Mercedes CLS 500 4Matic against Audi S7 Sportback: four-wheel drive coupe with 400 hp

Presumably there are hardly any cars that had a facelift as little necessary as Audi S7 Sportback and Mercedes CLS 500 4Matic. Nevertheless, they were model-maintained carefully. Which all-wheel drive coupe now offers more?

01/19/2015 Heinrich Lingner

There are some things that you should not necessarily do with the Audi S7 Sportback nice person. pick up about a friendly British couple from the airport, which has never experienced a German highway from the back seat of a 450-horsepower cars: "Oh, but that's a pretty Audi" is the first comment after entering the red wallpapered Fund. "Oh, no diesel", the second, as the eight-cylinder losbrummt. Car park barrier, Terminal Road, A92 westbound, no speed limit.

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comparison test Mercedes CLS 500 4MATIC, Audi S7 Sportback
auto motor und sport 01/2015
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Bentley Continental GT Speed ​​Convertible W12: What breaks the 2.5-ton truck in the test?

Sheer size and polished elegance are shooting the sports car drivers. Only when a Bentley Continental GT Speed ​​Convertible W12 zoom thunders in the rearview mirror, which raises questions. The single test provides answers.

08/04/2014 Marcus Schurig Powered by

There is a professional group that opens fully Bentley from: basketball player. LeBron James has an even Kobe Bryant and Dwight Howard. That makes sense, because a 2.15-meter giant would not indeed the idea to stay in a Japanese capsule hotel. Why would he tie his long limbs into a skintight Ferrari?

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Single review Bentley Continental GT Speed ​​Convertible W12
Sport car 7/2014
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BMW 520d in the test: Brilliant refined sedan

It's not as if there were really a lot to improve in the BMW 520d. But with a new diesel engine it is even more brilliant.

01/27/2015 Sebastian Renz Powered by

The BMW 520d is a car that raises questions. So just driven model, because that has the sensational online entertainment on board. Yes, yes, actually, we should now only on the new drive speak. But if you step into a car, pressing the ignition and then Eminem roars from the sound system that you zusammenzuckst, you would still like to know who was on the road in front of you with it. In other cars, only the preset radio station reveal something about taste and cultural demands of the forerunners, the search function here of twelve million music tracks.

BMW 520d offers 190 PS

And actually there are large, heavy symphonies that best match the BMW 520d. They drown out the mild start nailing the new four-cylinder diesel with the internal code B47. Is different at the first look at the data and dimensions hardly the same great predecessors. The second does not, he is an evolution of the previous N47 and is also the basis for the new engine range of BMW and Mini with mono- or bi-turbo, and just under 500 cubic single cylinder volume.

The previous engine of the BMW 520d, the new six-hp, 20 Nm (190 hp / 400 Nm), others pistons, an aluminum crankcase and a more efficient combustion process ahead. All this is designed to improve performance and fuel consumption. Also wants the optimized ZF eight-speed automatic transmission.

BMW 520d with optional extras 51

First, the 8HP automatic helps the turbo diesel of the BMW 520d with mild converter slip even softer than his little Anfahrzögern away, bubbled then through the eight steps - quickly and seamlessly as a double clutch transmission, soft as a conversion of the old school and so accurately even in sport mode that you 150 euros could be saved for the shift paddles. But to which it is in any case no longer, at a base price of 44,850 euros - and when you consider that only the infotainment department with Navi, online music, Internet access and real-time traffic costs about 4,000 euros ...

The driven model adorn 51 extras and a price north of 70,000 euros, but it is worth every penny. It is not difficult to keep the BMW 520d for the current best saloon in the upper middle class at all. One can of course equally justified Audi A6 2.0 TDI or Mercedes E 220 Bluetec say. But BMW has something going on the two: a wider range of possibilities.

Consumption is 7.3 liters per 100 kilometers

Because the adaptive chassis has large proportion. In Comfort + BMW 520d cuddles on the highway, on sports, he tightens the piece outing, enormous precision of the Integral Active Steering and out with small steering angles. And never the motor acts too weak or four-cylinder for this segment. He munches hundreds of kilometers straight away, driving the 5 Series ahead vigorously or stingy in Eco Pro mode to every tenth of a liter of fuel. The automatic places because hurry into neutral if the 5 Series is rolling in overrun mode.

So the BMW 520d meet on average 7.3 l / 100 km, which then also the second most important issue would be resolved. The answer to the most important: It was the boss.


Small changes make a great car even better. The BMW 520d is brilliant, a six-cylinder almost superfluous.

Four middle-class station wagon in the test: Nissan Primera Traveler 2.0, Opel Vectra Caravan 2.0 16V, Peugeot 406 Break 2.0 16V, Renault Laguna Estate 2.0 16V

The middle-class estate cars are on the way to overtake the corresponding sedans in favor of customers. Compared four copies, which are characterized by extraordinary value.


Whoever manages to give priority when buying a car of reason, ends up almost inevitably the Kombi. No concept offers a better compromise between utility, performance and economy.

In addition, the car with the practical box tail usually cost only a little more than the corresponding sedans. Particularly sensible to look around the 40,000-mark-class, because here expect the combined prospective already grown specimens, which are characterized by high-value price. The agreement for this comparison demonstrates the selection. For a list price of just 40 900 marks you get already the stately Peugeot 406 Break in the middle trim level Prémium and with the 135 hp two-liter engine. Competitor Renault drives the Laguna Estate on which costs as a two-liter with 139 hp bit more (45,000 dollars), but is coupled with the exceptionally lush Concorde equipment. As usual lure the Japanese suppliers with attractive offers. Example Nissan: The newly revised Primera is available as a 2.0 Traveler (Combi) with 140 PS already for 40,390 marks.

but cheap vans also come from Germany: 44 s240 Mark entitle the holder to purchase an Opel Vectra Caravan 2.0 (136 hp) in the upscale Comfort version. Already the first view of the round revealed that the French delegation moving in other dimensions. Peugeot and Renault are not only externally, significantly higher than its competitors, but also inside. This is especially true for the Laguna, which one already sees its space advantage. The load volume also fulfilled because the expectations: the high, steep truncated tail of the Grand Tour swallows up to 1,782 liters, which can be best advantage thanks to the generous interior height and minimal intrusion of the wheel arches in the hold. Otherwise it means Renault well with its combination customers. Since it may sometimes even be a few wine barrels tucked in the rear, because of its enormous payload of 773 kilograms of the Laguna can also handle heavy loads.

Intermodal comparison he is so lonely peak and outclassed itself to invite friendly Peugeot, which allows at least 695 kg. Normally, this should of course also be enough as the up to 1,741-liter cargo space of 406. However, the usability of the volume somewhat limited due to the lower interior height and the less steeply sloping rear end. There are the Peugeot as only ones in this class available with an additional retractable in the load floor seat (cost: 1000 dollars), which transforms it if necessary in a seven-seater. Compared to the French metropolitan area specialists, the charging potential of the competitors is a modest, even if it would fully suffice in most cases. This is especially true on the Opel.

Although he creates only 1,490 liters, it can be fitted well's convenient cargo space dimensions and skimp not with the payload (555 kg).

It differs positively from Nissan which, although on paper the advantage, but comes up with a low, rugged cargo compartment, it reached 421 kilograms, the limits of the permissible.

The space advantage of Peugeot and Renault is also when the vans are used in family mode capped back seat. Laguna then remains under the solid trunk cover a decent residual volume of 520 liters and the rear passengers enjoy a space wealth than in any of the competitors. Otherwise it sits well, for the generous seats are extremely comfortable. Only the high seating position behind the wheel is getting used to. The Peugeot interior, although by no means cramped is noticeably scarce cut, especially in terms of headroom.

Even the seat comfort does not quite reach the level of Renault. Some test driver complained of back pain as a result of unfavorable shaped backrest. Compared to the delicate sized competition of 406 in terms of body comfort but still a clear advantage. In the rear, but the front, Nissan and Opel act a whole size smaller. Both are good only in an emergency as a five-seater. As for the seating comfort, they offer an acceptable mediocrity: Rear rather modest, forward very mannerly. At Opel, however, the high seating position to interfere in the somewhat narrow geratenen front seats. The Nissan irritated with his awkward seat height adjustment and for taller passengers too small adjustment. Otherwise, the four station wagons showcase what can be described as a good average in the middle class today. They are clean and well made and offer high functionality and easy of use. The Distinguish limited to details. So the body of the Laguna- test car tilted on bad roads to creaking noises.

The drab plastic landscape in the cockpit does not exactly inviting, an accusation that also Nissan has put up. In Opel and Peugeot it comes to something cozier. Annoying at all: After folding the rear seat backs the dismantled rear head restraints are due to lack of storage space loose in the hold. has the aforementioned good average in terms of features shifted significantly in recent times, proving the list of extras. Roof rails, electric front windows and remote central locking are in the middle class station wagons now de rigueur.

Also the air conditioning is no longer calculated separately, Peugeot, Renault and Nissan even come up with an automatic control. The two Frenchmen are also offering cassette radio with remote control on the steering wheel. Front and side airbags are available on all, additional safety devices such as rear side airbags, window bags and ESP for the suspension, however, the customers have to do without. After all, there is the Vectra as the only traction control, and the Primera sports a Brake Assist à la Mercedes, which speeds up the response of the brakes.

Child seats are at Opel and Renault in the options list, Nissan offers a standard anchor points according Isofix standard. Driving dynamics, the four competitors limited to home cooking, but can be quite tasty in individual cases. At Peugeot, especially the supple suspension that is well finished and with a full load like.

He also has a pleasant handy in curves and inclines little to understeer.

However, the 406-steering may be a little more specific, and the-increasing with increasing loading urge to vibrate when decelerating with the stern to the outside, requires caution. For the alternative program of Renault is responsible. With its precise steering, combined with agile handling and high driving stability, he appeals to the sporty driving. But he surprised wooden over potholes and bumps with its taut, designed for high load suspension, accompanied by loud rolling noise. Without ups and downs, however, the Nissan: In curves, he pushes a little stronger over the front wheels, but directs itself precisely and remains good-natured in the extreme. Even with the suspension comfort you can live. Explores to the modest load off, it's not far to the absorption capacity, however ago. Since the Nissan itself of Opel is superior to anything else, the suspension qualities turn out otherwise modest.

Above all, the constant jerking when driving over short bumps, especially troublesome on highways, and the doughy, imprecise steering ensure that arises in Opel while driving little joy. Even though there is no lack of driving safety. The latter also applies with regard to the ordinary deceleration of the Opel braking test.

The French competitors are here at the lower limit of reasonable force, while Nissan is no longer pelts the new Primera. In terms of forward momentum, the differences however, possible small, which is not surprising given the almost identical PSAngebote are. The two-liter engine should already indulge in this class, it still has yet even when fully loaded sufficient reserves. The strongest of Renault, which still pervades bravely in the big gears acts. are the other must be shown more often, which easily falls only in the Peugeot. In Nissan and Opel, the driver on the other hand need to bother with hakeligen circuits. For this, the Vectra can rightly claim to come up with the only upscale refinement.

The quiet and low-vibration running engine is undoubtedly the biggest advantage of Opel, while the competition and since / harassed especially the Renault at the latest at speeds above 5000 rpm the occupants with penetrating drumming noise. The role of the savings champion falls to the Peugeot. With an average of only 9.2 L / 100 km it consumes in a direct comparison about half a liter less than the competition, which is already worth mentioning. It also provides 70 liters of the largest tank and thus the best operating range. This is not to shake the final score in this comparison, the better combos come from France. Whether one buys it at Peugeot and Renault, which is given the minimum points difference of taste.


1 Peugeot 406 Break
569 points

Peugeot you get a lot combination for the money. The 406 is spacious, comfortable and economical. In the premium version for just under 41 000 marks, moreover, he has a rich standard equipment. Defects? The brakes could be better and the driving behavior when loaded natured.

2. Renault Laguna Grand Tour
568 points

He is the spaceship in the middle class. Cargo space and payload to meet stringent requirements, but also in the handling of particularly rich equipped Laguna makes a good figure. but suspension and brakes are modest.

3. Nissan Primera Traveler
556 points

For the price an acceptable offer. Lots of space, however, does not offer the Primera, and the payload is not worthy of a station wagon. The driving characteristics pose any unpleasant surprises and the comfort is well behaved. Benefits but in vain.

4. Opel Vectra Caravan
554 points

The best thing about the Vectra is the quiet, low-vibration motor. Otherwise, he has most to offer Average. Compared to the French, he has little room to imprecise steering and limited comfort spoil your driving impression. And he's not particularly cheap.

Test Ford Ka: The new Ford Ka 1.3 TDCi in individual tests

For twelve years, the Ford Ka has a loyal following, now the new generation is coming. A test with the 1.3-liter diesel variant indicates whether the Ford Ka 2 has the potential to build on the successes of its predecessor.

21/02/2009 Christian Bangemann

When a car is built for twelve years, then it must be something to it. If it this biblical age as the Ford Ka bargain achieved without extensive facelift may be right to speak about a big hit.

Favorable base price - expensive extras

The knobbly Ford Ka is one, because in Germany alone sold 300,000 of it - congratulations to the Ford headquarters in Cologne. Now the second generation in the wings, the Ford Ka 2.0 is, so to speak, which is to have from February 14th. Not even 10,000 euros to be called for the 60-hp entry-level model, while the diesel in the base version costs 2,000 euros more trend, putting it at 11,750 euros.

Probably the most likely to be the right cars to collect the scrapping premium for their old cars - again congratulations to Cologne. Ford estimates that despite the difficult times, the better equipped Titanium variants (climate, trip computer, fog lights, electric mirrors and windows series) will account for about 70 percent of the model mix. After all, they are only 1,000 euros more expensive, and the air-conditioning costs for the Ford Ka trend at 975 euros. Also, the test car with the 75-hp diesel engine bears the Titanium package and on top of that with side curtain airbags (260 euros), CD-Radio (440 euros), sound & Equipped Connect package (with a Bluetooth interface for phone, multifunction steering wheel and USB connection for 375 euros).

ESP also costs 360 euros extra, a real shortcoming in the Ford Ka. The electrically heated windscreen for 210 euros is not installed in the test car. Who also have leather seats (900 euros) and other little things like alloy wheels ordered (in conjunction with tinted rear windows from 500 euros), can bring the Ford Ka to 16,000 euros, but this is not necessary.

Related to Fiat 500 and Fiat Panda

Who needs so much luxury in a small city car like the Ford Ka, the more likely not go on long trips. Because even speaks against the tight boot which, although strong growth compared to the first series, at least when folded down rear seats, but at full occupation swallows still no more than 224 liters. After all, enough for the weekend shopping, if only the high loading sill has been overcome. incoming water boxes and unload is the Ford Ka in any case can get into a cross, and the resulting in shifting of the half-split rear bench stage in the loading area makes things any easier.

The Ford Ka 1 had not yet. But how far the comparison with the predecessor can ever go? Finally Together, the two have only the name, because the new generation is not based on the old. This Ford Ka is much more closely related to the current Fiat 500 and thus with the Fiat Panda. Like the two he comes from the Polish Fiat plant in Tychy, and which has been praised for some time because of a production and quality. And rightly so, as a glance at the Ford Ka shows. Although its interior consists mostly of hard plastic surfaces, the parts fit very well together, the graining take away the cheap look.

Not a good sitting position for tall drivers

In any case, a minicar must not be covered up to the last air diffuser lamella with soft-touch paint. For hard surfaces have therefore their benefits, because lint and dust can be removed from them easily. What the buyers of the Ford Ka, mostly they might well be female, interior however be sorely missed, are shelves. Where should they go just all the little things of everyday life?

In the glove box, although theoretically enough space, but it is difficult to reach while driving because it is so far forward. The other hand creates a lot of room for the legs of the passenger, and so driver and passenger do not have to suffer from lack of space, especially as the high roof also ensures plenty of headroom. Really comfortable the Ford Ka is not for various reasons yet. The seats offer a hand, ordinary comfort, but on the other hand, no lateral support, which, although not, but plays an important role in the city on the highway.

However, great drivers and riders can not find a seating position behind the adjustable only in height steering wheel. For them it is too far from the body, resulting in a tiring arm position result. Not bad, you say, just take a break, you say? Although a good idea because the Ford Ka whets nimble as a squirrel through the corners - he could always good - and its driving safety is also fine, but he hardly springs.

Hard suspension shows sports will

Cousin Fiat 500 is not quite as dynamic, it felt more comfortable without additional stabilizer on the rear axle. For daily use from home to the office of the Ford Ka is tuned too tightly, he wants to come hell be sporty. But expect its customers at all about him? What they certainly want from a city car, easy parking.

Here the very confusing Ford Ka patzt unfortunately vigorously, because the view diagonally behind is extremely bad. For 355 euros extra acoustic parking aid is offered, which was supposed to be a non-issue with only a 3.62-meter long car. With its diesel in the 1,054 kg lightweight Ka would appear as saving miracle, he does not. His test consumption of 6.2 L / 100 km is 0.4 liters over the much larger Opel Corsa with the 90 hp diesel.

Then there is the harsh nature of originating from Fiat 1.3-liter four-cylinder. He is at cold start loud at high speeds grumpy and vibrates easily. After all, the temperament of the Ka is gratifying well with this engine, but the gasoline engine is probably the better choice. Among the engine still come chassis and loud road noise. Since it is little consolation that the wind acoustically unobtrusive touches to the bodywork. So the new Ford Ka leaves a mixed impression in the first Test. In a bit of the typical ford pronounced agility we would have done without the benefit of more comfort. After all, the Ford Ka goes foolproof, and the ladies from the surroundings of the author he likes. Some would say "yes" to this Ford Ka.

Advantages and disadvantages

  • Plenty of room for driver and passenger
  • ordinary processing
  • easy handling
  • poor clarity
  • very high loading edge
  • hardly shelves
driving comfort
  • low wind noise
  • comfortable seats
  • severe suspension comfort
  • Adjustable steering wheel only in height
  • noisy ride and suspension noise
  • spirited diesel
  • slight vibrations
  • brummiges running noise
driving characteristics
  • predictable cornering
  • no load-change reactions
  • good handling
  • precise steering
  • effective, stable braking
  • ESP is an additional charge
  • a minicar to high consumption
  • Euro 4 emission classification
  • favorable hull classification
  • only at lease four years guaranteed, otherwise two years
  • lean basic equipment (trend)


Handy and dynamic can be zirkeln the Ka-edition around the corners, the space available for driver and front passenger is good. However, the confusion disturbs and despite the diesel Ka is no saving miracle.

Wiesmann MF5 in the test: Bi-turbo instead of suction power

Wiesmann has the Wiesmann MF5 equipped with a new bi-turbo engine. As 555 hp act to almost 1.4 tons of car, the drive report clarifies.

13/05/2011 Christian Bangemann

Biturbo V8 rather than V10-sucker

If 555 hp hit 2.4 tons car, the inertial mass seems to melt like butter in a hot pan - who does not believe it should have a BMW X6 M test drive again. But his heart is transplanted into a two-seater sports car called Wiesmann MF5, which thanks to aluminum monocoque body and plastic - only weighs around 1,400 kilograms - alternatively called as a roadster or GT coupe.

Here, the Wiesmann MF5 clientele could have been hardly complain about a lack of strength, for this small series model was thrown from the 507-horsepower V10 of the BMW M5 faded out of the blocks. With the expiry of the ten-cylinder is now the 4.4-liter twin-turbo V8 moves into the long bow.

Wiesmann MF5 in the test: Bi-turbo instead of suction power
Sports car manufacturer Wiesmann 5:01 min.

MF5 provides enough power

The MF5 is offered with six-speed automatic, in their quick and smooth shifts can intervene via shift paddles course, at any time, but not necessarily. For the eight-cylinder cares very little about the engaged gear. It snap in almost any situation that needs to accelerate a jet like an aircraft carrier steam catapult. His favorite discipline is the intermediate sprint on the road.

One minute you glide back calmly behind a milk truck ago and is pleased with the discreet bassy sound of the V8, and it offers the chance to overtake.

The firm foot on the gas to follow in the test at the same time three events: an ecstatic snort from the upper arm-thick tailpipes and the lightning nestling of the spine to the contour of the back, while the road is pulled out from under the Wiesmann MF5 back. All too soon the 100-km / h limit is reached and demanded the brake pedal - you already thieving looking forward to the next overtaking.

Comfort is nil

Along the way, a few curves allowed the sports car liked to come, for the Wiesmann MF5 is not only a longitudinal Dynamicist but also rushes when necessary precisely on the imaginary ideal lines of the province. The steering reacts sensitively and is a lot of feedback on the activities of the front wheels.

Here, however, the pavement should not be overly decayed because the taut suspension tuning feels very committed to the sport. Comfort apparently was not in the specifications of the Wiesmann MF5 second generation - if we are to refrain from overtaking comfortable short time.

VW Golf VII in interior check: keys flood with a penchant for luxury class

The VW Golf number seven carries the burden successful predecessor. Can convince its interior? We have found it.

01.12.2012 Thomas Gerhardt

For the interior check a VW Golf 1.4 TSI Highline is our disposal that would have to have with plenty of special equipment for a total price of around 30,000 euros. Getting into the front row of seats is possible without any problems, despite the compared to the previous shrunk by almost three centimeters vehicle height and the flat standing A-pillar. Large and small people slip quickly through the wide-opening front portals and take on well-formed, comfortable seats. An electric seat adjustment (costs 300 euros extra), the VW is not on board. He does not have: lever, wheel and their fine detent enough to quickly find the correct sitting position.

VW Golf VII with good workmanship and simple operation

Who takes VII space for the first time in the VW Golf, is perhaps surprised. With the Highline equipment aboard the new Golf in may be no less than assigned to a higher class of vehicle. Driver and front passenger are looking at a well-made cockpit, the center console now turns slightly to the driver. The mix of under-expanded surfaces, leather and black high-gloss decorative trims can visually convincing. In the latter fingerprints and dust are, however, good to see. The steering wheel with leather-wrapped rim is rough, big hands but a bit thin.

The operator has a good overview. As always inform the instruments two large analog clocks on rpm and speed, two smaller on Kühlwassertemperaur and fuel level. In between, a color screen depicts important vehicle information and navigation instructions.

Almost all controls are always within easy reach. Nearly. Ergonomically, the new Golf in some places has unfortunately lost. The unit for the power windows no longer sits above the handle next to the door opener but in the armrest, so it is further away from the steering wheel than in generation six. The same applies to the little nub of the electric mirror adjustment, the arrangement is getting used in the door trim. Bad? Hardly, but worth mentioning.

Multifunction steering wheel with 18 buttons

Almost without exception, a good impression makes the processing. Control buttons and knobs are processed cleanly in the VW Golf VII and make a long lasting impression. Exception: the controller of the air conditioner. but is actually open to criticism only the number of operating elements: Alone a three-spoke multifunction steering wheel is provided with 18 keys, control the assistance systems and infotainment functions.

Not really necessary, because Navi and Co. can also be completely and easily controlled from the eight inch big touch screen in the center console. The even detects an approaching hand and then opens more panels, but sometimes requires multiple touches a finger to receive commands. also for tall drivers, he could be one or two centimeters higher postioniert.

VW Golf VII with good interior space and many trays

Nothing to complain about there, however the space. Driver and front passenger enjoy a good space. In the rear, at least two 1.90-meter adults to sit comfortably. Even if you have only two front seated the same caliber. The access is comfortable (the rear doors cost 900 euros extra), the padding anatomically, the legroom is right.

Besides the usual trays in the center console and in the doors of the Golf has lockable compartments to the left of the steering wheel (for glasses) under the front seats and in front of the rearview mirror has to offer. The trunk is easily accessible and has a volume of 380 liters. With the divided foldable rear seat back there are up to 1,270 liters, the height-adjustable loading floor ensures a flat surface. Practical: the parcel shelf can be stowed under the cargo floor.

Further details and features of the VW Golf VII interior we have put together in our big photo show.

Audi TT RS Plus Coupe S-Tronic in the test: coupe with express surcharge

Legally-doping of the Audi TT RS Plus is even sportscar hero powerful one on the cap. For by now 360 hp and 465 Nm of torque, the coupe is abundantly stocked. Test the strongest Audi TT.

06/27/2012 Jörn Thomas

A little half-silk, the Audi TT RS Plus looks so out already. Flashy Maxi grill, large air intakes, matt silver front splitter, 19-inch two-tone wheels and a fixed rear wing give him hardly the pole position in the ladies' choice. But that is also not.

In the sprint, the Audi TT RS Plus is a power

When the gas foot falls, the Launch Control takes the dual-clutch transmission to the curb and the turbo five-cylinder cries out, flowing tears of joy. Horizontal. Four seconds to 100 is enough for Porsche Carrera S, BMW M3 and - family-precarious - even for the big brother R8 4.2. With a little luck, even the V10 gets a sprint lesson. 2.5 liter displacement over five cylinder so sufficient as long as enough turbocharging is in play.

And in this respect the "Plus" version compared to the 340-hp, 3,900 euros cheaper TT RS was able to expand still further. A modified electronics allows more boost pressure, come out 360 hp and 465 Newton meters (plus 15). However, the single loader needs some speed to get going. Buffalo out of the basement is less him, but it's off through the center - supported by the swift and target switching seven-speed S-Tronic. Traction is also not an issue, the all-wheel drive with Haldex coupling distributes the power without appreciable loss. Only when a hard acceleration out to delicate drive influences in the otherwise precise steering smuggling. Still, the coupe completed demanding of bends with breakneck speed, even unkempt surfaces prepare the conventional chassis no problems.

And only the sound when the standard sports exhaust system makes its flaps under load passage: The five-cylinder trumpeting wild and unrestrained while it presses the occupants in the cheeks of the sport seats. The reverse exercise dominate other sports people but (still) better: About 36 meters stopping distance from 100 km / h despite the large brake system are okay, but not quite as exciting as the rest of 1537 kg heavy five-star burner.

Advantages and disadvantages

  • excellent performance
  • massive arrival
  • fast-switching dual-clutch transmission
  • more present engine sound
  • very good traction
  • agile handling
  • precise steering
  • high driving safety
  • spaciousness, front
  • variable luggage compartment
  • very good workmanship
  • reasonable consumption
  • ÜR sports car satisfactory suspension comfort
  • Disabled rear seats
  • Braking distances could be even shorter

Audi SQ5 3.0 TDI and BMW X3 35d x-drive compared: Two masters of the brains in the tough duel

All-wheel drive, six-cylinder engines over 300 hp, automatic transmission - Audi SQ5 3.0 TDI and BMW X3 35d show x-Drive that even diesel SUV can prepare sporty driving pleasure. Depends the new Audi from the established BMW?


The most attractive mind games on the search for the ideal car is one quite sure of that, after which it never hurts to pack a pretty big engine in a relatively small car. Even if so upsize contradicts at first glance the downsize representing time spirit. In large engines, it is no shortage at Audi, which is why there is now the successful compact SUV Q5 the top model S, powered by the 313 hp version of the three-liter V6 TDI, which is normally in the larger models A6 and does A7 service. The matching BMW with the equally 313 bhp straight six-cylinder has been around since 2011, and it is - unlike the belonging to the Audi S family SQ5 - a normal X3, but just the one with the most powerful engine of the model.

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Compare Audi SQ5 3.0 TDI, BMW X3 x Drive 35d Grip Master
auto motor und sport 04/2013
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Audi A6 Avant, BMW 528i, Mercedes E 250, VW Passat: 4 all-rounder in comparison

All good. Running. Already fits. Large station wagons have everything on it - piece traveling, bulky transport and how to show A6, 5 Series Touring and E-Class station wagon than gasoline to everyday tasks. Then there is the variant. What he has lost in the premier league? A whole lot.

01/24/2016 Sebastian Renz

The present has its wild times behind itself. If we had organized this comparison test 20 years ago, would have competed in this class: Audi S6 Avant with five-cylinder turbo and 230 hp, BMW 530i Touring with V8 and 218 hp, the Mercedes E 320 T with six-cylinder and 220 hp and the VW Passat Variant as VR6 syncro with 184 hp.

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comparison test Audi A6, BMW 528i, Mercedes E, VW Passat
auto motor und sport 01/2016
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Driving report VW Amarok Vario Top camper: The part-time campers

With the Vario Top camper Road Ranger offers a rare opportunity to build a mobile home from the VW Amarok Double Cab. We were with the fun car go.

05/12/2014 Torsten Seibt Powered by

Roader are a travel funny little people, of which a whole industry lives: Umbauer, equipment and accessories vendors offer countless ways an SUV or pickup for fernreise compatible mobile home retrofit. Only the owner of Double Cab pickups in common with us Midsize-size look there - with few exceptions - in the tube. The reason is clear: with an average of 1.5-meter-long loading platforms is difficult, a king-size bed along with a kitchenette and sitting area realized unless the cabin Bauer grab deep into their bag of tricks.

Vario Top camper

The pickup specialist Road Ranger is the subject now from the other side. With the Vario Top, which was created based on the VW Amarok, one is beefed up (almost) commercial hardtop to the abode. The trick: the tailgate is included in the overall layout.

To achieve a maximum floor area, the VW Amarok is best positioned among its peers - he offers the widest cargo area in the competition. Road Ranger is here again one better and widened the Vario Top camper on the sidelines of the platform beyond, thus creating more space for movement inside. This is sufficient to accommodate two seating on both sides of the cabin, together with a central table on the loading surface. Another trick: the sides of the Vario Top camper can be opened. At least in good weather the result is a direct generous and airy living room on the bed.

For extravagant form of the Vario Top camper the extended over the driver's cab alcove adds that serves as storage space. Here also the mattresses come in for camping bed that can be conjured up from the chairs in the evening.

In Amarok are the maximum of two travelers longitudinal sleepers: the two folding chairs for outdoor stay are undone to create footrests on which a lying surface extension is applied. This works stable in practice than it sounds. Thus, the bed made the actual camper goes out to the cargo hold door.

In warm summer nights in lonely spaces, it may be Been that. but because it's raining or even on vacation once may seem interested glances of Camping neighbors a bit disturbing, there is an accessory for Vario Top camper a "Fußpackzelt" baptized rear tent. This is performed with a subtle zip system to the upwardly pivoted rear flap and extends to the loading flap. In such a wind and weather-protected real cozy atmosphere comes on inside the Vario Top camper. Against eventual Narrows feel and adequate ventilation is a small roof can lift up and open the window.

Equipped with a camper

Access to the cargo area gets easier with the voltage applied to the tailgate ladder. Camping utensils and an outdoor kitchen with a small sink are easy to pull out Mitel's drawers, but these features of the Vario Top camper cost charge.

For the construction of the rear tent to beginners must take a little time, even after a long practice, the fluttering free attaching the various parts planning takes on the Vario Top camper his time. At a time advantage over the structure of a conventional tent you should not speculate here. Unlike a ground tent, however, the Vario Top camper is much cleaner, you spend the night at a sufficient distance to eventual creeping creatures and has the hardtop a near optimum weather protection. And not to neglect: you keep access to the storage compartments and all the baggage without having to evacuate around large.

By placing all significant residential components in the back of the focus of the Amarok is hardly affected, resulting in relation to the production car full off-road capability. A clear advantage over heavy build cabins that limit the range significantly. Despite the aerodynamic shape of the Vario Top camper is however a certain increase in consumption of 1-2 liters should plan at a faster ride.

A real advantage over other campers solutions is the price. In various vendors at least five-digit euro sum must be paid before a pickup truck, a mobile room with a view is. The modular design and the relatively low base price of the hardtop (3,671 euros) remains Road Ranger customers against both financial flexibility and opportunity to be expandable technically realize themselves. If you do not want paid for the Fußpackzelt 1,199 euros extra for the camping base module with all the furniture and the appropriate equipment further 6,999 euros. The extravagant look that earned the Amarok camper on our tour nicknamed "ambulance", there are free.

Ferrari California at the Super Test: Convertible Coupe grows beyond itself

The Ferrari California confident in the test than the universal talent of the Scuderia. This makes the cabrio-coupé comes with the Super Test result from the shadows of the new Ferrari-heroes called 458 Italia and 599 GTO. For the V8 model is characterized by a Ferrari untypical objectivity and yet blessed with outstanding qualities.

02/16/2012 Horst von Saurma Powered by

The inner march past, an already manifested itself remarkable process of Blessed-Machung, can be divided into its sustainable effect definitely still improve: And if he does not occur due to special circumstances, but nevertheless. That one (here you get to drive report Ferrari 599 GTO), the competition can easily rein in, because there is a priori no doubt with a Ferrari 599 GTO: It is clearly designed as a sporty high-flyer and as such also accepted, so the element of surprise for everyone involved is rather low. but that the reported Generalist within the wider become Ferrari range, the Ferrari California, the test this is good, reap more than just sporting notable successes - even though he has to complete the wide-ranging program down to earth everyday - goes as a surprise, say, as above mentioned "Nevertheless," by.

Ferrari California is convertible and coupe

Given its always uncompromising occurring in sporting matters lineage of the Ferrari California is likely to constitute a special case in the history of the Red in its special configuration. In other words, His product range is significantly broader than the Ferrari environment usual. Thus, the test candidate not to be despised advantages of a closed system also up for grabs as the lovable blessings that can provide only a convertible in his outspoken form. In both states of matter - open or closed - revealed the Ferrari California in the test consistently model features: airy and relaxing on one side, and protective protectively on the other side.

The analogue of the well-maintained Mercedes SL in technology for some time now of the collapsible push of a button the hardtop has just simply the undeniable advantage of being able equal to kill several birds with one stone. However, the beneficial in terms of everyday practicality achievements certainly have their negative sides. The inside of 14 seconds between the cockpit and the trunk elegant retractable aluminum roof of the Ferrari California weighs heavily on the weight account. A circumstance that served accordingly stocky acting at the rear of the Ferrari California in the test on the balance to the detriment. The pointer remains until 1787 kg, which initially does not significantly reduce the hope for increased resources in terms of dynamics.

The Ferrari California also meets demanding expectations

The high-profile powertrain consisting of the front deeply embedded in the engine room, 4.3-liter and antretenden with 460 hp 90-degree V8 and housed separately from him in accordance with the transaxle principle at the rear seven-speed dual clutch transmission, maintains, considered however, all options open. In effect of the effective environment in this machine attraction itself worriers are stopped spontaneously regardless of its nominal basic parameters, reverently kneel. And the grace that is reflected in the optical processing of high-profile Ferrari technology must still apply to most competitors as the real challenge. About the fascinating because unmistakable sound of a Ferrari cloud - of course the Ferrari California - to lose many words, would be to wear the proverbial coals to Newcastle. From the finely orchestrated, first with guttural undertone and later deposited with sharp timbre sound not to be fascinated, is so absurd about wanting to look away confident as the appearance of the Ferrari California in the test.

Regardless of its stigma in the weight balance best prevention is motorized so taken in this coupe / convertible Ferrari typical. According to its power to weight ratio of 3.9 kilograms per hp, the transit and acceleration values ​​of the Ferrari California in the test are developed to an extent that satisfies even the most demanding expectations. The sprint from rest to 100 completed the 2 + 2-seater designed Ferrari entry-level model in the Super Test befitting in 4.2 seconds - just ten seconds later, after exactly 14.7 seconds, unconsolidated flaky the 200 km / h to pass mark. The Ferrari California is doing the best in the offered parallel to manual mode automatic function - without great ado in a screaming out for repetition, polished perfection. The affability of his character, caused by technical liability, has a startling conclusion: The aloofness that had many former Ferrari because of its special, partly also getting used traits to own, is the Ferrari California from altogether. It is open to all - even and especially in the closed state.

Appearances are deceptive

The result, at times assumed the Ferrari California in certain circles reproach because of it have enough character must be rejected from this position vigorously. Good manners and a broad Anbebotsprofil in this regard namely certainly not a killer criterion. Once again, it is also the standard implanted in the Ferrari California dual-clutch transmission, which makes the handling of the available engine power so lovely simple. The high as down extremely smooth gear changes and the desire promoting incorporated intermediate gas shocks bring the merits of the V8-sucker so convincing to bear that it is sometimes perceived as spoiled, they can not enjoy more frequently to the fullest because of legal restrictions. Even in the state skyscraping headroom it falls - unlike in most other convertibles - hard to practice moderation. The continuous almost as turbulence-free zone open California cockpit puts itself at high speed as a comparatively quiet place of relaxation and reflection. By the high, fixed collar and gently rising front window manages the Ferrari California in the test outstanding, the roaring keep winds even at the speed 200 largely sidelined. wanting to reach the top speed of 310-km / h in the open driving state trying, therefore, is nothing contrary - only the poorer compared to the coupe appearance drag coefficient is likely to thwart the bold concerns.

The everyday use format of the Ferrari California is furthermore in a blissful suspension and primary comfort expression which leaves seem unlikely at first extrapolation to have to hope for impressive lateral acceleration. The measured at super sports genre, a comparatively smooth rolling of the wide 19-inch model and the decaying to sharp turning into strong lateral inclination aluminum body correspond in their expression by no means the image of a sports car, which is located at the exceptional performance in sports environment. But appearances are deceptive. Unlike other, mostly relentless from the setup here because knochenhart configured fellow, is the Ferrari California in the test the display of the border area initially clearly binding on. Like the gently under load tendency to understeer even that is slightly off the track to be brought tail never viciously go more tightly gas supply. For this reason, the trust will even begin to damage the driving behavior at any time.

Tire force the Ferrari California to its knees

As far as the Fahrbahrkeit in the border area, it shows the with a very direct working, however not "pulling" steering and therefore of adorable ester side because he load changes is well-balanced in the weight balance and opposite rather insensitive. And that's what makes the Ferrari California in the test then so quickly. The fact that the driver included well over 1.8 ton Gran Turismo on the Nordschleife approaching that of specifying the conceptual sportier established F 430 to a second, is a strong indication that there is a majority on this most demanding of all routes which is driveability that determines the outcome - not so much the concept or one or two kilos more or less.

The honorable Super Test lap time of the Ferrari California by 7:56 minutes corresponds to that shown in Hockenheim Performance: With 1.13,5 minutes of the universal artist made by Ferrari in exactly the time window is on the way, that the recognized as a benchmark in sportiness Porsche Carrera S itself claimed. That's saying something. Measured against the declared performance will of pithy sawed eight-cylinder engine and never been reproduced in the racetrack stress that serious, yet very handy acting Gran Turismo itself could be from the first to the last braking fulminant delaying ceramic brakes if possible, even to something better carried away the. But in the end it is the Pirelli P Zero tires, which then still have to lay down their arms in the action of the high-shifting mass. Specifically, with a width of 245 millimeters not exactly lush sized tires on the front axle note by increasingly growing in curves slip angle that them harder lateral acceleration tests as on the small track in Hockenheim are not necessarily cut on profile.

The Ferrari California adorns the brand

As is the Ferrari California, the Nordschleife, with its significantly higher average pace already much better, as can be seen easily reached both the speed on the straights and on the curve tempos. The rising straight Döttinger height by measuring the 460-hp Berlinetta in the test with just under 270, getting to the track piece Schwedenkreuz with nearly 250 km / h. However, the feel-good effect in the Ferrari California is based on several factors. His talent, the crew - if necessary even four: two large and two (very) small - take for themselves, confined by no means alone on the quality of his brilliant drive and almost as foolproof to be designated landing gear. It also has to do with the nice conditions that can boast the completely knocked out with light leather cockpit - for example, the exceptionally well-developed Ergomie. The extremely steep angle of the steering wheel with the nice "toys" on top of it, especially the red starter button and as original as practicable Manettino fitting snug fit in the hand. Within the relevant driver for the triangle - the steering wheel, seat position, pedal - it's sort of the linchpin of the most blessed of fascinating aspects environment.

However, it is the Ferrari California in the test and one which has been brought to a design technical top level with stately additional investments. Both the perfect fit imaging bucket seats and the front fairing made of carbon are in fact extra charge. Former hit with 5,236 Euros to the price, the carbon interior charged the petty cash with another 7,021 euros. 6188 Euro will once again due for the made of the same high quality material engine cowling. Who does not dispense with the carbon diffuser - that part of the bottom of the stately rear view, which is in a sense the only aerodynamic element any useful indication of the great sporting talent of the boulevard cruiser named Ferrari California - has to shell out additional 7,140 euros. That he can convince still sporty and not only because reüssiert Super test because it slashed its operational area and the everyday practicality has been lost thus, honors its developers and adorns the brand.

Nürburgring Nordschleife 7.56,00 min
maximum of 10 points

Notwithstanding the stresses comfortable tuning the Ferrari California closes the test on the Nürburgring-Nordschleife in time almost to its sporty sister model Ferrari F430 on - see the lap time on the Nordschleife. The reason for this is the Mobility: the border area can be reliably defined. He does not change from under- to oversteer, but is neutral on the way up to the highest lateral acceleration areas. Only the strong body roll is initially used to. Stronger stabilizers could provide a remedy.

Lap Nordschleife Ferrari California
Hockenheim-Ring Mini Course 1.13,5 min
maximum of 10 points

In the lap time ride on the Hockenheimring the "free feeding" into the curve with the high weight - easily explained - 1787 kg. The fool security in the border area is a pound that can grow excellent - see the lap time on the Hockenheimring. The slight understeer on corner entry is relatively easy to neutralize with soulful gas supply. A sudden swerving tail or even increase it - the dreaded counter-tendency - is largely unknown in the vicinity of the Ferrari California. In the standard ceramic brake is also in the race track environment rely on.

Lap Hockenheim, Ferrari California
Acceleration / braking 19.7 sec
maximum of 10 points

With its 460 horsepower of the Ferrari California can conceal its mass well in the test. The engine depends on the gas like the proverbial junkie on the needle. His seven-speed dual clutch transmission with the now usual with Ferrari F1 control switches on the steering wheel is fully loaded excursions very open. Gear changes are not quite as perfect sanded compared to the current two sporty top models. The transaxle design - front engine, gearbox rear - ensures a tail-heavy weight distribution of 46.6 to 53.4 percent. The traction is well developed even with traction control deactivated "F1-Trac".

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

The drag coefficient of the Ferrari California fluctuates obvious manner greatly between closed and open driving condition. As a coupe, the Ferrari California has a value of 0.32; Cabriolet 0.38. Interestingly, the lift on the rear axle is reversed with open execution in a minimal force on the rear axle. Even the lift on the front axle is reduced when driving: from 750 Newton to 709 Newton. On the good straight traveling stability of the Ferrari California one way or another is not the slightest change. That he can convince even more as a convertible, shows up when driving fast: In no other convertible one is better placed in terms of turbulence than in the Ferrari California.

Front at 200 km / h
76 kg lift
Rear axle at 200 km / h
6 kg buoyancy
lateral acceleration 1.30 g
maximum of 10 points

The lateral dynamics potential shown by the Ferrari California is based not on sports tires but on normal Pirelli P Zero in 245/40 front and 285/40 rear - each in 19 inches. To this extent, the maximum value of 1.3 g can be seen in a special light. For relatively soft setup of the Ferrari California sports tires used elsewhere also would not fit because the curl is already very strong. The considerable body roll - see above - is the very pictorially represents the mechanical grip is still -. Or perhaps because - amazingly well trained.

36-meter slalom 133 km / h
maximum of 10 points

The soft-tuned suspension provides a strong heeling the body, which is not always easy to make the meeting of the exact Einlenkpunktes. During the driving behavior under constant train is neutral to slightly understeering, arises when the load changes a clear overriding one, but that is pretty easy to parry. The steering of the Ferrari California provides a good feel for the requirements, should also mean: The Ferrari California is located opposite experiments on dynamic driving limit very open-minded and always remains good-natured to handle.

change test 142 km / h
maximum of 10 points

The line must fit exactly, in order to drive the Ferrari California a good result from the start. This requirement provides the comfortable suspension, which must be as it were "put" first before it can react according to the specification. Under load can be expected also with a slight understeer, which reverses into a breaking of the tail until coarser load changes. The transitions from under- going gently vonstatten into oversteer, so there is enough time to respond to changes.

wet handling
maximum of 10 points

On the whole very good-natured handling, nothing changes even on wet roads. Their limit defines the Ferrari California exemplary on the front - so he announces over declining side grip on the steering axle, that it comes to an end with the liability. When suddenly abreißendem grip on the drive axle, the driver did much more difficult to teach the expensive Hecktriebler a correct line. Its basically unspectacular driving behavior proves the Ferrari California exemplary even when switched electronic Stability and Traction Control (CST and F1-Trac). The control performance of the ABS is as convincing on wet terrain.


maximum 100 points

In convincing both as solid coupe as well as a veritable convertible Ferrari California sporting talents are anchored, allowing the respectable performances in places that are far beyond beach promenades, city boulevards or highways are - on the Nordschleife for example. That the Ferrari California at the Super Test at the Nurburgring in time a similarly good performance delivers as the sporty half-brother Ferrari F430, is a remarkable case of "over-itself also growing." The convincing sports program of the Ferrari entry-level model is of course only a part of its broad range spectrum: Hardly a competitor has open-top driving cultivated as far as the Ferrari California in the test. And hardly any similar knitted to the ranks Super athlete is able to meet the demands of everyday life as comprehensive manner. It almost seems as if the 2 + 2-seat Berlinetta - incidentally, the first of its kind with eight-cylinder front engine - seriously underestimated.


In convincing both as solid coupe as well as a veritable convertible Ferrari California sporting talents are anchored, allowing the respectable performances in places that are far beyond beach promenades, city boulevards or highways are - on the Nordschleife for example. That the Ferrari California at the Super Test at the Nurburgring in time a similarly good performance delivers as the sporty half-brother Ferrari F430, is a remarkable case of "over-itself also growing." The convincing sports program of the Ferrari entry-level model is of course only a part of its broad range spectrum: Hardly a competitor has open-top driving cultivated as far as the Ferrari California in the test. And hardly any similar knitted to the ranks Super athlete is able to meet the demands of everyday life as comprehensive manner. It almost seems as if the 2 + 2-seat Berlinetta - incidentally, the first of its kind with eight-cylinder front engine - seriously underestimated.

Driving pleasure:
8 points
Suitability for everyday use:
8 points

Mercedes SLR McLaren in the test: 626 hp dressed in carbon fiber

The Mercedes SLR McLaren has 626 hp, wearing a dress made of carbon fiber and costs 435,000 euros - the super sports car in the first test: 334 km / h the top?


An apt comparison for the Mercedes SLR McLaren? Difficult. Impossible, those in charge of Mercedes say. Street Racer would be something else, so no Ferrari Enzo and Porsche Carrera GT no. High-end coupes à la Ferrari 575M or Aston Martin Vanquish, however, did not deserve to be mentioned in the same breath: to tame. Unique because incomparable, the preferred Mercedes vocabulary is - not very original, but credible.

The confirmation already provides the first visual inspection: a Mercedes, unmistakable, but with proportions as in a distorting mirror. On the hood of the Mercedes SLR McLaren, a helicopter could land, not to mention the whole garnish. The distinctive nose to - perhaps not quite opportune - reminiscent of the Formula 1, air vents on the flanks breathe the spirit of the legendary SLR origin of the fifties, supported by exhaust pipes that flow behind the front wheels to the outside.

Mercedes SLR McLaren - sports car caricature or design icon?

Of Dramatic effects are so worried the Mercedes SLR McLaren, although parting of the ways when assessing. Sports car caricature or design icon? The latter hardly, but certainly a cocktail that takes your breath away - strong in flavor, edgy finish. Wen a Carrera GT is reminiscent of a quilt with exhaust pipes, which is right here: in other words. No difference there is, however, the material.

As Porsche Mercedes affords the luxury super sports car Mercedes SLR McLaren model range very expensive carbon fiber plastics (CFRP) clothe. Who does not know, guessed it on closer study of surfaces. Sheet is smoother, but also 50 percent heavier. Baked the elaborate housing (four to five times more rigid than a steel structure) at McLaren in England, the Formula 1 partner, Mercedes also entrusted the development of the Mercedes SLR McLaren. Not without strict guidelines, of course. After all, no McLaren, but a Mercedes-McLaren should come out in the end.

After all, it was the designers allowed to waive the chassis to heavy luxury technology - no active suspension or adjustable dampers so, but classic double wishbone and just such spring-damper units. The rack for the power steering is concerned the sake of simplicity in the A-class that electro-hydraulic brake (SBC) correspond in principle to those in the SL, but the brake calipers grip the Mercedes SLR McLaren ceramic disks huge diameter.

Mercedes SLR McLaren with Bose sound system

The corresponding to the event fire contributes the Mercedes tuning subsidiary AMG. Eight-cylinder, 5.4-liter displacement plus supercharger making at 6,500 / min 626 hp, while at 3250 / min arises a torque of 780 Nm - more than ox Drehwurm consequently.

The similarity with the engine of the SL 55 AMG is largely limited by the way the architecture. Everything else has been turned inside out to dry sump converted (separate oil reservoir instead of oil bath), the charger increases the oil supply. No false compromises so, which of course does not mean that we got away with McLaren without any bitter pills. Which super sports car about affording the luxury of an automatic, one at that with only five gears? And who has been electrically adjustable seats, GPS, Bose sound system, electric steering wheel adjustment, front, head, thorax and knee airbags, a left and right separately adjustable climate control? Exactly, only the Mercedes SLR McLaren, because, as the iron law: Where it says Mercedes, Mercedes has to be in there.

Estimated 200 kg cost the pampering amenities - bad for the diet, as demonstrated the test car on the scales: 1.747 tons, 285 kilograms more than a Carrera GT. The good news: 50 percent of the weight rests on the rear wheels of the Mercedes SLR McLaren.


The slightly different super sports car: lightweight, but with Mercedes-virtues, breathtaking performance, but with automatic, exotic form, but with a front engine. However, driving dynamics, the Mercedes SLR McLaren makes some weaknesses.

Overview: Mercedes SLR McLaren test
  • 626 hp dressed in carbon fiber page 1
  • Mercedes SLR McLaren Page 2
  • Mercedes SLR McLaren page 3

Citroën DS3 Cabrio in the test: fresh air per meter

The Citroën DS3 Cabrio attracts with its large Faltschiebedach not completely blank, but has five seats and a large boot.

26/02/2013 Dirk Gulde

Did someone Faltschiebedach say? So please, Citroën wants to be understood as the open DS3 Cabrio. The truth is, as so often in the middle, because that developed along with Webasto roof can slide much more than a meter backwards.

If the roof switch in the Citroën DS3 Cabrio pressed for more, out the rear window folds inward before the three-layer fabric construction to the trunk lid aufkrempelt in 16 seconds - which brings even at city pace of life in the hairstyles. Thanks to solid side webs the transformation works to a speed of 120, also remains a least 245 liters of large luggage space that can be expanded by folding down the rear seats. However, in order to equip the luggage compartment through the lower rear hatch, a certain Tetris experience can not hurt.

Citroën DS3 Cabrio in the test: fresh air per meter
Citroën DS3 Cabrio 1:16 min.

Citroën DS3 Cabrio at an affordable price

The lack of a conversion to a fully convertible gives the Citroën DS3 beyond low interior noise and a stiff body that weighs just 25 kilos more than the hardtop version. Therefore, performance and fuel consumption differ by only tenths, while the THP 155 precipitated with wuseliger agility. That the power steering could work something soulful, most DS3 interested are probably get over.

abzubekommen not they should already meet heavier. Given favorable Euro 17,790 for the three-cylinder Citroen DS3-based convertible with 82 hp Regrets Citroën Germany to have only 2,500 cars available for this year. Those who want to successfully audition for his dealer, so you should delete the word Faltschiebedach necessarily from his vocabulary.

Abt VW Golf GTI with 290 hp in the test: With the basic version for compact class victory?

Totally immodest starts Tuner Abt an extensively revised, 290-horsepower VW Golf GTI the race for the best tuned compact athletes. Well then - Action! We have tested the anabolic GTI for you.

05/11/2013 Jens Dralle Powered by

The approval of the Abt VW Golf GTI must be something went wrong. Who would paperboard, the number of the Antichrist in a white car? Surely no one who has ever dealt with the "Number of the Beast" album by Iron Maiden.

Abt VW Golf GTI without mechanical lock

On the other hand - if the doped Abt VW Golf GTI lossprintet, the suspicion could well come up here just tobe the devil through the chambers of the two-liter four-cylinder. As a basis for the reconstruction of the tuner handle a 220-hp GTI seven generations back - without performance package, and therefore not only with a little less power but also without mechanical lock and without much brake - the performance version we had in Super test.

For this, the VW Golf GTI, including: Tight and comfortable padded and with plenty of lateral support provided sports seats with stylish plaid covers, perfectly legible round dials plus the other typical-golfige infallibility in the interior - a wise decision by Abbot, everything to keep it in production configuration.

Abt VW Golf GTI with massive swipe

Regarding the performance of the VW Golf GTI by Abt tolerate quite yet something has pointed tere dynamics, he has it but the production car simply make too many right. Thus, an additional controller (2.349 Euro plus installation and decrease) lupft the power by 70 to 290 PS (at 4,800 instead of 4,500 / min), the maximum torque rises from 350 to 420 Newton-meters, that is as usual 1500-4400 routes available. As with the series model, the torque-Berg builds threatening steeply, but the direct injection not climb it drastically and unbridled. Instead, the sophisticated four-cylinder delivers a smooth, very powerful draft.

With negligible delay, the engine responds, then shouldering the 1.4 tonne VW Golf GTI and pulls him in a soft, but highly specific violence towards the finish line. In 5.9 seconds, the Abt GTI cracks prior to the 100 km / h mark, thereby undercutting the last measured in the test performance variant (6.2 s), the base model anyway (6.4 s).

ESP not completely switched off, forget it

Regardless of the size 225 tires of Abt GTI chomping some half a bit with the front wheels, but must total not great worry about traction - which of course is also connected with the control electronics, which can not be completely shut down.

On the other hand: a mood killer have not programmed the VW engineers. Who jokingly fully goes for example in the curve apex on the throttle, notice how the system releases depending on the steering angle, the power flowing, to guarantee smoky no more rubber. Here, the Abt VW Golf GTI pasted anyway more consistently on the road, because the tuner in addition to 30-millimeter lowering springs 8.5 x 19 wheels on 225 / 35er tires (complete set: 3,490 euros) mounted - the series tested so far GTI stood on 18-inch wheels.

Bucky chassis, meadow liges Handling

In order for the Abt-VW Golf GTI comes from 100 km / h one meter ahead of the base. In addition, the chassis measures require a significantly more aggressive turn-in while simultaneously minimizing understeer, but even with just minimal suspension comfort. Especially on long bumps the tuned VW bucks noticeable.

Given the meadow time of agility and not using adaptive damper healthy hardness must hardly surprising. Therefore, the driver of the Abt VW Golf GTI groping like to again hit the gas before he thinks about it longer. Even in the mid-range of the four-cylinder engine responds spontaneously, firing incessantly its torque-spin, turns merrily towards 6,000 / min mark - but no more so cheerful beyond. Typical effect of the six-speed double clutch transmission is a bad acting snorting at the instantaneous gear changes.

Sound spectrum of the Abt GTI between bass guitar and tuba

Wherever you go, the four-pipe rear muffler Orchestra at the rear (1,490 euros), the sound from deep tuned bass guitar and engaged blown Tuba is varied. For fun has sports car once measured it: In highway recommended speed of 130 km / h the noise level inside the Abt VW Golf GTI at 70 db (A) and thus to the factory level, at a speed of 160 but with 77 db (A) four db (A) above.

With disturbing Dröhnfrequenzen the Abbot-VW Golf GTI its occupants never bothered, he sounds rather easy as it looks - aggressive, perhaps even a bit diabolical. To the powerful gripping motor fits perfectly, although some doubts about the software-only staying power output. After all, Abbot granted a substantive guarantee.

still remain more than the question of why not on the basis of performance variant, a conversion come about? "We are working on it," Kempten replies. And until that happens, even the little track in Hockenheim should be available again for the Abt VW Golf GTI. It would have to go down with the devil, and if no reasonable lap time happens.