Subaru Trezia 1.3i Active in the test: How will propose to the clone of the Toyota Verso-S

With the Subaru Trezia has now Subaru a micro-van on offer. but not reinvented the wheel, but the Toyota Verso-S was taken as a model. Driving report of the 99 hp gasoline.

05/09/2011 Michael von Maydell Powered by

Lighter can not make a model development. We need a small van? Then we take but the Verso-S, Toyota. Which is nice to look at, to have matured and cheap - Toyota owns 16.5 percent of Subaru's parent company Fuji Heavy Industries.

Thought done. For several months the four-meter short van is also available with Subaru logo. Cost point for the Subaru Trezia: 16,200 euros. but unlike the cheaper Verso S (14,950 euros) are air conditioning and CD radio is already on board.

Toyota engine in the Subaru 1.3i Active Trezia

The engines come from Toyota. In the test of the sole for the Subaru Trezia available gasoline engine, a 99 hp four cylinder 1.3 liter displacement, its service performed. And he does a good job. Coupled to a short-ratio six-speed manual transmission, it drives the 1.1 ton light five-seater Subaru Trezia afloat ahead and do not shy away from faster highway travel.

Passengers benefit meanwhile from comfortable tuned suspension of the Subaru Trezia 1.3i Active, the elevated seating position and the clearly structured cockpit and look at the lush space. Even the trunk of the Subaru Trezia is advised not to small with 363 liters. With two easy steps, can also - quite vantypisch - flat fold the split rear seat. Also, Subaru can build a van so - thanks to Toyota.

Conclusion

made clever: The variable Subaru Trezia offers plenty of space and equipment for acceptable price. The Van gap is closed.

Audi TT RS with 340 hp in the Super Test: on coupe with five-cylinder turbo Track

The 1994 after 20 years ended with the Audi RS2 era of Audi five-cylinder engine experienced an impressive renaissance: the 340-hp Super Test candidate Audi TT RS is waiting, the first classic sports coupe quattro GmbH not only with all-wheel drive, but ties with its characterful five-cylinder -turbo also the times of the legendary Sport quattro S1.

27.01.2013 Horst von Saurma Powered by

The widely used in team sports, supported by mutual hand fives Ritual "Give me five" is busy in his stressed mood-enhancing effect similar positive as this country expressed on other occasions quip, sometimes all a blind eye to make his straight. From a physiological perspective, the number is five not insignificant what the man will certainly like to confirm from the sawmill. Only in the school's five spells trouble. But after five still the six-threatening, and we can deduce that the five is better than six, we accept the school evaluation system, for once, as a coherent, also in terms of engine configurations consistent appraisal model. 

Five better than six? This ranking, the majority of motor popes and with them the front of the car salesman would probably close emphatically. but applies the five-cylinder engine since its discovery as the amputated version of the traditional antretenden with a big image advantage six-cylinder engine. True to the motto: Who owns a six-pack that has brought it to what. But underprivileged, as is often assumed by noble side, the five-cylinder is not: after all, he is more in relation to the safe quantitatively well equipped with a cylinder in the spread forever unassailable four-cylinder.

Last five-cylinder turbo in RS2 1994

More than a four-cylinder, but less than a six-cylinder - in times when downsizing is no longer taboo in the higher classes of vehicles, the number has five as a forward-looking compromise in terms of number of cylinders but literally, right? Among connoisseurs of matter the enthusiasm potential of this engine type is certainly known for some time, though the circle of those who with the legendary, 306-hp Audi Sport quattro from 1984 or the last five-cylinder turbo, the RS 2 of 1994, closer were allowed to get in touch, but overall has remained quite small.

Pikes Peak victory by Walter Röhrl in the five-cylinder model

The long break between the sports estate even asked towards the end of the era with support from Porsche to the wheels - the way the founders of the vehicle class of the sports estate - and the current, set up by the Quattro GmbH in-house Audi TT RS is probably due to the unfortunate circumstance, that the five-Ender fell as an intermediate solution between the popular four- and six-cylinders image moderately through the grate - although his motorsport career with the unforgettable Pikes peak victory by Walter Röhrl in the 600-hp Sport quattro S1 with the winning performances in the American IMSA GTO is blessed with almost legendary highlights.
 
But in fact the series of five is because of his unorthodox spark gap of 144 degrees and its peculiar firing order - 1-2-4-5-3 - and the resulting at higher speeds second-order mass forces technically more fraught with compromises more than a six-cylinder - what the fan base but did always emphasize as character-forming element. With special torsional vibration damper on the crankshaft, the refinement is already long no longer an issue. What remains is only the inimitable rhythm that the original engine type is accompanied a truly beguiling musicality for the best. 

TT RS reminiscent of old times Group B World Rally Championship

Who has heard ever the creamy, warm and sonorous roar of the Sport quattro, is located in the TT RS - feel immediately transported back to ancient group B times the World Rally Championship, when dealing with - albeit in muted volume and socially acceptable despite Sportauspuff a goose bumps announcing generating wastegate pipes, fire-breathing Allradler under Röhrl and Co. as a land-based missile competition taught fear. Objectively considered today it is still - or even more so - to give easy for the five-cylinder, the approval: First, it convinces with its considerably smaller pack size, which makes it ideal even for transverse installation in confined engine compartments. The cylinder spacing is only 88 mm, and also the laid inside the main bearings of the crankshaft contribute to that the Motorenmaß does not exceed the length of narrow 494 millimeters. 

On top of the weight advantage: With 183 kilograms, he is only 30 kilograms heavier than the two-liter four-cylinder from the TTS 2.5-liter engine. Thanks to the previously used exclusively for the large TDI engines, high-strength compacted graphite, font for the crankcase of this line five-cylinder is also significantly lighter than a comparable six-cylinder engine displacement. Even otherwise, this long-stroke engine is not bad: giving good service that the engine is in fragment-like similarity has long been in the VW Jetta North and Central American origin, is all the more remarkable given that he by no means makes representations in its present form with fussy character traits, but a has achieved technical brilliance to it - at least theoretically - could open up the wide world of motor racing as it was then. 

492 grams, the piston made of cast aluminum, forged connecting rods, sodium cooled exhaust valves for each 42 degrees hydraulically adjustable camshaft with two-stage chain transmission (the current of a particularly quiet toothed chain, a roller chain, and an intermediate gear is) as well as, of course, TFSI-injection - all on extremely compressed space and also processed visually very attractive. Finally, also contributes to the unusually large-sized turbocharger, the compressor wheel comprises at least 64 millimeters in diameter and can be up to 335 liters per second compress air at full load, to a result full of positive surprises.

Sprint to 100 km / h in 4.6 seconds

The hope or fear to experience a similar digital power delivery as once in around 720-hp, 2.2-liter Sport quattro S1, the IMSA series, confirmed in dealing with the current 2.5-liter turbo of the TT RS, however, not, though even here a power supply is present, which can eliminate the risk of a disappointment in its entirety. PS 340 and the maximum torque of 450 Newton meter, which is available from 1,600 / min fully available to represent a service package, which is likely to emphasize the predominant virtues of the wheel drive vehicle sustainable. But with all temperament that manifests itself, for example in the sprint to 100 km / h in a remarkable time of only 4.6 seconds, the TT RS is a high level of skill in the face of adversity, which holds the public road. 

In other words, he feels absolutely civilized, floats relatively unobtrusive with - and not annoying. On the contrary: The top model of the TT series evokes lasting driving pleasure and makes its practical aspects as self-evident to the fore as his brothers from volume production. What is obvious, but he shares with those most of its technical substance. The fact that it has the TT RS as a sly old ears, most outsiders remains hidden regardless of the front, rear and sill area but significantly sportier look - at least as long as they with 1483 kg not too heavy guessed quattro variant not in full get action to face. For then - at higher speeds and the appropriate dynamic - the affable sports type peels with its distinctive five-cylinder sound formally from everyday dress and sends extremely toned, polished and confident to beat not only the operating at the same performance level opponents cheat - he beset also significantly stronger. 

Nordschleife lap time of 8:09 minutes

What the TT RS has in the stocking, shows once again on the Nordschleife, where he is preparing with a sensational time of 8:09 minutes to put even the big brother R8 4.2 downright unabashed onto the tin. And mind you not with sport tires, but with conventional road tires Michelin Pilot brand sports in the special size 255/35 ZR 19 (Here are all the Super Test lap times on the Nordschleife) The defendant on the small track in Hockenheim, clearly pronounced tendency to understeer falls on the faster mountain and valley distance of the Nürburgring naturally less significant. The driving safety generated by the understeering interpretation transforms the TT RS on this terrain in an almost hündisch obedient being that so obedient bends the will of the determiner that the unconcern prevailed rapidly over all trials and tribulations. The beauty of it is that the formerly among his more civil predecessors complained wheel drive behavior - prancing around the vertical axis when the load changes and as yet criticized the TTS, counterproductive intervention actually off ESP - has the TT RS entirely deposited in favor of a liquid, elegant sports style , 

He puts his potential in exactly the route in the spotlight that comes to customary conditions and circumstances of public traffic the next. Pushing mainly caused by its front-heavy weight distribution over the front axle in slower corners and bends, then, watched him especially as the lap time at Hockenheim taken (1.15,0 min) for also does not justify disappointed faces. Nevertheless, also the TT RS is not the all-round super talent, as he is often exposed. That it is the wet element calculated in which the An incoming with a standard electronically controlled and hydraulically actuated multi-plate clutch, and therefore in theory the best armed for such conditions Allradler affords a faux pas is insofar unhappy, when such a presence by the experience of the TTS not be looking in the system, but rather in the tire sector. 

The tire choice were time-wise no differences

The fact is that the TT RS - like any austrainierte athletes - sensitive to the soling. A trial-by-step conversion of Michelin Pilot Sport to the new generation ContiSportContact 5 P resulted in wet handling test, although to a significant weakening of the phenomenon and also to a measurably improved time - but the trend remained unchanged: The TT RS tends to swerve the tail with little warning. So while the An incoming with baugleichem drive TTS Super Test responded on a wet track with striking push, the TT RS pushes so vehemently to the rear, it is advisable that insurance in the form of the now excellent because working subtly and with high efficiency ESP not completely terminate under these conditions. 

That there in the two sporty tailored tire options, Michelin has given in 19 and 20 inch Conti, shifting the center of gravity with the aim of further improving the dry grip, is obvious. The respectable lap times on both the ring and at Hockenheim where exactly the same lap time were driven to the tenth of a second with both types of tires can be no other conclusion. Consequently, it was obvious that the TT RS had to go out in the final discipline somewhat out of breath. And since we know that a sports car can only be as good as it allow its tires, we want to use this incident as an opportunity for once to utter the achievements of electronics our blessing. Seen in the light but such peculiarities involve a residual risk. Because that falls electronics - once again - the thankless task of compensating for a weakness in hardware.

Nürburgring Nordschleife 8.09,00 min
7
maximum of 10 points

The safety stressed tendency of understeer tendency is the TT RS on the Nordschleife so far benefited when he is presented with an absolutely foolproof handling. to throw him off course would be to do everything wrong, what's going to go wrong. The inspiring commitment is expressed not in vain in an excellent lap time, which is even well below the Porsche Cayman S. Speed ​​257 km / h on the Döttinger height are already a word.

Lap Nordschleife, Audi TT RS
Hockenheim-Ring Mini Course 1.15,0 min
8th
maximum of 10 points

The succession with two different types of tires (Michelin and Continental) driven tests showed time-wise, amazingly, no differences - although significant differences in driving behavior were noticeable. With the new ContiSportContact 5 P comparably high level of safety the understeer was significantly less pronounced. The driving pleasure would through a basically neutral vote but surely still be increased.

Lap Hockenheim, Audi TT RS
Acceleration / braking 22.6 sec
7
maximum of 10 points

With his sprinting ability, the duped with a full tank 1483 kg heavy sports coupe even significantly stronger opponents at will. The traction is expected to be excellent in the longitudinal direction. nothing can be also expose the manually shifted six-speed gearbox. The coupling mechanism, however, seems to be somewhat overwhelmed by very fast operation. Reengagement then concluded with a slight delay, from which one could mistakenly conclude that the clutch is not up to the attacks of the engine completely - it is but. The brake system delivers good, but not outstanding results.

Acceleration 0-200 km / h:
17,5 s
Braking 200-0 km / h:
5.1 s
wind Tunnel
7
maximum of 10 points

The much broader, fixed rear wing had its effect not: Compared to the TTS (Super Test Audi TTS) has become significantly better aerodynamic balance. Although the lift on the rear axle now goes toward zero, he is also on the front axle, albeit marginally, reduced - from 420 to 358 Newton now. The aufnickende moment is now, however, increased slightly. A large contribution to the overall improvement in results can be attributed to the front apron and the effective spoiler lip. Amazingly, even the Cd value (0.31) so that even better than the TTS (0.32).

Front at 200 km / h
36 kg lift
Rear axle at 200 km / h
2 kg buoyancy
lateral acceleration 1.25 g
8th
maximum of 10 points

The relation to the four-cylinder of the TTS heavier by about 30 kg line five-cylinder is the reason that the weight distribution of the TT RS somewhat discordant fails. 60.2 percent of the total mass of 1483 kg loads so on the front drive axle. The rear is just under 40 percent, that is 591 kg, applied. The genuine Yamaha 19-inch wheels are completely ZR fitted with Michelin Pilot Sport in size 255/35 19th The 20-inch alternative with the new ContiSportContact 5 P reveals the format 255/30 ZR 20th

36-meter slalom
8th
maximum of 10 points

The spontaneous enthusiasm in the face of extremely agile stroke steering can be for something as soon as tighter turns to be addressed under load. Then that is a lot of understeer is the result. you work against it - as practiced in the slalom - consciously, the four-wheel drive shows with load changes generally quite accessible. The little easier expectant tail always provides good control on course, which is why an approach to the limit can be mastered safely. Faster than the lighter to a concise Zentner TTS RS variant is not here though.

change test 141 km / h
7
maximum of 10 points

The really be switched off in two stages by pressing a button ESP allows himself as a kind of last resort still access, especially when the brake pedal is operated in the heat. Unlike the TTS but the engagement mode is much more moderate. Electronics and driver so do not necessarily work against each other. The defendant in the four-cylinder tendency to hunting has not determine the TT RS. He remains on course when tends always easy sliding even under load on the front axle.

wet handling
2
maximum of 10 points

It depends less on the concept, but rather it from being implemented. This thesis is based of the all-wheel drive TT RS like no other. During the TTS at these low coefficients of friction stoically pushed through the front wheels, and so even the possible advantage over the weaker, front-wheel-driven two-liter variant abandoned, the current TT RS is a completely contrarian image. The abrupt breaking of the rear axle with low friction values ​​is sometimes not only high demands on the driver, but also brings the powerful coupe and temporally strongly behind. It lacks almost five seconds on the TTS. So it's not advisable to disable the ESP in wet conditions.

Conclusion

52
maximum 100 points

Quick, athletic, attractive, sociable - and expensive. The short attributes Collection outlines about the nature of the Audi TT RS, which seems to make a principle in its blend of forcefulness and reason. This assumption implies already know what one or another potential customer might miss potentially - one here and there a little more clearly worked out sports character. That means not that the wing or greater than the wheel arches should be wider issued. But as the differences between the equally distinctive TTS and TT RS top model are already visually little concise, so the differences in driving operation are initially hard to spot in everyday life. But better that way than the other way around. Because the RS makes considerably more than could be assumed after a glance. The front transverse mounted 2.5-liter five-cylinder turbo not only a wonderful tradition - with such famous ancestors such as the legendary Sport quattro S1 - but interpreted the engine issue at extremely attractive way new. With its 340 hp, it can be quite loose and relaxed as good as everything and everyone behind. That he can fall back on the usual for the top models Audi four-wheel drive, makes things easier. However, with few exceptions most foolproof handling is accompanied by a pronounced understeer. When (not expandable) tip of the TT RS is a good choice - but also a very expensive.

Conclusion

Quick, athletic, attractive, sociable - and expensive. The short attributes Collection outlines about the nature of the Audi TT RS, which seems to make a principle in its blend of forcefulness and reason. This assumption implies already know what one or another potential customer might miss potentially - one here and there a little more clearly worked out sports character. That means not that the wing or greater than the wheel arches should be wider issued. But as the differences between the equally distinctive TTS and TT RS top model are already visually little concise, so the differences in driving operation are initially hard to spot in everyday life. But better that way than the other way around. Because the RS makes considerably more than could be assumed after a glance. The front transverse mounted 2.5-liter five-cylinder turbo not only a wonderful tradition - with such famous ancestors such as the legendary Sport quattro S1 - but interpreted the engine issue at extremely attractive way new. With its 340 hp, it can be quite loose and relaxed as good as everything and everyone behind. That he can fall back on the usual for the top models Audi four-wheel drive, makes things easier. However, with few exceptions most foolproof handling is accompanied by a pronounced understeer. When (not expandable) tip of the TT RS is a good choice - but also a very expensive.

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

Toyota Avensis 2.0 D-4D Life in the test: Diligent and unfussy

Whether the Toyota Avensis 2.0 D-4D Life after the facelift, including an optimized two-liter diesel, chassis and infotainment, now stalks better by the middle class, clears the test.

01.03.2012 Jörn Thomas

What is missing is just uniform with peaked cap - then the image of the automotive service man would be perfect. Already previously the Toyota Avensis not exactly counted in beautiful Carina tradition to show stars. The current facelift including markanterem grille and headlights including daytime running lights will change this situation.

With just under 4.80 meters exterior length in the middle in the area of ​​the utility value of middle-class station wagons, the trunk of the Toyota Avensis still holds 2.0 D-4D 543 to 1690 liters - easily loadable and clean structured with fold eyelets and an easy to use partition net.

Toyota Avensis 2.0 D-4D Life in the test: Diligent and unfussy
Toyota Avensis 45 sec.

Four people travel comfortably on something schaumstoffigen seats, must in the spacious rear seat can even loll a little. Toyota front we value touch of style and ease of use: clean lined dials, clear buttons and controls, on-board computer in monochrome, no Sperenzchen. The partly newly designed surfaces in the Toyota Avensis 2.0 D-4D are glare-free soft foam plastic, decorated with sooooo little chrome.

Touchscreen Toyota Avensis 2.0 D-4D Life series

But what really pop there is then the infotainment touch screen, rear camera, iPod connectivity and Bluetooth functions. It is standard on the version of Toyota Avensis 2.0 D-4D Life for 27,800 euros, only the navigation module costs 550 euros extra, provides for voice control. However, the message reader SMS remains the top version Executive Reserved. Unlike the modified 124-hp two-liter diesel, in which a new turbocharger, the two-part oil sump and the lower friction timing chain to improve driveability and fuel consumption.

And indeed, the Toyota Avensis 2.0 D-4D like a relaxed, steady power output for a tiny turbo lag and a precise six-speed circuit with a matching translation. Less encouraging: the refinement of operating at 2,000 bar injection pressure diesel. Until the steering wheel tingling vibrations and prominent nailing recall to the diesel principle.

Fun of the smallest Avensis diesel anyway, especially as the smooth, sufficiently precise steering even invites to subtle curve adventures. In the suspension of the Toyota Avensis 2.0 D-4D, it would, however, still quiet have been a bit more fine tuning. She works firm, says indignantly, sometimes tends to Stuckern. Not bad, but noticeable. On the other hand - such a firm handshake can not hurt to a service man.

Advantages and disadvantages

  • Generous space for passengers and luggage
  • easy handling
  • clear Instruments
  • homogeneous power development
  • appropriate performance
  • precise shiftable transmission
  • good standard equipment
  • inexpensive navigation module
  • Moderate refinement
  • stiff suspension
  • Stuckerneigung
  • limited seating comfort
  • some simple material appearance

F-Pace, GLC, Macan & amp; XC60 in comparison review: What can the new version of Volvo’s best-selling SUV

Lang was delayed Volvo on the new XC60. Based on the big brother XC90, the Swede will find buyers. Whether he can convince objectively the Volvo XC60 has to make Mercedes GLC 350d and Porsche Macan S Diesel demonstrated as D5 in the test against Jaguar F-Pace 25d.

19/10/2017 Michael Harnischfeger 1 comment

Diesel? A comparison test with diesel engines, these polluters? Yes, the spin now? Dear Readers: No, we do not spin. The four SUV this round are in terms of emission-to-date and consistently meet the Euro 6 standard. AdBlue injection is at all well on board as sufficiently large sized tanks. Those who still prefer wants an SUV with a gasoline engine under the hood or even with hybrid technology, which takes advice in our great title history. We devote Meanwhile, in the following pages four SUV upmarket whose makers see themselves as premium and benchmarks in many ways. If you drive Jaguar, Mercedes, Volvo and Porsche, his decision does not have to explain or even justify.

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Jaguar F-Pace, Mercedes GLC, Porsche Macan, Volvo XC60 comparison test
Diesel SUVs compared F-Pace, GLC, Macan XC60 compared test
auto motor und sport 18/2017
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Mercedes S 63 AMG 4Matic in the test: Extremely sharp S

585 hp and 900 Nm, which sounds pretty aggravated. The Mercedes S 63 AMG 4Matic is nevertheless not a wild steam hammer, distributed power and torque very targeted.

14/10/2013 Heinrich Lingner

Number games do not help here. To understand this Mercedes S-Class, you must do something more to memorize than performance. Some 2.6 million Mercedes S-Class have been built since the first W116 of the 1,972th parked bumper to bumper and door handle to door handle, they covered all together about one hundredth of the Saarland, or almost completely, the island of Borkum. Why are you reading this? Of all these S-Class models, the new Mercedes S 63 AMG 4Matic is the most desirable. Point.

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Fahrbericht Mercedes S 63 AMG Sharp S
auto motor und sport 20/2013
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Comparison Test Audi TTS, BMW Z4 and Hyundai Genesis: Koreans poaching in the sports car area

With the Hyundai Genesis Coupe 3.8 V6, the Korean car manufacturer now also goes for votes in German sportscar grounds. Whether the 303-hp and offered at 34,990 Euros top model of the sports coupe to the exclusive competition in this country has a chance of comparison test reveals with Audi TTS Coupe 2.0 FSI and the BMW Z4 35i sDrvie.

13.03.2012 Christian Gebhardt Powered by

"Well, we know at the strong competition even now, as we cut," reads the worried response from the Hyundai press department at the test car request for the comparison test. After the Koreans have long operated the small car and SUV segment in Europe, they might actually occur on the sporting sector significantly more confident. With the Hyundai Genesis Coupe 3.8 V6 be the strongest Hyundai ever offered in Germany rolls out.

V6 naturally aspirated engine with displacement of 3.8 liters, 303 horsepower and rear-wheel drive: The ingredients of the Genesis top model sound as enticing as the food of the Asian favorite restaurants. But the German competition is extremely strong not only in the kitchen, but also on the sports car market. Time for a confrontation: The 4.63-meter-long Asian Two + two-seater hits the BMW Z4 sDrive 35i with 306 hp biturbo and the Audi TTS Coupe 2.0 TFSI with 272 hp.

Hyundai is more than 10,000 euros cheaper

One nil for Hyundai: When it comes to pricing, the new flagship of the Koreans is with a base price of 34,990 euros, well ahead of the competition in Munich (48,000 euros) and Ingolstadt (46,500 euros). But the Hyundai Genesis Coupe 3.8 V6 can keep driving dynamics with the exclusive offers? In bright orange Audi TTS snarls on the runway and immediately wants mimic the top dog. Although its 272-hp two-liter TFSI missing about 30 hp to the rear-wheel drive competitors, but he rolls with traktionsförderndem wheel drive and less weight on the dance floor.

Compared with the Hyundai Genesis Coupe 3.8 V6 (1566 kg) and the Bavarian Pfundskerl BMW Z4 35i sDrvie (1,608 kg), the Audi TTS Coupé 2.0 FSI though with the most slender figure, but he also has increased. So probably the Super Test TTS with manual six-speed gearbox (1,438 kg) and the endurance test candidate with the optional six-speed dual-clutch S tronic (1,444 kg) weighed less than the current, 1,463 kg heavy test coupe with the four rings.

Audi TTS in 5.3 seconds to 100

Stop it with the Heidi Klum-anorexic, the truth lies in the square, pardon on the asphalt. Six-speed dual-clutch gearbox in the S mode, the brake to hold, release full throttle, brake - the Audi TTS Coupe fantastic with Launch Control ansatzlos forward as if he wanted to apply to the motorway police as a criminal hunter.

Brachial, but harmonious at the same time to asphalt and rubber combine to form an inseparable unit. "No power in the slip" seems to whisper the four-cylinder voice during traction hero sprints from the state without power interruption, but with grantigem gear change exhaust popping in 5.3 seconds from zero to 100th

Audi does not keep the aisles

While the engine-transmission unit is a poem in everyday life and often led to rally WP-offs of urban traffic lights, there is on the track light deductions in the B-note for the Audi TTS Coupé. Even in manual mode, the DSG switch box does not keep going. The senseless, self-reliant upshift just before many a braking point ensures slight frown and hectic pulling on the left rocker switch under braking.

Except for this little programming gaffe electronics, the Audi thinkers should devote themselves again in the next revision of the transmission software for Nordschleife and Hockenheim fans, prevails in the TTS pulpit otherwise on the race track a relaxed atmosphere. Playfully without a sweat dancing runs in the Audi TTS Coupe at the border area. The Hockenheim asphalt has been enriched by an invisible fire lane of a show of force.

Audi TTS improved lap time at Hockenheim 

Grip, Grip, hurray - as in accelerating the flashy coupe also scores on the fast lap on the small track with an extremely high level of grip. Other plus points in the staccato style? Super direct steering, barely noticeable Einlenkuntersteuern, agile, good-natured but stern swings at deliberately placed load changes, stable brake. With a lap time of 1.15,5 minutes, the current test candidate even activate Sport mode, the current TTS best time of 1.16,1 a loosely.

After pressing the sports key (even lower rolling motions by Firmer damper settings of the adaptive suspension as well as more direct characteristic of the steering), the Audi TTS coupe conjures even a lap time of 1.15,2 minutes. While the 19-inch cast aluminum wheels were equipped with the last time trial with ContiSportContact 3, Audi sold this time on Toyo Proxes T1 Sport tires.

BMW is more comfortable than sporty

With such performance envy comes to the BMW headquarters in Munich. At most visually and in terms of processing a solid athlete has succeeded here. Only someone who is on the boulevards of major cities on and drive off or secluded convertible exits including iPod is one of the most important values ​​of a sports car, is 35i happy with this BMW Z4 sDrive. But for the hardcore faction at the Nordschleife meeting in the Pistenklause are definitely other issues.

Already the single review of the Z4 sDrive 35i hinted evil. With 1,608 kilograms weighs the available only as a retractable hardtop roadster Z4 200 kg more than the comparable three-liter Coupe Z4 3.0si of the first series (E85). In a future Z4 series, the weight spiral should urgently turn back down, because by the tragic values ​​on the scale traditional Z4-trailers have to cope with pain Full in terms of race tracks capability now.

Despite 41 hp more, only two tenths faster

Stagnation means regression: With a lap time of 1.17,6 minutes it still creates the three-liter twin-turbo BMW Z4 sDrive 35i with 306 hp straight, beating just under the lap time of the coupe with 265 horses (1.17,8 min) from the Super Test of 2006. In addition, the current 35i with 17-inch standard wheels is exactly as fast as the also equipped with dual-clutch transmission test car from the June 2009 - but went with optional 19-inch wheels, but also Bridgestone Potenza RE050A at the start.

Nothing has changed: The driving behavior of the BMW Z4 sDrive 35i reminds itself activate ESP and driving program Sport + not a sports car. Even with the criminal solid damper tuning the suspension is too soft and comfort-oriented. Under braking the vehicle mass pushes with noticeable pitching over the front axle. The subsequent turning in accompany pronounced understeer and rolling movements about the longitudinal axis.

Audi's chassis is designed sporty

Even to move with a significantly higher air pressure at the rear axle, the rear of the BMW Z4 sDrive 35i something to co-steering the attempt, the Bayern Bub not even considered and remains its understeering line faithful. How much the BMW Z4 sDrive was trimmed comfort, also shows the strong time difference activate ESP in the driving modes of the so-called Dynamic Driving Control, with the characteristic of the damping force can be varied.

While the BMW in Sport + mode to run in said 1.17,6 minutes around the small track, he takes in normal program significantly more time (1.18,4 min). The Audi TTS Coupe 2.0 TFSI shows here with three tenths of a second difference between the sports and the normal mode of the adaptive chassis that its chassis base is designed to be much more sporty.

Plus for BMW: good sound and practicality

While the Audi TTS in everyday life like hopping over transverse joints, here is the BMW Z4 sDrive 35i convinces with significantly more ride comfort. In addition to the pleasant everyday driving the Z4 sDrive can at least shine with his sonorous murmuring six-cylinder with twin turbochargers. Unlike the BMW 135i Coupe, the Bavarian car manufacturer here are the internally called N54 Three liter engine and not as in the ones for cost reasons only on the mono-turbo (N55).

Hyundai with two engine options

Turbo or sucker? Anyone interested in the Hyundai Genesis Coupe, has to ask this question. In addition to the 3.8-liter V6 is available with the 214 hp two-liter turbo from 29,990 euros a price more delightful variant.

But when cutbacks Asian controllers to strike once begins, it is mainly in the cockpit usually quickly sparse and uncomfortable. This is no different even when Hyundai Genesis six-cylinder. For the loveless processing of Koreans in the press landscape has been related to legal beating. Who wants to save as a customer and a Hyundai Genesis Coupe anschafft, must be content with a lot of cheap plastic and an interior with 90s chic.

Genesis undercuts factory specification in the sprint to 100

The seats, however, convince with a good seating position and provides excellent lateral support. Clack. Per start button of the Hyundai driver wakes up the six-cylinder short stroke with variable valve timing. Grumbling, the Hyundai Genesis Coupe 3.8 V6 senses his chance to use the BMW weaknesses. The signs are good: With 1,566 kg of the Hyundai Genesis has more than 40 kilos less than the BMW Z4 sDrive drag.

With rougher throttle response, the Korean Hyundai Genesis Coupe sets with optional six-speed automatic with torque converter lockup clutch (supplement 1975 €) vigorously going on. Thanks to good traction he has in the sprint race from zero to 100 km / h in six seconds its factory specification by three tenths. From the 18-meter slalom: Just tired 66.3 km / h are the result of hardening around the central position power steering.

Can Hyundai BMW beat?

After the first two stages to give in Munich already erfolgsgewöhnt the first white beer - a Hyundai may just yet a BMW not hold a candle. Wait! The Hyundai Genesis Coupe is fighting namely doggedly. A first exclamation gen BMW headquarters puts it at the standard brake standings. 36.4 meters after the tenth braking from 100 kph to a standstill, and 147.4 meters from 200 km / h, there's the first package for the Z4 (100 - 0 Warm: 38.0 meters 200-0: 152.0 meters) by the two + two-seater from Korea.

From the race track. While the Hyundai Genesis Coupe stands out in everyday life with the stiff-legged and blustering suspension tuning, and some very early ESP control attacks, the anticipation of the small track of Hockenheim is great. Finally, the Hyundai Genesis has proved its racing prowess in the same-make cup racing series already including in the context of the first Formula 1 Grand Prix in Korea.

Genesis does not have to hide from competition

A casual touch of a button, and the electronic stability program keeps nap. At Hyundai, no complicated buttons choreographies are necessary so that the ESP is turned off. So we like to. With identical Bridgestone rubber as the BMW Z4 sDrive the Hyundai Genesis Coupe runs elated from the pit lane. Except for the slight Einlenkuntersteuern the border of the Genesis 3.8 V6 convinced otherwise on the track with its good balance.

noticeable side slopes as in the BMW Z4 sDrive not all part of the program to the limit - here the hardness of the chassis fits. On targeted load changes or the deliberate use of gas change of direction can be clarified by well-manageable oversteer. A limited-slip differential ensures traction. Only the hardening like with the slalom on the track in tight corners and steering corrections steering annoying in some cases also the fast laps.

Looking at the lap times meter is still no reason for discontent in Korea. With a lap time of 1.16,3 minutes, the Hyundai Genesis Coupe in the BMW Z4 sDrive 35i outclassed at Hockenheim with a lead of 1.3 seconds. By now, the wheat beer mood should be thoroughly passed in Munich.

Fahrbericht new Lotus Elise Cup 250 (2017): So goes the new Cup sports cars

Lotus Elise spreads the series with the cup 250 to continue. The sports car with four-cylinder mid-engine to suck on public roads and on the track alike. Holds the Cup Elise promise?

06/16/2017 Andreas Haupt Powered by

We are in England, and instead of rain, the sun greeted us at a cloudless sky. We have arranged to meet for a date. On English country roads and on the test track of Lotus. The newly developed Elise Cup 250. Seven things that caught our attention:

Elise Cup 250 weighs heavily (s)

Lotus emphasizes the lightweight construction for almost every occasion. The Cup Elise is not the lightest flounder in the series with Elise Sport, Elise Sport 220, Elise and Elise Sprint Sprint 220th The racetrack optimized sports car weighs 917 kg. Without operating liquids, the weight drops to 884 kg. With all the lightweight options, a further 24 kilos let trimming away.

Lotus Elise 250 Cup in the test, track test, 06/2017 Photo: Lotus
The Lotus Elise Cup 250 is the strongest to date Elise - but not the easiest.

However, the Elise Sports dry weighs only 845 kg. How is it that the Cup version carries around 15 kg more with it? Debt is the complex aerodynamic package consisting of front splitter, barge boards and rear wing (the Exige Sport 380) which does not carry the less powerful sisters. And the roll bar from T45 steel, the additional two kilo costs.

Only if the attachments are made of carbon, the Lotus Elise Cup creates 250 their ideal weight. Overview: splitter, rear wing, diffuser and side skirts take of the lightweight material formed 3.7 kg from the body. For 4,700 euros. Carbon Hardtop minus 3 kg (4,000 Euros), Service Panel front minus 1.1 kg (1,250 Euros), engine cover minus 3.3 kg (2,200 Euros), titanium exhaust system minus 7 kilograms (5,500 Euros), two-piece brake discs minus 4 kilos (2,000 euros). To name the most important.

Curves must be

The extreme aerodynamics brings massive output for light weight. At top speed 248 km / h, according to press Lotus Elise 125 kg Cup 250 on the tarmac. 45 percent loads on the front, 55 percent to the rear. The achieved Elise Sport 380 at maximum speed (286 km / h) a pressure of 140 kg: for comparison.

Lotus Elise 250 Cup in the test, track test, 06/2017 Photo: Lotus
Long straight stud? Not the best discipline of the Lotus Elise.

The Elise Cup 250 loves curves, yes, she scurries and twists around them. Whether you curve to the humpbacked English country roads or tilled the completely flat race track of Lotus in Hethel. The rapid change of direction of the Senna curve puts the chassis away easily. The Elise flippert with 120 items from notch to notch because staggers anything and you just want to, that the Curve Geschlängel not stop. If you anlässt the ESP, you realize when to brisk pace, as the electronics is engaged to the outer wheels, the Elise easy einbremst.

The steering is as precise as an engraver. It strikes me as if you can feel every pore in the asphalt, when the mid-engine sports car it takes under the wheels. Lotus uses a hydraulic steering without power assistance. Even the slightest twitch sets the front axle precisely.

On the straight the last punch is missing

It comes with 150 things by the Windsock Corner. The body remains stiff in position and not be moved to the outside. Shortly after the apex of the right foot gets in contact with the bottom plate. Fourth gear, fifth gear, at about 210 things you can still turn briefly into the sixth before having to brake. You can tell on the straight piece, called Mansell Main Straight that the Elise Cup 250 is not a sports car for the left highway lane. At least not for a long time. As it would an Audi RS6 eat before. Or a representative diesel.

Lotus Elise 250 Cup in the test, track test, 06/2017 Photo: Lotus
(Almost) not a gram too much: The interior is usual spartan. But: There is a radio.

Although the four-cylinder compressor clean depends on the gas with 1.8 liter displacement and responds normally. But do not misunderstand: 246 hp and 250 Nm rich in this body from perfect. Only you trying to reel off any straights and stupid are on the mark, but kick you with the Elise in curves. Because the Elise Cup 250, as described above, latches on the racing line and along surfs sweeping. The Elise is acting rather than reacting.

When starting from the state of the engine a great pleasure. With minimal slip the lightweight zooms flounder move. According to factory specification Elise Cup 250, the 100 km / h barrier fantastic after 4.3 seconds. This makes it faster than their sisters.

To get 26 more horsepower from the four-cylinder, increased the Lotus engineers for more air passage to the compressor, fuel pump exchange it for a larger and calibrated power electronics different. "With 246 horsepower, we are pretty much at the limit of what is feasible. With even more power we would get in the reliability slowly boundaries, "admits Lotus boss Jean-Marc Gales.

More ruckus thanks titanium exhaust

A VW Golf GTI and a Mercedes-AMG A45 tear you in accelerating still more with than the Elise. Probably because the soundscape is another.

The four-cylinder bollern of AMG some find to proll- and macho, but it bags the longitudinal dynamics to continue. With the optional Titanium Exhaust Elise Cup 250 sets namely a bassigeren sound rug, but a bit more tease during acceleration should be there already.

The four-cylinder sound is at Lotus on the list. Lotus boss Jean-Marc Gales had and sport announced in an interview with auto motor that the all-new Elise, which is to come in 2020, is to whistle with more bass than straight lines and around corners. but frankly that is bleating at a high level. The current Cup Elise scores in other disciplines. For example, on the brake.

During braking, nothing slips

You've got 210 things and peilst the braking point for the next right-left combination behind the patched asphalt darker pieces in front of you on. It is time. Stepping on the brake, the sixth, fifth, fourth, third, second course: The aluminum body is stable, does not bend, a forward, grippt 225/45 ZR17 tires on the rear axle. Nervousness is the Lotus Elise Cup 250 is a foreign word. This creates trust. Also on the curbs of the mid-engine sports car remains stable. And in the following 180-degree right-hander, which is taken in third gear.

Lotus Elise 250 Cup in the test, track test, 06/2017 Photo: Lotus
Stable: The Cup tires of Yokohama has outrageously high dry grip - if it is to temperature.

Lotus, the Bilstein dampers an extreme. The tension strut front, rear attracted more by 12 by 9 percent. The pressure stage front 20, back to 30 percent. Setup looks bock hard on country roads. You feel every little Asphalteinkerbung. You take the blows on Alcantara steering wheel with his fingertips. The rest of the body is shaken on the sparsely-related seats of punches. The curved fenders frame the road for you. In the rearview mirror you look through the polycarbonate lens largely wing work. For that this sports car is still built: The Elise is nothing contrived or lifted. But all honest and down to earth.

Much confidence - then the shock moment

Which brings us to the penultimate point. The Elise Cup 250 exudes great confidence once you klemmst up between the backrest and steering wheel and have sanded the first few corners. The Elise are the good-natured mid-engined sports cars, the train driven on a change of direction for the next swallow. ESP - even it works quite well.

Long. Until you much wants, because everything is so easy to get the hand. Left, right, a little bit too fast, relatively suddenly the grip on the rear axle breaks off. The tires no longer flus, and you've slipped sideways ahead through the grass. The tire barrier coming through the side window looming, the Elise plays mower turns one and remains on the opposite asphalt strip are. lucky.

Six-speed switch to melt away

It also could go further. But Elise must briefly to check on the lift. Nothing happens. All parts are intact. let us not forget one point: the manual transmission. The open gear lever gate in the Exige now moves into the Elise Cup 250. However, with shorter cables. The wow effect is the same. One balanced purely the six courses, the paths are short and crisp. It has something of Tiki Taka FC Barcelona. The famous short passing game that you can imitate with the right (or left hand, depending on the steering wheel position) in the car.

Conclusion

The Elise Cup 250 is a real fun machine. Both on country roads and on the racetrack. The mid-engine sports cars are to each second as an honest Purist convinced with plenty of grip and makes addicted to curves. The 1.8-liter four-cylinder compressor responds quickly, turns to 6,700 / min until you have pure heave the next gear. Turn a fun time in the Elise. How to boost even at rückmeldung strong steering wheel.

Mitsubishi Galant Kombi 2500 V6-24: Mitsubishi Galant Kombi 2500 V6-24

Markedet krever stasjonsvogner i alle klasser, men Mitsubishi Galant var bare tilgjengelig med trinn eller kombikupé. Nå er Kombi-versjonen er erstattet av en stasjonsvogn, som har som en topp-motor en ny sekssylindret motor med 163 hestekrefter under panseret.

02.04.2003

Det har vært ca 14 år siden Mitsubishi Galant siste bygget vogn. På dette tidspunkt var volumet modellen fortsatt bakhjulsdrift, kun fire-sylindrede motorer, og det hadde sjarmen av en lett utstyrt håndverkere biler. Den nåværende Galant kan være like sine forfedre også bestilt med en firesylindret (se boks på side 64), men ikke utelukkende, fordi alternativet er en 2,5-liters V6 tilgjengelig. Å gå inn igjen i kombinasjon segmentet Mitsubishi Galant har gitt noen gode ideer underveis. Hvem åpner bakluken bagasjerommet, er ikke bare stabile fire surre maljer la inn i boot gulvet, men også ulike fag under denne bakken. Her kan ting som varseltrekant, stropper eller verktøy stues.

Pleasingly lav er det lesses, noe som letter adgang til støvelen. Litt begrense bagasjerommet, men. Mens Audi A6 Avant kan fylles for eksempel med opp til 92 centimeter bred voluminøse, passer mellom hjulkassene galant maksimalt en 79 cm bred boksen. 420 liters volum i normal tilstand er godt gjennomsnitt (Audi A6: 390, V70: 420 liter), men med en foldet ned bakseteryggen og lastet opp på taket kan være opp til 1400 liter kraft i Galant. A6 Avant oppsummerer 90 liter mindre, men den kan pakke V70 180 liter mer. At man kan vippe armlene bak asymmetrisk og beskytte bagasjerommet med en skygge fra påtrengende Blikken tilhører nå også standard, moderne stasjonsvogner som de mange små tingene som gjør kjøringen behagelig.

Så det er flere hyller i dørene og på instrumentpanelet og en hanskerommet som også kan inneholde en vei atlas. Den uunngåelige koppholdere er også ombord. Til tross for de mange oppbevaringsmuligheter, ser dashbordet rotete verken overbelastet eller bare hovedbryteren på cruise control er skjult av rattet. De fleste av funksjonene til kontrollene åpner allerede opp de små erfarne sjåfører uten å se på den manuelle. Enda mer omsorg var til trivsel for passasjerene. Foran du sitter på en behagelig, myk boder, som også tilbyr god støtte på lange turer og vanlig sidestøtte. Justeringen av setene er tilstrekkelig for store som for diminutiv beboer, og føreren kan ligge selv sette opp et spor mer komfortabel enn sin nabo, for den venstre seteryggen har også en korsryggstøtte.

Fordeler og ulemper

kroppen
  • et halvt tonn nyttelast, ren behandling, omfattende fasiliteter
  • smal bagasjerommet, som er begrenset bak benplass
stasjonen
  • meget gode ytelsesegenskaper, god ytelse, nøyaktig kretsen vel avtrappet overføring og lave vibrasjonsoperasjonene
kjørekomfort
  • lav vindstøy, stille motorstøy, komfortable seter
  • begrenset fjæringskomfort, dårlig kjørekomfort
kjøreegenskaper
  • lett kurve, uklanderlig retningsstabilitet, ingen last endring reaksjoner, god trekkraft
  • begrenset manøvrerbarhet
sikkerhet
  • stabil bremsing, ABS serie, to fremre kollisjonsputer, sidekollisjonsputer serie, fremre beltestrammere
kostnader
  • god pris-ytelse-forhold, 15.000 km serviceintervaller, tre år eller 100.000 km garanti, tre år veihjelp
  • Avskrivninger sannsynligvis høy, relativt tynn servicenettverk
miljø
  • rimelig forbruk, lave utslipp Euro 2
  • ingen take-tilbake-garanti
oversikt:
  • Mitsubishi Galant Kombi 2500 V6-24 side 1
  • Mitsubishi Galant Kombi 2500 V6-24 side 2
  • Mitsubishi Galant Kombi 2500 V6-24 side 3
Les mer om Mitsubishi Galant, Mitsubishi Galant

Mercedes CLA Shooting Brake vs Skoda Octavia Combi RS: designer piece or sport wagon?

Sure, the new Mercedes CLA Shooting Brake has more design lovers as utility optimizer in their sights. But the Skoda Octavia RS is visually attractive and refreshing dynamic to much cheaper. Approval for two real types.

06/22/2015 Bernd Stegemann 1 comment

Pretty reasonable Mercedes, the many pragmatic compact station wagon oppose a rather unreasonable. Even A-Class and CLA coupe on the same front-wheel drive platform're stressed different from the others and thus very successful, and for real estate car fans there are still the more spacious, but more expensive Model T from C. However, the entry has to climb surcharge will be rewarded with 3,500 euros.

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comparison test Mercedes CLA Shooting Brake, Skoda Octavia
auto motor und sport 11/2015
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BMW 116i with 122 PS: New motor for the entry-level BMW

More capacity for the base in the BMW 116i now puts a new two-liter with 122 hp, which is to make the high-torque weak predecessor forget. Test.

04/07/2009 Peter Wolkenstein

Really she came in entry-level BMW yet to the promised joy of driving. Agile handling out dynamic handling her - the drive of the BMW 116i, a torquey weak and unwilling rotating four-cylinder with 1.6 liters, made no honor to the name of its manufacturer.

The BMW 116i now has more momentum

Now BMW switches off the engine - not against a small-volume turbo such as Volkswagen with its 1.4-liter TSI, but against a reduced-power version of the two-liter vacuum cleaner that will already come into BMW 118i and BMW 120i used. With 122 hp at 6,000 continue / min, the rated power compared to the previous smaller displacement remains unchanged, but the higher maximum torque (185 instead of 160 Nm) already falls from 3.000 / min (previously 4,250 / min). More thrust at lower speeds - with this increase, the smallest BMW is now moving much more pleasant through the day.

BMW 116i with a test consumption of 8.6 liters of premium petrol per 100 kilometers

In the heavily used range up to 3000 / min, the new BMW 116i is accelerating wishes to willingly without the driver's hand must pick up the gear lever. Even at higher speeds, the smooth-running two-liter feels good, you look for them, thanks to the smooth power delivery and precise six speed switchable also like to. But unlike its predecessor it is no longer necessary to move forward fast.

This benefits not least of consumption. In the standard cycle of low-emission after Euro 5 BMW 116i consumes 0.4 liters while more than before, but in practice he is content with less than the inelastic predecessor. With a test agent of 8.6 liters / 100 km ranks the New at the level of the same strong VW Golf 1.4 TSI (The VW Golf 1.4 TSI in the top test). However, BMW recommends expensive Super Plus, because if the direct-injection engine fueled with premium gasoline, which means slight compromise on performance and consumption.

Predicate "recommended" for the BMW 116i

Nevertheless, the new BMW 116i is now rated "recommended" earned within the series. Save the strengths of the short-cut, very active driving rear-wheel drive can not enjoy. With low relative is: exactly 22,000 euros costs of joining BMW - without four doors (750 euros) and air conditioning (980 euros).

Advantages and disadvantages

Product score
  • smoother and sufficiently strong drive
  • agile handling
  • exact circuit
  • precise steering
  • very good brakes
  • comfortable seats
  • little rear legroom
  • high base price
  • meager standard equipment

Jeep Grand Cherokee off-road test: Luxury Gone Wrong

With an expensive luxury off-roader off-road? Of course! The Jeep Grand Cherokee is in the test, from which parents he comes.

13/10/2015 Torsten Seibt Powered by

The prejudices are painfully familiar: Off-road driving but today never really in the area. Everywhere prohibited. Pointless technology. And so on and so on. Like the but with prejudice is just as often, you do without even in this case a well-founded expertise.

This starts, it can not be too often repeated, with the definition of "premises". Because this begins, more trivial, beyond a metalled road and not just at one meter deep mud passage. with caution accordingly for decades repeated phrases of 90 or more percent of SUV owners who allegedly never left her vehicle the asphalt. A reliable source of such statements there has never been and there is probably still not - who would eventually to carry out an empirically correct survey of a statistically relevant part of the German SUV owners?

With the Jeep Grand Cherokee off-road tour

As far as long preface, for one simple reason: We went again to the site on a longer off-road trip, which especially in 4wheelfun yes rather represents rule than the exception. However, with a vehicle - to beat is not impressed at first glance, there with verve by the Botany - very expensive, very luxurious and very classy. So you can be fooled ...

The fourth generation of upper-class SUV Jeep Grand Cherokee is a great sales success, as were already the predecessor for the brand. But only introduced with the current model, first time in 2010 and extensively upgraded in model year 2014, the Americans also measure on the old continent confidently with the rivals from Europe Nobel houses. Mercedes M-Class and BMW X5 - this competition is the head Jeep Grand Cherokee collected.

As Overland a great touring car

In fact, the current Jeep Grand Cherokee is a comfortable and competent travel vehicle, especially in the tested Overland version with maximum equipment. Fine leather, precious wood, assistance systems to rich number. For this, a properly bärig pulling, pleasantly subdued and cultivated running six-cylinder diesel. make miles coincides with the Jeep Grand Cherokee is remarkably light. This is particularly true for the facelift version with the eight-speed automatic, which lowers over long distances at higher speeds compared to the previous speed and consumption.

The Overland equipment of the Jeep Grand Cherokee continues to bring two things to the 4.82-meter-long luxury SUVs: the Quadra Drive-called drive package II, which the production car with permanent four-wheel, off-road ratio and special travel programs to an electronically controlled rear differential brake added. And the Quadra-Lift air suspension baptized with five adjustable height levels, two of which can be specifically used for the cross-country drive. Up to 270 millimeters thus the ground clearance of the Jeep Grand Cherokee can lift, which is itself under hardcore off-roaders in a respectable value.

The air suspension bringt's especially on the road

In this air suspension, however, one needs to be "but" added the same. Because the increased ground clearance is undoubtedly a stocking on rude road tracks. However, the residual spring comfort in the two high positions not so much. The already not particularly famous entanglement of the chassis is once again reduced noticeably shaken the crew fairly tight into the highest setting. With pace beyond walking pace makes little fun, so the off-day, the standard height is often the best choice. This is especially true for steep, impassable uphill and slip roads where the tires can lose contact with the ground in the highest suspension setting and threatens loss of control.

For such passages, the Grand Cherokee drivers can rely on the well-functioning and regulated via the shift lever in the tempo Hill Descent Control, which guarantees on extremely steep slopes nerve sparing security.

Site programs in the Jeep Grand Cherokee

In this context it is important to consult with the actual functions of the terrain programs (Snow, sand, mud and rock) to get acquainted. For these bring beyond the name quite specific control features with it that may be kontropraduktiv at a current terrain task once - for example by automatically Fahrwerkshöherlegung in rock mode. Ultimately, the most plausible one drives with the Jeep Grand Cherokee off-road actually with manual, used judiciously for the various options (ESP / terrain reduction on / off, the suspension mode, Hill Descent Control) and has the selecting switch in the automatic position.

This leaves one as a summary for the big Jeep both-well, with the same justification. The move away from Starrachsfahrwerk of previous models brings a significant advance in ride comfort and driving safety on the road. And it is this street optimized independent suspension is by nature a step backwards in the field, when it's really hard to the point. The unstoppable Rödel characteristic of the Jeep Wrangler, the Jeep Grand Cherokee comes with it despite much high tech not approach, but he drives this road everyday in every way up and away.

Conclusion

The combination of high street comfort and considerable expertise terrain makes the Jeep Grand Cherokee to a generalist, with the many deployment scenarios can be covered. There are on the road faster, more luxurious vehicles and more assertive in the field. But quite a few who can celebrate the balancing act between two worlds so skillfully.

Bentley Continental GT V8 in the test: Without W Suits

Overnight, it snowed. We have to resort to test to Italy. With the Bentley Continental GT V8 and its 507 hp turbo gasoline on tour.

26/12/2012 Sebastian Renz

The Bentley Boys were young gentlemen with unbescheidenem assets, variable ladies acquaintances and bold courage. She enjoyed life to the fullest, not only, but also lay like so on. About the Train Bleu, the express train from Cannes to Calais. Woolf Bernato, diamond and gold mining heritage, Bentley's shareholders and three-time Le Mans winner, bet I can do it from the Riviera by car to London before the train reached Calais. On 13 March 1930 he starts in the Speed ​​Six. On the 14th, he reached over bumpy Routes National and after a channel crossing by mail boat his gentleman's club in London four minutes before the train enters the station of Calais. Since then, Bentley apply as an instance of the continental journey.

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Single Review Bentley Continental GT V8 Continental Express
auto motor und sport 27/2012
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Opel Insignia 2.0 CDTi turbo sports in the test: & quot; late bloomer & quot; with power and revving

The test of the Opel Insignia 2.0 CDTi turbo sport will tell if the wait was worth the long-awaited twin-turbo diesel in the Insignia.

04/18/2012 Dirk Gulde

Phew, that once were three tough years for many Insignia fans. 2009 is the top variant of the two-liter diesel shortly before delivery, price lists are printed, organized press events, in Internet forums to make anticipation wide. But then at the last second the preliminary end for the Opel Insignia 2.0 CDTi turbo, which does not meet the expectations of its developers: to inharmonious the power output to high consumption.

Now, three years later, the Opel engineers are satisfied - and rightly so. Thanks to double forced ventilation of two differently sized turbos of the 195-hp direct-injection engine is powerful to work at virtually any speed. Thus, a small, water-cooled supercharger provides already at 1250 / min for 320 Newton meters of torque, while standing in conjunction with the large, air-cooled compressor from 1,750 full 400 Newton meters.

Opel Insignia 2.0 CDTi Sport Biturbo with good passage

No wonder that the over-diesel in the sprint to 100 kph equal abknöpft a brief second his weaker brother with 160 hp. Here, the Opel Insignia 2.0 CDTi turbo convinced Sport not only with his force, but also with revving and spontaneous response to accelerator pedal movements. However, the real highlight is the pulling power: So the Biturbo for the intermediate sprint needs of 60 to 120 km / h in sixth gear just 10 seconds, while the mono Turbo is made almost 50 percent more time in a previous test.

So the strong diesel fits perfectly to the spacious touring sedan, while rolling firm, but with their optional Adaptivdämpfern total of supple passes over bumps and extremely directionally stable straight running even at high speeds. Only engine and chassis noise penetrate a little cheeky to the ears of the passengers in the Opel Insignia 2.0 CDTi turbo because developers probably too sparingly dealt with insulating material.

What is missing is an answer to the question of the fuel consumption of Opel Insignia 2.0 CDTi turbo sports: also economical. Also thanks to the standard start-stop system, the 1.7-ton contented with 7.1 liters / 100 km, undercutting the test consumption of the 35 PS weaker variant is 0.2 liters. With a light foot on the accelerator also values ​​around six liters in it. The wait was worth it for Insignia fans and not hurt Opel. For the main competitors VW Passat no correspondingly powerful diesel is in fact to have.

Advantages and disadvantages

  • very good performance
  • strong drafts
  • low consumption
  • plenty of space front
  • precise latching-up gear
  • high suspension comfort
  • very comfortable seats
  • straight-line stability
  • reasonable charge for 160-hp variant (2,400 euros)
  • very good brakes
  • acoustically more present motor
  • tight rolling
  • poor rear vision
  • little headroom in the rear
  • with overloaded controls center console

Opel Mokka 1.4 Turbo 4×4 test: Anything but not cold coffee

The new Opel Mokka and the feeder is currently celebrated in the segment of small SUVwird of the beleaguered Opel workers overjoyed. Whether there is actually reason to celebrate this clears 4x4 our test of the Opel Mokka 1.4 Turbo.

29.11.2012 Michael von Maydell

Something's happening in the Opel country. The Opel Mokka is there. And as you see above: It is hard to miss. arrived by boat from distant Korea, the 4.3 meter long SUV parked proud and mighty at the Stuttgart King Street, marked with its off-road look confident the potent everyday heroes and should, must, Opel will - together with the Adam - to new help swing.

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auto motor und sport 25/2012
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Porsche Panamera 4S (2016) in the test: new edition of the sports luxury sedan

Body, powertrain, electronics, Operation: Even if you hardly look it from the outside, Porsche has left no sheet on the other the new Panamera. We tested the 440 bhp 4S.

19/11/2016 Dirk Gulde 2 comments

Meanwhile, it is pitch-dark, the evening rush hour has to drizzle city and surrounding fixed in a headlock, and now it's starting to even. Or as we say here: perfect conditions for the first test drive in the new Panamera 4S.

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Single review The new Porsche Panamera 4S
auto motor und sport 23/2016
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