compression of the OM, did not 636 Ölbläuen is recognizable and no unnatural rattling noises can be heard. However, is not easy when loud be nailed diesel. Whose Injection pump is a fairly expensive item in the overhaul case.

It is also important that the last in pistons and cylinders excess has not been reached for a revision. The landing gear is maintenance-intensive because of the numerous grease fitting. While this is done regularly by the central lubrication of a button the driver, often but it was shut down because of their susceptibility to interference. The transmission are smooth-running and durable, sometimes has been converted to full synchronous boxes of the post-war models.


Apart from the Cabriolet A (104,000 euros) and B (70,000 euros) and various special bodies such as flatbed, van or station wagon is the Mercedes 170 S sedan than gasoline, the most sought after model of the W 136- / W 191 series. 27,000 euros are required in good condition for it. The primitive pre-war V-models are provided with 28,000 to 30,000 euros still slightly above. a steady, significant increase in value is significant, according to Classic Data since 2000. Important for the price obtainable nowadays the quality of the restoration, a good history and high originality in detail. Low maintenance costs make the 170 even more attractive for many prewar fans.

When introducing 1936 (170 V four-door)
3,850 Reichsmarks
At the end of production 1955 (170 S-V)
8300 D-Mark

spare Parts

The spare parts situation for the W 136 shows Mercedes-typical of all equipment parts quite relaxed, which make Vorkriegsmodelle even the most problems. Because until 1955, the Evergreen was taken 170 in many varieties on the market that differ in small details. This makes it difficult nowadays warehousing at Mercedes-Benz Classic Center, which strives to deliver all modules quickly. In addition, the 170 is not such crowd favorites such as a 190 SL - hence reproductions worth little.

Bodywork, equipment and trim cause problems, but offer specialized retailers such as Werner Karasch in Gelsenkirchen and Heinrich E. Niemöller Ing. In Mannheim remedy. Wolfgang Westphal in Pattensen, Kirschinger & Son and Schulz and mix take care of the type 170. addresses and telephone numbers of these companies can be found in the advertising section MotorKlassik market.


  1. Front and rear mudguards
  2. Doors and hoods
  3. Wood framework (pre-war cars)
  4. Sills, B-pillar
  5. Boot floor
  6. crankshaft bearings
  7. Injection pump (Diesel)
  8. steering gear
  9. Front, central lubrication
  10. Rear axle (differential)
  11. Upholstery fabrics (originality)
  12. restoration defects
Buyer's guide Mercedes 170V, 170D, S V, S-D: People's Mercedes


everyday practicality
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The W 136 is considered robust and durable Mercedes-construction at all. Low power, high sheet thickness and a rigid frame defy the decades. But the spontaneous restoration of the seventies and secret kilometers millionaires soon need a cure.

Citroen 2 CV in the purchase advice: rust ducks. All. Almost everywhere.

Some still think of the Citroen 2CV, the duck, seiein cheap car. But that was then. Meanwhile, good models are expensive. The times successful bargain hunting is over. Who buys no copy, should pay particular attention to the body condition in all age groups. Technical problems remain manageable. 

10/01/2012 Powered by

Body check

Ducks rust. All. Almost everywhere. Especially in the last models that were produced in Portugal, one has the impression that the sheet metal parts are a couple of weeks been engaged in salt water and then assembled. Rust prevention there was virtually no the Citroen 2CV. After all, many of the recent ducks were at the time void sealed by their owners.

Particularly vulnerable to rust the frame and lying thereon the floor panel. Very often needs to be replaced both. Here, galvanized or otherwise corrosion-proof parts must be used. The very often leaky roofs duck much moisture comes into the car. Under the floor rubber mat, the wet, especially at the front bulkhead under the pedals collects. Often Citroen 2CV are already patched in this area - often, but not very good. Thus, rust can also penetrate from the inside to the outside.

Other corrosion-risk areas of the Citroen 2CV are sills, wheel arches or the fender and especially their tip ends and the rear end plate of the body under the trunk lid. Similarly, the brown plague on fan plate, the window frames and doors may raging strong. The biggest selling point of the duck, the PVC roll roofing, is in frequent use fast fragile and leaky.

Technical checks

The technique of duck is indeed manageable, but the engine needs some care. Thus, the oil should be changed regularly and the valves are adjusted at least every 20,000 kilometers. Then mileages of up to 300,000 km possible. The four-speed transmission also makes little trouble. Often, however, the coupling of the Citroen 2CV is worn - what a severe scratching and correspondingly high wear in the Gangbox result has.

Until 1982 the duck had drum brakes all round. At the front, the film can only very expensive and complicated exchange. Up to four hours workshop may apply, including setting for this work. Anyone who opts for a Citroen 2CV 6, better choose a model with front disc brakes. They can be not only much easier and faster to wait, they also have a much better effect. After about 120,000 kilometers of the brake cylinders and must often licks to be replaced. Unproblematic because hardly present the electrics are. 


Good Citroen 2CV are now expensive. For 1000 euros, there are only cars for cannibalizing or very intrepid restorers. From about 2000 Euros there are roadworthy Normal ducks, special models in similar condition as the two-color Charleston- or Dolly Duck start at 3,000 euros. 

Often, however, these are cars with well over 100 000 kilometers - they also require a comprehensive treatment soon. Road-Tested 2 CV cost around 4,500 euros, but even then no absolute freedom of rust can be expected. The really good copies are available from about 10,000 euros. In this price region both very neat original models and newly constructed and rust-proof cars found. For mothballed, as new Citroen 2CV up to 20,000 euros are now being demanded.

Upon introduction in 1980 (Citroën 2 CV)
7,390 Mark
At the end of production in 1987
8,690 Mark

spare Parts

Although Citroen authorized repair shops often very little spare have available, there is no shortage of parts for the duck. Only who needs all the bodies, must take a longer search to be sometimes. Thanks to the many Citroen 2 CV specialists the supply of equipment parts is largely unproblematic.

The price level lies but as before on a not so low. In the tire, the Michelin tires are a good choice. They prove to be very durable and provide a balanced performance. An alternative to the fast-wearing PVC roller roofs are soft tops. They are more expensive and not original, but much more robust. 


  1. Mudguard inside and outside
  2. Front bulkhead
  3. sill
  4. Frame and base plate
  5. End points and closing panel
  6. Front brakes (drums)
  7. valve timing
  8. Rolldach
  9. coupling worn
  10. Exhaust
Citroen 2CV


everyday practicality
Parts Location


Some still think of the Citroen 2CV, the duck, seiein cheap car. But that was then. Meanwhile, good models are expensive. The times successful bargain hunting is over. Who buys no copy, should pay particular attention to the body condition in all age groups. Technical problems remain manageable. 

Buyer’s guide Fiat 1500 Cabriolet: Simply beautiful

It's easy to inspire spontaneously for this two-seater Fiat 1500 Cabriolet, which in this case is clear to the elegant design, penned by Pininfarina. The bottom plate tinkers brave large-scale technology - and makes the car a relaxed cruiser.

17.04.2009 Powered by

Body check

The self-supporting body should be taken before making a purchase absolutely precisely under the microscope - preferably with a specialist. Serious rust damage can be solved only with great effort and cost in many places. Tragic: The Fiat convertible, the brown plague gnaws very often first to the carrying body parts. Particularly sensitive is the whole sill area. Among the outer sills are stiffening plates, which are often completely crumbled.

At the transition to the rear wheel also tilts the entire underbody to rust. Just as often can all Body folds his scruffy, which is especially true for the covers: the double folds of their financial statements are true rust nests, which can be set only with great difficulty restored to operation. In many cases, a new part because only helps. have the Arches wheel Rust spots on extensive and very costly welding operations are due. The tip of Werner Gotzian, Chairman of Fiat rarities club and years 1500 Convertible owners' access to the wheel arches through the trunk from above. " At this neuralgic point one would quickly realize the true state of the sheet. Rust on the longitudinal beams front passengers carrying the front axle and the engine block? Then also extensive welding work are due. When looking under the car necessarily the recordings of the leaf springs Check who like to become another victim of Rostfrasses over the years.

Technical checks

For technical point of view, the Fiat Cabriolet is considered to be extremely robust. Unpleasant surprises? With proper handling and proper care, the 1200er- and the 1500s engine turn out (with cross-flow head) as cross-country skiers without significant weaknesses. In case of damage, this comparatively simple bumper aggregates can also comparatively easy to get under way again. a rattling timing chain after 30,000 kilometers? No problem. In just over two hours, a new chain is fitted.

Difficult and expensive it will be for the (few) convertibles, which are powered by a technically more sophisticated Osca engine. Spare parts for the constructed by the Maserati brothers machine have become scarce. Excessive (Sporty) acknowledges the strain rear axle with singing differential wheels. The Bevel gear combination is also considered too weak dimensioned as and can even block in the extreme. eighth at high speed on noise. Before buying necessarily the joints of Front and the propeller shaft investigate. (Without regularly conducted extensive lubrication lubrication schedule note) these can be quickly knocked out.


Despite relatively high quantities of the stock of good cars in Germany is quite clear. Werner Gotzian: "Many of the convertibles offered are unfortunately in a moderate condition." The quality of the body should be the deciding factor when making a purchase. "The bottom line is quite robust technology can be against it comparatively easy and inexpensive to overtake." From 6000 euros there is a 1500s with TÜV. "It will be interesting but only from 10,000 to 12,000 euros," says Gotzian. Really good to very good convertibles are not to have under 16,000 to 20,000 euros.

At launch in 1963 (Fiat 1500 Cabriolet)
9,850 Mark
At the end of production in 1965 (Fiat 1500 Cabriolet)
10,450 Mark

spare Parts

From a technical point of view, the owner of a Fiat 1500 Cabriolet need to make little worried. The supply of spare parts is almost completely, especially since quite a few engine parts are identical with those of Polski-Fiat. Only the from 1965 mounted five-speed transmission are definitely no longer available as new parts, and even used copies can muster barely. Bad it looks at tail lights, chrome parts or bumpers. If such little gems are still available, then dizzyingly high prices.

By contrast, the amounts, for example, a fender (around 270 euros) or a lower rear panel, which is often scruffy (around 240 euros) act required, almost like bargain. These products are generally to reproductions that are produced in many cases only to order (waiting times take into account). Who is looking for parts or vehicle, should be based on the Fiat rarities club contact, among others (see address below). The club holds in the scene to be extremely knowledgeable and helpful.


  1. sill
  2. wheel arches
  3. floor pans
  4. Door and Haubenfalze
  5. Sub-frame cross member
  6. Leaf spring receiving
  7. frame
  8. rear axle
  9. Vorderachsgelenke
  10. Cardan shaft (joint play)
  11. roof
  12. originality
Buyer's guide Fiat 1500 Cabriolet: Simply beautiful


everyday practicality
Parts Location


It's easy to inspire spontaneously for this two-seater Fiat 1500 Cabriolet, which in this case is clear to the elegant design, penned by Pininfarina. The bottom plate tinkers brave large-scale technology - and makes the car a relaxed cruiser.

Porsche 928 GT from 16,500 euros: sports car art with 330 hp

From because of the eternal talent! We talk with the Porsche 928 of concentrated V8 power and a unique style. The GT version also has the chassis and engine of the Clubsport model - much more is not possible.


06/23/2015 Michael Schröder Powered by

The red Porsche 928 GT sounds simple bold. has been playing just over idle acoustically with his muscles, what is so wonderful after "her look, I can not run away from power!" sounds. Deep and bassy, ​​the motor hums during the slow speed at verordnetem pace 60 to himself, a glorious sound with a slightly dirty undertone.

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Fahrbericht with Buyer's guide Porsche 928 GT
Motor Klassik 06/2014
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Pontiac Aztek – the ugliest car in the test: Heisenberg’s classic cars from & quot; Breaking Bad & quot;

The Pontiac Aztek was considered revolutionary leisure automobile. But the precursor for crossover flopped - because he was so ugly. Thanks Walter White of the design accident for Used-Star become. We dare to test drive the SUV classic cars.

04/29/2016 Roman cathedral, Franz-Peter Hudek 1 comment Powered by

As Pontiac hired the Aztek in 2005, hoped the Americans, the matter of the crossover SUV would be forgotten as soon as possible; 2010 was also the brand Pontiac mothballed. And the world should be spared cars like the Aztek. Think again: For the Pontiac Aztek experienced as a car of Walter White aka Heisenberg from the popular television series "Breaking Bad" a comeback unprecedented scale.

The Pontiac Aztek prototype convinced

In presenting the Aztek prototype at the Detroit Motor Show, the marketing folks at General Motors (GM) were really proud of remembering the yellow racer, in its basic form to the BMW X6. Pontiac, the most dynamic brand from the GM brand composite, presented in 1999 a crossover between SUV and van with the versatility of a Swiss Army pocket knife: economical, agile, spacious and with many equipment options for sport and leisure, which have also been adopted for the 2001 introduced standard model.

The clientele was "young, hip, with a very attractive lifestyle," says the press release. But somehow did not work out that. Instead of the planned 75,000 units per year initially only around 27,000 Aztek found a buyer. In the last year 2005, the number eventually dropped to 5,020 pieces. Had the epochal crossover about a design problem?

Pontiac Aztek, ugliest car ever

Today we know more: The Aztek was not just one or another design flaw, but is considered simply as the ugliest ever built automobile. In 2008, the readers of "Daily Telegraph" chose the hunchbacked Pontiac number one of the "100 ugliest cars of all time." The "Time Magazine" already was searching in 2007 for the "worst car ever". Among the ten candidates of the period 1990 to date included the Aztek.

Even "Spiegel Online" had again Nachtreten and declare the already tormented Aztek with Fiat Multipla, Mercedes Vaneo, Ford Orion and other one of the "ten ugliest cars of all time" in 2009.

But does the practical Pontiac with the nearly inaudible current V6 engine really that bad? Or is the least 188 hp traffic light sprinter about the innocent victim of a pernicious media campaign? Let's put it this way: Compared to be beaten rather low, sporty stance and flowing roofline Aztek prototype of 1999, the production model has changed.

Design weaknesses of the Pontiac Aztek can not be denied

From the former Gazelle a cumbersome rhino, whose edgy widened wheel arches too small wheels were hiding was. Also, the sloping rear of the trailer, which really fits neither a combination nor a coupe, is anything but dynamic. And the high, Asian-looking front end seems two different vehicles to come, because the hood also has two narrow cooling air slots and small lateral light units. Karl Brauer, American automotive journalist, said at the time aptly Aztek: "He looks like a station wagon in which a bomb has gone off."

Our photo vehicle from 2002 has the facelift of the same year. Recognized by the body-colored all-plastic panels, which stood out in the original model as gray or black Rammschutzelemente significantly from the body. Elegance of the still visually cumbersome occurring Aztek has barely gained - not even in the festive champagne gold.

Pontiac Aztek youngtimer 02/2016 Photo: Achim Hartmann
In 2008, the readers of "Daily Telegraph" chose the hunchbacked Pontiac number one of the "100 ugliest cars of all time."

Pontiac Aztek, perfect party mobile

Nevertheless, Manuel Schmidt-Bratzel is quite proud of his unusual automobile. During the Aztek owners sits comfortably as with a pickup on the lower tailgate of the trunk, he calls for a number of reasons. "In the car many interesting features ideas stuck," begins Manuel.

So one could (with several SUV or pickup tailgates Party) govern the Pioneer music system and from the stern at a tailgate party. There are also lots of accessories such as a removable cooler as the front center console, a huge trunk extendable drawer, a custom-made air mattress and a growing tent that transformed the Pontiac for two-man camping mobile.

Young buyers want the Pontiac Aztek

In addition, the Pontiac Aztek lie currently all the rage. "I bought my After the Internet and approved had," says a resident of Hagen car salesman, "I had customers two more Aztek get." A devious to England left-hand drive was brought by his owner even up to Dover, the specialist for exceptional classic cars and classic reports ( The way it is: "Some hate the Aztek, others love him."

And if you look at the US used car statistics, you realize that not Generation X (born ca. 1965 - 1976) bought the Pontiac Aztek, for which he was actually conceived. But today has around 20 to 30 years old "millennials". 26 percent of buyers who opt for a used Aztek belong to the generation Y. This is far above the average of 17 percent, determined the US portal "". In general, especially young families do not seem to be interested in sedans or station wagons, but for vans and SUVs. This is in this country with the experience.

Used-Star in the US

The Pontiac Aztek for five years one of the top 10 cars with the highest Millennials-buyer ratio. In addition to the Aztek one finds Ungetümer as the Chevrolet TrailBlazer, or the Chrysler Pacifica. Who together with the Aztek one: the very reasonable price. The Aztek not even cost $ 5,000 on average. Little money for a lot of car, which also applies to top it all to be quite reliable, it gives portals such as "" or "" faith.

The secret TV star

The television series "Breaking Bad" made the Pontiac SUV known in Europe. In almost every episode of the first of five seasons of terminally ill chemistry teacher and crystal meth drove producing series hero Walter White a Pontiac Aztek. The car went well with his rather battered owner. the Pontiac permanently is also something got broken, it was mostly the windshield. In any case, the series has greatly helped you remembered the oblique SUV again and suddenly even also wanted to own it.

The Pontiac Aztek drives like a one

Last but not least, the Aztek simply go also "quite wonderful," as Manuel says. And we must try to the photo trips that now. It follows the driver change with the engine running. For real? Either from within or from outside is much to hear from the bumblebee buzzing like V6. Only the typical American "Bing-bing-bing-bing" as a warning signal for the open doors makes to panic.

Pontiac Aztek youngtimer 02/2032 Photo: Achim Hartmann
The plump appearance of the Aztek was partly responsible for the demise of the Pontiac brand in of 2010.

The high seating position and the ample space in the nearly 1.9-meter-wide crossover SUV like the first time. Also at the round instruments and the T-shaped automatic gearshift lever in the center console in the style of the then produced sports model Firebird there is nothing to complain about. Of course, dominates in the interior next to the suede-like material of the seats especially plump molded plastic - from the shoehorn-like door openers up to the light gray, neatly arranged in rows control buttons of the music system.

Tough V6 in Pontiac Aztek

And just as soft and round also the Aztek drives - even with a relatively purposeful steering and a crisp damped suspension. Its 3.4-liter V6 shows the traffic lights start shortly teeth and makes the 1.7-ton vigorously until EU urban pace to accelerate. The 188 hp act with more relaxed driving style more than sufficient need for Überholsprints on the road but occasionally higher speeds. Then the machine sounds like the heater blower on maximum level and acts a bit grumpy.

In sum, its properties, the Aztek is therefore not a bad car. There was also a conventionally styled sister model of Buick with the same technology, which also was not a big seller. Maybe it was the name Rendezvous.

And so it is that creatures like the Pontiac Aztek, which was once wanted nothing more than for them to be swiftly deleted from the memory of the population, one day are more in demand than ever. Even if the manufacturer has long ceased to exist, and even has long celebrated its final the hit series "Breaking Bad".

Silvretta Classic Rally Montafon 2017: Results of the 1st stage

On the first stage of the Silvretta Classic Rally Montafon with 116 kilometers next to the Silvretta High Alpine Road six special stages were on the program.

07/06/2017 Michael Rassinger Powered by

In the Silvretta Classic, it depends on the exact compliance with the target times. A deviation from a hundredth of a second is a penalty point for the team. Are the penalties of two teams equal, wins the older vehicle.

Silvretta Classic Rally Montafon 2017: Results of the 1st stage
Day 1: Silvretta High Alpine Road-stage 3:03 min.

WP 1 Kops

The first stage of the Silvretta Classic is compreh 5.3 km, which are run in 7.4 minutes. just come to the hundredth of a second Hans-Jörg Götzl and Mario Peserico (Porschee 356 1600 S Speedster, 1958) to the finish and win. Second Isolde Holderied and Thomas Schalberger be (Toyota Sera, 1991) with a hundredth of a deviation. In third place Schorsch Memminger and Christoph Wellmann come with two penalties (Volkswagen Brezelkäfer, 1951).

download WP 1 Kops (PDF, 0.11 MB) Free

WP 2 Zeinisjoch

150 meters in 15 seconds: The second WP win Dr. Stefan and Sabine Krauss with a smooth zero and therefore no penalty (Mercedes-Benz 280 SE 3.5 Cabriolet, 1963). Second place Team BMW Group Classic is shared with Ralf Vierlein and Frank Janssen (BMW 328, 1937) and Team ZDK with Stefan Brandl and Rudolf Angerer (Chevrolet Corvette 427, 1968) with one penalty point. However, the older vehicle wins in this case, so second place for the BMW 328, third place for the Corvette.

download WP 2 Zeinisjoch (PDF, 0.11 MB) Free

WP 3 Gargellen

A long-WP with 8,700 meters in 770 seconds: The Team United Charity with Benjamin Gentsch and Andreas Bickel brings with zero penalties victory (Jaguar E-Type Series I, 1965). Thomas and Silvia Lundt come up with one hundredth deviation in 2nd place (Porsche 356 B Super 90, 1962). Also each one penalty point have Sonax team with Dirk Hattenhauer and Alex Mrozek (Volkswagen T1 van, 1964) and Klaus and Ute Schepper (Porsche 930 Turbo, 1979).

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WP 4 Latschau

In the fourth special stage 3,800 meters were back down in 366 seconds. With only two penalty points Georg Memminger and Markus Gröbmiller win (VW Cabriolet 1200, 1951) the exam. The same score reached Klaus and Ute Schepper (Porsche 930 Turbo, 1979), the vehicle is but younger. In third place Ulrich and Maximilian Haupt drive with three hundredths deviation (Volkswagen 1302 LS Cabriolet).

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WP 5 St. Anton - Bartholomäberg

The fifth special stage, it has a double-WP with the B section as a long-rating in itself: Follow At 50 meters in 7.5 seconds 5,800 meters in 9.10 minutes. With only seven penalties the team Toyota Germany do with Axel Nordieker and Tom Fux (Toyota 2000GT, 1967) and Team Rupp & Hubrach with Ralf and Christine Thiehofe (Mercedes-Benz 280 SL Pagoda, 1969), the older vehicle wins. Third is the team Avalon Premium Cars with Bernhard Linnenschmidt and Mark Knenworth (Aston Martin DB7, 1996) with eight points.

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WP 6 Schruns

At the last WP of the day 30 meters to go in six seconds. With zero penalties that Dr. create Helmut Vogt and Silvan Ackermann (911, 1996) and win the WP. Rank two hits Ewald and Gabi Sprey with one hundredth deviation (Bentley Le Mans 4 1/2 Liter, 1929). Also only one penalty point have Team BMW Classic with Ralf Vierlein and Frank Janssen (BMW 328, 1937) and Team HIRI with Dirk Hollmann and Iris Amini (Mercedes-Benz 300 SL, 1959). but whose vehicles are younger, which is why Bentley is ahead.

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WP secret 1

The first secret test "Latschau" to Tim Westermann and Alexander Voigt (Volkswagen Beetle Theo Decker, 1972) won with zero penalties for themselves. In second place Burkhard Müller come and Fabian Mohr (Mercedes-Benz SLS 300, 1957) and Team Ford Classic with Gunnar Herrmann and Tim Ramms (Ford Sierra Cosworth, 1986) with one hundredth of deviation. Team Müller / Mohr with the older vehicle wins here.

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Daily standings 1st day

After the first day, Team BMW Classic with Ralf Vierlein and Frank Janssen is in the BMW 328 (start number 69, built in 1937) with 108 penalty points forward. Second are Patrick and Jasper Beekens in MG B GT (starting number 104, built in 1969) with 152 points, followed by Harald and Ricardo Göstl the Bentley Speed ​​8 Le Mans (car number 19, built in 1946) with 163 points.

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Vintage and classic cars to get you started: with these 12 classics you can not go wrong

The decision has been made: you need a vintage or classic cars. But which is the right car for you? What should you consider? We have listed the top 12 starting classics and show what is important.

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Alfa Romeo 2000 Berlina: The all-rounder

The large four-door Alfa Romeo are genuine all-rounders that can be used in many ways. They are athletic, have sufficient internal space and delight you with the grandeur that just only gotten Italians. Although the body of the Berlina as a geliftete

The-12-best-entry Classic vintage classic cars Photo: Auto Motor und Sport
Italian all-rounder: For the Alfa there is a very good supply of spare parts.

Giulia occurs, it has retained the fascinating character of the icon from Milan. Beginners are well-prepared for the Berlina. The cars are cheap and available, the supply of spare parts is good, there are plenty of shops that cars are suitable for everyday use. And they provide a significant degree of fascination: Under the hood of the grandiose light metal inserted four-cylinder with dual overhead camshafts. Even the look is a pleasure that is accompanied by the distinctive sound. Sporty performance? Sure, of course!

Porsche 924 S: Real Zuffenhausen

Let it tell you anything: The 924 S is a true Porsche. Its four-cylinder is a highly reduced engine from the 944. The concept with front-mounted engine and transaxle gearbox pointed at Porsche in the 70 years into the future. And driving pleasure also gives the four-cylinder. Thanks mainly to more favorable purchase prices and a good sports car suitable for everyday use, it offers an attractive entry into the Porsche world. It should not conceal the fact that, unfortunately, move the prices of spare parts typical of the brand at a high level one. Anyone who accepts the fact has with the 924 S very much.

The-12-best-entry Classic vintage classic cars Photo: Auto Motor und Sport
The iconic Ford Escort costs about 8,000 euros in the normal state. Ford makes 40 hp and is only 825 kg heavy.

Ford Escort Mk1: The original

The first series of the Ford Escort has managed it is a cult: Thanks to the distinctive body fans who missed it the nickname "dog bone". However, the small Cologne are in fair condition now quite expensive and some pretty verbastelt. Conveniently fall out of the maintenance costs for the robust four-cylinder engines.

MG Midget: English Roadster

The British roadster, the former stars of the classic car scene, it has become a little quieter. But the traditional car with the open and spartan bodies today have many fans. Particularly the smaller cars like the MG Midget or technically identical Austin-Healey Sprite are well suitable beginners classic. The prices currently stagnant.

The-12-best-entry Classic vintage classic cars Photo: Auto Motor und Sport
Since the legendary form of the Citroen ID / DS is very popular, you have to dig deep into their pockets for the Frenchman thoroughly.

Citroën ID / DS: Individual Type

The comfortable Citroën sedan is one of the legends in the automotive industry. There are still many copies, and the supply of spare parts is good. However, the great popularity of the DS and the economy version ID (later D Spécial and D Super 5) for high purchase prices makes. The technique requires a specialized workshop nearby. Well maintained cars are much better than its reputation.

Jaguar XJ6 Series 3: British luxury

The most well-equipped classic Jaguar sedan abducted into the world of the British upper class. Although the third series through the body overhaul looks much more modern than its predecessor. But Jaguar improved in the 80 years the quality of workmanship, and the cars were reliable. These cars are prone to rust as less. For beginners only a car with six-cylinder engine is recommended. While not perfect twelve-cylinder copies are offered for about the same price as the six-cylinder XJ in comparable condition. But the cost of maintaining this top engine are extremely high. The six-cylinder specimens, however offer not only fine luxury at a low price, the engine looks back on a long motorsport tradition.

The-12-best-entry Classic vintage classic cars Photo: Auto Motor und Sport
The Japanese rear-wheel drive is extremely stylish and makes the European classics powerful competition.

Toyota Celica: Cooler Nippon athletes

The chic coupe came out the Ford Capri and Opel Manta as Japanese answer. Stylistically Toyota can offer its European competitors easily match. Therefore, the first Celica generation is one of the most sought after classics from Japan. the Celica was known mainly by the rally events of the newly formed Toyota Team Europe (TTE). The rear-wheel drive proved to be not only very fast, but also very reliable. This feature distinguishes the classic. The spare parts situation is not as good as with European counterparts, but there is also in Germany specialists.

Opel Rekord C: Coke-bottle design

The third series of mid-range sedan Opel brought the end of the 60s a great sales success with over one million copies. Of these, despite the high susceptibility to corrosion have survived many. Spare parts for the technology are readily available, ornaments and replacement of worn parts of the interior, however, are hard to find.

The-12-best-entry Classic vintage classic cars Photo: Auto Motor und Sport
With the E30 you do as a beginner no mistake.

BMW 320i (E30): Classic Convertible

Driving fun heard at Bayerische Motoren Werke for DNA because the wonderful Convertible second triple generation is no exception. In 1985 presented four-seat convertible E30 has all the characteristics that make a beginner happy, it is robust, cheap and easy to maintain, the supply of spare parts is good. Important: choose a non basteltes copy.

VW 1600 (Type 3): The big brother

It need not be a VW Beetle to be: The 1961 introduced so-called Type 3 also has the legendary air-cooled four-cylinder boxer. It offers the passengers but much more space than the original Volkswagen. Especially recommended is the from 1969 offered long Schnauzer version. Prices for the type 3 are a lot cheaper than the Beetle.

The-12-best-entry Classic vintage classic cars Photo: Auto Motor und Sport
When W 115 you should opt for the two-liter four-cylinder. This is considered particularly reliable.

Mercedes-Benz W 115: Secure banking

Mercedes is known for its solid and reliable cars. With the Stroke Eight, the brand conquered in 1967, the middle class and the taxi ranks. Unfortunately, the early copies were not protected against rust - a cavity sealing factory there until August 1971. Today, the sedan from Stuttgart shines with all Mercedes-attributes, leading up to an excellent spare parts supply is sufficient. When engine is the smallest four-cylinder gasoline engine recommends two liters. He is regarded as the most reliable and most economical engine beyond the rather rustic diesel fraction. The Stroke Eight is one of the most common in this country classics.

Volvo Amazon: The Reliable

When "Auto old school" called a tester Auto Motor und Sport the Volvo sedan Amazon. It does, thanks to its reliability and robustness as a perfect entry-level car. With its distinctive charm, the Amazon has established a long time in the classic car scene. Spare parts, there are problems, but the body is considered very susceptible to rust.

Maserati Biturbo (1981-1994) Buyer’s guide: Nothing for Bausparer

The Maserati Biturbo, there are 32 variants Karif, Ghibli and Shamal counted. Since it is difficult to find the right one. Particularly risky are the 2.5-liter petrol models, the 228 remains in the sum of first choice.

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Body check

Even the C-pillars formerly rust Maserati Biturbo, until 1986, the improved corrosion protection. Be sure you should, treat and stainless Italy imports that dominate the market, a vacuum sealing. Cars that has the Gilb already under control, falling on by innocent-looking paint blistering. Hit the edges of the front fenders, door shelves and the rear wheel arches are.

Ensure verstopfe holes for water operations. Moisture inside the turbo Maserati is an indication of dried and shrunk rubber seals. The elegant decor takes sunlight particularly bad. Wood, leather and brown suede cushion of the first series will see from very worn. Replacement is expensive and even used hardly available.

Technical checks

The injection-three-valve Maserati Biturbo 228 and the four-valve unit with two overhead camshafts per cylinder bank are considered best recommendation. The-power ratio of 80.5 hp makes the 228 particularly suitable for everyday use, the timing belt should be changed every 40,000 km, a fully stamped maintenance booklet pays off. Because in addition to careful treatment as gently warm and cold down the capricious high-performance engines need their prescribed maintenance.

Structurally, the 90-degree V-6 aluminum engine of the Maserati Biturbo are designed for high mileage and brand-typical robust. A small consolation: The Ferrari eight-cylinder, see also Lancia 832, are significantly more expensive to maintain.


According classic-tax around 9900 Euros are due for a Maserati Biturbo in 2 state. Moderate copies are available for around 2,900 euros.

When introducing 1983 (Maserati Biturbo)
At the end of production in 1993 (Maserati 228)

spare Parts

Typical of the small series cars exclusive brands the high prices of spare parts, the Maserati Biturbo and his relatives is no exception. So costs about 800 euros a front fender, 300 Euro are required for a simple Motordichtsatz. Membership in the Biturbo Club is a prerequisite to obtain these exotics economical.


  1. Oil supply Camshaft
  2. toothed belt drive
  3. Turbocharger of the first series to 1985
  4. Weber carburetor adjustment
  5. Loss of oil on the steering gear
  6. Electrical and electronic defects
  7. Rust on fenders front
  8. Windscreen frame
  9. Sills and door bottoms
  10. Wheel arches and end points
Maserati Biturbo 228 graphics


everyday practicality
Parts Location


The Maserati Biturbo, there are 32 variants Karif, Ghibli and Shamal counted. Since it is difficult to find the right one. Particularly risky are the 2.5-liter petrol models, the 228 remains in the sum of first choice.

Upper class: luxury class

The segment of the upper class includes models which are equipped with at least six-cylinder engines with a displacement of 2.8 liters.

With the use of alternative drive systems and downsizing engines, this limit is really blurred in the future. The minimum length of an upper-class vehicle in this segment must have five meters, the minimum price is about 50,000 Euros. In the EU, the vehicle class is not referred to as upper class, rather than luxury.
This segment primarily sedans are located next to convertibles and coupes, but no station wagons. 2009 23.170 Upper Class models were registered in Germany. This corresponds to a level of 0.6 percent of total registrations. Some of the key models: BMW 7 Series, Audi A8, Mercedes S-Class. Foreign automakers such as Lexus the LS-Series or Maserati with the Quattroporte play a minor role in the registration statistics of the upper class.

F1 plans for 2021: Motor presentation on October 31

On October 31 and November 7, it will be exciting. Then Liberty Media presents the team the future of Formula 1. First, the new engine rules, then the budget cap.

10/10/2017 Michael Schmidt 12 comments

Lange was only talked about it. Finally, it seemed almost forgotten a bit. The new Formula 1 owners have promised the teams that they want to present their cornerstone for Formula 1 by the end of this year. And that starts with the end of the Concorde Agreement in the 2021st

After the announcements, it was quiet. But now Liberty Media will deliver. Rights holders have worked out the rules together with the FIA ​​that should apply in 4 years for cars, engines, teams and decision path.

Wheel drive died

The moment of truth will kick off on 31 October. Then FIA and FOM will present the teams, the new engine rules. It is cheaper, simpler, louder and displayed to a private motor manufacturer. No V12 as in Red Bull wishes, but also no space technology as it would like to have Mercedes, Renault and Porsche. If one tries for a V6 Turbo with two electric motors.

Pierre Gasly - GP Japan 2017 Photo: Red Bull
An all-wheel drive is for the future from the table.

Many standard parts are the aggregates rob their complexity and halt to development costs. The combination of MGU-K and MGU-H is designed to help crack the 1,000 horsepower limit. Along with an aerodynamic disarmament that will end up giving back cars that are difficult to drive. The all-wheel drive died for weight and cost reasons. A KERS on the front axle generates enough current to compensate for the Gewichtshandikap.

Unlike before, the new mastermind want to avoid a large round table. One can apply for changes, but it must establish sufficient. Reasonable objections rule determination group wants to incorporate into the engine of the future. Those who reject concepts of principle, is faced with a choice: take it or leave.

Discussions will disappear

Something is about to change. The current system of decision will be abolished. There will be no strategy group or Formula 1 Commission more. The debating the premier class has produced only a halt in recent years. The makers of the Formula 1 want to remove the freedom to respond to errors. Many theories are only broken in practice.

FIA and FOM want to quickly respond to abuses or mistakes even in the art. Ross Brawn has built a team of engineers around him that can explore future rule changes in terms of lap times, or the sensitivity of aerodynamics in traffic with their own wind tunnel models. This is a completely new dimension. Then makes Liberty Media Team from the expertise independently. And whispering the Rule makers in the past always what they took, but it was not necessarily good for the sport.

Budget cap concept comes on November 7

So that the regulations can be prepared for the cars starting from the 2019th Until then, the budget cap should be. The basic framework of the new opportunities will be presented at the next strategy group meeting on November 7. The costs are to be progressively reduced, so that the big teams can downsized slowly.

In the initial phase each team could be made at least one watchdog to the side, which is involved in the daily operations. So it is difficult to hide spending or camouflage. The most difficult task of cost control is to win the trust of the team. You need to feel that monitoring is uninterrupted.

Peugeot 3008 DKR Dakar 2017: New racer for title defense

With the 3008 DKR Peugeot has developed a new model for their title defense in the Dakar Rally 2017th We provide the Desert racer Stephane Peterhansel, Sebastien Loeb, Carlos Sainz and Cyril Despres and show it in the final design.

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After the first Dakar victory in 2016, Peugeot has an appetite for more. With the new 3008 DKR, the French want to have the competition of Mini and Toyota in their place again. The work team has been working hard on the art and will compete with a completely redesigned Desert Renner at the season climax in January 2017th

Peugeot 3008 DKR with bonds from the production model

Already visually, the 3008 DKR does not have much in common with its successful predecessor, 2008 DKR. The front end is flat and has a new design wide. In the rear of the large air intakes fall away in the wings. Instead, is now space to accommodate spare tire behind the panel in the flank. Design elements such as the grille and light units front and rear recall the series 3008th

Not only the aerodynamics have been revised. Also under the hood a lot has happened. The 3008 DKR has been missed with modified damper elements a completely new suspension geometry. For this, the new car has properly slimmed weight - more than 100 kg is speculated - and thus the focus was naturally lowered. Also on details such as the air conditioning was hand applied again. If the cooling of the interior is not reliable, it can be quickly times 60 ° C in the cockpit. This one might expect of any pilot.

Peugeot will remain rear-wheel drive concept faithful

In terms of drive concept, everything remained the same. The Peugeot 3008 DKR starts like his predecessor by the regulations of the rear-wheel drive to the four-wheel competition from Mini. The Dakar rules seem to favor this concept. Toyota will change in 2017 from four-wheel to rear wheel drive.

For driving the Peugeot 3008 DKR a 3.0-liter V6 twin-turbo diesel makes again. The self-ignition Group einzubremsen somewhat the diameter of the air restrictor of 39 mm was reduced to 38 millimeters. This costs about 20 hp. Peugeot engine but revised so that especially in the lower speed range lies more torque. This should provide for improved driveability and compensate for the loss of power.

Peugeot with four 3008 DKR at Dakar 2017

The most important point in the development of a Dakar racer, of course reliability. The Peugeot 3008 DKR must now prove in an extensive test program. Among other things, Carlos Sainz will compete with the new model in the Rally of Morocco in October for direct comparison with the previous 2008 DKR.

The old cars are not scrapped next year. The private team of PH Sport Pikes Peak and Le Mans winner Romain Dumas will probably use one or more 2008 DKR at Dakar.

Because Mini does not seem competitive with the all-wheel concept, the Peugeot drivers could make the victory at the season highlight among themselves. Staffed the factory team with Stephane Peterhansel, Carlos Sainz, Sebastien Loeb and Cyril Despres has a strong position. In January, they have to prove themselves on the new route 10,000 km through Argentina, Bolivia and Paraguay.

Haryanto only reserve driver: Ocon new Wehrlein teammate

Manor has officially announced that Rio Haryanto will lose its place as a regular driver after the summer break. A successor has been found. Esteban Ocon is new teammate Pascal Wehrlein.

08/10/2016 Tobias Grüner

Rio Haryanto formula should be completed 1 career after 12 races. The first Indonesian Grand Prix driver was on Wednesday (08/10/2016) officially sidelined by his employer. In a press statement Manor confirmed that the contract was terminated with the rookie prematurely.

According to the racing team Banbury Haryanto could not fulfill its contractual obligations. In simple terms, which is translated to the pay driver was busting out. To keep the reputational damage for the driver within limits, he got from Manor after all, the offer to stay in the remaining nine races of the season as a replacement pilot on board. The Indonesians took grudgingly.

Haryanto termination in the interest of the team

"Rio is a highly valued member of our team since the contract was signed in January. Some time ago, its management has, however, indicated that they expect problems, the contractual obligations of the Grand Prix of Hungary also "to meet, explains team manager Dave Ryan the situation.

"Rios team has worked tirelessly to resolve the situation with the help of his Indonesian conveyor. And also we have supported the efforts as much as possible. This included the launch permission for the GP Germany. Unfortunately, we have now arrived at a point where the best solution is in the interest of the team is to explore new options for the rest of the season. "

Ocon is new Wehrlein teammate

How Manor has also officially confirmed Esteban Ocon will sit at the Belgian Grand Prix in the second cockpit alongside Pascal Wehrlein. The Frenchman had successfully disputed tests for Mercedes at Silverstone in July and must now collect the entire rest of the season racing experience.

In the carriage Ocons both Renault as Mercedes also had a hand in. The 19-year-old belongs to Wehrlein Mercedes-junior squad. However, he was loaned for this season as reserve driver of the Renault works team to the French. Mercedes team boss Toto Wolff was satisfied that the future is another star driver in Formula 1 go.

More opposition for Wehrlein

"We are very happy about the opportunity for Esteban that has opened and that Manor stated once a promising young man's confidence. The good cooperation between Mercedes and Renault has ensured that has at the end everything was fine, "said Wolff.

"We have already seen this year that Manor is a scoring candidate under the right circumstances. Manor offers young drivers the right environment to gain their first experience. It is a professional small team that shows a clear upward trend, in which a driver can still make a real difference. Esteban did a great job at the Silverstone test for Mercedes. We look forward to watching it as he makes the first steps in F1 race seat. "

While Renault wants to find out whether Ocon comes as a regular driver for the factory team next season in question, Mercedes hopes with the support Ocons new findings on the speed of Pascal Wehrlein. Haryanto was the Germans, and to annoy, but was never a real bar. With former GP3 champion Ocon to Wehrlein can adjust to more resistance.

Ocon ready for F1 debut

"I am thrilled that I end of the month my Grand Prix debut are already celebrating with Manor. And then also in Spa, the track after my home race, the second best option is, "Ocon Commenting on his promotion. "Thanks I've collected this year as a reserve driver of the experience, I am ready for the climb. I want to thank Renault and Mercedes that they have made this possible. "

"I have already visited the Manor Factory, seat adjustment've met behind me and some of the team. So we are willing to give after the summer break right gas. The team has done a great job this year and I am happy that I was looked after with the task of continuing this process. I can wait to get underway hardly. "

Rosenqvist takes DTM cockpit

Although the remaining four DTM races do not overlap with the Formula 1 dates, Ocon gives his place on the German touring car series. As Mercedes has already officially informed the youngster Felix Rosenqvist will take the C63 DTM cockpit and celebrate its race debut in Moscow on 20 August.

The reigning Formula 3 European champion this year was next to his commitment as a test and reserve driver in the DTM, among other things in a Mercedes-AMG GT3 in action. End of July continued the Swede at the 24 hour race at Spa-Francorchamps in second place.

"It's a huge opportunity for me to be allowed to drive in the DTM race," says Rosenqvist was happy. "I am part of the Mercedes-AMG family for many years and this was always my big goal. It is a real challenge for me while enter the season in an incredibly strong championship. "

"I am aware that I have to learn a lot in a short time. I so far this season as test and reserve driver've been in the team, should help me. I am very grateful to Mercedes for giving me this opportunity. I can wait to go to Moscow to the track hardly! "

50 years Autodelta: The Department of attack Alfa Romeo

1963 Carlo Chiti founded the company Autodelta, which quickly became the sports department of Alfa Romeo. motor Klassik celebrates the anniversary with an exclusive test day at the test track of Balocco.

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On a former farm in a marshy area in Piedmont, an idyll in March sunshine: Starring a small man with a big cowboy hat. Each of its handles sits and follows a firmly ingrained ritual.

Then he grabs his big bag and disappears behind a gray barn. A short time later he comes out again, booted and spurred in fireproof overalls. Like a victory certain Cowboy proceeds Arturo Merzario his red racer - as in 1974, when the Milan from landowners in Maranello moved to Alfa Romeo and a leading role in Chitis Clan took over, that Luparello, who was in 1961 on edge from the Prancing Horse fallen.

1963 in Udine the story of Autodelta began

As Matra, as the year before Ferrari already abbog in the race for the World Championship of sports prototypes in the pits, was free outside in the runway prairie the way for Alfa Romeo: The twelve-T33 Autodelta had to boss and designer Chiti finally race horse with overall winner qualities in his Scuderia and was 1975 world champion brands. That was the biggest success in the history of Autodelta, which began in March 1963rd At that time Chiti and Ludovico Chizzola founded their business in Udine. The first task of the new company was the tuning of the four-cylinder for the new Tubolare Zagato and the construction of this Gran Turismo Alfa Romeo.

To be approved as a GT, it was mandatory to build 100 cars within 12 months. So a good deal for the young company and the birth of a sensational car that never was able to prove his qualities lack of competition law. Now the TZ from the factory museum with grim brabbelndem four-cylinder is ready to point to the Alfa-Mista-piste in the company test track in Balocco his character. The aerodynamically aluminum body with 1.20 meters in height requires a cautious start. The legs slide into the dark shaft under the instrument panel in front of the pedals, to the right of the powerful transmission tunnel limits the driver's seat. With clutch pedal fully depressed I put the car in gear the fully synchronized transmission - off we go out on the test track.

Alfa Romeo TZ with new distance record at Le Mans

The TZ presents itself at its best. Thanks to its light weight, the chassis with independent suspension and 15-inch wheels with Dunlop racing tires, the built for racing GT can conduct playfully across the track. The engine is the familiar four-cylinder with dual overhead camshafts, in versions for the Giulia TI or the Giulia SS he makes 112 hp. Carlo Chiti spendierte other piston, the larger valves and brought the inclined in the installed unit so TZ 150 PS in competition trim.

Thanks to the windschlüpfigen body of TZ at the 24-hour hour race at Le Mans with a top speed of 246 km / h measured. Autodelta test driver Roberto Bussinello and teammate Bruno Deserti win the class with a new distance record, which was set up in 1958 by a Porsche team.

Even during the season Autodelta moves to Settimo Milanese, closer to the headquarters of Alfa Romeo. but Chitis partners Chizzola remains in Udine, which is the large and portly engineer sole ruler of Autodelta. He already has a new job from his single customer: Autodelta is to develop a competitive touring car from the Giulia Sprint GT.

Giulia Sprint GTA excited with 170 hp Auto Motor und Sport

1965 provided with an aluminum body GTA is ready: The A in the model name stands for ALLEGGERITA, thus "easier". To 200 kg Autodelta slims the two-door coupe from - a temporarily built version with an aluminum underbody, but turns out to be too soft, is even easier. In addition, the four-cylinder receives a Doppelzündanlage, the tickle 170 PS in the Competizione version of the 1.6-liter engine.

excited Even the standard version of GTA: "It can not be denied that Alfa Romeo is capable of producing these driving skills irritation in a pure culture than almost any other car factory in the world," writes Autotester Reinhard Seifert 1965 in auto, motor und sport. On the race tracks the competition from 1966 to its knees, for the title in the European Touring Car Championship goes twice in a row to Settimo Milanese, and the GTAm follows from 1969, the next title from the hunters Chiti clan.

For the reputation of Alfa Romeo motor sport was vital

The success can Autodelta with former Ferrari engineer Carlo Chiti at the top of the new spearhead of Alfa Romeo in motorsport are. The last great success with the Formula 1 titles for Dr. Giuseppe Farina and Juan Manuel Fangio are at this time already more than ten years ago: "The sport is vital for the reputation of the house Alfa Romeo," Seifert says at the beginning of his test report on the Alfa Romeo GTA. To this reputation to burnish this precious image again, the Milanese car company founded in 1910, ensures the specialist auto Delta and the company buys in Settimo Milanese 1966th

The parent company itself must operate as a state enterprise not Motorsport, with its allies Autodelta but very comfortable. This "state within a state" as Yörn Pugmeister 1978 his company portrait sports car overwrites, works on the wave of success with the powerful touring car models already on a real race car: the Tipo 33. In 1967, the sports car with the two-liter V8 is used for the first time, but not until two years later introduced sports prototype with three-liter engine opened Alfa again chances of overall victory in a world Cup.

It then takes but four years until Chitis strategy is working: On April 4, 1971, the works driver Henri Pescarolo and Andrea de Adamich care at Brands Hatch with the further developed Tipo 33/3 for the first overall victory of Alfa Romeo in the manufacturers' world championship.

Close fight with Ferrari

Two more overall victories, including the hugely prestigious for an Italian brand success at the Targa Florio by Nino Vaccarella and Toine Hezemans and their teammates de Adamich and Gijs van Lennep, Autodelta bring into second place in the overall standings - ahead of Ferrari. But the arch-rival from Maranello turns the tables with the new open sports prototype 312 P and the following year champion, Alfa Romeo is back in second place.

To bring the world title to Piedmont, Autodelta now also developed a twelve-cylinder three-liter displacement. 1974 also Arturo Merzario joins Autodelta and starts right after his last race with the tests. "I am the car but not down here in Balacco for the first time, but at Vallelunga near Rome," said Milan, who has become a few days before 70 years of age remembers. "The T33 has impressed me is - a real race car." The very first race in 1974 in Monza are Merzario and his American team-mate Mario Andretti at the top of the podium. "I drove the start, and Andretti has the car to the finish," Merzario still told in awe.

Behind us the mechanics of the work of the museum Alfa Romeo warm up the twelve-cylinder on the grounds of Balocco in front of the restored Autodelta hall. Merzario is impatient, always turns back to his Alfa from 1975, but still tells quickly what had Carlo Chiti actually kind of guy: "He was for us like a father figure to the security he was very concerned and very careful, broke a test drive from rather have it too wet the track or the weather was too foggy. "Merzarios voice is melancholy.

The T33 with twelve cylinders conjures up the rays in the face

"The results have the more harm, but also because some fellow drivers Chitis have exploited caution," says Merzario - and has climbed to the sweeping rear wing, which he won in 1975 four world championship races and one already in the T33 / TT / 12 has a major share in the first world title for Alfa Romeo by the 1951st The casual laps on the test track and the roar of 500 hp mid-engine conjure up the rays of a champion in the face of Merzario.

In 1977, the title successfully in the World Sportscar Championship, the little Italian belongs again to the first team of Carlo Chiti. And to this day the Alfa jockey has with long, curly hair and cowboy hat as a badge an intimate relationship - for the day in Balocco waives a fee of his former employer.

With the Formula 1 of the beginning is the end

As Merzario in the last 640-hp turbo-T33 is fighting for championship points, Chiti has already been invested in the middle of his new Formula 1 adventure - initially as an engine supplier for Brabham in 1979 even with a car. The big success remains off 1986 deadline: With the Formula 1 as well with Carlo Chiti at Alfa after Fiat took over the traditional brand. "Chiti was never allowed to set foot in the work", Merzario says wistfully.

Used notchback sedans: It must not always be a combination

Notchback sedans are often a cheaper alternative to combi. These ten models offer large luggage compartments and are considered technically reliable.

07/12/2012 Henning Busse

Not only the PS, the comfort, the design or the price are decisive when buying used cars. Also, the space often plays a significant role in the decision. But who wants to have a well-preserved car with attractive features enough power under the hood and a large space at an affordable price, often entails finding a long face. While station wagons, SUVs or vans meet the needs of customers, but just this car classes are in demand on both the new and the used car market. Thus, the buyers search long for good offers.

However, what many people forget: There is a solution to this problem, namely the so-called notchback sedans are a worthwhile alternative. They are available in different segments and offer what many are searching for comfort, performance and plenty of space. For example, some mid-range models a boot volume of more than 500 liters are available, and thus propose in this chapter models from higher segments. The Ford Mondeo is such a candidate, he has more luggage space than about the BMW 5 Series Touring the previous generation - but only, if not the rear row of seats is folded at Combined representatives of the upper middle class.

Notchback sedan up to 4,000 euros cheaper

On top of that notchback saloons are priced more than attractive, because in the Image Evaluation not be completed for the customer, the front ranks. In general, the combination offshoot enjoy a greater reputation. For this, the best-selling VW Passat is a good example: Execution variant has in this mid-range model in Germany alone accounts for over 80 percent.

this is good news for bargain hunters. Because in order to bring the notchback sedans to the man, the trade settles prices discounted. The Passat the difference between notchback execution and combination variant is up to 4,000 euros - based on the same vehicle age and of comparable equipment and motorization. This is not an isolated case. When Skoda Octavia, Opel Insignia, BMW 5 Series or the Ford Mondeo, the difference is similarly high in order to give other examples. On average, car buyers have to reckon with a cost of at least 9,000 euros.

Compact sedans with large luggage compartment

only raises a question: What notchback sedans leaves technically the best impression? A look at the Dekra used car report shows several models which are considered good or particularly reliable. Auto Motor und Sport presents ten notchback representatives who not only high, but also to its trunk volume in the market. This is all about models from the middle class, upper middle class and the upper class.

The compact notchback sedans should be mentioned at this point. These cars also promise a large luggage compartment generally. The VW Jetta the previous generation, for example, an offshoot of the Gulf, provides the owners a volume of 527 liters available - this is more than an Opel Insignia and even more than a VW Phaeton. However, the range of used notchback sedans from the compact car sector is not large, so they compete on price with some mid-range models.