Iveco Massif 3.0 HPT Super Test: An off-roader with rough edges

The new Iveco Massif shines with old virtues: rugged terrain vehicle technology as before, to a husky motor. And what about comfort? As the Massif has beaten in our Super Test, read here.

06.04.2010 Powered by

From the old school: The new Iveco Massif is seen at its roots at first glance. For it is only with the current model, the Italian commercial vehicle professionals have a say in Andalusian Linares. Until now we knew the vehicle - in the previous version - when Santana PS-10th And where in turn has its idiom ago, clarifies a look into the history of the 1956 founded as agricultural machinery manufacturer company Santana. In 1961, the Spaniard went into a joint venture with Land Rover, built then on the series II Landy's license. Protected by massive import tariffs, the business performed magnificently. In Spain, Portugal and Morocco and Algeria Santana put the time from many four-wheel drive.

Iveco was previously only engine supplier

The eventful history of Santana - among others as a licensed producer for Suzuki SUV - found a new peak in 1998, when the baptized Anibal PS-10 was introduced. A major success was not destined to Santana with us, justified by the rather sluggish mass production and the thin dealer network. With the new all to be different, because now wants to Iveco -bislang only as an engine supplier in the same boat - take care of the marketing of the rustic frontier worker.

We tested the 176-horsepower version of the Iveco

The Italians alike bring their greatest pound: the Euro 4 version of the Daily engine. Its previous four-cylinder, 128 horsepower, had a reputation like thunder and nailed not only in the PS 10 and the van Daily, but also thousands of times in other commercial vehicles. In the current issue of the four-cylinder has increased to three liters and has gained tremendous power and torque. Our test car came in the 176-hp version of Horstwalde - who knows the current Defender Td4, rubs here only their eyes in disbelief: The arrival is spectacular, and it happens ansatzlos. In virtually every speed range is sufficient an energetic step on the right pedal, to raise the five-door almost out of bed and firing. The casual wide speed range in which the full charge is ready, makes the six-speed transmission in everyday life almost superfluous - you can be a respective loose, skip two gears and switch 1-3-6.

The Iveco Massif uses leaf springs at both rigid axles

Not only the sheer force because you have to like the engine. The broad oil change intervals of 40,000 kilometers, also tell of a good education with experienced commercial vehicle professionals. Particularly excited we were, however, on the behavior of the chassis under the extreme conditions of the super test. For still the Massif puts on leaf spring packs on both rigid axles. However, not standard springs are used, as they were common in the 70's with almost any SUV, but parabolic springs, which are stored separately in the packages. That brings less wear (no schmirgelnder dirt can become lodged between the sheets) and especially a much softer suspension behavior.

Even long distance are for the Iveco no problem

That falls on the road actually very kommod. In conjunction with the magnificent engine marathon stages over several hundred kilometers can even cover with a pleasant cruising speed. Only the adventurous soundscape in nearly uninsulated body ensures that it is better completed long trips with earplugs. Up to 170 km / h Iveco runs in everyday life it is allowed, however, in healthy 130 things at that. One reason is the system-related independent existence of the suspension, which also takes care of the steering force. During emergency braking from high speeds some life coming into the load, there's a powerful gripping hand demand. Gross distortions or potholes in the runway tremble the steering wheel because the leaf springs initiate additional impetus in the steering. On poor surfaces the spring packets arrive at high speeds anyway to their function limit, it is rude and stoßig.

ABS, airbags and ESP are not available

however, is commendable, the available interior space. Especially Defender drivers take astonished to note that you can only passable sit on identical floor plan entirely. Specifically, the driver sits more comfortable and airy than the English model. As with this safety technology is also in the Massif all modern waived: airbags and ESP are not available, and ABS is not even available at a surcharge at the Iveco. The resulting braking distances in our test car shared the responsibility of the soft A / T tires, requiring a forward-looking driving style.


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Conclusion

What a diesel! The Iveco engine is the prime example of a strong gripping SUVs drive. The amazingly flexible leaf spring suspension has at fast road driving comfort deficits, but works off a slowly into the type of test disciplines. Except for the unwieldy turning circle and the weak parking brake of the Massif in the Super Test leaves something to be desired hardly anything - so he is a high score.

VW Golf GTD DSG in the test: diesel version of the GTI

It's been a while since there was the VW Golf GTD. Now VW has him back in stock, with a 170-horsepower diesel - for the economical form of piece movement.

25/07/2009 Marcus Peters

We have him back. With the VW Golf III, he has lost us was lost for two generations. Now he appears again like a phoenix from the carbon black: the VW Golf GTD (for drive report) or the self-igniting GTI. Given the model explosion at VW, one wonders why the GTD was forgotten. For his style is simple: take a VW Golf GTI (for review), combine it with the strongest of all four-cylinder diesel, the chassis adapt to the higher weight of the heavier motor, and ready is the GTI for fuel saving foxes.

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Single review VW Golf GTD
auto motor und sport 15/2009
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Winter tire test of the size 225 / 45-17: Winter tire test result Michelin Alpin A4

Five winter tires in size 225/45 R17 from premium brands put on a BMW 3 Series the sport auto test on snow, wet and dry roads. Michelin Alpin A4 participates in the winter tire test.

Jochen Übler

Verdict Michelin Alpin A4

Class victory at the winter tire test Chapter wet for the Michelin Alpin A4 also the effect on the sportiest and most direct. Just not on snow, because since the pronounced understeer on the BMW 3 inhibits a brisk progress.

sports car rating: Highly recommended.

So is assessed:
The tire with the best value per criterion gets full marks each. In the steering precision count the directness and the response from the central position, while handling the highest possible neutrality in the border area.

Overview: Winter tire test 225 / 45-17
  • Tip among the well-known tire brands page 1
  • Winter tire test result Nokian WR D3 Page 2
  • Winter tire test results Dunlop Winter Sport 4D page 3
  • Winter tire test result Michelin Alpin A4 page 4
  • Winter tire test results Goodyear Ultra Grip Performance 2 page 5
  • Winter tire test results Pirelli W240 Sottozero Serie II page 6

Opel Astra, Focus, Cee’d, Mazda 3, Octavia, Golf 6 compact cars in the comparison test

It's three letters, eleven and a half years and two Astra ago that a compact Opel at the top of his class standing: In March 2004, the Astra H managed a victory against his toughest rival, the Volkswagen Golf. After the successful individual performance, the new Astra K states in his most important test of the compact class elite and meets Ford Focus, Kia Cee'd, Mazda 3, Skoda Octavia and - of course - the VW Golf.

28/11/2015 Sebastian Renz 3 comments

You probably know the DVDs: Since you have the chips provided and wait for the opening credits music for "Dances With Wolves," "The Empire Strikes Back" or "Sissi, Fateful Years of an Empress". But then schlurcht first the unvorspulbare regard to overall social problem of Raubkopierertums through the picture. And something like that we fade here even before it starts really with the first comparison test of the new Opel Astra K. So: Yes, of course, drives a diesel VW with. For the VW Golf was the most important car in its class, as terms such as dynamometer or urea injection were no issues of the day. And he is still. Everything there is to know the exhaust affair and software (such that these type-tested by Euro 6 engines are okay), we have summarized elsewhere. This is about hardware. And to a single question: Is Creates the Opel Astra K to the top? So now but: fanfare roar Lion's roar, list of the main characters - Opel Astra, Ford Focus, Kia Cee'd, Mazda 3, Skoda Octavia and VW Golf. First picture: the Opel Astra K.

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Compact Comparison Test Astra, Focus, Cee'd, Mazda 3, Octavia, Golf
auto motor und sport 22/2015
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BMW X5 40e & amp; Mercedes GLE 500 s in comparison Test: 2 large SUV with small thirst

Long range plus locally emission-free driving: The plug-in hybrid BMW X5 and Mercedes 40e GLE 500 e want to combine the best of gas and electric world.

01/25/2016 Dirk Gulde Powered by

That sounds hard for the perfect deal: Plug-in buyers without two cylinders in the combustor and get in return a complete electric car given. Of course, without compromising coverage or performance, and so you say no means no, the EU sets yet the fuel consumption of a moped on top. As an experienced consumer will presumably because suspicious.

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comparison test BMW X5 xDrive 40e Mercedes GLE 500 e 4Matic
auto motor und sport 01/2016
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Hyundai i30 cw 1.6 CRDi in the test: Compact Combi balanced convincing

The base model Hyundai i30 cw rolls on from 17,290 euros. We have the compact station wagon than 1.6 CRDi with prices starting at 24,530 euros in the test.

10/18/2012 Dirk Gulde

With 17,290 Euros the base model still holds, although a small respectful distance to the station wagon Golf, Focus & Co., but the Hyundai i30 cw 1.6 CRDi convinced rather differently - for example, with its meticulous processing. So not only make the soft dashboard or the sharp displays her much. Even on rare visible places like the back seat underside protects a felt cover, which otherwise often swells white foam.

I30 cw 1.6 CRDi consumed 5.9 liters

Tüftelsinn also reveal lots of compartments under the flat load floor, the supple flutschende rear blind or easily accessible USB and audio ports in the dashboard. Also nice that the Hyundai i30 cw out holds 1.6 CRDi from the Agilitätswettrüsten and instead shines with a balanced suspension comfort, comfortable seats and a successful noise insulation of the 110 hp 1.6-liter diesel. That the economical common rail (5.9 L / 100 km) below 2,000 / min tired competes and the steering feels synthetic, can get over therefore. An argument Hyundai has up its sleeve: About five years warranty see most competitors pale.

Hyundai i30 cw 1.6 CRDi in the test: Compact Combi balanced convincing
Hyundai i30 cw 1:13 min.

Advantages and disadvantages

  • roomy interior
  • large trunk
  • practical stowage
  • comfortable seats
  • good workmanship
  • comfortable suspension
  • easy handling
  • economical and refined diesel engine
  • callous steering
  • poor visibility to the rear
  • only average handling characteristics

Adaptive cruise control in the test: How compare five systems

Predictive Cruise Control maintain the distance to the preceding track. How well do they really support the driver, we have examined in five mid-size cars.

08/13/2016 Dirk Gulde, Annette Napp 11 comments

If you believe the promises of the manufacturer, drive us cars in a few years all alone to your destination. Ever since the announcement of the Google charts each carmaker research practically at full speed on the autonomous vehicle. Until that happens, give assistance systems a taste of tomorrow's mobility. So make adaptive cruise control the driver not superfluous, but they want him relieve. Radar sensors on the front will measure speed and distance of the person in front and adjust your own pace on it. In all systems tested, yet a camera into the game, after road markings on the lookout and keep the car with steering interventions in the track comes. Some of the electronic aids are based on the tracking and the guy in front, allowing the subsequent driving even in bad recognizable road markings.

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comparison test Adaptive cruise control
auto motor und sport 15/2016
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Mercedes ML 320 CDI test: Well groomed slopes on arcane

More than 100,000 kilometers, the Mercedes ML 320 CDI traveled in our extensive endurance test on highways, country roads and sometimes offbeat slopes. And he well groomed too.

26.02.2009 Jörn Thomas

In Bavarian schools, the voluntary visit to a so-called M-Class allows the average maturity. When a Mercedes M-Class for the 100,000 km Auto Motor und Sport-Editorial visited, they would not be satisfied with the average maturity alone. Even the appearance of the endurance test ML 320 CDI sweeps the thought of mediocrity from the plate. At 4.80 meters in length, it offers a Maxi Pouches comfort. In addition to the ordinary standard equipment drive leather upholstery, air suspension, bi-xenon headlamps, COMAND system, sunroof and the off-road engineering package price at commencement of employment on 11 September 2006 to more than 72,000 euros.

Them still 42,000 euros left at the end. In between lie side by about 42 percent loss in value of 24 months and 100,331 kilometers of travel comfort. Largely untroubled, for the lasuritmetallicblaue diesel Mercedes verkneift unlike the mixed experiences of readers coarser Schnitzer or even failures.

Gnawing damage and burglary

But not automatic stuttering: So velvety 7G-Tronic works at higher speeds, so surly it behaves at times during the slow approach rollers at a traffic light or while sneaking with little load, they enter knocks the steps hard and dry. A phenomenon that was already evident at the Mercedes SLK 350 permanent test car and is difficult to reproduce, the popularity of the ML but could not hurt.

The popularity with dark elements hurt him in any case more. After one and a half months, a marten in the engine compartment, which makes a new insulating mat and an oil line for the power steering necessary bites. Earlier, the ML already demand for a new connector on the lambda sensor - without outside intervention. Six months later, it clinks then. An evil man strikes a side window one, takes the electronically either physically or secured Comand-conditioner and editor Thomas Fischer back disoriented. Fortunately, only in Stuttgart.

Second burglary after 6 weeks

How such a fall in the distance feels, Fischer test six weeks later in Spain. Although this time the navigation system is left to him, he asks for a page Diskless return vehemently burglar-proof glazing and an alarm system. Much more demands not found in the yellow cards that accompany the test car.

Positive feedback

The stored there comments are unanimous: great touring car with plenty of room, amazingly handy for size. Even fully loaded with four people and luggage, the ML does not lose thanks to air suspension with adaptive dampers temper. Due to ample ground clearance and switchable differential locks he erkraxelt steep slopes so determined, as he runterrodelt with its Hill Descent Control. Caution however with mounted roof box: Most parking garages want their scalp. The three-liter common-rail V6 - popular with around 56 percent ML motorization - meet an average of 11.5 L / 100 km. Given the combination of torque wealth (510 Nm at 1600 / min) and genuine refinement more than adequate. Especially as the Mercedes ML 320 CDI rare something is given in the endurance test, recognizable by the maximum consumption of 15.2 L / 100 km.

With less than 10 liters by the landing

So he has to prove himself as a tractor or fully loaded express operator in the rapid appointment traffic on the highway. Nevertheless, to draw still remained leisure sometimes with 9.4 liters / 100 km through the country. As always, accompanied by rhythmic oil refilling and down 27,955 kilometers of steering noises. Up to 44,617 kilometers: There's a new steering servo pump included. The raccoon had the rubber sleeves and seals so strongly believed that lubricant leaked to the same extent as dirt penetrated. Before closing, a defective temperature sensor Mercedes ML forces still a second - and last - time unscheduled to the workshop.

High School passed

Nevertheless, he proposes with its favorable shortcomings index not only endurance test previous ML 270 CDI, but also the rest of the previous SUV endurance test squad. Given the solid final state of shiny lacquer knarzfreie panels to the albeit patinösen, but still tight leather seats, the M-Class has thus deserves more than just the average maturity. So congratulations on graduation in 2009, my S-MJ 968th

TT RS against AMG SLC 43 and 718 Boxster S: 4, 5 or 6 cylinders in the sporting Roadster?

Only Audi occurs even with five cylinders, as in the TT RS Roadster. The Mercedes-AMG SLC 43 forms with six cylinders now also an exception. Four cylinders are rather normal - the Porsche 718 Boxster S, after all, in rare Boxer design.

08/28/2017 Marcus Peters 8 comments

Is not it great that they just discovered the zeitgeist at Porsche and have rid the world of this anachronistic six-cylinder vacuum cleaner? Where but can a turbocharged four-cylinder, while the same is much more economical to the test and early provides high torque? If one were to consider a combined heat and power engine alone from the standpoint of efficiency, then all this were true, good and important.

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Audi TT RS Roadster, Mercedes-AMG SLC 43 Porsche 718 Boxster S Front
TT RS against AMG SLC Boxster S 43 and 718 4, 5 or 6 cylinder in a sporty roadster?
auto motor und sport 16/2017
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Ferrari F430 Scuderia: Hard on the border

The 510 hp lightweight variant of F430 with the suffix Scuderia is not a placebo recipe, but the continuation of a logical located in evolution.

18.10.2007 Horst von Saurma Powered by

The majority of red or yellow paint part at Ferrari standard. That a new Ferrari as the 430 Scuderia now alternatively also occurs in relatively plain gray, therefore, may not fit the commonly colorful image of the brand at first glance. But it could be considered by Ferrari as a special statement - according to the motto: away from the optical to the technical dominance.

The manufacturer is full of confidence

Super test and comparison test against the envisaged competition (Lamborghini Superleggera and Porsche GT2) are reportedly not a problem. The homework are done, as the lap times on our own test track Fiorano showed. There, the 430 Scuderia reach the same periods of the previous flyer Enzo.

The Scuderia has its price

The batches of the next two years are now completely sold out, despite the tight the surcharge against the Base F 430 of about 50,000 euros. Whether it's for more or less there, depends - as always - all from the point of view from. This extra power is expressed in a moderate 20-horsepower increase, but culminates thus in a maximum output of no less than 510 hp. The specific power output of 118 hp / L moves for a naturally aspirated engine at absolute record levels.

The power to weight ratio is sensational

However, more interesting than the said gain is the significant loss of substance. If this is confirmed, what Ferrari proclaimed propelled finished weight for the 430 Scuderia (1,350 kilograms fully fueled), it undercuts the F 430 (1493 kg) by nearly three quintals. The sensational performance weighing then only 2.6 kilograms per hp must culminate in an obvious manner significantly increased performance. The sprint to 100 km / h indicated accordingly with 3.6 seconds. The maximum speed setpoint are 320 km / h.

The significant weight loss is revealed at first sight in the absence of carpeting and the lush use of CFRP material, for example in the door trim and the cover of the transmission tunnel. The corrugated aluminum skins and the visible part chassis plates with the handsomely drawn welds in the footwell are also visible signs of the practical sports car like the new, beautifully cut carbon seats. The concentration on the essentials has thus already sharpened the profile of the eight-cylinder Berlinetta visible in the state.

Woe when released ...

In character varies the 430 Scuderia between Dr. Jekyll and Mr. Hyde: In soulful, gentle operation of the accelerator pedal of Achzylinder Ferrari comparatively quiet tones and extremely slurred, elegant gear changes of the automated six-speed transmission responds. But alas, the throttle abruptly and opened more than 40 percent. Then the inmates a sports program of such intensity is cut around the ears that they goes by hearing and seeing. The eight-cylinder roars so loud and insistent, the song of the Ferrari Vita, as if he had been excluded as a reward for the continuation of the tradition of the applicable noise regulations.

Gear changes in 60-millisecond range feel it almost as to when would be forced with an oversized mallet to the alliance, the gear pairs. Here racing is celebrated - as it is unmistakable and consistent following in the matter, it relentlessly in the result and the dictates terribly fast.

And then suddenly everything is calm again

On pats on the gas pedal of the 430 Scuderia responded like a well-trained lion: with flattering gentleness with beguiling charm and with great commitment.


Audi A3 Sportback in the test: Six centimeters more premium claim

The Audi A3 Sportback has been presented recently. Six centimeters longer wheelbase and two more doors make the Audi A3 sport back. The travel report in the 184-horsepower diesel.

27.11.2012 Alexander Bloch

About comparison test victories of the new Golf is one looks in Ingolstadt as little as about gates of VFL Wolfsburg. Despite everything dominating modular toolkit strategy and corporate discipline Audi and VW care - where is it possible - an intensive competition. Since VW development chief Ulrich Hackenberg visibly pleased that he was able to set a classic analog fuel gauge instead of gross LED display in the Audi A3 Sportback in the new Golf. In return, the Audi electronics feixen that you would not get in Wolfsburg at the start very accurate, mobile data-based traffic on the chain. 

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Driving report Audi A3 Sportback Audi creates space
auto motor und sport 25/2012
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Opel Corsa and VW Polo in the comparison test: Two small cars at eye level

Volkswagen has presented in the spring with the Polo facelift, now moves to Opel Corsa with the fifth-edition. No car is currently important for the brand, the Corsa E is doomed to success. What are his chances?

09/22/2014 Michael von Maydell

Really a lot of Opel will not reveal at the Paris Motor Show to world premiere. Exact specifications and prices will therefore find a few. The Rüsselsheim keep the tension deliberately high, even in the main factory Rüsselsheim was so far no Opel Corsa E seen.

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Static comparison Opel Corsa and VW Polo
auto motor und sport 18/2014
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Renault Koleos 2.0 dCi 4×4 in review: The soft Frenchman – Koleos 2.0 dCi 4×4

Renault will start as the last major manufacturer in the SUV. The best for last? No. Brake problems tarnish the image. We have sent the top model in the most powerful version to the test track.

12/09/2008 Powered by

Of competition determines there is no shortage, because now each brand has its compact SUV at the start. Renault could be particularly long time, tried after the hapless Scénic RX4, which was built just two years from 1999 to ignore the segment brave. But the sales figures for this vehicle class led to rethink.

Since September 2008, the new Koleos arrived at dealers. The stresses around styled French contribution to the theme SUV is an intercompany joint effort: Drive system and petrol engines come from Nissan (X-Trail), the diesel Renault made, the Koleos at Samsung in South Korea. Largest pounds from new business in the still-growing market: the fresh French sticks priced back and offers comfort. At 24,500 euros, the gasoline engine starts at 25,800 Euro diesel with 150 hp - both but only with front-wheel drive. Who wants and no sham want the indispensable for off-road four-wheel, pays 2,000 euros extra. And must take a compression-ignition engine, the gasoline engine, there is only a front-wheel drive. What is regrettable, the gasoline engine can still come up with at least 20 centimeters of ground clearance - the diesel four-wheel it to our measurement only 17th

The tested top model in the Luxe equipment is the most powerful version, the two-liter develops 173 hp. And also marks the decisive argument for the Koleos: The four-cylinder works very smoothly and casual, offers especially when pulling a neat appearance. Is unusual for the French, whose Diesel usually shine as saving master that the test fuel consumption at the upper end of the range: 8.9 liters are compared to the competition of VW, Ford or Toyota no credit.

Just as quietly as smoothly running engine, the chassis shows. Loud road noise or rumble can not be heard even on bad roads. The clearer for the wind, which generates relatively much noise at fast ride on the highway. The interior appears suitable for everyday use and variable: many storage compartments, including very practical in the armrests of the doors; the rear seat back angle adjustment and folding with a handle out of the trunk. In addition, the backrest can be folded down from the passenger seat so that you can get along with the next hardware store shopping without a trailer.

Clean processing and high quality materials are on the credit side. Less convincing the operability of the fully equipped Luxe version fails. Many do not always easy to switch-looking islands scattered around the driver. For example, that the cruise control in the center console is selected, but is set on the steering wheel, does not reveal itself immediately. The use satellite for controlling the sound system on the steering wheel is hopelessly overloaded, and even after a long time you do not get used to it.

For off-road use - as far as one has just come in the face of ground clearance - the Koleos holds two extra buttons ready. The first locks the wheel drive in a ratio of 50: 50 between the axes. This is already known from the X-Trail, and the system works like this: Above 40 km / h turns the lock again. This can be entertaining in conjunction with two button. Activates the hill descent control (HDC), and only works with a locked wheel. Short times been too fast and leave in a subsequent downhill to the HDC, can provide increased heart rate.

A bit poor, it is ordered killed chapter of active driving safety. The very comfortable suspension - schluckfreudig and gentle even on potholes - has dynamic deficits. With sturdy construction movement of the Koleos varies by changing curves, kept with difficulty from the ESP control. The mandatory pylon fronds according to test program, the Renault rocks to react strongly fatigue-sensitive - switch off the ESP is even overturning. The soft, indirect steering amplifies the dilemma. Really weak the brakes are: Fully loaded the Koleos needs lush 46,10 meters until he comes from 100 kph to a standstill - these are values ​​as it reaches a Jeep Wrangler on knobbly tires. For a brand that advertises diligently with the occupant safety of their vehicles, a quite sobering result.

Conclusion

the Koleos The price-performance ratio is attractive - a similarly equipped Tiguan costs 5,000 euros more. Succeeded: the design of the interior. Not acceptable: the moderate braking.

Porsche 911 Carrera GTS Super Test: Porsche bests in Hockenheim and Nordschleife

So far, the penalty recorded with GTS logo more by their elegant look than a real performance gain. Only beautiful or faster? The current Porsche 911 Carrera GTS Super Test.

07/29/2017 Christian Gebhardt 5 comments Powered by
  • Fabulous time at Hockenheim
  • Technology of the Carrera GTS 991.2
  • Weight and driving modes
  • Outstanding on the brakes
  • Strong lap on the Nordschleife

"Oh, again a 911 in the Super Test, what is it this time again - other exhaust tips and black wheels," a test driver of a Bavarian car maker asks me smiling as I open with the Porsche 911 Carrera GTS at the Nordschleife. The underlying criticism: you present too many Porsche Super Test. to reach us from time to time letters a topic. And so now again a Porsche Super Test plus a penalty variant. Stop, dear critics, the mixture right. The 911 Carrera GTS follows in the Super Test at Mercedes-AMG GT S, Ferrari 488 GTB, Ford Focus RS, Honda NSX, Aston Martin Vantage GT8, Mini JCW Pro, Mercedes-AMG GT R - super sports car, sport compact, sporty small car, a greater mix of different brands and vehicle categories is unlikely.

It is not our fault that some vehicles do not want to find their way to the Super Test simple. A Ferrari F12 tdf as will be canceled immediately or it will stay in for months and unfortunately mostly fruitless e-mail correspondence. At this point, sometimes a big compliment to the press office in Zuffenhausen and their test car management. If you get there requests a test car, you get it made available in a timely manner and without major problems.

Performance gain of the GTS model yet manageable

The Porsche critics will admit to this Super Test that this 911 Carrera GTS has found absolutely right the way to the Super Test. And he actually did was not on the Super Test list.

Chevrolet Corvette Grand Sport, Porsche 911 Carrera GTS, Side View Test Corvette Grand Sport vs. 911 GTS Displacement against Turbo

As described in the comparison test with the Corvette Grand Sport, the abbreviation was GTS in modern times rather a shadow of its glorious racing past with the legendary Porsche 904 Carrera GTS from the 1960s. GTS in the present, which has always been a clever marketing measure to continue to maintain the sale of some production cycle. So get in regularity at some point all Porsche models, whether Panamera, Cayenne, Macan, Cayman, Boxster or just the 911, pasted the GTS logo on the tailgate.

For the first time, Porsche presented the penalty series 997 with the GTS logo in 2010. No question, chic saw the GTS-based vehicles of the penalty of yes, but they had an added value to offer from a performance point of view? A brief look back into the test history: In sport auto-Heft 4/2011 of the 408-hp 997 Carrera GTS lay down a lap time of 1.12,9 minutes in Hockenheim, five tenths of a second faster than the then 385-hp 997 Carrera S. The last 911 Carrera GTS with 430 hp naturally aspirated engine from the first 991 generation, however, could in his two appearances (sports car 2 and 9/2015) with lap times of 1.10,8 minutes and 1.11,7 minutes, the 400-hp base model Carrera S (1.10, 4 min) did not beat. Interim conclusion: had been rather manageable The performance gain after the abbreviation GTS.

Fabulous time at Hockenheim for Porsche 911 Carrera GTS

And then March 17, 2017 was: Hockenheim, 11:46, the current Porsche 911 Carrera GTS runs in 1.08,0 minutes around the small track and lifts the 911 world upside down. So that the GTS was faster than any serial penalty that has been circling our reference section in our test and Super Test. No 911 Turbo (fastest time so far 1.08,2 min), no GT3 RS (best time so far 1.08,5) nor the legend GT2 RS (best time 1.08,4 min) so lay down a lap time like the painted in crimson 911 GTS.

Ferrari F12 Berlinetta, side view Top 50 Super Test The fastest sports car in Hockenheim

Even when rolling back from the fast lap in the pits was clear that 911 has earned the freestyle on the Nordschleife after the short program at Hockenheim. While the rear-wheel drive with full everyday lifestyle suspension comfort cozy motorway towards Nordschleife takes under the wheels, there is sufficient time for an idea. Like all GTS models also transmits S-GO 4064 the body of the Carrera 4 with 44 millimeters wide wheel arches of the rear axle. Front of the Porsche 911 Carrera GTS is recognizable by the new Sport Design front apron with larger air intakes and the black spoiler lip. Laterally, the Sport Design mirrors mark it with black mirror and logos on the doors. At the rear of the GTS reveals not only by the type lettering, but also through the darkened tail lights, black tailpipes and an air inlet grille with black painted strips.

450-PS-turbo shines with thrust

we come to the technique including infected. Like its predecessors, is also the current GTS with a moderate increase in output to work. Compared to the 420 hp Carrera S of the three-liter six-cylinder with twin turbochargers makes now 30 hp more. new turbochargers are responsible for the increase in performance. The GTS-loaders have in comparison to those of the S-model over a larger turbine wheel (48 instead of 45 mm) and a larger Verdichterraddurchmesser (55 instead of 51 mm). In addition, the maximum boost pressure of 1.1 to date now up to 1.25 bar was raised.

Porsche 911 Carrera GTS, Side View Photo: Hans-Dieter Seufert
Carrera GTS lies a 3.0-liter six-cylinder turbo.

Short data synchronization: In the acceleration shows that it may be the performance gain is not alone, that has helped the GTS to his lateral dynamic heights at Hockenheim. To 100 the newcomer accelerates a tenth of a second faster than the 991.2 Carrera S in the Super Test (see sport auto 6/2016). Up to 200 km / h, the GTS is 11.9 seconds nine-tenths seconds faster. The twin-turbo Boxer standout feature is the thrust in the lower speed range and its homogeneous power delivery across a wide rev range.

To relish sawed last naturally aspirated GTS with sports exhaust system he comes from an emotional standpoint, of course not quite, but the penalty community must also insert any Memorial Day, when the turbo revs up today. Even the biturbo GTS wears the standard sports exhaust system. In order for the Boxer rock still a little bit unfiltered penetrates your ear, the development team also reduced the insulation of the GTS. O-Ton Porsche: "The insulation was reduced as weight and Emotionalisierungsmaßnahme in the field of wheel, seat pan, roof rack, B-pillar, rear apron, rear quarter panel, rear and in the Top Tether." Weight saving: 1.1 kg.

Next time please, no rear seats

With a weight of 1,506 kilograms, the new Porsche 911 Carrera GTS is even more than two kilograms lighter than the 991.2 Carrera S from the Super Test, 2016. Thanks to the optional sports bucket seats with shells made of glass and carbon fiber reinforced plastic (minus 14.4 kg compared to standard seats) and the ceramic brake system, PCCB (minus 11.5 kg compared to steel brakes) were drawn weight technically in this GTS all the stops to save excess pounds. Wait, not all: Exclusively for the GTS, there is also the free option called "omission of rear seats". As the name suggests, from the 2 + 2-seater is then a pure two-seater. Without emergency seats GTS raises a bit GT3 ambience in the rear, falling back only to the disguised central tunnel in which also the view. The "elimination rear seat system" option would have once saved 7.6 kilograms, and the current GTS test car was a member of the "sub-1,500-kilogram Club" was.

Porsche 911 Carrera GTS, front view
Super test lap on the Nürburgring-Nordschleife 8:02 min.

Would have would be if - Arrival Nordschleife, are here no excuses. else to modify the bucket seat for the race track visit quickly before the ride over the Eifel rollercoaster. While the sports bucket seats fit well in terms of lateral support and seat position even tall people in everyday life, the seating position is with helmet a bit too high. Click, pull the plug with the cable for the seat heating gently and then remove the seat cushion completely. Without cushion the seating position fits perfectly with helmet.

After the driver's seat adjust more nimbly driving programs of the Porsche 911 Carrera GTS Super Test. ask knob on the steering wheel to "S +". Like the Carrera S related to "Normal", "Sport", "Sport Plus" and "Individual" four different modes to choose from. Whether Little Hockenheim course or Nordschleife for the racetrack is best the sport plus mode, which interprets the PASM dampers active engine mounts and the PDK shift strategy as sporty as possible. Like the Carrera S, the Adaptivdämpfer can be operated not only in Hockenheim, but also on the Nordschleife in the criminal solid vote.

Brake signal 100-0 km / h: 30.6 m! Respect!

Attack, even in the change curves in Hatzenbach can be a significant point of criticism, which was reflected in the Super Test of 991.2 Carrera S, are largely revised. In 991.2 Carrera S, the electromechanical steering subjective fell around the central position on by too indirect to comfortable feedback. In addition, the steering angle demand was subjectively too large and the manual torque too low. In everyday life, this steering vote went quite comfortable, on track or road she lacked subjectively but unfortunately something crunchy "Porsche feeling" of yesteryear.

Porsche 911 Carrera GTS, front view Photo: Hans-Dieter Seufert
As before at Hockenheim, the feedback of the steering in the 911 Carrera GTS feels now on the Nordschleife at the center position again direct.

As before at Hockenheim, the feedback of the steering in the 911 Carrera GTS feels now on the Nordschleife at the center position again direct. In addition, the holding forces were designed somewhat firmer again. The feeling does not deceive: According to a development of the Porsche Lenkungsparametrierung was carried out to show by a slightly raised hand moment a more binding steering feel at GTS. Early 991.2 vehicles, such as the Carrera S from the Super Test, did not have this application yet. According to Porsche, this development has been incorporated not only in the GTS models, but also in other production models.

not only the steering engineers, but also the entire team around the tire development earn a credit to the spontaneous steering behavior of the GTS. The 911 Carrera GTS wears the optional Pirelli P Zero Corsa sports tires N0 first ever true (see Technical Spotlight below). The factory GTS comes standard on the Pirelli P Zero N1, which is already known from the Carrera S.

Thanks to the very good grip levels and the harmonic tuning of the new Pirelli Sport tire on the ABS braking points can be set with N1-standard tires noticeably later than the Carrera S. Keyword brake: With a phenomenal braking value of 30.6 meters from 100 km / h to 0, honors the 911 Carrera GTS at the best brakeman of the Super Test history, before - thunderous applause please! - the 991 GT3 RS (31.3 m) and 918 Spyder (31.4 m).

Ferrari Sports car test Brakes are the best?

1a on the North Loop

Hatzenbach, Quiddelbacher altitude airfield directions Schwedenkreuz - compared with the Carrera S raises the GTS on the top front of the Schwedenkreuz little restless, but remains after landing still easy to control. Compared to the Carrera S, the lift coefficients at the GTS are minimal worse. In addition, the GTS is held in place with 266 km / h indeed again slightly faster than the Carrera S (264 km / h).

Aremberg braking, especially in the tighter turns scores of the Porsche 911 Carrera GTS Super Test with its increased level of grip. In addition to the new Corsa tires and the wider track on the rear axle (plus 26 mm compared to the Carrera S) as well as the standard in the GTS Central locking wheels of the Turbo S are responsible for the higher mechanical grip. At the front and rear axles are wider than the C2S wheels about one-half inch and thereby increase the tire footprint.

Just sit down and be immediately fast. "From Feeling ago I had a good feeling," once said footballer Andy Möller. A legendary quote that fits well as a motto for the GTS. Equipped with driving dynamics useful options such as PDCC-Wankassistenten, the PASM sports suspension with 20 mm lowering and the rear axle test car delivered at first Nordschleife laps a high degree of confidence. The driving stability, for example in the Fuchsröhre, is surprisingly high (254 km / h) or on the bumps at the end of Kesselchens at 245 km / h. However, the braking stability is on the Nordschleife a decisive factor. On bumps (for example, before stretch Metzgesfeld) or before the GTS Mutkurve remains calm and stable on the brake.

To the simple drivability in the border area, of course, the double-clutch gearbox PDK delivers his contribution. In Sport Plus mode, the transmission's shift times and its shift strategy fits perfectly to the drive at the limit. Or otherwise: As perfect as the transmission itself hits the right moment to upshift and downshift, also a talented pilot can not pull the shift paddles or operate the transmission shift lever. So rather just left the gear selection of the transmission.

Even after the Hockenheim round time it was clear that the current GTS not provide incentive to buy only from primarily aesthetic reasons, but to be taken seriously, even under lateral dynamic aspects. At the latest when the GTS over the finish line chasing the track section T13, the penalty backed his claims with the three letters. With a lap time of 7:24 minutes, he is not only as fast as the 997 GT2 RS, he shares with the legendary turbo-heroes the title of the fastest series-penalty in the Super Test on the Nordschleife. Hats off, Porsche 911 Carrera GTS!

Technology Sport Light: The new sports tire

In addition to the standard tires Pirelli P Zero N1 there is the possibility of using for all 991 models of the first and second generation, 20-inch wheels and tire size 245/35 R20 and 305/30 R20 from now, the new sports tires Pirelli P Zero to order Corsa N0. The tires can be ordered via Porsche Centers. The biggest difference between the two tires is the tread design and tread compound. In comparison to P Zero (about 7.9 mm profile depth) of the profile depth of the Corsa (about 7 mm) was reduced in order to achieve higher tread stiffness and increased lateral tire stiffness. The optimum operating range of the tread temperature of the Corsa (about 20-50 degrees) is higher than the P Zero (about 10-45 degrees). Focus of the Corsa development was to improve lap times and braking distances. Nevertheless, the Corsa also works on wet as good as almost any other sport tires currently. For this is a new compound technology used, which is distinguished by a new generation of polymers.

Nürburgring Nordschleife 7:24 min
18
20 points

Porsche estimates in the press material for 911 Carrera GTS, the Nordschleife time with sports tires of the type Pirelli P Zero Corsa N0 with 22.7 minutes. That after a few laps settling this lap time already can approach speaks to the drivability of the 911 Carrera GTS. Thanks to the largely neutral driving behavior of the GTS from the first meter on the Nordschleife is very easy to control. The level of grip and traction are very good. The Adaptivdämpfer the PASM sports suspension is not too hard for the Nordschleife in the punishing fixed position (Sport Plus).

Porsche 911 Carrera GTS, lap time, Nurburgring
Hockenheim-Ring Mini Course 1.08,0 min
18
20 points

As fast as the Porsche 911 Carrera GTS with the optional sports tires Pirelli P Zero Corsa N0 never been a series Elfer lapped the small track of Hockenheim. Here, the GTS total sparkles with considerable mechanical grip level. The first Einlenkimpuls runs again pointed and more accurate than in the Carrera S with the standard tire Pirelli P Zero N1. To load changes of the GTS reacts exactly the right measure to implement the turn-productive in a transverse dynamics advantage. Under load, the GTS scores with excellent traction.

The ABS has been very well coordinated with the Corsa tires and allows late braking points and easy "in-the-curve-net brake." Unlike, for example, the extreme Cup tires the Corvette Z06 and the Mercedes-AMG GT R not build (Type Michelin Pilot Sport Cup 2 ZP) Pirelli Corsa tires after just one flying lap slightly, but keep their peak several rounds , Easily and stable: PCCB ceramic brake system.

Porsche 911 Carrera GTS, lap time, Hockenheim
Acceleration / braking 16.3 sec
8th
maximum of 10 points

Thanks to the perfectly functioning Launch Control of the PDK transmission, the GTS accelerates effortlessly from the state. Compared to the Carrera S it reaches 200 kph 0.9 seconds earlier. Of 200 km / h to 0 GTS with Corsa tire delayed 5.6 meters shorter than the Carrera S with standard tires.

Acceleration 0-200 km / h:
11.9 s
Braking 200-0 km / h:
4.4 s
wind Tunnel
9
maximum of 10 points

Compared with the 911 Carrera S, the GTS has minimal poorer aerodynamic coefficients. has experienced during the Carrera S front 8 kilos lift at 200 km / h and the GTS is at 12 kilos. both Carrera models have rear downforce, the GTS but slightly less than the Carrera S.

Front at 200 km / h
12 kg lift
Rear axle at 200 km / h
4 kg output
lateral acceleration 1.50 g
10
maximum of 10 points

The 911 Carrera GTS sports a high mechanical grip level. Among other things, thanks to the new sport tires of the type Pirelli P Zero Corsa N0, the maximum lateral acceleration values ​​are expected to be even higher than the 911 Carrera S, who took the original tires Pirelli P Zero N1 to Super test. The GTS is thus only slightly behind the 991 GT3 RS.

change test 166 km / h
15
maximum of 15 points

In the alternative test, the Carrera GTS secures the top spot in the ranking of all previous ridden Super tests. As before in the slalom, he reacts slightly delayed to steering commands and should always be moved under load to keep the stern calm. But even if it goes right, the driving behavior is always good-natured. After a short settling the penalty is very easy to drive.

Conclusion

78
maximum 100 points

Honestly, I really had not scheduled the GTS on my SuperTest year list. 911 GTS, which for me has always one, admittedly chic, Penalty, but from a performance point of view nothing could really better than the "normal" Carrera S. The GTS was previously just a clever sales strategy to further boost the 911-paragraph , The Saugmotormodellen both Längsdynamik- and the transverse momentum winning the GTS in extremely manageable framework remained. At 991.2 Carrera GTS this is finally different. In addition to the strong anschiebenden biturbo engine, the new option Pirelli tires have a significant share of the performance gain.

Conclusion

Honestly, I really had not scheduled the GTS on my SuperTest year list. 911 GTS, which for me has always one, admittedly chic, Penalty, but from a performance point of view nothing could really better than the "normal" Carrera S. The GTS was previously just a clever sales strategy to further boost the 911-paragraph , The Saugmotormodellen both Längsdynamik- and the transverse momentum winning the GTS in extremely manageable framework remained. At 991.2 Carrera GTS this is finally different. In addition to the strong anschiebenden biturbo engine, the new option Pirelli tires have a significant share of the performance gain.

Toyota 86 in the Super Test: How competitive the Japanese?

A new coupe for the best rules of classic sports cars architecture for just over 30,000 euros. They say that there is not? Here it is: Toyota 86 - 200 horsepower, only 1,248 kilograms heavy and so a strong and at the same time rational emphatic entry into the sports car world. How competitive the Japanese, the Super Test shows on the Nordschleife.

03/05/2013 Horst von Saurma Powered by

Is it the memories of blissful Toyota Celica times? Is it the smell in the cockpit? At the sound of the slamming of doors? Or is it the ease that he taught? The simple concentration on the essentials? Any reason it must still have that wafts him the breath of the 90s. Is the Toyota 86, therefore, a return dexterous concept? Old-fashioned do? If the trend of the times passed him, bounced off the technical modernity at it? Not at all, as the Super Test shows.

The Toyota GT86 is a new concept with old, or rather classic covers. He performs a tradition that was established at Toyota half a century ago and is wearing a sports car philosophy further, which is not only timely, but also forward-looking in their voices.

Price, performance and size agree with the Toyota 86

In view of the harmonious triad of price, performance and size raises another question: What other manufacturer has made a similar number thought to an athletic entry-level model in recent years, which has been designed not merely as an offshoot of an existing series, but - as the Toyota 86 - takes up with a completely unique profile?

Well, except the Japanese colleagues from Subaru, the project partners with the same type, only under a different name, to be launched, currently is for us no one showing the courage and ambition, the sports car market with an affordable coupe of this size and with this range of equipment to use.

The Toyota 86 breathing after the self-image of its makers the spirit of classic Toyota sports car. His name even has references to the technical data of the predecessor: The number 86 describes nothing but the square stroke / bore ratio of the engine in millimeters. All two-liter sports engine from the Toyota Sports Department have these dimensions, as well as the four-cylinder in the legendary Celica and MR2.
 
Correspondingly, the type of logo is a two boxers flask framed 86. The deep covers not enough: The inner diameter of the two chrome exhaust tailpipes measures - easy to guess - 86 millimeters.

Classic art layout with traditional elements

The circumscribed by the Toyota designers with the term "neo-functionalism" design combines a classic art layout with traditional elements on a sympathetic small footprint: The course going into the race as his models with front engine and rear-wheel drive Toyota 86 coupe is only 4, 24 meters long, 1.77 meters wide and 1.28 high - and weighs 1248 kg with a full tank modest.
 
You see it and you can feel it: The consistent rejection of size and mass wakes spontaneously warm feelings and produces high approval ratings. Accordingly, easy and straightforward to even dealing with it designed.

Driving pleasure despite air pump motor

so wrote sports car-Colleague Uwe Sener in the logbook of the Super Test Toyota 86 following eulogy: ". In recent years have made me rarely a car in everyday life in the first meters so much fun" The postscript - "even with this air pump motor" - was his obviously not really diminish enthusiasm for the 200-hp sport coupe typical Japanese character.

should not be expected turbo power, compressor force or displacement-violence in this environment naturally. A native of Subaru and Toyota, among others, using a combination of direct and manifold injection optimized four-cylinder boxer just manages according to its technical condition only at high speeds to create an air of sporting activity.
 
From about 5000 / min He does really started to attract attention to the speed limit at 7,500 revolutions energetically and acoustically: Listen, now I'll show what I can. The shape of the power curve makes this perceived characteristics from pretty much. Below said lower speed range only entertainment value is performance and in terms of sound offered. What is suggests in the first meters in the form of a slight collision weakness, it soon becomes a certainty: The vacuum cleaner is happening despite the comparatively low weight, which he has to move, at low revs hard to vigorously enforce against the driving resistance - especially, of course, in the high gears.

Not for switching muffle

The common handle for short gearshift lever is therefore essential if it is to be preceded by a little faster than leisurely. So conclusive succeed the gear change in the upper speed range, so bumpy they come over for casual or unfocused driving style: The inevitably accompanied by engaging and disengaging gear changes succeed in Toyota 86 rarely polished as you'd expect an actor of oneself.
 
In addition, a shift judder is noticeable that detracts from the otherwise good driving culture something. The cause lies in the strong play within the powertrain. The front deep in the engine compartment installed, not just pretty trimmed in plan view two-liter boxer estimated a slightly longer run in several ways. Really up to speed, he actually comes only with increasing mileage.
 
For example, the Toyota 86 proves with almost 10,000 kilometers on the clock measured Super Test candidate a clearly improved temperament compared to the first, in sports car measured in individual tests Toyota 86. Which entered the exam not only in almost virgin status, but was struggling to make things worse, with the disadvantage summer heat (31 ° Celsius).
 
The current measured at 10 degrees outside acceleration of the Toyota 86 is now at 7.1 seconds for the sprint to 100 km / h - 0.8 seconds faster than in individual tests and thus by five tenths of a second faster than the factory promises.
 
Also in terms of lap time has this compact 2 + 2-seater coupé really blossomed with the distinctive sports car Silhouette: With Bridegstone Potenza tires in size 215/45 R17 the current Toyota 86 coupe sets compared to the first, with Michelin Primacy HP the same size tires variant in Hockenheim by 2.1 seconds - 1.19,4 over 1.21,5 minutes.

Toyota GT86 with respectable Super Test lap time

In order for the Toyota 86 is in the time window between Audi TT 2.0 TFSI (1.18,9 min) and Opel Corsa OPC (1.21,4 min) - a very respectable performance. The way how he brings this time about, makes him spontaneously become a favorite of all who do not tolerate any surprises at the limit: Its borderline behavior is exemplary, high neutrality guaranteed.
 
The only at the absolute limit and under high pressure of the engine gently pressing, but never fully broke out the rear of the Toyota 86 makes the curve finally always an optimal starting position to make optimum use of the bend for the purpose of maximum cornering speeds. The turn-: inspiring directly. Load change reactions: only partially felt. The driving pleasure: as good as always and everywhere guaranteed. Only in this, dominated by jagged dynamics applications, the crisp circuit turns out, thanks to its short shift travel as a perfect instrument.
 
The effect of the sound generator now comes stimulating advantage. It is a damper in the inlet region of the engine, which is excited at specific frequencies by the impinging pressure waves to vibrate. You will be directed through a hose into the interior of the Toyota 86. Unfortunately it is not possible also this generator to model a sound that characterizes the four-cylinder as being different than typical boxer engine. From a conventional four-cylinder in the stocked with a cover to cover double-flow exhaust system boxer engine can hardly be distinguished.

Conceptually, though wide-build, but very flat four-cylinder makes known with good conditions to achieve good effect in the sports car environment regardless of engine sound and power output. So he wears due to its flat design and sump significantly to a lower center of gravity of the Toyota GT86 only 460 mm height.
 
Here also the deepest 400 mm hip point of all Toyota production vehicles helps: It describes the seat height in the well-contour, so not only convenient, but also firm lateral support offered sports seats. Tall man could stumble on two details: At the handbrake lever whose tip collides with appropriate leg length or position with the knee and the limited adjustment range of the sports steering wheel. Only 20 mm axial adjustment is not enough to every driver stature to be able to offer the optimum steering wheel position. Otherwise there are no further points of friction, if one accepts that there are only emergency seats in the rear seats.

Dance of joy in the Super Test on the Nordschleife

Despite this minor limitation, it is a true joy dance that the lively Japanese also allowed on the Nordschleife. His good nature makes it ideal especially in this challenging terrain for sparring partners the highest quality. The Toyota GT86 forgives everything and never discouraged. Rushing with him at full throttle in the valleys, such as the Fuchsröhre down, can also be experienced, spoiled by larger horsepower potential ring-Kenner, not cold.
 
The Nordschleife lap time of 8:45 minutes of Toyota 86 sounds for regular Super Test reader therefore worse than it really is. Stimulating excursions to the dynamic driving limit of lateral acceleration of up to 1.2 g are thus not necessarily so only people with lush funding reserved. And be honest: With a speed of 200 to Schwedenkreuz many Porsche drivers will purely superior despite duplicate PK equipment safely twice ...
 
Typical of a genuine sports highlights of the Toyota 86 so do not set free: This includes starter button on the center console, applications in carbon design, the sporty black roof lining, red stitching, the toggle switches, and not least the aluminum pedals. The sympathetic-honest Kommittment in sports is not at the expense of ride comfort, even the on-board entertainment was canceled in view of the weight balance.
 
Rolling and road noise are present, but not a trace of unpleasant hardships. The dynamic driving stability achieved the Toyota 86 including through its good balance and the sophisticated chassis geometry - and not by excessive suspension hardness.

Toyota GT86 with extensive standard equipment

With the standard on-board dual zone climate control and the multimedia audio system, the list of extra desires reduced to only a few items. One would have us but still interesting: How does the optional contributed by Eibach lowering kit (189 euros) in combination with the 18-inch wheel / tire set consisting of OZ Ultraleggera rims and size 225 tires, to the sporty talent of the Toyota 86 affected. For details, follows.

Nürburgring Nordschleife 8.45,00 min
5
20 points

Only in the upper speed range, the two-liter boxer engine is in the spotlight. The chassis of the Toyota 86 puts away just about anything. This also applies to the braking system, which is present with touch response even under high loads. With easy Heck's urging also tackle fast corners and can be sure is that nothing happens, is not only fun - it also impressed some stronger competition.

Toyota 86, Nurburgring Nordschleife lap time
Hockenheim-Ring Mini Course 1.19,4 min
6
20 points

How strong is the influence of the tire is specifically in Hockenheim, shows the current, driven with Bridgestone Potenza lap in 1.19,4 minutes - 2.1 seconds faster than with Michelin Primacy HP in the same size. The agility of the rear-wheel drive completely convincing. Be self-steering behavior, which is characterized by high neutrality. The driving pleasure inflamed, not least of which - with a few limitations - good ergonomics in the cockpit. The good dynamics of the Toyota 86 not at the expense of comfort.

Toyota 86, Little Course Hockenheim, lap time
Acceleration / braking 32.3 sec
2
maximum of 10 points

In the sprint to 100 km / h, the Toyota 86 undercuts the factory specification of 0.4 seconds. In the upper speed range of the Boxer engine is lively and goes perfectly with the first somewhat inharmonious perceived six-speed manual transmission. The connectors fit well, the switching paths are extremely short. The brake is doing a good, though not outstanding stopping power. Fading did not appear during the test.

Acceleration 0-200 km / h:
32.3 s
wind Tunnel
7
maximum of 10 points

Despite his eye-catching especially at the rear aerodynamic components, it is not as far away as expected with the aerodynamic balance of the Toyota GT86. On both axles prevails boost. The front axle is relieved at 200 km / h to 41, the rear axle by 32 kilograms. The drag coefficient is also not developed outstanding - 0.33. The straight line stability is characterized but not noticeably reduced.

Front at 200 km / h
41 kg lift
Rear axle at 200 km / h
32 kg lift
lateral acceleration 1.20 g
6
maximum of 10 points

With 17-inch wheel set including Bridgestone Potenza tires, the coupe developed considerable lateral acceleration. The low center of gravity helps. The weight balance is clearly moved when Toyota 86 towards the front axle.

36-meter slalom 130 km / h
10
maximum of 15 points

Compared to the competition, the Toyota 86 moves in 36-meter slalom in midfield. Steering commands are implemented with minimal steering angles delay in change of direction. After turning in the coupe direct pushes on all four wheels and escalates to the limit by the many successive changes of direction a little. One should remain for a quiet rear on gas, but even provoked by load changes stern swings are easy to control because of the always honest and good-natured handling. A grip joyful tires would be desirable.

change test 140 km / h
8th
maximum of 15 points

As in the fast slalom, the 1,248 kg lightweight Toyota 86 moves in the lane change test in the middle of the competitive environment. Similarly, here the rear under load full throttle remains the quietest, in this case the fourth gear. Impressive is the ease of dealing with the rear-wheel drive. An excerpt from the measurement sheet: "tires should be better, but great handling, light-footed, agile and always honest and manageable." There is nothing to add.

Conclusion

44
maximum 100 points

Respect, given the commitment that affords Toyota in cooperation with Subaru on a field that does not necessarily count per se to the most profitable. to design a sports car in this price range without regard to losses from scratch is as brave as appropriate. What else than financially achievable material, the top talent to train? That does not lack the Toyota 86 about the good driving dynamics values ​​out of everyday utility and is already available in almost complete Ausstattungsornat factory, is a godsend for the scene. A similar, visually veritable sports car for just over 30,000 euros you look - except for Subaru - at present unfortunately in vain.

Conclusion

Respect, given the commitment that affords Toyota in cooperation with Subaru on a field that does not necessarily count per se to the most profitable. to design a sports car in this price range without regard to losses from scratch is as brave as appropriate. What else than financially achievable material, the top talent to train? That does not lack the Toyota 86 about the good driving dynamics values ​​out of everyday utility and is already available in almost complete Ausstattungsornat factory, is a godsend for the scene. A similar, visually veritable sports car for just over 30,000 euros you look - except for Subaru - at present unfortunately in vain.