BMW 750d xDrive, Porsche Panamera 4S Diesel Test: Luxurious diesel sedans in the comparison test

New Porsche Panamera? Must be measured against the 7 Series BMW - clear. In comparison testing, the Panamera 4S Diesel meets with four-liter V8 biturbo on the 750d xDrive four-charged three-liter straight-six diesel.

23/12/2016 Sebastian Renz 4 comments

To perfection? Simply forever along the asymptote. And so welcome to a little trip to the mathematics that brought us the concept of asymptote - a function or just line namely, the other continues to approach infinity, but never touched. So you also the pursuit of the developers of the Porsche Panamera and BMW 7 Series have to imagine - perfection is not a destination, but rather a striving for the unattainable.

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comparison test BMW 750d xDrive, Porsche Panamera 4S Diesel
auto motor und sport 26/2016
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Endurance test balance of the Mazda 3 MPS: The Mazda 3 MPS brings 50,000 kilometers reliable behind

After more than 50,000 endurance test kilometers, the final certificate for the 260-hp Mazda 3 MPS turns out very pleasing: The bright red four-door has always been a faithful companion. He shone with good manners and impeccable reliability. he made the bargain of fun - thanks wuchtigem turbo boost.

05.01.2009 Claus Mühlberger Powered by

Mazda is one of the few automakers who give themselves in terms of motorsport in this country almost abstinent. All the more surprising that the Japanese, the sportiness energetically move their top models in the foreground. 260 hp! This is the main argument used by the Mazda 3 MPS is fighting in the compact class for recognition and buyers. In sports car the bright red Japanese presented to more than 50,000 kilometers his talents. With a good result: it is good not only for brisk spurts, but his foster fathers have also trained him best endurance qualities.

He made no Sperenzchen at its half-year visit in the sport auto. Only once an MPS pilot was irritated by a yellow warning light. But it was a false alarm: The electronics is in good health, reported the workshop for a thorough check of ignition coils and connectors - and posted the case as a guarantee. The daily contact with the Japan-Dreier was mostly very enjoyable. Responsible for drawing primarily the gem under the hood. The 2.3-liter turbo engine is full of power: With 260 hp, it mauled the front wheels, which often have no other choice but to quietly whimpering begging for a merciful foot on the accelerator.

The turbo has character

The supercharged from Japan is a turbo of the old school: he has no intention to deny its essence. follows on the accelerator command - only once not much. Then the bang comes. Fractions of a second later, it then proceeds violently. If the Turbo can ditch the hammer, the driver should grab the steering wheel when accelerating in the lower gears firmly with both hands: Because he learns immediately in practice, which mean driving impact on the steering. The MPS tugs and jerks - and because the differential lock has its share. She improves traction in tight corners, but is also responsible for the complained fidgeting.

For this, the MPS shines with best measurements: At the end of the endurance tests he stormed in 6.4 seconds for a 100 km / h mark - four tenths faster than at the start of the marathon. Should the MPS during start not so desperately struggling for traction, certainly would be a value below the six-second barrier in it. In terms of revving the 2.3-liter Mazda are not quite as readily as, for example, the 2.0 turbo in the Opel Astra OPC. Above 5000 rpm it acts more like a group N-motor, which is choked by an air restrictor. Smooth operation and noise there is nothing to quibble: The MPS is a quieter option.

The MPS is not Krawallbruder

The huge exhaust pipe in large-caliber gun barrel design is merely appearance. Acoustically the MPS is by no means brushed on riot. The six-speed gearbox of the MPS worked flawlessly - precisely and smoothly. But the tremendous torque - 380 Nm of tight - makes too frequent reloading of the gear ratios quite superfluous. Anyone who works a lot, also has much of an appetite. The Mazda 3 MPS unfortunately this is especially the case: Hardly any other compact car, the driving style affects sustainable on fuel consumption: on average, the MPS had taste 12.2 liters per 100 kilometers.

Less than ten liters are feasible, but only in very subtle gait. The maximum consumption was - one is ashamed almost, to write - just under 28 liters. The parameters for this: continuous full power, tachometer 270. However, such a high pace makes only limited fun in MPS: For one thing, it does not beget just of great cleverness to run petrol stations in 50-minute intervals and then set about 80 euros on the counter to have , Secondly, the MPS on the top speed range is behaving a bit strange, "Torkeliges handling in fast motorway bends", was noted disapprovingly in the logbook. Another pilot even complained: "Drives like a rocking horse." Most colleagues found this greatly exaggerated.

The steering is not optimal

There was general agreement in the newsroom but the fact that it could be better ordered the accuracy of the steering. Well ordered is the brakes: The 3 MPS always managed to delay values ​​beyond the 10 m / s limit. Even after several fast laps around the track, the system did not go to their knees. During excursions to the Nordschleife, the Mazda presented as a handy sports equipment: the normally predominant easy pushing over the front axle can be transformed with targeted gas Lupfen in a slight pivoting of the rear end. The ESP intervenes only very late.

The interaction between man and machine is also on long distances very harmonious, thanks to good suspension comfort. And thanks to seats that offer plenty of lateral support, even though they are not Pokneifend shaped. The exceptionally large adjustment range of the steering wheel and furniture makes for a seating position that is much more mature than most other compact racers. The available space in the second row and in the cargo compartment sets new standards: Here is noticeable that the Mazda by 22 centimeters longer than an Audi A3.

The body design of Japan triad follows the typical Japanese design. A bead here, an edge there, to a good-natured, rather nothing meaningless dozen face that only gets through the large, lurking in the basement cooler throat a bit grim painting: No doubt, the Mazda 3 is a bit long in the tooth. After only five years the successor is therefore already in the starting blocks. In December, will be unveiled at the Bologna Motor Show, the new Mazda third Three months later, the Japanese present the MPS version on the Geneva Motor Show. Exciting styled with smooth ironed dress and body stocky stub tail it's because of the new. And so now fits the appearance of the MPS to the well technology on the inside of the compact, four-door racer.

Audi R8 5.2 FSI Quattro with 525 PS: super sports car with V10 mid-engine in the test

Only air and love the Audi R8 5.2 FSI Quattro, of course, is not running. But when oxygen and super inflame Plus in the ten combustion chambers of its central engine, accountants heart itself is hot.

28/04/2009 Jörn Thomas

It is a mild late summer, frequented the highway sporadically. The Audi R8 4.2 FSI also basks at around 250 km / h in his comfort zone, his driver. Cuddled in the leather-pseudo-monocoque of the Audi R8, in a firm grip of the sports seats, both flow away. The driver in a casual concentration, the Audi R8 in casual perfection. From time to time a glance in the rearview mirror, only pro forma. Who will ever come?

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Single review Audi R8 5.2 FSI Quattro
auto motor und sport 09/2009
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Mercedes V-Class and VW Multivan T6 in comparison: duel for the bus crown

Since 1950, the VW Bus is touring through the world history. Now, the sixth generation that seems to us very well known coming. Instead of making all things new, the developers wanted to perfect the T5 base. Is that enough to pass back against the V-Class?

23/11/2015 Sebastian Renz

The development of pretzels must apply completed as far as possible. It's all the old woman for years. Despite all the innovative power of the German Bakers neither technically nor stylistically decisive innovations have shown. If we think it is the essence of innovation is that it brings a new, same goes for the Multivan. 2003 launched the T5. By no means hastily announced VW in 2015 to the new generation. Which now stands here differs at first glance little from T5. Is that enough against the V-Class?

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comparison test Mercedes V 250 d Lang, VW T6 Multivan 2.0 TDI
auto motor und sport 21/2015
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Alpina B12 5.7 in the test: compromise between sport and comfort?

Those looking for something better BMW, has traditionally been at the right place at Alpina. However, while the compact 3 Series at Alpina decidedly sporty designed operator's cars are also the claims of possible passenger comfort and refinement must naturally be taken into account when B12. The test clarifies whether the compromise has been achieved.


But the fact that the best is the enemy of good, small Buchloer Alpina owes its existence - and of course the fact that, undergone an intensive treatment and matured for Alpina BMW models are actually even better than the originals from Munich. Better - that is of course a spongy term. What Alpina understands, demonstrates probably the most impressive of B8: This single serial 3 with eight cylinders has decided more power, better handling and more individuality than the top 3 M3 from BMW's price list. Can this recipe also the B12, the equivalent of the BMW 750i, work? The framework for the effort to see at first glance, not so good. Once the BMW 750i is already a very good successful car. Then there is a motor with more than twelve cylinders neither available, nor would it make sense. And for a generously measured displacement increase is also missing the place as for turbochargers along with intercooler. In addition, the buyer of the expansive sevens sedan are quite different claims than that of the handy-agile 3 comes before everything else. He is absolutely the key to B12: Specifies rankles him that loosely dependent him at traffic lights start a Mercedes S 600th Ergo the B12 must iron out this shortcoming.

He does it with a considered on its almost ridiculous increase in capacity by nearly five percent. In addition a freer breathing through generous cross-sections of the intake and exhaust paths and a somewhat larger valve lift. A sharper camshaft and the plus requirement on the value of 10.5 Super raised compression complete the catalog of measures. The result is 60 extra horsepower. In order for the B12 on paper by seven hp (and around 6,000 marks) remains below the Mercedes target. But the Untertürkheimer product finally tried more displacement and twice as many valves - and it needs to haul much more weight. Thus one of the task can be checked off as solved part: the Alpina-pilot can not only BMW 750i, but also the Mercedes S 600 consider during acceleration as you desire in the rearview mirror. This applies even more on the highway, where the unbridled B12 just over 280 km / h fast if needed, while the competition is governed at 250 km / h. That the accelerator when the B12 is so much fun, but still has a few other reasons. Where the driver of a 750i often suffers under the tutelage of the wayward electronic control of the standard automatic transmission, he looks at the Alpina his desire for an always predictable and almost perfectly functioning gear answered. Only one circuit program instead of the four BMW, but that is optimally adapted to the motor, always willing represents change gear safe. Thus, the transmission control is never sluggish and because of the alleged unsportsmanlike driving in a traffic jam so the car tired. On the contrary: Even before the accelerator pedal is fully depressed, the B12 turns precaution quickly down a gear, with the short-term reduction in power to suppress the shift shock in the ears of the driver as a promising "One moment, please" sounds. Then the B12 rushes sports car style of it, accompanied by a distant rumble of thunder from the four tailpipes.

Although the Alpina again visits the speed-friendly higher gears at a reduced power demand without further ado, the speed level is still slightly higher than the BMW 750i, which is reflected in the test consumption of 17 liters of Super Plus. Those who buy the B12 primarily to save fuel, is the resort half preferable to the possibility of the transmission and manual operation. This may, as in the meantime introduced by BMW Steptronic, conducted by briefly moving the selector lever after it has been placed in the left of the two switching levels. In B12 also a pressing one of two buttons, which are integrated in the steering wheel of Formula 1-style sufficient thanks Switchtronic but. This creates advantages especially in rural traffic, where both hands can always remain on the steering wheel. In city traffic with larger steering angles but the buttons can be mistaken before. So here is recommended rather the handle to the gear lever. Should he be in the rush forgot once, but that's not the end. Even now, the transmission control respects the speed limits of the engine, and from awkward situations helps here kickdown. But back to the steering wheel. His real and most important task in Formula 1, not shifting, but the steering. The fact that this is a more pleasurable affair than in series BMW is due to a few modifications that had to endure the chassis. Shorter and firmer springs leave the B12 front 25 and rear come along crouched by 10 millimeters. but the unadjusted series shock absorbers make sure that degree of comfort that the seven-customer expects for himself and his passengers in an Alpina. And if the meaning stand him occasionally for a few extra fast laps on a race track, he can still cause the damper push of a button to a hard pace. That prevails when driving in B12 the impression rather sit in a cake and to direct half a ton less through Verkehrsgewühl, but is also the merit of two accompanying measures. The smaller steering wheel makes the steering ratio appear more direct, and huge 20 inch tires put even the smallest steering movements unusually spontaneous and exactly in a corresponding change in direction.

Thus the repertoire of the front 245 and rear 275 mm wide tires is not yet exhausted. They are also responsible for extremely high lateral acceleration values ​​that reached the B12 with a neutral and completely unproblematic self-steering behavior. Even if the driver once underestimated a curve, the Alpina remains critical. He then pushes evenly over all four wheels and brakes off it. And even in such situations, he still responds to steering corrections by the driver. The almost foolproof handling is of course only given as long as the standard traction control is activated. If it is off, the B12 is also photogenic drift angles of any size good - provided the driving skill of the pilot holds the potential of the Alpina step. The lush tires has a positive effect during braking, as Alpina is clearly demonstrated. Even under braking at speeds above 200 km / h are possible delays that are greater than the acceleration due to gravity. So excellent values ​​otherwise achieved only a handful of select sports cars, especially the Porsche Turbo. Even more impressive is the fact that even high loads on the brake system hardly can harm. After ten full braking from a speed of 100 fully laden cars - and those are the B12 2.5 tons - still result values ​​of over ten m / s2. The most surprising here is that the braking system fully meets the series, the improvement over the determined not bad braked BMW 750i is solely attributable to the wide tires and thorough ventilation of the brake discs by the large light alloy wheels. Only the brake pads are to continue a modified soft variety, in order to eliminate the high stress occurring during humming. Who now believes tires Series 40 (front) or even 35 (behind) would inevitably lead to poor comfort, looks pleasantly disappointed. The B12 runs cleanly straight and shows no tendency to be swayed by this road bumps. The rolling is remarkably good, transverse joints and paving streets of the Alpina-driver identifies more with the ear, as he feels it. Of course, the suspension comfort, when driving through potholes, slightly worse than car from Munich, but considering the sporty driving characteristics of the B12 is also on this point convincingly succeeded. Nevertheless, the very good series 750i and the Alpina surcharge of almost 50 000 marks make it somewhat difficult to classify the B12 as an example for enjoyment without regret - with one exception. The electrically heated catalysts of B12, for superb emission values ​​(see Issue 7/96), wipe even the hint of a bad environmental conscience simply gone.

Advantages and disadvantages

  • Spacious, luxurious body with Volleder- and Edelholzausstattung
  • spacious boot with electric closing aid
  • comfortable seats
  • electrically heated in the rear
  • Compared with the BMW 750i reduced by 30 kilograms of payload,
driving comfort
  • Given the sporty driving characteristics excellent suspension comfort
  • excellent ride comfort
  • pleasant noise level
  • Rough road bumps like potholes are clearly felt by the occupants
  • Cobbled streets audible
  • Cultivated running twelve-cylinder engine with an impressive soundscape
  • perfectly matched five-speed automatic transmission with manual shift possibility
  • Traction control with brake intervention
  • A little louder engine noise 750i than in BMW
driving characteristics
  • excellent braking performance and stability even when fully loaded
  • high lateral acceleration in curves, thereby completely unproblematic handling
  • Demands with deactivated slip regulation increased driving skills attention
Safety & Environment
  • Dimensionally stable passenger cell with high passive safety airbags for driver and passenger
  • pretensioners
  • headrests
  • in the rear excellent emissions by electrically heated catalysts
  • High material consumption slightly higher consumption
  • Given the necessary performance and exclusivity fair purchase price
  • Service after maintenance interval display
  • Unfavorable insurance ratings
  • High tire costs
  • high maintenance costs
  • high depreciation

Mini One and Fiat 500 1.2 8V Ecolog: Two stylish small cars in the comparison test

A new entry-level engine with 75 hp brings the Mini from the glittering world of the lounge fond favorite customers into reality abwrackprämiengestützter sales - and it allows a rational comparison with the Fiat 500th

28/08/2009 Jens Dralle

It's a pity. Since Mini One and Fiat 500 parked in front of almost every email Altstadt-apartment building and the hippest cafes in the cities, not allowing their owners had made macchiato designer furniture and bed thinking about what their car - other than looking good - can actually afford. Finally, it was mostly the design that led to the purchase agreement for signature. Here, both small cars to be taken seriously and rationally and reduces not only on their appearance.

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double test Fiat 500 Ecolog, Mini One
auto motor und sport 18/2009
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Alfa Romeo Giulietta 1.8 TBi 16V QV tested: Italian sports Lady depends on a leash

The Alfa Romeo Giulietta 1.8 TBi 16V Quadrifoglio Verde is the new sporty, agile compact model with Alfa Romeo. Came so far only a small, well-heeled part of the Alfa fans to enjoy the limited, to the legendary racing history of the Italians ATTACHING 8C Competizione, the Giulietta QV assumes this role until the appearance of the Alfa Romeo 4C. And she does it amazingly well and looks still pretty.

07/10/2011 Anja Wassertheurer Powered by

Uma Thurman is slim, racy and elegant. And she loves, if one may give the commercial faith, the Alfa Romeo Giulietta 1.8 TBi 16V Quadrifoglio Verde. So - so the implication of marketing strategists - are transmitted fans who love Uma Thurman, this tribute to the latest Scudetto creation and not just their idol, but also the Giulietta want to be close as a result.

Whether the cause is so easy to be seen again. Especially as the spot comes significantly supercooled as the pronounced jewelry subscribed and more emotional in the wake vehicle. But the fact is that Alfa Romeo a good throw succeeded stylistically with the Giulietta. Also in terms of perceived quality, ergonomics and not least the weight of the newcomer seems (pardon the newcomer - the Alfa Giulietta is the diction of female) a new age.

Hidden in the small Alfa kilos

A veritable athlete is the front-wheel drive with exactly 1,450 kg not, but not as heavy as the GT still the QV no longer comes along. In conjunction with the 235-hp 1.8-liter four-cylinder turbo power to weight of 6.2 kilograms per hp reaches a respectable value. This gives us hope for the measurement day.

First, however, it is important to feel the four-door model in daily contact on the tooth. Pronounced complacent: the design. The integrated into the rear window frame handles of the rear doors like as well as the slightly uphill, dynamics mediating sidelines and narrow tapered tail lights. But the cars of the brand could be seen almost always. Only the processing in detail did not hold up reliably, which promised the charming shell.

Inside and out, a beauty

This is in the Giulietta QV different: Dark brushed aluminum on the instrument panel, a central flat, edged with aluminum fittings and knobs, pedals and shift knob of the same material sprayed noble rank.

The sitting position on the surcharge leather-covered, well-contoured sports seats like. The frog posture of earlier years is passé. Via the respective form on the day of his four-wheeled accompanied the driver decides on the center console. There, the control center is the Alfa Romeo D.N.A. baptized electronic stability program. Using a toggle switch, the temperament of the Giulietta can vary the situation.

Thirsty: 14.8 liters for 100 km

Between A for All Weather, N as normal and D Dynamic anything is possible. To top form runs relatively small volume and aufwartende in the sequence with a specific power output of 135 hp considerable turbojet course only in dynamic mode on - has what consequences. Firstly, because we may otherwise not move the Alfa, apart from too adverse weather conditions, on the other hand, precisely because this passion has unpleasant consequences.

The almost exclusively "dynamic" test car driven thirsted in the test means 100 kilometers namely by 14.8 liters of premium petrol. This is truly nothing to sneeze at in this class. "Well," thinks the sport affine compact car fan - "when the inaugural and pulling power of the engine for action shows" - and will be disappointed.

Technical sophistication prevent the races

Not because the engine was underpowered, but simply because he can not, as he can. Since the Alfa engineers rely entirely the blessings of electronics, and the stability program referred to in Alfa VDC is not off entirely as a result, the Giulietta can silver their implied in life skills not on the Hockenheim measuring line still on the small track.

In the acceleration test, the system not only effectively prevented any form of wheel spin, but also a befitting zero-to-100 value. Instead of 6.8 seconds as the work promises to pass on board the test car whose speed 7.7 to 100. In the Zeitenhatz on the small track likewise neither the power nor the setup limit. Again, the cause in the D.N.A. to search.

Giulietta thrilled with sound equipment

The brake is stable, traction tidy, the suspension conditioned sufficiently sporty. However: If not the driver, but the system determines how much gas the engine must assume the research pace narrow limits. The pilot is a passenger. That the Giulietta sold under total value slalom proves with 68.2 km / h average speed of the tires with Pirelli P Zero Rosso Alfa Romeo Giulietta Quadrifoglio Verde make 1.8 TBi 16V few front-wheel drive of something. Man (n) should just be better let off the leash women.


Would have would be if. Normally, such considerations are not very productive. However, in the case of the Alfa Romeo Giulietta QV they impose themselves formally. yet the investments of the front-wheel drive compacts promising quite also in sporting terms. Unlike previous models, the braking system proves to be stable, the steering response is precise and agile thanks to the active dual pinion steering system. That alone is not the intervention to hindering driving stability program VDC in addition to the electronic limited slip differential Q2 thus preventing greater.

Audi R8 GT in the Super Test: Lighter, stronger and faster

The Audi R8 GT goes into the Super Test with 560 hp and slimmed down considerably compared to the basic sports car. But there are not many of him - just 333 pieces - and very few of them will probably ever the Nordschleife can take under the wheels. A pity, because never before an Audi there was so fast on the way ...

04/07/2012 Horst von Saurma Powered by

The Audi R8 GT - so much is anticipated in the Super Test - represented in the sum of its charms a sports car dream like no Audi before and beside him. Besides the familiar virtues of the Audi R8 family and the special appeal of its visual appearance, Audi delivered in the form of the R8 GT is now the crucial arguments that apply in the scene as mandatory trigger an era marked by passion Beziehungskiste. Neither the origin nor the price, not the nominal performance or unquestionably existing attractiveness establish the status of the desirable top model.

Nordschleife lap time impressed

There are, apart from its rarity, raw numbers, bring the Audi R8 GT next highest respect said affection. For example, the determined in the Super Test 7:34 minutes. The short time that the limited edition of 333 copies Audi R8 GT from the now five-member Audi R8 family is estimated for the 20.6 km long lap on the Nordschleife is known, accepted worldwide as the only synonym that the sporty character to describe the comma knows.
The Super Test lap time of only apparently brought in top form for empowering coupe is thus exactly in the time corridor, which describes the crème de la crème of the super athlete. The attached occurred with similar mythical times in the ring for the Super Test competition - the Porsche 911 GT3 RS, the Nissan GT-R, the CorvetteZR1, the Lexus LFA, the Ferrari 458 Italia and the Mercedes SLS AMG - is when enforcing their haste interests with the new Audi R8 GT have their work cut that much is clear.

Everyday use ten-cylinder model

is granted to whom the privilege of being allowed to sit in one of the mounted at quattro GmbH in Neckarsulm cars, will - if he has the requisite qualifications - spontaneously no fundamental changes compared to the Audi R8 V10 FSI notice in the Super Test. The degree of recognition is - say - 90 percent. This could cause a spontaneous little disappointment at that clientele that relies on higher extroversion principle. The impressive, alternately by the firing intervals of 54 and 90 degrees V10 certain acoustic namely differs only marginally from that of the base engine. The ride comfort is felt despite the hinoptimierten to the specific purposes coilover subjectively as little harder.
Even the arrangement of the instrument panel and center console corresponds provided Audi R8 microstructure at least at first glance, the usual-quality, with every conceivable comfort. So it fits into the overall picture that air conditioning, power windows, navigation system with MMI operating logic and a powerful sound system including naturally. In the work offers an optional 465-watt Ten channel sound system from Bang & Olufsen as an acoustic highlight - but this is of course only be envisaged if the appreciation of the efforts that have been used to reduce weight, is rather low.
With all the material and technical efficiency that is clearly visible in the vicinity of the Audi R8 GT test car: door pulls or even bare sheet metal are frowned upon in the Audi R8 GT. Only the optional "Race" package, consisting of the bolt-roll bars behind the seats, four-point belts, fire extinguisher in the passenger footwell and emergency stop switch for the battery, may, viewed from the outside, be taken as a sign of his supernatural powers - unless it be , belongs to the scope of equipment as in the two driven in the Super test models.

Equipment highlights lightweight advantage

That it is precisely this race package thwarted the effort, which has undergone under the lightweight initiative in Neckarsulm, is a piquant anecdote. Its stated goal of achieving a weight reduction of 100 kg, was not the least narrowly missed because of the classic racing staging. Compared to the base model Audi R8 V10 FSI quattro are the bottom line is 83 kg, that of the Audi R8 GT has lost weight in the Super Test. And not miraculously, but by painstaking manual work, which unfortunately in terms of costs suggests hard into the office at all weight-technical efficiency. The price of the Audi R8 GT test car - 214,660 euros - is a painful indication of running under all conceivable aspects initiative.
From the Audi R8 GT total 17, the hand and the eye equally flattering components made of carbon fiber, is an example in the spotlight: The composite artfully made of carbon material and aluminum gear selector lever provides in exclusive designer outfit not only extremely schematically a gem. So, like all the others, very lovingly prepared accessories in the interior of the test car also: Carbon elements on the doors, the tunnel, through the instruments. For this, the made of matt carbon, the cockpit front framing, so-called "monoposto" bend, the neat, flat-bottomed multifunction steering wheel, the red straps and adequately illuminated CFRP door sill trims. The soft Alcantara upholstery that adorns among other things, the headliner and the grandiose in form and function seats is finally classified as a sign of great esteem for the certainly demanding occupation. The excursion into the lowlands of the cockpit has here constitute a special privilege, than the special traits of the sportiest Audi model are evident only via this detour.

No compromises the Audi R8 crew

The Audi R8 GT, although visible and technically holistically subject to the principles of lightweight construction, not a sports car, which requires compromise by its crew. Neither in terms of appearance or driving culture, nor in terms of practicality. That he thus enjoys perfect Super Test both sides of the spectrum, was not expected in this consequence. Accordingly, the aforementioned lap time at the Nurburgring goes through only as the culmination of a particular of the many brilliant achievements Super Test dramaturgy.
At Hockenheim, succeeded the Audi R8 GT, to undercut the 1.10-minute-barrier by four tenths of a second. The driving dynamics measurements in the test continues skilful in the race with all-wheel drive mid-engine sports car excelled not only with excellent results, but - nothing comes from nothing - with a ride first class. This reveals that the power increase of 35 hp compared to the Audi R8 V10 FSI you take for their uplifting effect have loved to, even though they do not cause the dynamic driving talent in the sum.

fall under the heading of "Fahrbahrkeit" one in the super test of the Audi R8 GT a lot of sub-functions, which all contribute a lot more to be able to perform the 560-hp two-seater on the front row. The neutral self-steering response and high grip on the rear axle - a credit to the Pirelli Corsa sports tires - are representative of a number of extremely goal-oriented functions. The permanent all-wheel drive comes in this environment for the first time in convincing style in Supersport profession.

Safe driving behavior by wheel technology

The central viscous clutch, placed at the front differential, distributes the forces of the V10 during normal driving in the ratio 15:85 between the front and rear axle. If necessary, the coupling sends up to 30 percent of the torque to the loaded with 42.8 percent of the total weight front axle of the Audi R8 GT within a few milliseconds. The additional mechanical slip differential on the rear axle achieved train 25, wherein 40 percent shear locking effect. Or, in other words, the sleepwalker safe driving behavior could possibly be damaged if a pilot would take place in the beautiful racing shells, the suspects behind the term g-force a military company.

Nürburgring Nordschleife 7.34,00 min
maximum of 10 points

Start, drive off - feel at home result is a lap time on the Nordschleife of 7:34 minutes. The driveability of the Audi R8 GT in the Super Test is hard to beat - a result also of an extremely neutral self-steering behavior. In the test, the steering is direct and always remains unaffected by the vertical wheel movements. Thus gaining the target accuracy. Even fast passages are so relaxed mastered the Audi R8 GT. The traction is almost like a force-fitting teeth. The brake works sovereign. The V10 engine is a grand master of his craft.

Lap Nordschleife, Audi R8 GT, Super Test
Hockenheim-Ring Mini Course 1.09,6 min
maximum of 10 points

The Audi R8 GT achieved in the Super Test a lap time on the small track in Hockenheim of 1.09,6 minutes. The lateral grip of the Pirelli Corsa can in extreme cases, possibly on the front axle somewhat. In other words: Before the Audi R8 GT breaks out behind, he starts rather easy to push over the front axle. Load-change reactions, with strong wheel learning used to often a topic are the strong Audi R8 GT largely alien. The sooner expectant often noticeable in the test for automated gear changing moments around the vertical axis are almost entirely disappeared. The sound at 8,500 / min: great.

Lap Hockenheim, Audi R8 GT, Super Test
Acceleration / braking 16.8 sec
maximum of 10 points

The factory specification of the Audi R8 GT to sprint to 100 km / h - 3.6 seconds - missed both test car by three tenths. The result up to 200 km / h Super Test, however, is fully in line with expectations: 12,0 seconds. The reason for the marginal, largely meaningless in practice weakness is probably in the not quite perfectly arranged coordination within the Launch Control system. In normal mode, the gear change of the sequential R tronic gearbox are used to, because disharmonious. In "Sport" mode, it gets ground vonstatten. The brake will premiere the Audi R8 GT at the Super Test is now also a perfect response.

Acceleration 0-200 km / h:
12.0 s
Braking 200-0 km / h:
4.8 s
wind Tunnel
maximum of 10 points

Compared with the base-V10 the aerodynamic characteristics by the visible measures at bow and stern are significantly improved. The rigid rear wing of the Audi R8 GT produced in association with the large diffuser an output of 231 Newton. The new front splitter with double lip also causes output together with the two curved flics at the corners of the front: 78 Newton. The straight running performance convince up to the highest speed ranges of up to 320 km / h. However, this is not solely on the output values, but may also help calm strongly contributing steering are attributed. This works unimpressed by the car's wheels.

Front at 200 km / h
8 kg output
Rear axle at 200 km / h
24 kg output
lateral acceleration 1.40 g
maximum of 10 points

ZR 19 front and 305/30 ZR 19 provide on the rear axle together constitute a slightly tail-heavy weight balance, a principle well conditioned wheel drive, a low center of gravity, the aerodynamic downforce and not least the sport tires of type Pirelli P Zero Corsa R02 in size 235/35 the requirements for high lateral acceleration. The roll and roll tendency of the Audi R8 GT is minimal thanks to a stiffer spring and damper rates. The suspension and roll but is hardly felt in the Audi R8 GT worse than the Audi R8 with "magnetic ride" - suspension.

36-meter slalom 141 km / h
maximum of 10 points

The Audi R8 GT is the 36-meter slalom extremely docile in the border area, while sensitively and comprehensively documents responsive to the slightest steering movements. From a roll or roll tendency is to feel nothing. The grip level is inspiring. The load change reactions are reduced to a minimum, which naturally greatly simplifies the approach to that limit. The 16.3: 1 ratio, of course, power-assisted rack and pinion steering is evident in all directness completely insensitive to the vertical wheel movements on the steering axle. In other words, the steering remains calm and does not develop its own.

change test 157 km / h
maximum of 10 points

When pointed Umsetzmanövern by "mitlenkt" minimal with the rear of the Audi R8 GT is next to high obedience to constructive help. Serious attempts to escape via the rear axle does not occur. The trend of four-wheel drive is more oriented toward understeer tendency, which has significant advantages in terms of driving safety. The transitions from the slight excess in the gentle understeer tendency run smoothly and harmoniously, are therefore easily controlled. The Limit "work out" to, is a pure delight

wet handling
maximum of 10 points

With the optimized on a dry grip Pirelli tires Corsa GT, the Audi R8 can not score in the wet asphalt at 12 degrees temperature. The grip level is limited, wherein the limit with gentle adhesion loss announces on the front axle. On corner exit, the slight understeer converts analogous to the accelerator pedal position in oversteer. but scares remain off. Due to the smooth transitions all is well manageable. The good brake response in wet conditions is easily marred only by the somewhat coarse regulating ABS.


maximum 100 points

Even if you look dispassionately approaching the new sporty secret weapon from the lightweight center of Quattro GmbH, the heart goes on. Spontaneous impression that through the lush, so anything but spartan amenities dynamic driving talents could be hindered in their development, deceptive enormous: The fantastic lap times of the Audi R8 GT in the Super Test, specifically on the Nordschleife, speak for themselves. It is certainly not just a lever, which was moved here with the aim of giving the fledgling Audi R8 series a breakthrough - but many. The lightweight concept with the aluminum space frame structure as a basis has been a visible and meaningful circulated throughout environment. The positive effect on the weight balance is highly visible - and always felt. What makes the Audi R8 GT so desirable is its remarkable amiability. This is not uncouth macho move, but a highly athletic Beau with at that perfect manners.


Even if you look dispassionately approaching the new sporty secret weapon from the lightweight center of Quattro GmbH, the heart goes on. Spontaneous impression that through the lush, so anything but spartan amenities dynamic driving talents could be hindered in their development, deceptive enormous: The fantastic lap times of the Audi R8 GT in the Super Test, specifically on the Nordschleife, speak for themselves. It is certainly not just a lever, which was moved here with the aim of giving the fledgling Audi R8 series a breakthrough - but many. The lightweight concept with the aluminum space frame structure as a basis has been a visible and meaningful circulated throughout environment. The positive effect on the weight balance is highly visible - and always felt. What makes the Audi R8 GT so desirable is its remarkable amiability. This is not uncouth macho move, but a highly athletic Beau with at that perfect manners.

Driving pleasure:
10 points
Suitability for everyday use:
7 points

Tiguan, Q3, X1, Tucson, Sportage, GLA, CX-5: Can assert Tiguan, the new VW?

Once a year it comes around in Rome. Then the chief editors of the international meet Auto Motor und Sport-Offshoot to Test Drive. This time must prove to them the new VW Tiguan, if he remains the boss in the compact SUV. Not an easy task against the rivals from Audi, BMW, Hyundai, Kia, Mazda and Mercedes.

09/05/2016 Sebastian Renz 1 comment Powered by

We never hesitate to pass on seemingly useless knowledge: 2008 Leonardo da Vinci-Fiumicino Airport was the Europe's seventh busiest airport. Although it can because in the end always elicit some surprise when about the early machine from Munich landed just as planned, we strive to support the Aeroporto with increasing passenger numbers. Since 2014, the editors of the international auto motor und sport spending fly here - for Test Drive on the Bridgestone Proving Ground near Rome.
Why do we compact SUV a top priority, is easily explained: VW Tiguan and Kia Sportage are very, BMW X1 and Hyundai Tucson almost new. To the established Audi Q3, Mazda CX-5 and Mercedes GLA. So go ahead, it comes to Rome and honor.

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compact SUV Audi, BMW, Hyundai, Kia, Mazda, Mercedes, VW
auto motor und sport 09/2016
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Renault Espace Energy dCi 160 EDC in the test: From the depths of space

The Renault Espace is reinventing itself from scratch. But if that one must, then. Especially if it again comes out a car that is not only unique in that you will understand it is not the same when he is starting in May with prices starting at 33,550 euros from the merchants.

04/01/2015 Sebastian Renz

This is it, the new Renault Espace. And, already, that's enough when it comes to classify him. He is what he is. And has been since 1984. He likes to be shown as the first European minivan, which is not wrong, but also not really true - a rapprochement. For already 31 years ago, he managed to confuse people, for many nothing has changed even after four generations. And who has got used to the Espace, who said to know him, can it now all over again to get to know. Because it is brand new, topsy like about it.

Nevertheless, the new Renault Espace but assumes some basic ideas of his ancestors. This includes Siebensitzigkeit. However, the five rear seats no longer be in a casual variability around slide on rails in the rear compartment and trunk. Only the three, a little narrow, second-row seats move forward and back. Behind it there for between 800 and 1200 euros (depending on equipment) two seats that fold flat into the cargo hold where they are best - rich in series three knee, head and leg room at most for a short short distances.

Renault Espace
Fahrbericht Renault Espace 2:37 min.

Less trunk, more room for comfort

Also in the trunk of the new Renault Espace lack of Containerhaftigkeit earlier - because the going is now the lower rear. 14.4 centimeters lower the Espace grabs now of 247 over 680 to 2035 liters in the trunk - depending on how many of the rear seats are folded down. They fold either via button in the cargo hold together or on the new infotainment system. The on-edge touch screen with additional rotary handle on the center console also manages navigation, massage seats, the new and very extensive range of Assitenzsystemen, telephone and the different driving modes. They regulate characteristics for damper, power steering, air conditioning and engine. The four modes Eco, Normal, Comfort and Sport are clear apart.

New Renault Espace with four-wheel steering and twin-engine

Thus, the new Renault Espace plugged in Comfort mode bumps gently away, jostles with its 19-inch wheels but short bumps. In normal that bit of swaying from the prudent driving behavior disappears. In sports, it is then tightly unnecessary, but hardly more agile. Thus, the optional four-wheel steering improved (the rear wheels steer a maximum of 3.5 degrees in parallel to or opposite to the front) turning circle and driving stability, but hardly handling. Now this is indeed fixed than its predecessor, but this is not a great art. For this, the steering offers something little feedback.

Slightly less is now available to engine range. Renault is content with the engine capacity of 1.6 liters - both the 200-hp turbo gasoline engine from the Clio RS (just me seven-speed dual clutch transmission, from 38,450 euros) as the two power variants of the turbo diesel. The weaker has 130 hp (from 33,550 euros) to 4.5 l / 100 km manage and is tied in with a manual six-speed gearbox.

The more powerful diesel bring two turbochargers to 160 hp and 380 Nm (from 40,150 euros). as it is for petrol as the only transmission is a Doppelkupplungsbox available, but here with six gears.

When starting the diesel is not strength from the depth of displacement. Then he places vigorously and cultured going on, while the transmission gears nachlegt absatzlos. With NOx storage catalytic converter the diesel meets the Euro 6b standard. The performance, informed Renault, are at the level of the old two-liter diesel with 173 hp, the consumption up to 23 percent lower.

Lighter, more economical, cheaper

This is also due to the lower weight: Up to 250 kilos less, the new Renault Espace will be less than the old one. He undercuts also in prices - mainly because the basic equipment Life is already decked rich, among other things, with all-LED headlights, navigation and climate control. There is now an option an extensive arsenal of assistance systems, including for the first time at Renault a Abstandstempomat (40-140 km / h).

Not least is the special care in material and workmanship quality that this car is special for Renault. It is precisely the Espace.

BMW 320d and Mercedes C 220 Bluetec compared: permanent duel of clever diesel

Reassuring that there are constant - like the rivalry between BMW 3 Series and Mercedes C-Class. Now in its fourth decade, and a new round, this time contact C 220 Bluetec and the 320d the most popular and smartest diesel on.

25/08/2014 Sebastian Renz

It feels as though the understanding of the incentive effect of a deep rivalry increasingly lost. Thus the word competitor was probably replaced in the marketing Scrabble by the term Marktmitgestalter, who now constantly appears in PowerPoint presentations. Let us, "after all, they prevent us lie down on the lazy" prefer to three times Pulitzer Prize winner Thornton Wilder, who said that they had a lot to thank his enemies.

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comparison test BMW 320d and Mercedes C 220 Bluetec
auto motor und sport 17/2014
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baked Cross: VW Cross Polo

With modified ingredients VW has re seasoned the Polo. Due to the unexpectedly high sales of the first edition of the high-set Polo Fun, VW offers from early March to the CrossPolo. A travel report with the base gasoline engine for 15,150 euros.


After Fun Cross comes, at least at VW. With the first edition of the high-set Polo Fun VW has landed a surprise coup and sent 11,000 copies among the people, although only 4000 pieces were planned. This success VW would like to follow. Wherefore also it is early March, the CrossPolo dealer - with the base gasoline for 15 150 euros.

the Polo from again looks like a small off-roader, again he is not, at least not in the strict sense. For an all-wheel drive does not exist. Why should they? Even the extremely rough terrain brother Touareg is moved to over 95 percent on the road, and here is enough a driven front axle like the CrossPolo. After all, the Polo is growing up. 70 millimeters are there in total, of which eliminated more than half of the standard roof rails, a few millimeters control at the 17-inch wheels are standard, and the spring travel is extended by 15 millimeters. The bottom line you sit in this Polo 32 millimeters higher than the mass-produced counterpart.

But that is not the main selling point, especially the robust optics to take customers for him. The target group includes those who are looking for an individual second car with enough storage space. That's not a bad choice, but not very cheap.

After all, include details on Cross-standard equipment, which are not or only to have an additional charge for normal Polo either. 17-inch BBS wheels, special exterior colors and colorful interiors, for example, there is only the Cross version.

On handling the way, nothing Noticeable changes due to the mutation to optical roughneck. Width 17-inch wheels conceal the driving-dynamic effects that might be set by the slightly higher center of gravity. The suspension tuning is not got it too soft and amazingly comfortable. You might want to CrossPolo also throw fast around curves as the base version.

As driving the 70 PS TDI offers. Its three-cylinder growls friendly, is sufficiently strong and should consume 100 kilometers only around five liters of diesel.

Mercedes C350 CGI in the test: Sports sedans alternative with comfort

Who else puts more emphasis on comfort sportsmanship, is an alternative to Mercedes, BMW 335i and Audi S4: As gasoline direct injection CGI joins the C350 with 292 horsepower and seven-speed automatic on.

05/04/2009 Anja Wassertheurer Powered by

That Mercedes its C-model withholds the recent expansion stage of the SLK 350 now attacking with 305 horsepower 3.5-liter V6 sucker, political reasons has: The new sports engine emits more CO2 and seemed strategists therefore a solid model ill-suited.

Alternative to the Audi S4 and BMW 335i

Anyway, a little bit of connection went in Stuttgart-Untertürkheim this renunciation with "only" 272 hp in the powerful middle class lost. Only overtook the previously exclusively with manifold injection to-do C350 BMW 335i (306 hp), now the Audi S4 with 333 hp is one more.

Since Mercedes might then probably no longer watch and has now been given its dimensionally rather than on BMW Audi oriented at 4.58-meter sedan in the doers CLS have long been serving CGI engine. The letters stand for charged gasoline injection and describe the fact that the engine receives the fuel directly into the combustion chambers now instead, as previously injected into the intake manifold.

The Mercedes wants to be close to the Audi

This gives the V6 a higher compression ratio (12.2: 1 instead of 10.7: 1 while still available C350), more torque (365 Nm instead of 350), and last but not least more power (292 instead of 272 hp). It reads not only good on paper, but also leaves at the gas pump tracks. In the often sought in everyday lower and medium speed ranges of the direct injection engine is frugal.

A case for bargain hunters is the Mercedes C350 CGI not yet. With 46,797 Euro base price to range between the 335i and the S4, but examined in this case, the proximity to the more expensive Audi.

In the basic design, the Daimler decides by both competitors. Unlike the Audi and BMW, there is the Mercedes namely exclusively with seven-speed automatic. The driver can choose between a comfortable and a sporty shift program. A manual mode is not offered.

Low consumption and comfortable driving

That and the overall significantly more pronounced comfort design predestine the C350 CGI for those customers, which is located more in one dressers possible advancement in life, because on hot curve rides on a closed track. There the Mercedes, which must be drawn competition already with the standard measurement makes (6.0 seconds to 100 km / h, 23.2 to 200), because no cuts.

With 1.20,4 minutes Stuttgart is the thing at Hockenheim rather cozy. In the slalom, a similar picture emerges. However, since the Mercedes rewards its occupants in return with the highest level of ride and suspension comfort and exemplary smooth gear changes, that's fine. Also the fact that the C350 CGI satisfied were the test agents with less than 13 liters of Super Plus is, honorable mention.

Criticism of the brake

Significant criticism, however, deserve the lack of stability of the brake: After the tenth emergency braking with 1,624 kilos comparatively light load is only about four meters later to a halt than after the first.

Fahrbericht Mercedes S 500, BMW 740i, Audi A8 4.2 V8 luxury sedans from 5,000 €

Yesterday they were expensive, now seduced her price. € 5,000 entry into the elite 300-horsepower club succeed: BMW 7 Series, Audi A8, Mercedes S-Class - life is too short to drive boring cars.

15/12/2016 Alf Cremers 4 comments Powered by

Prices fall rapidly. After only 15 years, the once proud, 120,000 Mark expensive luxury sedan of a German luxury brand only costs 5,000 euros. The common prejudice of high maintenance costs and expensive repairs age accelerates the free fall in prices of the luxury eight-cylinder from Audi, BMW and Mercedes like a turbo. A quarter of a million kilometers is the rule in these frequent drivers category, often a bit more. But a by-stamped service manual itself takes 300,000 kilometers to terror, for the luxury liner are predestined for long life. This becomes the rich door aural or solid design of the switches and levers as noticeable as with comprehensive protection against rust. rust even a not quite exemplary in this discipline W 220 never as bad as a W 210th

Classic cars driving report Audi A8-4.2 interior Photo: Rossen Gargolov
The A8 interior is still as classy as ever. Great feel and processing.

Top-quality interior

The materials and workmanship of the car-Elite is just felt better than the run of the mill middle class. Therefore, the acts mostly with leather interior finished even after two decades and five previous owners still respectable. The large-volume V8 engines distinguishes a low engine speed, they run mostly on delicate cycle part load operation, 3,000 / min. on the needle of the tachometer are in everyday life already the exception. The five-speed automatic shifts very early high because they have just over 1,500 / min. draws on the wealth of the torque. 400 Newton meters separate all, even the Audi V8, which has the smallest marginal capacity.

These are just two reasons why they are not just gas-guzzlers. The third is accounted for its elaborately constructed eight-cylinder engines. Performance and efficiency are not mutually exclusive, like once with the simple bumper V8 of the Americans, you just have to muster enough camshafts and valves, make compression and combustion chamber to the optimum and provide a sophisticated mixture preparation.

The limit is 250 km / h

In the extensive photo and transfer journeys Audi A8 4.2, BMW 740i and Mercedes S 500, the on-board computer rarely showed more than ten liters average consumption. The joy of effortless gliding we mostly did without power ostentatious kickdown deposits. The sovereignty of the three flagships lies mainly in the possibility: You could, if you wanted. At 250 km / h anyway sealed off. And for all you are always aware of what a tremendous power of around 300 hp is below the pedal, even if it tramples it on the highway just a little more for threading.

Our encounter with the luxury liners of Audi, BMW and Mercedes starts on the square of the impressive administration building of the company Hahn & Kolb in Ludwigsburg. Prior to this evenly matched in aesthetics and level setting design and elegance come to their best advantage. Their lines are reflected repeatedly in glass and granite. Time and leisure to a more attractive or to find the others. For a luxury sedan should be at least as beautiful as their coupe offshoot.

S-Class: Clearly elegant ie Audi or BMW

seems particularly desirable the Mercedes S 500 L, it could still be the current S-Class today. Because he embodies the Mercedes-typical elegance. Its shape is suspenseful, some bold curve surprise, the long wheelbase of over three meters in length can also run well visually. The rear refers own power from the dominant triangular tail light, the front end is cleanly resolved. The big car looks downright dainty, fortunately the overused Four eyes face shows only suggested. Perhaps the most noble formal effect of the Mercedes is also due to the color: Almandinschwarz bears the deep red of a mature Bordeaux, there is a tone for that special occasion, matching the evening dress. This S-Class does not drive like an Audi A8 4.2 or a BMW 740i, it occurs.

The Audi A8 in reinmetallischem light silver that could be interpreted as a hidden message of his entire aluminum body, appears significant and massive. It shows itself in contrast to the delicate Mercedes in a rather masculine elegance. His emphasizes high waistline, the third side window, a beefy rear and the evolutionary precursor of the single-frame grille underline this.

Much driving pleasure in the BMW

From almost understated elegance of the BMW 7 Series is. His undramatic design that learns only by a few well-placed beads subtle outlines, course works, but also a little charmless. Unlike Audi and Mercedes one feels the BMW as a classic. Not even the extravagant Aspen silver does not change, which exudes a delicate lilac in full sunlight. The connoisseur has the feeling that - looked great BMW sedans since the 2500 so - except for the newfangled draped behind glass double headlights. Everything seems eerily familiar in the 740i, to enter their fear here, it does not exist.

Youngtimer Driving Report BMW 740i engine Photo: Rossen Gargolov
The 4.4-liter V8 in the 740i is full of revving.

How magical the BMW 7 Series takes a forward on the driver's seat, not in the back as the Mercedes. He is the first car to leave the photo-location in order spontaneous driving pleasure, a luxury sedan to touch. Inside both functional and outside, everything is in place, as are any different in an old fives, only foot parking and Tiptronic on the center console. The selector lever with leather bag suggests a manual transmission, there were few 740i with six-speed. Blue leather is the only playfulness that makes the BMW.

Technically perfect V8 in the 740i

Already in the first kilometers surrounds the driver the magical V8 flair, this time hissing and sometimes menacing rumbling sound carpet and these outrageous transmission of the power delivery. Respect pays tribute to the man at the wheel the ever-ready engine forward under the long hood, repeats while his inward technical aesthetics that could come from an engineering textbook. It lacks, unlike the Rotstift- V8 of the Mercedes, not on camshafts and valves, two per cylinder bank are there, and four per cylinder, everything else is disharmonious. In every speed range, the eight-cylinder makes great joy, the 4.4 liter knows unlike its predecessor no tangible torque weakness, even vanos, the magical camshaft timing helps him.

No labyrinthine Zahnriemengeschlängel as the Audi disturbs the pulsating gas exchange. Massive duplex chains drive the camshafts, large for the outlet and, coupled thereto, small for the inlet. It is not surprising that the engine and chassis are equal, the BMW puts an impressive agility to light. The perfect overview suggests the fact he'll be playing conduct.

Its portability is in the luxury class standards, and its steel-sprung ride comfort does not take it though with the same air cushions litter the S-Class, but he is very respectable. The 740i series of 38er- may rear 850i using the integral axis of technology support. It is a well-set branches of-arms, trailing arms, push rods and the BMW innate trailing arm axle in comfort and driving dynamics far superior

Low quality in Mercedes

While the 740i so light-footed and nimble moves like an motorized fives, comes during transfers on the S 500, the feeling of security of the heavy carriage on. It is well aware of the Daimler into constructed engineers, customers love it. The W 220 feels not quite as statesmanlike as his predecessor W 140, but with air suspension and long wheelbase enough is left of it. The five-liter V8 with a single camshaft per bank is almost as simple as knit its predecessors 30 years ago, but of brawny characteristics. His bassy sound goes one step further to give the driver the feeling that he was no distance too great.

Unfortunately, like the no longer behind the two colored wood Leather Volant as good as in previous S-Class. The taste safety, this traditional, soothing combination of sober functionality and valuable luxury, once a Mercedes domain, here it is slipped into Fashionable. Too bad also that the instruments are no longer welcome the driver when boarding, they are dark shaded, only the ignition, they come to life. The Öldruckmessser, formerly always gave his blessing for carefree ride, we sorely missed. The haptics has suffered in the W 220, much sums at not more valuable than in a C class, and the leather looks quite artificial. On the road it's all forgotten the instruments smile at one, the sense of space is gorgeous, and the car has a fantastic when accelerating inexorably forward.

Youngtimer Fahrbericht Mercedes S-500 Front Photo: Rossen Gargolov
More comfort than in the S-Class will not do. The air suspension can almost glide the Mercedes.

The S-Class is clearly more comfortable

He quietly and unobtrusively doing this since the W 220 is again completely S-Class, the BMW V8 hides his worth listening to expressions of life much less bashful, sound and Mercedes that had just never been one, except for the 300 SL. The air suspension makes the S 500 long does the flying carpet, litter equal hovering over the road that can neither amazingly comfortable BMW and certainly not the sporty Audi dry spring.

Now, not even 10,000 kilometers spilled Japan import with Yanase- signature rear carpet is practically a new car. Yanase called the Japanese Mercedes-importer, usually he LHD in long version with full equipment into the country of the rising sun, otherwise you might as well go Lexus.

When switching to the Audi A8, you realize that he, like the BMW 740i invites much more to forciertem driving than the Mercedes. Our Model is blessed with the Sport package, which promotes this ability even more. This includes a firmer suspension tuning and larger 18-inch wheels in the star style. The Audi inside is more beautiful than the outside, the highly contoured and oriented with the finest leather Recaro front seats comprise the passengers with a firmness which initially serves irritated and later.

Quality standard Audi A8

Even the steering wheel and selector lever would you do not let go, so noble do they feel, to the instruments are beautiful to look at, because classically, essentially functional, but a trace more valuable than the unit watches at BMW who are 7 series of three to not change. The Audi V8 still sounds a touch more fiery than the BMW engine. Once released, he has the full spectrum of a fascinating engine on it, faint rumbling, hissing and aggressive than 4,000 / min a violent staccato, which one likes to provoke using the Tiptronic, to prevent the automatic early upshift.

The Audi A8 one notices despite the little sophistical toothed belt drive is that the designers are passionate car lovers. One has the impression that the aluminum construction is used in space-frame technology only to bring in weight for the four-wheel drive and the whole equipment again. Because the bottom line of the Audi weighs slightly less than the BMW. the Audi clearly has priority over road driving comfort. Traction, taut damping and a neutral curve at high speed driving behavior make him a sports car with four doors. But in this mode it belongs with concentrated seriousness moves. The rear-wheel-driven 740i comes earlier to its limits, but until then, he feels even more light-footed.

BMW 740i: Cheaper and better

Whatever the BMW, he is at the end. Although embodies the 7 less luxurious than the A8 or even more so than the S class because design and interior too fell on the type of house. But it is precisely this lack of extravagance combined with classic lines and without mannered Chichi S-class interiors make it the winner of hearts. His brilliant, beautiful-sounding engine, its elaborate suspension and his bright sense of space make it the ideal partner in everyday life. By the way, he is currently the cheapest among the chief sedans. This is precisely the 740i in Aspen silver with blue leather can be bought even for little more than 5,000 euros. Get on the rise!

Land Rover Discovery 3.0 TDV6 SE: On the road with the refurbished off-roader

Despite strong revision of the Discovery steadfastly refuses to remove his roader genes. This results in a stately weight which is brought by a new diesel engine in momentum.

06/02/2010 Jens Dralle

Plaid jackets for men can be just getting used to as pastel-colored giant hats for ladies. Tea ceremonies act on some continental Europeans also just as strange as the oatmeal porridge called - and still you can like the Land Rover Discovery with this setting, because it turns out to be pleasing unbritisches automobile.

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Single review Land Rover Discovery 3.0 TDV6 SE
auto motor und sport 26/2009
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