The new Opel Mokka and the feeder is currently celebrated in the segment of small SUVwird of the beleaguered Opel workers overjoyed. Whether there is actually reason to celebrate this clears 4x4 our test of the Opel Mokka 1.4 Turbo.
Something's happening in the Opel country. The Opel Mokka is there. And as you see above: It is hard to miss. arrived by boat from distant Korea, the 4.3 meter long SUV parked proud and mighty at the Stuttgart King Street, marked with its off-road look confident the potent everyday heroes and should, must, Opel will - together with the Adam - to new help swing.
With an expensive luxury off-roader off-road? Of course! The Jeep Grand Cherokee is in the test, from which parents he comes.
The prejudices are painfully familiar: Off-road driving but today never really in the area. Everywhere prohibited. Pointless technology. And so on and so on. Like the but with prejudice is just as often, you do without even in this case a well-founded expertise.
This starts, it can not be too often repeated, with the definition of "premises". Because this begins, more trivial, beyond a metalled road and not just at one meter deep mud passage. with caution accordingly for decades repeated phrases of 90 or more percent of SUV owners who allegedly never left her vehicle the asphalt. A reliable source of such statements there has never been and there is probably still not - who would eventually to carry out an empirically correct survey of a statistically relevant part of the German SUV owners?
With the Jeep Grand Cherokee off-road tour
As far as long preface, for one simple reason: We went again to the site on a longer off-road trip, which especially in 4wheelfun yes rather represents rule than the exception. However, with a vehicle - to beat is not impressed at first glance, there with verve by the Botany - very expensive, very luxurious and very classy. So you can be fooled ...
The fourth generation of upper-class SUV Jeep Grand Cherokee is a great sales success, as were already the predecessor for the brand. But only introduced with the current model, first time in 2010 and extensively upgraded in model year 2014, the Americans also measure on the old continent confidently with the rivals from Europe Nobel houses. Mercedes M-Class and BMW X5 - this competition is the head Jeep Grand Cherokee collected.
As Overland a great touring car
In fact, the current Jeep Grand Cherokee is a comfortable and competent travel vehicle, especially in the tested Overland version with maximum equipment. Fine leather, precious wood, assistance systems to rich number. For this, a properly bärig pulling, pleasantly subdued and cultivated running six-cylinder diesel. make miles coincides with the Jeep Grand Cherokee is remarkably light. This is particularly true for the facelift version with the eight-speed automatic, which lowers over long distances at higher speeds compared to the previous speed and consumption.
The Overland equipment of the Jeep Grand Cherokee continues to bring two things to the 4.82-meter-long luxury SUVs: the Quadra Drive-called drive package II, which the production car with permanent four-wheel, off-road ratio and special travel programs to an electronically controlled rear differential brake added. And the Quadra-Lift air suspension baptized with five adjustable height levels, two of which can be specifically used for the cross-country drive. Up to 270 millimeters thus the ground clearance of the Jeep Grand Cherokee can lift, which is itself under hardcore off-roaders in a respectable value.
The air suspension bringt's especially on the road
In this air suspension, however, one needs to be "but" added the same. Because the increased ground clearance is undoubtedly a stocking on rude road tracks. However, the residual spring comfort in the two high positions not so much. The already not particularly famous entanglement of the chassis is once again reduced noticeably shaken the crew fairly tight into the highest setting. With pace beyond walking pace makes little fun, so the off-day, the standard height is often the best choice. This is especially true for steep, impassable uphill and slip roads where the tires can lose contact with the ground in the highest suspension setting and threatens loss of control.
For such passages, the Grand Cherokee drivers can rely on the well-functioning and regulated via the shift lever in the tempo Hill Descent Control, which guarantees on extremely steep slopes nerve sparing security.
Site programs in the Jeep Grand Cherokee
In this context it is important to consult with the actual functions of the terrain programs (Snow, sand, mud and rock) to get acquainted. For these bring beyond the name quite specific control features with it that may be kontropraduktiv at a current terrain task once - for example by automatically Fahrwerkshöherlegung in rock mode. Ultimately, the most plausible one drives with the Jeep Grand Cherokee off-road actually with manual, used judiciously for the various options (ESP / terrain reduction on / off, the suspension mode, Hill Descent Control) and has the selecting switch in the automatic position.
This leaves one as a summary for the big Jeep both-well, with the same justification. The move away from Starrachsfahrwerk of previous models brings a significant advance in ride comfort and driving safety on the road. And it is this street optimized independent suspension is by nature a step backwards in the field, when it's really hard to the point. The unstoppable Rödel characteristic of the Jeep Wrangler, the Jeep Grand Cherokee comes with it despite much high tech not approach, but he drives this road everyday in every way up and away.
The combination of high street comfort and considerable expertise terrain makes the Jeep Grand Cherokee to a generalist, with the many deployment scenarios can be covered. There are on the road faster, more luxurious vehicles and more assertive in the field. But quite a few who can celebrate the balancing act between two worlds so skillfully.
Lotus Elise spreads the series with the cup 250 to continue. The sports car with four-cylinder mid-engine to suck on public roads and on the track alike. Holds the Cup Elise promise?
We are in England, and instead of rain, the sun greeted us at a cloudless sky. We have arranged to meet for a date. On English country roads and on the test track of Lotus. The newly developed Elise Cup 250. Seven things that caught our attention:
Elise Cup 250 weighs heavily (s)
Lotus emphasizes the lightweight construction for almost every occasion. The Cup Elise is not the lightest flounder in the series with Elise Sport, Elise Sport 220, Elise and Elise Sprint Sprint 220th The racetrack optimized sports car weighs 917 kg. Without operating liquids, the weight drops to 884 kg. With all the lightweight options, a further 24 kilos let trimming away.
However, the Elise Sports dry weighs only 845 kg. How is it that the Cup version carries around 15 kg more with it? Debt is the complex aerodynamic package consisting of front splitter, barge boards and rear wing (the Exige Sport 380) which does not carry the less powerful sisters. And the roll bar from T45 steel, the additional two kilo costs.
Only if the attachments are made of carbon, the Lotus Elise Cup creates 250 their ideal weight. Overview: splitter, rear wing, diffuser and side skirts take of the lightweight material formed 3.7 kg from the body. For 4,700 euros. Carbon Hardtop minus 3 kg (4,000 Euros), Service Panel front minus 1.1 kg (1,250 Euros), engine cover minus 3.3 kg (2,200 Euros), titanium exhaust system minus 7 kilograms (5,500 Euros), two-piece brake discs minus 4 kilos (2,000 euros). To name the most important.
Curves must be
The extreme aerodynamics brings massive output for light weight. At top speed 248 km / h, according to press Lotus Elise 125 kg Cup 250 on the tarmac. 45 percent loads on the front, 55 percent to the rear. The achieved Elise Sport 380 at maximum speed (286 km / h) a pressure of 140 kg: for comparison.
The Elise Cup 250 loves curves, yes, she scurries and twists around them. Whether you curve to the humpbacked English country roads or tilled the completely flat race track of Lotus in Hethel. The rapid change of direction of the Senna curve puts the chassis away easily. The Elise flippert with 120 items from notch to notch because staggers anything and you just want to, that the Curve Geschlängel not stop. If you anlässt the ESP, you realize when to brisk pace, as the electronics is engaged to the outer wheels, the Elise easy einbremst.
The steering is as precise as an engraver. It strikes me as if you can feel every pore in the asphalt, when the mid-engine sports car it takes under the wheels. Lotus uses a hydraulic steering without power assistance. Even the slightest twitch sets the front axle precisely.
On the straight the last punch is missing
It comes with 150 things by the Windsock Corner. The body remains stiff in position and not be moved to the outside. Shortly after the apex of the right foot gets in contact with the bottom plate. Fourth gear, fifth gear, at about 210 things you can still turn briefly into the sixth before having to brake. You can tell on the straight piece, called Mansell Main Straight that the Elise Cup 250 is not a sports car for the left highway lane. At least not for a long time. As it would an Audi RS6 eat before. Or a representative diesel.
Although the four-cylinder compressor clean depends on the gas with 1.8 liter displacement and responds normally. But do not misunderstand: 246 hp and 250 Nm rich in this body from perfect. Only you trying to reel off any straights and stupid are on the mark, but kick you with the Elise in curves. Because the Elise Cup 250, as described above, latches on the racing line and along surfs sweeping. The Elise is acting rather than reacting.
When starting from the state of the engine a great pleasure. With minimal slip the lightweight zooms flounder move. According to factory specification Elise Cup 250, the 100 km / h barrier fantastic after 4.3 seconds. This makes it faster than their sisters.
To get 26 more horsepower from the four-cylinder, increased the Lotus engineers for more air passage to the compressor, fuel pump exchange it for a larger and calibrated power electronics different. "With 246 horsepower, we are pretty much at the limit of what is feasible. With even more power we would get in the reliability slowly boundaries, "admits Lotus boss Jean-Marc Gales.
More ruckus thanks titanium exhaust
A VW Golf GTI and a Mercedes-AMG A45 tear you in accelerating still more with than the Elise. Probably because the soundscape is another.
The four-cylinder bollern of AMG some find to proll- and macho, but it bags the longitudinal dynamics to continue. With the optional Titanium Exhaust Elise Cup 250 sets namely a bassigeren sound rug, but a bit more tease during acceleration should be there already.
The four-cylinder sound is at Lotus on the list. Lotus boss Jean-Marc Gales had and sport announced in an interview with auto motor that the all-new Elise, which is to come in 2020, is to whistle with more bass than straight lines and around corners. but frankly that is bleating at a high level. The current Cup Elise scores in other disciplines. For example, on the brake.
During braking, nothing slips
You've got 210 things and peilst the braking point for the next right-left combination behind the patched asphalt darker pieces in front of you on. It is time. Stepping on the brake, the sixth, fifth, fourth, third, second course: The aluminum body is stable, does not bend, a forward, grippt 225/45 ZR17 tires on the rear axle. Nervousness is the Lotus Elise Cup 250 is a foreign word. This creates trust. Also on the curbs of the mid-engine sports car remains stable. And in the following 180-degree right-hander, which is taken in third gear.
Lotus, the Bilstein dampers an extreme. The tension strut front, rear attracted more by 12 by 9 percent. The pressure stage front 20, back to 30 percent. Setup looks bock hard on country roads. You feel every little Asphalteinkerbung. You take the blows on Alcantara steering wheel with his fingertips. The rest of the body is shaken on the sparsely-related seats of punches. The curved fenders frame the road for you. In the rearview mirror you look through the polycarbonate lens largely wing work. For that this sports car is still built: The Elise is nothing contrived or lifted. But all honest and down to earth.
Much confidence - then the shock moment
Which brings us to the penultimate point. The Elise Cup 250 exudes great confidence once you klemmst up between the backrest and steering wheel and have sanded the first few corners. The Elise are the good-natured mid-engined sports cars, the train driven on a change of direction for the next swallow. ESP - even it works quite well.
Long. Until you much wants, because everything is so easy to get the hand. Left, right, a little bit too fast, relatively suddenly the grip on the rear axle breaks off. The tires no longer flus, and you've slipped sideways ahead through the grass. The tire barrier coming through the side window looming, the Elise plays mower turns one and remains on the opposite asphalt strip are. lucky.
Six-speed switch to melt away
It also could go further. But Elise must briefly to check on the lift. Nothing happens. All parts are intact. let us not forget one point: the manual transmission. The open gear lever gate in the Exige now moves into the Elise Cup 250. However, with shorter cables. The wow effect is the same. One balanced purely the six courses, the paths are short and crisp. It has something of Tiki Taka FC Barcelona. The famous short passing game that you can imitate with the right (or left hand, depending on the steering wheel position) in the car.
The Elise Cup 250 is a real fun machine. Both on country roads and on the racetrack. The mid-engine sports cars are to each second as an honest Purist convinced with plenty of grip and makes addicted to curves. The 1.8-liter four-cylinder compressor responds quickly, turns to 6,700 / min until you have pure heave the next gear. Turn a fun time in the Elise. How to boost even at rückmeldung strong steering wheel.
Lang was delayed Volvo on the new XC60. Based on the big brother XC90, the Swede will find buyers. Whether he can convince objectively the Volvo XC60 has to make Mercedes GLC 350d and Porsche Macan S Diesel demonstrated as D5 in the test against Jaguar F-Pace 25d.
Diesel? A comparison test with diesel engines, these polluters? Yes, the spin now? Dear Readers: No, we do not spin. The four SUV this round are in terms of emission-to-date and consistently meet the Euro 6 standard. AdBlue injection is at all well on board as sufficiently large sized tanks. Those who still prefer wants an SUV with a gasoline engine under the hood or even with hybrid technology, which takes advice in our great title history. We devote Meanwhile, in the following pages four SUV upmarket whose makers see themselves as premium and benchmarks in many ways. If you drive Jaguar, Mercedes, Volvo and Porsche, his decision does not have to explain or even justify.
With the Subaru Trezia has now Subaru a micro-van on offer. but not reinvented the wheel, but the Toyota Verso-S was taken as a model. Driving report of the 99 hp gasoline.
Lighter can not make a model development. We need a small van? Then we take but the Verso-S, Toyota. Which is nice to look at, to have matured and cheap - Toyota owns 16.5 percent of Subaru's parent company Fuji Heavy Industries.
Thought done. For several months the four-meter short van is also available with Subaru logo. Cost point for the Subaru Trezia: 16,200 euros. but unlike the cheaper Verso S (14,950 euros) are air conditioning and CD radio is already on board.
Toyota engine in the Subaru 1.3i Active Trezia
The engines come from Toyota. In the test of the sole for the Subaru Trezia available gasoline engine, a 99 hp four cylinder 1.3 liter displacement, its service performed. And he does a good job. Coupled to a short-ratio six-speed manual transmission, it drives the 1.1 ton light five-seater Subaru Trezia afloat ahead and do not shy away from faster highway travel.
Passengers benefit meanwhile from comfortable tuned suspension of the Subaru Trezia 1.3i Active, the elevated seating position and the clearly structured cockpit and look at the lush space. Even the trunk of the Subaru Trezia is advised not to small with 363 liters. With two easy steps, can also - quite vantypisch - flat fold the split rear seat. Also, Subaru can build a van so - thanks to Toyota.
made clever: The variable Subaru Trezia offers plenty of space and equipment for acceptable price. The Van gap is closed.
Six liters consumption promises Mercedes for the new M-Class BlueTEC when the four-cylinder is in the overweight body. We have checked 250 BlueTEC the ML in the first test.
The path to the fable consumption is not only the smallest ML engine of all time (even the not long sold fortunately 230s gasoline in the first generation ML thick was) paved. At the same time all the latest fuel-saving technology will be lifted from the passenger car segment in the SUV luxury class. Aerodynamic underbody, an extremely low drag coefficient and a revised efficiency package in the art, in which the electric power steering on alternator and air compressor up to the fuel pump everything was trimmed to more fuel-efficient work.
ML 250 BlueTEC: 6.0 liter consumption?
6.0 liters fuel consumption promises sheet - not a few motorcycles with a tenth of the ML-weight have greater thirst. Even for a compact SUV that mark all honor would be worth.
All Mercedes ML new generation get the new 7G-Tronic automatic transmission with start-stop function at traffic breaks in the city helps even when skimp. The ML 250 Bluetec is also that we hear here at 4wheelfun not like, lowered from the factory. However, just as long as the base steel suspension is installed. With the genuine Yamaha off-road package including Airmatic air suspension, the world is back to normal, thanks to a maximum of 285 millimeters of ground clearance.
Test ride on the ML 250 BlueTEC
So starting off, check that promise. 250 kilometers is possible on the first day's ride. We take not volley, but deliberately not in creep mode. Completely normal ride on the highway, however, possible, maximum speed 140, on the highways and through roads always as welcome as fast. The onboard computer listed service consciously and logs end up with a high score: 7.2 liters fuel consumption it is calculated. Although this is clearly from the standard consumption-promise, but for the ML a quite impressive value. Because in between there was also a ten-kilometer chase with maximum speed on the open highway to feel even there the novice to the tooth.
The ML 250 Bluetec is the most economical SUV in its segment, is therefore likely to be certain. What about the remaining qualities? Since the new M-Class are flattering soft. The air suspension (costing 2,023 euros extra) provides suspension and driving comfort on the level of a luxury sedan. Who ticking diligently in the 20-page options list, also gets the features of such a limousine - to air-conditioned seats, Internet access and a very, very long list of assistance systems. however, most noticeably the noise level. Even if the pilot ordered full speed ahead, there is a lounge atmosphere in the new M-Class. In undertone can philosophize about the merits of designo leather appointments at 200 kph, wind noise can find practically non-existent. Chassis or engine noise is well hidden, an impressive performance.
New M-Class: Super Quiet
The small diesel engine so are acoustically only those seen when the gas pedal is reduced at low speeds. Then is heard a little surly growl from afar. In terms of driving the four-cylinder strives honestly. Despite 204 hp and 500 Newton meters it would be an exaggeration to attest his liveliness or vehement propulsion. Quite the physics can not be fooled, the new M-Class is large and heavy. You feel sufficiently powered and can sometimes venture a bold overtaking maneuver on the highway, with the modern six-cylinder from the neighborhood but you put better not to. Nevertheless, the ML 250 Bluetec for everyday life is an excellent motor, as long as you do not always want to find the ideal line cut on winding switchbacks the air.
Really well done is the start-stop system. While engaged in manual transmission cars at the traffic lights until the idle and then the clutch pedal must be vacated, the new M-Class is enough normal behavior: At the traffic lights or in stop-and-go traffic it occurs in an automatic car in just the brake. The new M-Class then the engine stops at standstill. Brake on, engine on, despite a drive position. This is nimble enough to avoid being honked at by the man behind the nightcap and scurry on turning lanes in front of oncoming cars on the opposite lane.
ML 250 BlueTEC in the terrain
At a fairly demanding off-road course we could also take a first look at the off-road capabilities of the new M-Class. The off-road package, including the requisite Airmatic air suspension, comes with 4,484 euros extra not really inexpensive, therefore, makes the ML 250 Bluetec but a patents climbing freak. In particular, the air suspension appeared in the first off-impression sensitive and more flexible than the previous model.
You have to take a short coffee break just before the site tour to conduct between the various knobs and push buttons and select the desired program for the upcoming adventure tour. To bridge the waiting time, the multimedia system, meanwhile, shows (Comand Online, from 3117.80 euros) entertaining color images, so that the passenger knows which buttons since just pressed, clicked and rotated. Also part in the new M-Class driving experience.
M-Class in 2012 with plenty of assistance systems
The included off-road package gear reduction, supported by a new and more sensitively tuned traction control and the current normal Wizard uphill and -Departure been some nonsense can do in the field. we could see the entanglement of the new air spring suspension is not measured, felt it, however, is better than its predecessor. Also ascend the inevitable and herunterplumpsen modern independent wheel suspension SUV in interleaving passages feels in the new M-Class is not quite as wooden as before.
The traction control worked very sensitively in the first off-road riding. The Hill Descent Control can level off over the cruise switch variable from two to 18 km / h. For the record, 600 mm wading depth, 100% gradeability, slope angle, front / rear 31/29 degrees, each with the off-road package. That and the 285 mm maximum ground clearance can already be seen. The first impression speaks in any case that the road capability of the new M-Class has won over its predecessor - in these times which is well worth a scene applause.
New M-Klase: the cost
What does it cost? At least 54,978 euros for the ML 250 BlueTEC as the base model. Who indeed seems to be well ordered really naked in the rarest cases enables four wheels and a steering wheel also reaching standard equipment. The length of the option list has already been mentioned in this post. For more fun motorized V6 diesel Brother ML 350 Bluetec 58,726 euros will be due, which is also armed with a V6 engine gasoline engine ML 350 will be replaced with 56,763 euros from the merchants. The delivery will start in November.
The new ML 250 Bluetec actually creates the triple balancing act: Very economical in everyday life, luxurious ride and, unless it is paid, highly respectable off-road capabilities. That will put some gimmicks running gifts of southern German Nobel competition, especially since there off-road capability is quite far back in the specifications. We are looking forward to the upcoming Super Test.
The VW Jetta wants to get away from the Gulf and to the Passat. With larger dimensions and distinctive design of the new Jetta will take his good image and advance into the traditional middle class. One thing is certain: In addition to a usual large trunk he has much more to offer.
Blaspheme was yesterday. we forget finally the cross brave VW Jetta I 1979, delete the unflattering comments like "front small car, rear container" of our mental hard drive, and the label "Golf notchback" equal to. In no case, however, the VW Jetta II, which inspired the ex-colleague Klaus Westrup to his loving meditation on the special appeal unattractive cars in issue 8/1987.
Despite new design, technology, the second generation of the XC60 remains a true Volvo. But not only that is soothing to him. We tested the Swedes as T5 and four-wheel.
On the day when the rain came, and the new XC60 came to the office. When measuring in Lahr clouds still hold tight, but on the return trip through the Black Forest it is pouring down with rain - up to twelve ten-gallon buckets per square meter. But we are finally not for pleasure, and a Volvo is running so only under adverse conditions to top form. Too bad almost that the new assistance systems that assist the driver in dangerous situations while driving and dodging, can not equal prove their suitability.
Twin-turbo four-cylinder from Swabia against Turbo six-cylinder in Bavaria - who will win the race? Two diesel confront the diesel duel. Is the Mercedes C 250 CDI really a blessing for the city and globe? By contrast, the same expensive BMW 330d holds.
Why so modest? Instead of 250 Mercedes might as well stick the number 500 to the stern. Because much more impressive than the capacity at which the number anyway oriented only vaguely, the torque of the new diesel engine: 500 Nm. Almost as much as the maximum of the 5.5-liter V8 petrol engine (530 Nm) and as the power (204 hp) is exactly the value that the up to 2005-built 3.2-liter six-cylinder CDI pushed. The amazing thing: Today submits more than 2.1 liter four-cylinder for this stunner. This reduces weight, friction and not least the consumption while two intelligent coupled turbocharger more than compensate for the smaller displacement.
A big car with plenty of power save and ride anyway? The advanced hybrid drive of the Lexus RX 450h, which combines a six-cylinder gasoline engine with two electric motors, is to make it possible. A pleasure with no regrets?
The first acquaintance with the latest hybrid model of the Toyota subsidiary Lexus mired in rush hour traffic around Stuttgart. Following the motto "Here all who stand always here are" a huge line of cars plagues south. What the Lexus RX 450h is the opportunity to demonstrate its specificity. Because usually the consumption, the tougher is the traffic increases.
A great all-round visibility laser show to premiere: the Model T of the facelifted Mercedes C-Class allowed the first car to the new big Auto Motor und Sport-complete practice test. We put it on our complex measurement program something on it and look at exactly how pleasant and helpful the Mercedes C 250 CGI T in everyday life.
When the Mercedes C 250 CGI T rolls into the parking garage of the lock 37, he still has of what will come no idea. The Swabian precious transporter in silvery clean metallic white feels appointed to the normal single review. Pylons are flying, tires squeal logged consumption and the interior measured. Same procedure as always - thinks Mecedes T model. No way, say. The Auto Motor und Sport-Crew this time a lot more before. To the already most extensive test program we offer something extra so explicitly to the everyday criteria. What transports the combination? How parked and he ranks himself? Is a family happy with it? I see enough of the traffic? How protect its assistance systems from accidents, and it can be operated safely and quickly?
The test of the Opel Insignia 2.0 CDTi turbo sport will tell if the wait was worth the long-awaited twin-turbo diesel in the Insignia.
Phew, that once were three tough years for many Insignia fans. 2009 is the top variant of the two-liter diesel shortly before delivery, price lists are printed, organized press events, in Internet forums to make anticipation wide. But then at the last second the preliminary end for the Opel Insignia 2.0 CDTi turbo, which does not meet the expectations of its developers: to inharmonious the power output to high consumption.
Now, three years later, the Opel engineers are satisfied - and rightly so. Thanks to double forced ventilation of two differently sized turbos of the 195-hp direct-injection engine is powerful to work at virtually any speed. Thus, a small, water-cooled supercharger provides already at 1250 / min for 320 Newton meters of torque, while standing in conjunction with the large, air-cooled compressor from 1,750 full 400 Newton meters.
Opel Insignia 2.0 CDTi Sport Biturbo with good passage
No wonder that the over-diesel in the sprint to 100 kph equal abknöpft a brief second his weaker brother with 160 hp. Here, the Opel Insignia 2.0 CDTi turbo convinced Sport not only with his force, but also with revving and spontaneous response to accelerator pedal movements. However, the real highlight is the pulling power: So the Biturbo for the intermediate sprint needs of 60 to 120 km / h in sixth gear just 10 seconds, while the mono Turbo is made almost 50 percent more time in a previous test.
So the strong diesel fits perfectly to the spacious touring sedan, while rolling firm, but with their optional Adaptivdämpfern total of supple passes over bumps and extremely directionally stable straight running even at high speeds. Only engine and chassis noise penetrate a little cheeky to the ears of the passengers in the Opel Insignia 2.0 CDTi turbo because developers probably too sparingly dealt with insulating material.
What is missing is an answer to the question of the fuel consumption of Opel Insignia 2.0 CDTi turbo sports: also economical. Also thanks to the standard start-stop system, the 1.7-ton contented with 7.1 liters / 100 km, undercutting the test consumption of the 35 PS weaker variant is 0.2 liters. With a light foot on the accelerator also values around six liters in it. The wait was worth it for Insignia fans and not hurt Opel. For the main competitors VW Passat no correspondingly powerful diesel is in fact to have.
Advantages and disadvantages
- very good performance
- strong drafts
- low consumption
- plenty of space front
- precise latching-up gear
- high suspension comfort
- very comfortable seats
- straight-line stability
- reasonable charge for 160-hp variant (2,400 euros)
- very good brakes
- acoustically more present motor
- tight rolling
- poor rear vision
- little headroom in the rear
- with overloaded controls center console
More capacity for the base in the BMW 116i now puts a new two-liter with 122 hp, which is to make the high-torque weak predecessor forget. Test.
Really she came in entry-level BMW yet to the promised joy of driving. Agile handling out dynamic handling her - the drive of the BMW 116i, a torquey weak and unwilling rotating four-cylinder with 1.6 liters, made no honor to the name of its manufacturer.
The BMW 116i now has more momentum
Now BMW switches off the engine - not against a small-volume turbo such as Volkswagen with its 1.4-liter TSI, but against a reduced-power version of the two-liter vacuum cleaner that will already come into BMW 118i and BMW 120i used. With 122 hp at 6,000 continue / min, the rated power compared to the previous smaller displacement remains unchanged, but the higher maximum torque (185 instead of 160 Nm) already falls from 3.000 / min (previously 4,250 / min). More thrust at lower speeds - with this increase, the smallest BMW is now moving much more pleasant through the day.
BMW 116i with a test consumption of 8.6 liters of premium petrol per 100 kilometers
In the heavily used range up to 3000 / min, the new BMW 116i is accelerating wishes to willingly without the driver's hand must pick up the gear lever. Even at higher speeds, the smooth-running two-liter feels good, you look for them, thanks to the smooth power delivery and precise six speed switchable also like to. But unlike its predecessor it is no longer necessary to move forward fast.
This benefits not least of consumption. In the standard cycle of low-emission after Euro 5 BMW 116i consumes 0.4 liters while more than before, but in practice he is content with less than the inelastic predecessor. With a test agent of 8.6 liters / 100 km ranks the New at the level of the same strong VW Golf 1.4 TSI (The VW Golf 1.4 TSI in the top test). However, BMW recommends expensive Super Plus, because if the direct-injection engine fueled with premium gasoline, which means slight compromise on performance and consumption.
Predicate "recommended" for the BMW 116i
Nevertheless, the new BMW 116i is now rated "recommended" earned within the series. Save the strengths of the short-cut, very active driving rear-wheel drive can not enjoy. With low relative is: exactly 22,000 euros costs of joining BMW - without four doors (750 euros) and air conditioning (980 euros).
Advantages and disadvantages
- smoother and sufficiently strong drive
- agile handling
- exact circuit
- precise steering
- very good brakes
- comfortable seats
- little rear legroom
- high base price
- meager standard equipment
With the Hyundai Genesis Coupe 3.8 V6, the Korean car manufacturer now also goes for votes in German sportscar grounds. Whether the 303-hp and offered at 34,990 Euros top model of the sports coupe to the exclusive competition in this country has a chance of comparison test reveals with Audi TTS Coupe 2.0 FSI and the BMW Z4 35i sDrvie.
"Well, we know at the strong competition even now, as we cut," reads the worried response from the Hyundai press department at the test car request for the comparison test. After the Koreans have long operated the small car and SUV segment in Europe, they might actually occur on the sporting sector significantly more confident. With the Hyundai Genesis Coupe 3.8 V6 be the strongest Hyundai ever offered in Germany rolls out.
V6 naturally aspirated engine with displacement of 3.8 liters, 303 horsepower and rear-wheel drive: The ingredients of the Genesis top model sound as enticing as the food of the Asian favorite restaurants. But the German competition is extremely strong not only in the kitchen, but also on the sports car market. Time for a confrontation: The 4.63-meter-long Asian Two + two-seater hits the BMW Z4 sDrive 35i with 306 hp biturbo and the Audi TTS Coupe 2.0 TFSI with 272 hp.
Hyundai is more than 10,000 euros cheaper
One nil for Hyundai: When it comes to pricing, the new flagship of the Koreans is with a base price of 34,990 euros, well ahead of the competition in Munich (48,000 euros) and Ingolstadt (46,500 euros). But the Hyundai Genesis Coupe 3.8 V6 can keep driving dynamics with the exclusive offers? In bright orange Audi TTS snarls on the runway and immediately wants mimic the top dog. Although its 272-hp two-liter TFSI missing about 30 hp to the rear-wheel drive competitors, but he rolls with traktionsförderndem wheel drive and less weight on the dance floor.
Compared with the Hyundai Genesis Coupe 3.8 V6 (1566 kg) and the Bavarian Pfundskerl BMW Z4 35i sDrvie (1,608 kg), the Audi TTS Coupé 2.0 FSI though with the most slender figure, but he also has increased. So probably the Super Test TTS with manual six-speed gearbox (1,438 kg) and the endurance test candidate with the optional six-speed dual-clutch S tronic (1,444 kg) weighed less than the current, 1,463 kg heavy test coupe with the four rings.
Audi TTS in 5.3 seconds to 100
Stop it with the Heidi Klum-anorexic, the truth lies in the square, pardon on the asphalt. Six-speed dual-clutch gearbox in the S mode, the brake to hold, release full throttle, brake - the Audi TTS Coupe fantastic with Launch Control ansatzlos forward as if he wanted to apply to the motorway police as a criminal hunter.
Brachial, but harmonious at the same time to asphalt and rubber combine to form an inseparable unit. "No power in the slip" seems to whisper the four-cylinder voice during traction hero sprints from the state without power interruption, but with grantigem gear change exhaust popping in 5.3 seconds from zero to 100th
Audi does not keep the aisles
While the engine-transmission unit is a poem in everyday life and often led to rally WP-offs of urban traffic lights, there is on the track light deductions in the B-note for the Audi TTS Coupé. Even in manual mode, the DSG switch box does not keep going. The senseless, self-reliant upshift just before many a braking point ensures slight frown and hectic pulling on the left rocker switch under braking.
Except for this little programming gaffe electronics, the Audi thinkers should devote themselves again in the next revision of the transmission software for Nordschleife and Hockenheim fans, prevails in the TTS pulpit otherwise on the race track a relaxed atmosphere. Playfully without a sweat dancing runs in the Audi TTS Coupe at the border area. The Hockenheim asphalt has been enriched by an invisible fire lane of a show of force.
Audi TTS improved lap time at Hockenheim
Grip, Grip, hurray - as in accelerating the flashy coupe also scores on the fast lap on the small track with an extremely high level of grip. Other plus points in the staccato style? Super direct steering, barely noticeable Einlenkuntersteuern, agile, good-natured but stern swings at deliberately placed load changes, stable brake. With a lap time of 1.15,5 minutes, the current test candidate even activate Sport mode, the current TTS best time of 1.16,1 a loosely.
After pressing the sports key (even lower rolling motions by Firmer damper settings of the adaptive suspension as well as more direct characteristic of the steering), the Audi TTS coupe conjures even a lap time of 1.15,2 minutes. While the 19-inch cast aluminum wheels were equipped with the last time trial with ContiSportContact 3, Audi sold this time on Toyo Proxes T1 Sport tires.
BMW is more comfortable than sporty
With such performance envy comes to the BMW headquarters in Munich. At most visually and in terms of processing a solid athlete has succeeded here. Only someone who is on the boulevards of major cities on and drive off or secluded convertible exits including iPod is one of the most important values of a sports car, is 35i happy with this BMW Z4 sDrive. But for the hardcore faction at the Nordschleife meeting in the Pistenklause are definitely other issues.
Already the single review of the Z4 sDrive 35i hinted evil. With 1,608 kilograms weighs the available only as a retractable hardtop roadster Z4 200 kg more than the comparable three-liter Coupe Z4 3.0si of the first series (E85). In a future Z4 series, the weight spiral should urgently turn back down, because by the tragic values on the scale traditional Z4-trailers have to cope with pain Full in terms of race tracks capability now.
Despite 41 hp more, only two tenths faster
Stagnation means regression: With a lap time of 1.17,6 minutes it still creates the three-liter twin-turbo BMW Z4 sDrive 35i with 306 hp straight, beating just under the lap time of the coupe with 265 horses (1.17,8 min) from the Super Test of 2006. In addition, the current 35i with 17-inch standard wheels is exactly as fast as the also equipped with dual-clutch transmission test car from the June 2009 - but went with optional 19-inch wheels, but also Bridgestone Potenza RE050A at the start.
Nothing has changed: The driving behavior of the BMW Z4 sDrive 35i reminds itself activate ESP and driving program Sport + not a sports car. Even with the criminal solid damper tuning the suspension is too soft and comfort-oriented. Under braking the vehicle mass pushes with noticeable pitching over the front axle. The subsequent turning in accompany pronounced understeer and rolling movements about the longitudinal axis.
Audi's chassis is designed sporty
Even to move with a significantly higher air pressure at the rear axle, the rear of the BMW Z4 sDrive 35i something to co-steering the attempt, the Bayern Bub not even considered and remains its understeering line faithful. How much the BMW Z4 sDrive was trimmed comfort, also shows the strong time difference activate ESP in the driving modes of the so-called Dynamic Driving Control, with the characteristic of the damping force can be varied.
While the BMW in Sport + mode to run in said 1.17,6 minutes around the small track, he takes in normal program significantly more time (1.18,4 min). The Audi TTS Coupe 2.0 TFSI shows here with three tenths of a second difference between the sports and the normal mode of the adaptive chassis that its chassis base is designed to be much more sporty.
Plus for BMW: good sound and practicality
While the Audi TTS in everyday life like hopping over transverse joints, here is the BMW Z4 sDrive 35i convinces with significantly more ride comfort. In addition to the pleasant everyday driving the Z4 sDrive can at least shine with his sonorous murmuring six-cylinder with twin turbochargers. Unlike the BMW 135i Coupe, the Bavarian car manufacturer here are the internally called N54 Three liter engine and not as in the ones for cost reasons only on the mono-turbo (N55).
Hyundai with two engine options
Turbo or sucker? Anyone interested in the Hyundai Genesis Coupe, has to ask this question. In addition to the 3.8-liter V6 is available with the 214 hp two-liter turbo from 29,990 euros a price more delightful variant.
But when cutbacks Asian controllers to strike once begins, it is mainly in the cockpit usually quickly sparse and uncomfortable. This is no different even when Hyundai Genesis six-cylinder. For the loveless processing of Koreans in the press landscape has been related to legal beating. Who wants to save as a customer and a Hyundai Genesis Coupe anschafft, must be content with a lot of cheap plastic and an interior with 90s chic.
Genesis undercuts factory specification in the sprint to 100
The seats, however, convince with a good seating position and provides excellent lateral support. Clack. Per start button of the Hyundai driver wakes up the six-cylinder short stroke with variable valve timing. Grumbling, the Hyundai Genesis Coupe 3.8 V6 senses his chance to use the BMW weaknesses. The signs are good: With 1,566 kg of the Hyundai Genesis has more than 40 kilos less than the BMW Z4 sDrive drag.
With rougher throttle response, the Korean Hyundai Genesis Coupe sets with optional six-speed automatic with torque converter lockup clutch (supplement 1975 €) vigorously going on. Thanks to good traction he has in the sprint race from zero to 100 km / h in six seconds its factory specification by three tenths. From the 18-meter slalom: Just tired 66.3 km / h are the result of hardening around the central position power steering.
Can Hyundai BMW beat?
After the first two stages to give in Munich already erfolgsgewöhnt the first white beer - a Hyundai may just yet a BMW not hold a candle. Wait! The Hyundai Genesis Coupe is fighting namely doggedly. A first exclamation gen BMW headquarters puts it at the standard brake standings. 36.4 meters after the tenth braking from 100 kph to a standstill, and 147.4 meters from 200 km / h, there's the first package for the Z4 (100 - 0 Warm: 38.0 meters 200-0: 152.0 meters) by the two + two-seater from Korea.
From the race track. While the Hyundai Genesis Coupe stands out in everyday life with the stiff-legged and blustering suspension tuning, and some very early ESP control attacks, the anticipation of the small track of Hockenheim is great. Finally, the Hyundai Genesis has proved its racing prowess in the same-make cup racing series already including in the context of the first Formula 1 Grand Prix in Korea.
Genesis does not have to hide from competition
A casual touch of a button, and the electronic stability program keeps nap. At Hyundai, no complicated buttons choreographies are necessary so that the ESP is turned off. So we like to. With identical Bridgestone rubber as the BMW Z4 sDrive the Hyundai Genesis Coupe runs elated from the pit lane. Except for the slight Einlenkuntersteuern the border of the Genesis 3.8 V6 convinced otherwise on the track with its good balance.
noticeable side slopes as in the BMW Z4 sDrive not all part of the program to the limit - here the hardness of the chassis fits. On targeted load changes or the deliberate use of gas change of direction can be clarified by well-manageable oversteer. A limited-slip differential ensures traction. Only the hardening like with the slalom on the track in tight corners and steering corrections steering annoying in some cases also the fast laps.
Looking at the lap times meter is still no reason for discontent in Korea. With a lap time of 1.16,3 minutes, the Hyundai Genesis Coupe in the BMW Z4 sDrive 35i outclassed at Hockenheim with a lead of 1.3 seconds. By now, the wheat beer mood should be thoroughly passed in Munich.
Whether the Toyota Avensis 2.0 D-4D Life after the facelift, including an optimized two-liter diesel, chassis and infotainment, now stalks better by the middle class, clears the test.
What is missing is just uniform with peaked cap - then the image of the automotive service man would be perfect. Already previously the Toyota Avensis not exactly counted in beautiful Carina tradition to show stars. The current facelift including markanterem grille and headlights including daytime running lights will change this situation.
With just under 4.80 meters exterior length in the middle in the area of the utility value of middle-class station wagons, the trunk of the Toyota Avensis still holds 2.0 D-4D 543 to 1690 liters - easily loadable and clean structured with fold eyelets and an easy to use partition net.
Four people travel comfortably on something schaumstoffigen seats, must in the spacious rear seat can even loll a little. Toyota front we value touch of style and ease of use: clean lined dials, clear buttons and controls, on-board computer in monochrome, no Sperenzchen. The partly newly designed surfaces in the Toyota Avensis 2.0 D-4D are glare-free soft foam plastic, decorated with sooooo little chrome.
Touchscreen Toyota Avensis 2.0 D-4D Life series
But what really pop there is then the infotainment touch screen, rear camera, iPod connectivity and Bluetooth functions. It is standard on the version of Toyota Avensis 2.0 D-4D Life for 27,800 euros, only the navigation module costs 550 euros extra, provides for voice control. However, the message reader SMS remains the top version Executive Reserved. Unlike the modified 124-hp two-liter diesel, in which a new turbocharger, the two-part oil sump and the lower friction timing chain to improve driveability and fuel consumption.
And indeed, the Toyota Avensis 2.0 D-4D like a relaxed, steady power output for a tiny turbo lag and a precise six-speed circuit with a matching translation. Less encouraging: the refinement of operating at 2,000 bar injection pressure diesel. Until the steering wheel tingling vibrations and prominent nailing recall to the diesel principle.
Fun of the smallest Avensis diesel anyway, especially as the smooth, sufficiently precise steering even invites to subtle curve adventures. In the suspension of the Toyota Avensis 2.0 D-4D, it would, however, still quiet have been a bit more fine tuning. She works firm, says indignantly, sometimes tends to Stuckern. Not bad, but noticeable. On the other hand - such a firm handshake can not hurt to a service man.
Advantages and disadvantages
- Generous space for passengers and luggage
- easy handling
- clear Instruments
- homogeneous power development
- appropriate performance
- precise shiftable transmission
- good standard equipment
- inexpensive navigation module
- Moderate refinement
- stiff suspension
- limited seating comfort
- some simple material appearance