tag:blogger.com,1999:blog-23973644226725306812024-02-06T19:39:14.693-08:00All About AutomotiveAnonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.comBlogger119125tag:blogger.com,1999:blog-2397364422672530681.post-69634915821960940632017-02-13T23:11:00.001-08:002017-02-13T23:11:05.234-08:00So the Mercedes-Maybach G 650 Landaulet<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
Now it is official: At the Geneva Autosalon 2017 (9th to 19th March) we are actually witnessing a Mercedes-Maybach G 650 Landaulet. Yes, you have read correctly: A luxury G-Class convertible, half Maybach, half AMG, with portal axles, Biturbo-V12 and well over 600 HP. Please snap right now.</div>
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<strong>60 centimeters more wheelbase</strong><br />Now you may wonder: Has the world really been waiting for a strictly limited, twelve-cylinder G-Class with electric soft top? Probably not the whole world, but a small part of it certainly can not expect more. Mercedes says: "With the new Mercedes-Maybach G 650 Landaulet, the off-road icon proves that the definition of unique luxury can be further enhanced." This can be said to be true, with a length of 5.35 meters, a height of 2.24 meters and a wheelbase (by more than 60 centimeters!) On 3.43 meters extended. This makes the G 650 Landaulet the probably craziest chauffeur "sedan" in the world.</div>
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<strong>Tricky cut-off</strong><br />driver and passenger sit under a closed roof. The rear seats also occupy two single seats, but they have the great advantage that they can command an electric soft top at the push of a button. How long it takes to open and close is not surpassed, but who is disturbing as soon as the huge open-air lounge is opened? The next button is pressed and a disc separates the rear of the driver compartment. Another key press and said disk change from transparent to opaque.</div>
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<strong>Also inside madness</strong><br />You already see: In the Mercedes-Maybach G 650 Landaulet you probably prefer to sit behind. But not only because of top-not-flair and crazy cut-off wheels. The seats come from the S-Class, can be driven into lying position, offer a calf support and massages also excellently. There is a so-called business console with thermo cups between the chairs. The G 650 serves your drink cold or warm depending on your taste. There are also two fold-out tables which, thanks to leather inserts, qualify as a "comfortable writing pad". Who looks out over his outstretched legs, recognizes a kind of second G-Class cockpit, including two ten-inch displays and - for whatever reason - two additional glove compartments.</div>
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<strong>630-PS-V12</strong><br />When the average ruler with her wife breaks up for the off-road trip, the two have apparently quite comfortable. The Maybach-G has the same 6.0-liter biturbo, which is also so astonishing in the AMG G 65 - 630 hp and 1,000 newton meters. Maybach still holds the groundwork for the Landaulet, but the 0-100 km / h sprint takes about five seconds in a "normal" G 65 (which sounds really strange, does not it?). Fast enough, you should mean. The G 650 Landaulet is not only on smooth roads fast away. Thanks to the portal axles known from AMG G63 6x6 and G 500 4x4², a narrow half meter of ground clearance and three differential locks, the punk off-roader is also steep in the troubled terrain.</div>
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<strong>Around the 500,000 euros</strong><br />From the outside you can see the G 650 - next to the soft top and its sheer monumentality - by the way, very wide carbon mudguards, the chrome grille, polished 22-inch tires with 325/55 tires, a spare tire at the trunk lid and electrical Retractable entry aids. Only 99 copies of this site will be available. The price is not known, but it is assumed that it will be very very high. With around 500,000 euros is to be expected. But for a "new masterpiece of automotive engineering", this is almost peanuts. <span class="goog-text-highlight" style="background-color: #c9d7f1; box-shadow: rgb(153, 153, 170) 2px 2px 4px; box-sizing: border-box; position: relative;">Market launch for the Mercedes-Maybach G 650 Landaulet is in autumn 2017.</span></div>
<br />Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-49993818619190100662017-02-13T23:00:00.000-08:002017-02-13T23:00:00.286-08:00F1-Champion builds sports cars<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">Former Formula 1 world champion and Indy Car champion Emerson Fittipaldi will present his own sports car at the Geneva Motor Show 2017 (March 9-19). </span>The car with the biblically long project name "Fittipaldi EF7 Vision Gran Turismo by Pininfarina" becomes a strictly limited track car, ie a kind of club sport racer for private race track use. As Fittipaldi revealed, the body and monocoque of the EF7 will consist entirely of carbon. In this way, drivers and co-drivers should be optimally protected as in a capsule; on the other hand, the light material also helps with speed. "When I was designing the EF7, it was important to me that the car is not just pure passion and adrenaline, it should also be good-natured and safe for pilots of all levels," Fittipaldi explains.</div>
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<strong>1,000 kilos, 600 hp</strong><br />The latest information on the Fittipaldi EF7 also promises a light weight of about 1,000 kilos as well as a V8-aspirated engine, which is to deliver over 600 hp. Engine and transmission are manufactured "in house". Their low design and positioning in the car should ensure a "unique focus". The owners could expect reliability and lower maintenance costs. In addition, only a very small crew is required for maintenance. "And that means more time and fun on the track," adds Fittipaldi.</div>
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<strong>Also</strong><br />virtually <strong>active</strong> The futuristic sports car is developed together with Pininfarina and Mercedes-AMG racing partner HWA. <span class="goog-text-highlight" style="background-color: #c9d7f1; box-shadow: rgb(153, 153, 170) 2px 2px 4px; box-sizing: border-box; position: relative;">The EF7 can also be driven in the now legendary racing series Gran Turismo.</span></div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-2657988905193383472017-02-13T10:01:00.001-08:002017-02-13T10:01:18.554-08:00Here comes the flight car PAL-V<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<strong>Raamsdonksveer (Netherlands), February 13th, 2017</strong><br /><span class="">The idea is already tempting: Instead of spending a lot of time in the traffic jam every morning and evening, you could simply fly over it. </span>So far, however, there was simply no suitable means of transporting this old dream into action. That changes now: The flight car PAL-V is ready and is soon ready for delivery.</div>
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<strong>Driving and Flying</strong><br />The PAL-V is reminiscent of a classic gyrocopter. These aircrafts combine the best features of helicopters and small aircraft. In contrast to conventional gyrocopters, the PAL-V can, however, also participate in public road traffic and should also be quite passable. This is due to the low chassis and carbon chassis. The tricycle is similar to a Carver One or a Can-Am Spyder. The PAL-V is powered by two aviation-certified engines.</div>
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<strong>From the car to the gyrocopter</strong><br />To turn the PAL-V from the car to the gyrocopter, just press a button. The rotors and trusses fold out automatically - whether in the company car park or the airfield. Once the aircraft is in the air, it can also float on the spot thanks to a special helicopter-like technique. It can be landed on every airfield and on any private property - as long as a license exists. Thanks to the helicopter technology, landings on one point and takeoffs with a very short start-up are possible.<span style="background-color: transparent; text-align: center;"> </span></div>
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<strong>The range is okay</strong><br />By the way: Looking at the range of the PAL-V, the vehicle is quite everyday. In pure driving mode, a consumption of 7.6 liters per 100 kilometers up to 1,315 kilometers with a tank filling is included. The top speed is then 160 km / h. In the air, a maximum speed of 180 km / h is possible, the speed of travel is 140 km / h. The PAL-V can stay in the air for around four hours or 500 kilometers. That is enough, for example, for the flight from Munich to Florence. The car copter weighs approximately 665 kilograms, the maximum take-off weight can still be 250 kilos - for a maximum of two passengers more than enough.</div>
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<strong>There are two hooks</strong><br />Does everything look way too beautiful to be true? Well, there are two small hooks for the PAL-V. The first is that you need a pilot license to operate the flight car. The second catch is the price: 499,000 dollars - which amounts to about 470,000 euros - are due in an order. But we can see it positively: the airspace is not as soon as the roads are blocked. In addition, later a "sports" version of the PAL-V will follow, which will be nearly 200,000 euros cheaper. </div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-48648577209605323632017-02-13T02:50:00.003-08:002017-02-13T02:50:45.578-08:00VW T6 from B & B Automobiltechnik<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">You often have to transport many people from A to B? </span>Then a VW T6 is definitely on the top of your shopping list. But what if the top diesel with 204 hp is not top enough? B & B Automobiltechnik now offers some tuning options for the bus.</div>
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<strong>Up to 275</strong><br />
horsepower The Timming is divided into two stages at B & B. For almost 1,700 euros, it goes from 204 to 240 hp and from 450 to 500 Newtonmeter of torque. The additional power is achieved with a new adjustment of the engine electronics and a slight increase in the charge pressure by 0.2 bar. For just under 3,000 Euros, the customer gets the stage two of the Kraftkur at B & B. This raises the engine power to 275 hp and the torque to 560 Newtonmeter. Intake paths, air ducts and charge air cooling are optimized and the engine software is tuned even more aggressively.</div>
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<strong>Cooling, sound and chassis</strong><br />
In addition to the pure power increases, B & B also offers an additional oil cooling system. This costs nearly 1,000 euros and is to reduce the oil temperature by up to 25 degrees. Also for almost 1,000 euros there is a sound generator, with which one can exchange diesel sounds against V6-, or V8-sounds. In addition, the Siegener also offer sport springs and a coil drive from KW for the T6. For 400 and 1,970 euros, the bus can be lowered to 65 millimeters - especially with regard to low car parks not to despise. But also the driving dynamics should make a step forward with the suspension tuning.</div>
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<strong>Wheels and brakes</strong><br />
B & B also takes care of the rims of the T6. Light alloy wheels in 20 inch cost including tires in 275/30 nearly 5,000 euros. Behind the large wheels is optionally available a high-performance braking system with 396 discs and six pistons. A sensible investment, the B & B-T6 with engineered for stage two creates a whopping 215 km / h. </div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-56282783073534095172017-02-10T03:44:00.000-08:002017-02-10T03:44:06.822-08:00This is how the Audi RS 3 Facelift comes<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">As a fan of sporty cars, you know that manufacturers are taking the fight for PS dominance very seriously. </span>Maybe a bit too serious. But the enthusiast profits and is happy about ever-increasing performance data and increasingly absurd acceleration times. The latest example: the PS war in the compact sports segment, which now culminates in the 400 hp Audi RS 3 Sportback 2017. Yes, right reading: 400 hp. In an A3. The world is a crazy place.</div>
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<strong>In 4.1 seconds to 100 km / h This</strong><br />is of course exclusively to the last year on 381 hp strengthened Mercedes-AMG A 45 again from the performance drone. For this, Audi is packing the new 2.5-liter five-cylinder turbo from the TT RS into the RS-3 Bug. The world's strongest five-cylinder engine delivers 400 hp and 480 newton meters. These are 33 hp and 15 newtonmeter more than before. Almost even better, however, the new engine weighs 26 kilos less than the old one, which can only be appreciated with the rather pronounced front load and understeer of the RS 3. The 0-100 km / h time drops from 4.3 to 4.1 seconds now. So you push here again before the A 45, which requires 4.2 seconds. At the Stammtisch is something like a survival. Just like the top speed that Audi raises on request from 250 to 280 km / h.</div>
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<strong>370 mm brake</strong><br />As before, all the power goes through a seven-speed dual clutch to all four wheels. An electrohydraulic lamellar coupling distributes the enormous quantities variably between front and rear axle. Audi's Drive Select drive system, which can affect steering, engine management, flap exhaust and the optional adaptive dampers in four modes, is a series. Just like 19-inch car with 235-tire and a brake system with 370-millimeter-disc front and 310-millimeter discs at the rear. Optionally, Audi also offers a ceramic brake.</div>
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<strong>Front slightly retouched</strong><br />Visually, the RS-3 facelift does not look very good. The expert discovers, of course, immediately the modified single-frame grill as well as the new blade in the front apron, at the end of which two upright funnels provide for more eye-effect. Otherwise everything remains as it was before. LED headlights are the RS 3 Sportback series, Audis smart Matrix LED light is available for an extra charge. Inside, the RS 3 Audis also features a great Virtual Cockpit with a digital 12.3 inch instrument display. Apple CarPlay and Android Auto are also there. Furthermore, the large group kit sends out the new dustbag, which keeps distance and travels up to 65 km / h, as well as the emergency assistant, who automatically stops the car in case of need. But much more important is. The sports steering wheel, which has just been flattened, now has the Alcantara inserts no longer in the completely wrong places. Now they are there, where one is actually also going (speak at three and nine o'clock).</div>
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<strong>From 54.600 euros</strong><br />Audi RS 3 Sportback will be shown for the first time at the Geneva Autosalon 2017 (March 9-19). It can then be ordered - as the RS 3 sedan shown at the Paris Salon 2016 - from April 2017. The market launch is scheduled for August this year. The price for the RS 3 Sportback increases from 52,700 to 54,600 euros. The RS 3 sedan is available from 55.900 euros. For comparison, the Mercedes-AMG A 45 costs at least 51,170 euros. </div>
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<br />Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-3318299307432430452017-02-10T03:34:00.003-08:002017-02-10T03:34:39.415-08:00This is new to the Citigo 2017<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">The VW Up got the obligatory half-time refreshed already last summer, now skoda with the facelift of the identical Citigo after. </span>The facelift version of the smallest Czechs can be admired for the first time at the Geneva Autosalon 2017 (9 to 19 March). But take a good magnifying glass with you, because the changes are not too big.</div>
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<strong>Active fog lamps</strong><br />Small tip: The bonnet now has some beads and lines more. In addition, the front apron has been reversed and minimized on the grill design. It is much more exciting, however, that the newly redesigned fog lamps will have a so-called cornering function. Say: The Citigo now shines into the curve. When turning, it automatically switches the right or left fog headlights up to a speed of 40 km / h.</div>
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<strong>Inside discreetly lifted</strong><br />A look into the interior of the Skoda Citigo 2017 shows: Again, not with the very big battle ax. Skoda speaks of having made the interior "even higher-quality and functional". In the higher equipment there is a two-color dashboard, as well as a new design. And this seems to be equally double, because the instrument cluster is available in two different versions. Also new: an optional leather multifunction steering wheel. Not so new but still good: The numerous Simply-Clever solutions such as the obligatory Skoda umbrella under the passenger seat, various storage and suspension options or the large one-liter bottle holder.</div>
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<strong>No turbo three-cylinder In</strong><br /><span class="">terms of safety, the Citigo scores with a city emergency brake assistant, which is automatically active between five and 30 km / h. </span>The engine program changes higegen not at all. It remains with the three single-liter three-cylinder petrol engines with 60, 68 and 75 hp. The average 68-hp variant is still operated with natural gas and is to eject only 82 grams of CO2 per kilometer. The two conventional petrol engines have a standard consumption of 4.1 liters. Anyone who has speculated on the much more sparkling 90-hp turbo three-cylinder from the VW Up will be disappointed. Skoda still does not take it into the offer for the Citigo.</div>
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<strong>Market launch in the spring of 2017</strong><br />The Citigo facelift remains mainly cosmetic. New 15-inch, a new color called Kiwi-green, the rather decent interventions on front and interior, that was in principle. But what can you do on a simple, quite attractive and well-functioning urban fleet concept also big rumdoktern? Market launch for the revised Citigo is after the Geneva Salon in the spring of 2017. The prices has not yet announced Skoda. It has so far gone at 9,770 euros. </div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-62455929343496243702017-02-08T00:06:00.003-08:002017-02-08T00:06:35.799-08:00New hydrogen cars Toyota FCV Plus and Honda Clarity Fuel Cell<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
at auto shows currently dominate electric cars. What are the fuel-cell vehicles that the manufacturers have been rubbing with us for a long time? Is the hydrogen technology not slowly overtaken by the increased battery ranges? Not at all, Toyota and Honda believe and introduce new models.</div>
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<strong>The power generator among hydrogen cars</strong><br />Toyota presents the FCV Plus, the slightly more strikes than normal fuel cell cars. Like normal hydrogen cars, the futuristic model uses the hydrogen from its fuel tanks to produce electricity for the movement. However, it is also possible for hydrogen to be stored outside the vehicle. In addition, the car can supply other vehicles or local electricity networks with electrical energy from its accumulators. Thirdly, the fuel cell stack of the FCV Plus can be expanded and used for other purposes to generate electricity.</div>
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<strong>A stack now fits into a small car</strong><br />Previous hydrogen cars were generally larger vans, SUVs or luxury class sedans. But the advanced technology can now also be accommodated in small vehicles. The FCV Plus has the length of a small car at 3.80 meters. Aerodynamic measures on the underbody, among other things, increase efficiency. Additional electric vehicles can be charged via induction coils in the two rear wheel covers. <span class="">The car feeds electrical energy into the power grid via similar coils. </span>Inserts on windshield and rear window inform you about the current status. The stack is placed between the front wheels, the hydrogen tank was placed behind the seats. Four wheel-hub motors are used for the four-wheel drive. Thus an interior like a large sedan is possible, promises Toyota. The even distribution of components on the front and rear also leads to a good weight distribution.</div>
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<strong>Even Honda's new Clarity uses compact technology</strong><br />Honda brought back in 2002, a finished fuel cell car called FCX on the market. 2008 was followed by a second generation called FCX Clarity. The third version is Clarity Fuel Cell and will be launched in California in 2016. More specifically, only in Los Angeles, Orange County, San Francisco and Sacramento, where there is already an acceptable hydrogen infrastructure according to Honda.</div>
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<strong>Reach as electric cars, but more rapid refueling</strong><br />The improved hydrogen sedan benefits like the Toyota of scaled technology components. The stack is one third more compact than its predecessor, the energy density is even 60 percent higher. Stack and electric drive are no longer bigger than a V6 engine and fit both under the bonnet - the stack was placed in the middle tunnel at the predecessor, only the electric motor was at the front. The range increases from 380 to over 450 kilometers. Although this is not much more than with new electric cars à la Opel Ampera-e. But unlike these, refueling does not take hours, but only a few minutes. The body has been improved aerodynamically and visually. In addition, the car got new safety assistants, an improved infotainment, LED exterior lights and 18-inch alu wheels. <span class="goog-text-highlight" style="background-color: #c9d7f1; box-shadow: rgb(153, 153, 170) 2px 2px 4px; box-sizing: border-box; position: relative;">The fuel cell version of Clarity is to be followed in 2017 by a pure electric and a plug-in hybrid variant.</span></div>
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<br />Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-82584332836857301252017-02-07T23:56:00.002-08:002017-02-07T23:56:25.591-08:00Citroën C-Aircross Concept for Geneva<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
As so often with Citroën's new C-Aircross Concept a rather confusing affair. Why? Because he is quite similar to the recently launched small car C3 (only much higher, of course), but on the other hand, it looks as crazy as if it were shorthanded by Mars. In the case of Citroën, this is expressly good. We want the French to build more of the "slightly different", slightly crazy boxes. So let's hope that the French are serious about their "outlook on future compact SUVs of the brand". We have heard more often in the past.</div>
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<strong>900 new parts</strong><br />now is what Citroën since the Geneva Motor Show 2017 (March 9 to 19) brings, in principle, nothing special. A 4.15 meter long City SUV with front wheel drive level. Sounds strong after jacked C3, surely never goes into the terrain, but sells safely as cut bread. Especially when it looks so cool, like this funky thing here. But, of course, the C-Aircross carry a whole arsenal of fair-climbim around, which should never happen in series. The counter-opening doors for example, the wrong taillights or the great rims. There is also a glorious one-spoke steering wheel (in a venerable Citroën tradition) and various sound zones where the passengers can listen or communicate their own music (via microphones and speakers in the headrests). In addition: the possibility to stream and share music, movies and co., As well as various cameras, touch screens, tablets and a head-up display instead of conventional instruments.</div>
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<strong>New TFT instrument display</strong><br />Up to arg futuristic-looking seats, the C-Aircross cockpit but not so far from a C4-Cactus Interior away. The large glass roof, the central 12-inch touch screen or the possibility to load two smartphones inductively - something you can bring in serial production. We hope so. Just like the casual side protection pads and the wheel housings in camoflage optics. So Citroën, from this side you have the permission to go really steep. A C-Aircross compact SUV, which even halfway so looked like this study, a welcome change from colorful Audi Q2, Opel Cross Country X and Co. would.</div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-276482097701458502017-02-07T11:26:00.001-08:002017-02-07T11:26:19.050-08:00Toyota Prius IV in Test<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">We Germans must be quite stubborn and backward. </span>Globally, the Toyota Prius is a huge success, the sales charts look like charts have to look like: exponentially increasing. But in Germany? The exact opposite. In 2009 almost 4,500 units were sold, which is not exhilarating, but Prius is already the maximum. Since then, the figures have been continually downhill, and in 2015 the hybrid car has arrived at a staggering 563. By the way, one reason for this is competition from the Auris, which has a hybrid rate of 55 percent. On 20 February 2016, the fourth Prius generation will be launched. In the first year, it is expected to sell 1,960 times. Whether this can work, we have explored in our test.</div>
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<strong>Longer - and ugly</strong><br />Although the Prius is the first car (for the C-segment Toyota New Global Architecture) based on the new tnga-C platform: The characteristic basic forms were preserved, as well as the wheelbase. However the overhangs grew, whereby the car grows by eight centimeters to little parking-friendly 4.54 meters. Visually, the car looks quite similar to the fuel cell car Mirai, which is not a compliment - I have not yet met anyone who finds the new Prius more beautiful than the old one. But there are cars that do not hurt that, because everyone says: Well, he does not look, but ... And then follows a property which, compared with the unsightly appearance, appears all the more radiant. One example is the practical Fiat Multipla. The Prius is, of course, the economical hybrid drive.</div>
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<strong>Without recharging</strong><br />the hybrid system remained basically the same, the Prius is still a power split full hybrid without recharging. Why not switch to the trendy plug-in system, Toyota spokesman Thomas Schalberger explains as follows: A plug-in is only environmentally friendly when it is charged daily, and who does not have a single-family house with garage is difficult. The people buy such cars anyway, if there is a state premium for it, but they drive the car with an empty battery, like a normal gasoline. Sounds plausible, right? In addition, Toyota will bring a plug-in version of Prius to the homeowners at the end of 2016.</div>
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<strong>Weaker</strong><br />The layout of the drive has not changed and Toyota will remain in the old-fashioned nickel metal hydride battery. A lithium-ion battery would not bring great benefits, it says, but a higher price and more aftermarket costs (for example, for disposal) bring with it. However, the overall performance of the engine changed, falling from 136 to 122 hp. You have to let that melt on your tongue for a moment. Because less performance than before, there are only a few new cars. Prius customers shake but only the head and murmur something of PS-madness. At the lowered system performance is mainly the electric drive motor (MG2, the Prius has two electric machines, the other works mainly as a generator and starter), which now has ten horsepower less. The 1.8-liter petrol engine was only one horsepower weaker.</div>
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<strong>The Missing PS do not hurt</strong><br />We could still go a bit with the technology, with the improved gasoline engine, the reduced electric components, the new multi-shaft geared. But it's time for practice, right? So: The vanished 14 hp (over ten per cent anyway) you can not feel. The Prius accelerates subjectively not badly, and that the sprint value has worsened by 0.2 seconds, would be a catastrophe with a Lamborghini, here it really does not matter. In addition, the Prius continues to drive only about two kilometers purely electrically, but it can now be moved to speed 70 only with current instead of 50 km / h, and you can even sail to speed 110.</div>
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<strong>During acceleration, the Prius sounds tormented</strong><br />So the Prius accelerates acceptable, even though, sounds somewhat forced. This is due to the gearbox, which still behaves similar to a CVT: if you give gas, groan the car up and restores only when the desired tempo is reached. As with the new RAV4 Hybrid, Toyota has weakened this rubber band effect, but it is by no means the whole thing. And it lacks the momentum, the driving pleasure of a turbodiesel. But driving pleasure is just what the typical Prius customer likes to do, which falls into the same category as the bad PS-madness, which can be observed in normal cars.</div>
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<strong>3.0 liters per 100 kilometers</strong><br />, the typical Prius customer, if we quite understand it will come especially environmentally friendly and low consumption from A to B. Here there is progress, because the standard consumption sank vigorously, from 3.9 to 3.0 liters. If you have experienced the nineties, you probably sigh and think: oh, the three-liter car ... Even more powerful is the hybrid drive its strengths in the city, where the standard consumption is only 2.9 liters , While a comparable diesel model is already in the EU consumption of five liters. In practice, we needed 4.7 liters, as usual, according to the board computer. It can also be 6.2 liters, if you drive highway, even if the tempo is moderate. On the subject of fuel consumption, Toyota spokesman Schalberger gladly tells an anecdote of a Berlin taxi driver, who reports after the change from a "fairly widespread diesel model" to the Prius of drastically lowered fuel prices: instead of eight to nine liters of diesel he would need now only about five Liter of petrol. And the brake discs and pads would only have to be replaced very rarely.</div>
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<strong>LG now firmer</strong><br />What the Prius customer also wants at least the Japanese and the American, is a comfortable suspension. This is also offered by the car, and German drivers can look forward to more roll stability than before - even if the Prius area is not the winding country road, but the big city.</div>
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<strong>Center console in the style Sanitary</strong><br />And inside? Here I have to go back to the painful design theme. In the cockpit is the ... let's say the polarizing design continues. The center console of white piano lacquer plastic is particularly disturbing. The glossy white material, together with the cup-like shape, simply reminds you too much of the bathroom or the toilet. I could make friends with the rest; If you drive a car longer, you can see the cockpit anyway soon. It is a pity, however, that the chic three-dimensional displays of the Prius III have disappeared and that the parking brake still needs to be operated by foot. The speedometer is still in the middle, and the head-up display, which has hitherto been touching single-color turquoise directional arrows, is now multicolored. Also important is that you sit almost six centimeters lower than before, but still looks good over the bonnet. And the seats are okay for this kind of car, too soft I did not find them.</div>
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<strong>More trunk</strong><br />in the rear I have enough space. In spite of the rearward-dropping roof line - which helps to achieve the excellent cW value of 0.24 - remain a few centimeters above my head, and in front of the knees is more than enough space. As the battery now fully fits under the rear seat, the luggage compartment has increased: Instead of 445 to 1,545 it is now 501 to 1,633 liters. As usual, the payload (now 340 kilos) is significantly lower than a diesel model (VW Golf 2.0 TDI: 487 kilos). The geometry of the luggage compartment is somewhat different from that of a normal rear hatchback because of the flat tailgate, bulky furniture is probably not quite as easy and you need a little more momentum to close the door. But also one can live with it.</div>
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<strong>1.300 euros more expensive, more wizards</strong><br />What should customers like less - I imagine them as cost-conscious - is that the Prius was more expensive. The base trip rises by 1,300 to 28,150 euros. But you get something for it. The basic equipment includes a "Toyota Safety Sense Package" with the new radar-based distance control, with an anti-collision system, automatic fade-in and fade-out and traffic sign identification. LED headlights are a series, as well as a key-free access and start system, a two-zone climate control system and a cordless charger for smartphones.</div>
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<strong>The competition is more expensive</strong><br />, the higher price loses its horror and the fact that the competitors are more expensive: The VW Jetta hybrid will cost 34,650 euros, the Ford Mondeo Hybrid 35 475 euros, the new Hyundai Ioniq is still no price announced. The same applies to plug-in hybrids à la VW Golf GTE (36,900 euros). A diesel compact is, of course, for less money. <span class="goog-text-highlight" style="background-color: #c9d7f1; box-shadow: rgb(153, 153, 170) 2px 2px 4px; box-sizing: border-box; position: relative;">Just as an arbitrary example: the Kia Cee'd 1.6 CRDi with 136 hp costs 20.190 euros and consumes only 3.6 liters - of the cheaper diesel fuel. </span></div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-65723548801490367082017-02-07T11:14:00.002-08:002017-02-07T11:14:22.122-08:00Toyota Yaris Facelift presented<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">It has recently not really looked at him, but the Toyota Yaris is available in its third generation since the end of 2011 in the European market. </span>In 2014, there was the last major facelift, with the ominous (and rather omnipresent) X-design radiator grille coming to the Yaris front. Age and barbecue seem not to have hurt the little Japanese, because at least in Western Europe sales last year rose by 6.5 per cent to 208,000 units. Now, the polo-opponent for 2017 have been sent back to health. A more comprehensive safety package, more individualization options and a new 1.5-liter petrol engine will be added to the system for easy optical defusing. An unexpectedly sharp Sport-Yaris is also in the starting holes.</div>
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<strong>900 new parts</strong><br />full 90 million euros invested in the Yaris-OP Toyota. The result is a stiff 900 new parts. The front now looks no longer X-haft, but there are new headlights and more deeply built aprons. At the rear, the Yaris is much easier to recognize, which is mainly due to the new and significantly larger taillights. In the higher equipment they will now be illuminated with LED technology. A very basic element for a small car in 2017 is that it can be customized to the needs of the individual. Toyota reacts with the possibility of a two-color painting. Say: If you want, get the roof, all the columns and the looking mirrors in the future also in contrasting black.</div>
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<strong>New TFT instrument display</strong><br />inside there are the usual facelift ABC from new colors, seat covers and a few modified materials. Small tip: The ventilation nozzles look different now, the steering wheel carries a little piano lacquer and the instruments were modernized. Between the still analogue displays for speedometer and speedometer sits now thus a 4.2-inch TFT-Display. Oh yes, who decides for the two-color painting, the coordinated color combination then also in the interior. But much more important is: Toyota has saddled with the assistance systems neatly. The basic version now has the so-called "Toyota Safety Sense" with an emergency brake assist, high-beam and track assist. Higher equipment variants will also receive traffic detection.</div>
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<strong>New 111-horsepower gasoline engine</strong><br />driving dynamics, the 2017 Toyota Yaris is also a little more than before. Reworked shock absorbers, according to Toyota, both for less wanking movements as well as for enhanced suspension comfort. In addition, the electric servo control should better tell what is happening down there on the road so everything. On the drive side, a new 1.5-liter four-cylinder petrol engine replaces the old 1.33-liter unit. The power increases from 99 to 111 hp, the torque from 124 to 136 Newtonmeter. The new machine has a high compression of 13.5: 1 and can change from Otto to the Atkinson cycle. With CVT transmission, the consumption is to drop by twelve percent to 4.7 liters. In addition, the new engine already meets Euro 6c. However, the most popular source of drive remains the hybrid. In Germany, almost 60 percent of Yaris customers currently opt for the 100-hp petrol-electric combination. Thanks to a new engine suspension and an improved drive shaft, the hybrid is now to run quieter and more quietly. The consumption is as before at 3.3 liters.</div>
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<strong>Sports Yaris with 210 PS</strong><br />Toyota has then for all Hot-Hatch fans still a very special ace up his sleeve. Similar to the resumption of the WRC rallye commitment, the Japanese bring a neatly pointed sports Yaris with "more than 210 hp". He is rumored to be named "Yaris Gazoo" after the rally team. More about the new sting in the flesh of Ford Fiesta ST and Renault Clio RS is probably available at the Geneva Autosalon 2017 (9 to 19 March). There are also the normal versions of the lured Yaris. <span class="goog-text-highlight" style="background-color: #c9d7f1; box-shadow: rgb(153, 153, 170) 2px 2px 4px; box-sizing: border-box; position: relative;">Market launch is then in the summer of 2017. The prices will be relatively strong to the previous orientation.</span></div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-24000404173928038692017-02-06T21:41:00.003-08:002017-02-06T21:41:52.136-08:00New Honda Civic in Test<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
If you're wondering who this getting used piece of automotive design unleashed on the world - is Honda. And to their new Civic. The tenth generation Civic, to be exact. And this time, despite the strong European focus, he is actually a world car for the first time. That means: The USA, Japan, we ... everywhere the Civic looks the same now. And it has the same substructure. That is, as actually everything on this something, uhm ... "restless" shaped vehicle, completely new and a good corner different than before.</div>
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<strong>Stiff and significantly larger</strong><br />because it significantly more high-strength steels used than before, the torsional rigidity increases by considerable 52 percent. And the chassis also weighs 16 kilos less. Does not sound pioneering, but is remarkable, because the new Civic has put an almost frightening growth thrust. Well, for a sportier silhouette, he has been stolen 20 millimeters high, but he is 136 millimeters longer and 30 millimeters wider than before, the wheelbase also grows 30 millimeters.</div>
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<strong>New chassis with various benefits</strong><br />interior space is guaranteed. Especially because the tank from back among the predecessors back where it belongs (that would be behind). Disadvantage: Honda's enchanting "Magic Seats" system is history. Advantage 1: The driver sits now much lower, speak: better. Advantage 2: There is also enough leg and head space at the rear as well as a quite enormous luggage compartment with 478 to a maximum of 1,267 liters volume. Advantage 3: At last there is room for electrification, which will soon be moving into the Civic - probably with a fuel cell. These are quite a few advantages. And where we are at the moment: With the new chassis, Honda finally bines the linkage rear axle and replaces it with single wheel suspension in the form of a multi-link axle, which has a positive effect on almost everything, which has somehow to do with driving dynamics and comfort. In the case of the conventional McPherson suspension strut, higher equipment levels have the additional option of adaptive dampers.</div>
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<strong>New turbo gasoline</strong><br />Everything seems still a little arg provocative from (especially those gigantösen "ventilation grids" in the rear bumper), sounds far but quite good. This also applies to everything under the spacey nose. At the start, there are two VTEC turbines with a displacement of 1.0 and 1.5 liters. A 1.6-liter diesel will follow at the end of 2017. The one-liter three-cylinder engine delivers 129hp and 200 newton meters, the single-cylinder four-cylinder engine delivers 182hp and 240 newton meters. In the course of the year follows the new Civic Type-R, whose 2.0-liter turbo should spit around the 330 hp. The standard for all units is a newly developed six-speed manual gearbox. <span class="">For the two petrol engines, a CVT automatic is available as an option, while the diesel will have a Neungang automatic.</span></div>
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<strong>Interior finally okay</strong><br />but enough of the hard facts, it is time for the essentials. How does he drive so now, the new Civic? For the first time purely in the completely remodeled interior. Yes much better. One sits deeper, more involved and the Sci-Fi-moderate two-layer dashboard of the predecessor is also gone. Now there is a seven inch touch screen in the middle and another seven inch TFT display for the classically arranged instruments. The material quality works perfectly if a whole piece of the haptic standard of German premium compact is still missing. The new Civic has not only an advantage over golf, A-Class and Co., but also a surprising and surprising feature: Honda is now offering its impressive range of driving aids, including an active tracking assistant, adaptive speed control and traffic sign detection with intelligent speed adjustment. Standard. For all variants. That means, the Civic is now driving on country roads or motorways in principle by itself. And from 19.990 euros. This must be done first.</div>
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<strong>Agil but comfortable</strong><br />Who prefer to drive themselves, will not be sustainable with the Civic in 2017, however, very good. Sure, in the normal versions, he does not offer any hot-hatch-like levels of vehicle performance (this is ultimately responsible for Type-R), but you can have fun with him. Clearly more than with many competing products, to be honest. Among his strengths are the fast, if somewhat sensitive, steering, a considerable grip level as well as an agile but nonsense basic balance. Driving is quite dynamic, but always comfortable. The adaptive dampers can be saved. The differences in the two modes are hardly noticeable and the competence of the normal chassis works more than good enough.</div>
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<strong>Dear himself off</strong><br />a considerable part of the driving experience control, moreover, the new turbo petrol engine with. We could test both variants with manual box as well as with CVT automatic and were basically quite pleased. For the CVT, this is restricted, because it is one of the better of its guild and does not cry as much as it is known. But a CVT remains it all the same anyway and even switching to the manual shift paddle mode with its seven driving stages brings only a touch more feeling and control. And it is still a Honda, which means that the gearbox is once again an absolute force. Easy, precise, with short distances and quite generally the clearly better choice.</div>
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<strong>Angry three-cylinder ranges thick</strong><br />useful and more than adequate is the combination with the charismatic and surprisingly researching three-cylinder. The little Motörchen pushes the Civic with an impressive will forward and roars the typical, rough-symphatic three-cylinder chanson. The only downside: the end of the speed is at oddly low 5.600 tours and you are already more often than wanted in the limiter. Significantly less voice but noticeably more punch is the 1.5-liter four-cylinder. In itself a real cream motor. At the bottom, quite powerful, he has a real desire to turn. Almost like the old Honda sucker, just with a welcome turbo punch in the middle. His problem is less his own, but rather the fact that the three-cylinder is, in principle, completely sufficient.</div>
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<strong>Much equipment for the money</strong><br />And that brings us to tip for all those looking for a really big, agile, very pleasant to handle and affordable compact car: The Honda Civic 1.0 Turbo S in the equipment starts at 19,990 euros. Referenced "Honda SENSE" Assistance System Package included. In terms of equipment and engine power, the basic versions of the higher-quality VW Golf and the narrower Ford Focus clearly have the look. The 1.0 Turbo "Elegance" from 25.170 Euro is available with a full range of Navi, rearview camera and LED headlights. The 1.5 turbo starts at 27,960 euros. Full cabin including leather and all Pipapo is available for 31,460 euros in the 1.5 Turbo "Presitge". The CVT-Automatik costs 1,300 euro extra charge. <span class="goog-text-highlight" style="background-color: #c9d7f1; box-shadow: rgb(153, 153, 170) 2px 2px 4px; box-sizing: border-box; position: relative;">Launch for the new Civic is on 18 March 2017.</span></div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-2972536186090116392017-02-06T11:25:00.004-08:002017-02-06T11:25:46.946-08:00VW Golf GTI Cabrio Buffs<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">Although summer now time for a week something like that as motivation shows in general was for all sun worshipers also in 2016 again a meteorological slap in the face. </span>Is it just because nobody buys more convertibles? The figures have been declining for years. The surprise about the recent production adjustment of the VW Golf Cabrio is therefore limited. Also because of the German favorite car in the Föhn version still based on the Golf 6 (from golf 7 there is no convertible. So it is really no longer really cracking. Technically, it is probably even better than most other affordable convertibles. This cries formally after a small surfing round in the relevant used car portals. And if you're not quite sure yet, we've been driving the open golf as GTI for three months in the editorial daily. What we liked and what less, read now.</div>
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<strong>Engine, transmission, consumption</strong><br />Did you know that the GTI in recent months officially allowed to carry the title "strongest open VW" before its setting? The Golf GTI has been the fastest ever since the premiere of the Golf R Cabrio, which was last achieved without a roof from Wolfsburg. This is the case with the Porsche 918 Spyder and the Lambo Huracán Spider . Responsible for this is a two-liter TSI, which after a decent facelift in mid-2015 to 220 hp and 350 Newtonmeter brings. It makes the GTI convertible a lot faster than the old 210 PS variant. From 0-100 km / h it goes in 6.9 seconds, the maximum speed is at 231 km / h. The pressure offered by the open GTI feels rather stronger than the values convey. Want a little excerpt from the test diary? "The TSI has little desire for ruckus, but is like the devil" or "Still impressive, how fast 220 hp in a 1,500 kilos car can feel" were only two of the consistently positive entries. Thus, you expect quantities of even turbocharging with a sadly strained sound background. As a compensation for the uninspired sound there is an extremely fast and competent six-speed DSG and a daily consumption of around eight liters.</div>
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<strong>Driveability</strong><br />Yes, love drivability. Here we had the most discussions during our time with the GTI convertible. The rather comfortable editing department was delighted by the gentle, controlled, non-resting nature, the hot-hatch lovers were annoyed by too little real GTI feeling. I mean, our red cloth roof was impressive and balanced, but it was not very sporty or even exciting. The car is incredibly neutral and safe, but has some stiff hips and a frustratingly restrictive ESP. Even as a GTI, the Golfcabrio is more of a cruiser than a real cornering machine. In this context, let me lose a word about the optional adaptive dampers. At first we were rather skeptical, whether one the adjustment chassis with all its modes (which also affect the throttle, transmission and steering) really needs. Gradually, however, we got used to the advantages, especially because the spreading was already very noticeable. The GTI did not really work hard in sports mode, but in "Comfort" it was so smooth that it was washed with Perwoll for weeks.</div>
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<strong>Interior and Connectivity</strong><br />Although the convertible cockpit may apply the old clothes of the Golf 6, but which are still in better shape than most newer competitors. This also applies to the operation of the 6.5-inch touch screen. Even babies could stream music or navigate throughout Europe. Just keep hoping that they will not find the volume control, because our Dynaudio system, with the so-called "Confidence", fryed every drumhead within a radius of three kilometers and brought the most exhausted butt into an extatic hubbub. This sound system is really "shattering" good. The same is true for the convertible top. Thanks to fantastic insulation, even in the case of faster rides really quiet in the box. It also opens and closes fully electrically in record-breaking nine seconds. There is even the most obscure space rain in the tube. Less beautifully did we experience all that somehow had to do with bureaucracy. The wonderfully iconic check-in interior decoration regularly enjoyed all eyes and hearts, unfortunately the fore-legs were too soft and not only for the absolute editors' booths also somewhat too small. An inglorious ape-like (and not very comfortable) sitting was the result. The rear bench was completely avoided, if possible. At least from all editorial staff about 1.60 meters. And the trunk? Is just a trunk of a compact convertible. Do not expect too much. And by the Knubbel tailgate the loading is not even easier.</div>
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<strong>Features and Prices</strong><br />The prices of the GTI Cabrio I would like to deal with very briefly, because it no longer considered are the car anyway. Our test car had a basic price of 35.900 euros and came with everything you need and does not need at 43.821 euros. Lot of money? Absolute! A BMW 220i convertible (from 35.350 euros) or even a Ford Mustang EcoBoost convertible (from 42,000 euros) is also available. The "Composition Media" radio with Navi function (880 Euro), the uninhibited Dynaudio "Confidence" sound system (1,265 Euro), the Xenon headlights with the " (1,380 euros), the reversing camera (295 euros) as well as the park pilots (including parking assistant for 210 euros). Simply to bend the look of the knobbly-short-course golf, we also recommend the gigantic-looking 18-inch wheels (755 euros). If you like shift paddles, the multi-function steering wheel with radio control and the mentioned rockers (290 euros). The adaptive dampers (1.035 euro) are certainly not a must, but we liked them quite well.</div>
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<strong>Defects</strong><br />During our endurance tests occurred at the VW Golf GTI Cabrio on any deficiencies. Also with processing and material quality there was nothing to complain about. Nothing struck or rattled. There were also no other crippling weaknesses, such as jogging in the steering or torsion problems.</div>
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<strong>What should you know else</strong><br />Almost as Rausschmeisser VW has launched another limited edition of 200 pieces "Last Edition" of the Golf GTI Cabrio at the end of production. It comes with more distinctive aprons, black 19-inch wheels, adaptive shock absorbers, 15 mm lowering, limited edition placard and leather trim (leather, navi, etc.) for 46,500 euros. The Last Edition is still available at selected dealers. </div>
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<br />Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-20923710782529655912017-02-06T11:09:00.002-08:002017-02-06T11:09:54.379-08:00VW beats himself on the ring<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">What does a manufacturer of sporty compacts with Nürburgring genes when you no one can hold a candle, but go backwards and you have a working driver who already bored? </span>Right: You set new goals and just hit your own record. With the Golf GTI Clubsport S, VW only set a new record for front-mounted road vehicles in the "Green Hell" in April 2016 and simply failed again in October 2016 - with success.</div>
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<strong>Another two seconds faster</strong><br />, the old and new boss at the ring's Benjamin Chandelier and drives a VW Golf GTI Club Sport S. The record time of 7: 49.21 minutes, candlesticks burned in the holy asphalt of the Nürburgring Nordschleife in April 2016 is already Again lapsed. In October 2016, the VW team again packed his belongings and opened the camp in the Eifel. The motto: "There has to be more." And there was more. Chandelier beat the Clubport Golf in a watchful round of violence over the Eifelkurs and scraped another two seconds from his own record. The watch stayed at 7: 47.19, thanks to perfect conditions with turbulent cold air and dry track, around 3.4 seconds faster than the second fastest hot hat, the Honda Civic Type R. This lap also captured VW on video, which is now Finally found his way to the Youtube platform and announced the time.</div>
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<strong>Club Sport Golf and Top-Kutscher</strong><br />The Golf GTI Club Sport S is indeed already sold out, but not heard long on the scrap heap. With 310 hp, a completely modified front axle compared to the normal GTI and without a back rest, the Wolfsburg is the weapon on every circuit. Record driver Benjamin Leuchter is a VW Werkspilot and, apart from the TCR-Germany-Rennserie, also takes part in the long-distance championship on the Nürburgring Nordschleife - the track on which he has once again proved his class. With the upcoming Civic Type R, Honda will need to have a good stretch in order to beat this lap. And now: Reject, press the play button and simply enjoy 7: 47.19 minutes. But as always: Please do not imitate home! </div>
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<br />Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-53563066909258401582017-02-06T11:00:00.005-08:002017-02-06T11:00:44.759-08:00Special models for SL and SLC<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">The German Winter Although like long not be as hard as in Russia and Scandinavia, among genuine convertible weather but also we imagine something else. </span>Good to remember that winter is always followed by spring. The latter would like to lure the marketing department of Mercedes a bit faster to Germany. The Stuttgarters are now offering two new special models for the fresh air fliers SL and SLC.</div>
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<strong>SLC as "RedArt Edition"</strong><br /><span class="">Let's start with the smaller SLC, formerly known the term "SLK" wore. </span>This is now available as "RedArt Edition", regardless of the motorization. Red color accents inside and outside remove the special model from a normal SLC. In the exterior, the front splitter, the pins in the radiator grille, the fins of the fenders and the decorative strip of the diffuser are wrapped in the striking color. Contrastingly, 18-inch glossy wheels are mounted. For the four-cylinder models there is Mattgrau as an exclusive shade, the AMG line also receives black rims, AMG aprons, a sports suspension and a sports exhaust system. In the interior black leather with red inserts pulls the eyes on the seats. The sports steering wheel as well as the trim strips in carbon cut round the picture.</div>
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<strong>SL as "designo Edition"</strong><br />Even for the larger SL Mercedes has a matching Spring version on offer. The "designo edition" is brilliantly lacquered and rolls on AMG forged wheels with a ten-spoke design. In the interior of the large convertible, the passengers sit on nappa leather seats. The material, which is exclusively covered in porcelain and black, is also placed on the doors next to the seats. White seat belts provide a contrasting view. A sports steering wheel and various details in piano lacquer ensure a chic and sporty ambience.</div>
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<strong>Prices for special models</strong><br />are on order of SLC "RedArt Edition" and the SL "designo Edition" from now on. Market launch is scheduled for April 2017. The special model of the at least 34,926 euro expensive SLC proposes additionally with 3,927 euro, for the special version of the SL 16,481 euro more than usual. The basic price is 99.097 euros. </div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-27827694670355930312017-02-06T07:02:00.001-08:002017-02-06T07:02:22.709-08:00Bye Bye Tiguan: The Skoda Kodiaq in Test<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">"A Skoda is becoming a bit more car," says Dieter Seemann, Director of Procurement at Skoda, and has thereby a broad smile on his face. </span>The reason for the good mood is outside the parking lot at Palma Airport: the new Skoda Kodiaq. The first SUV of the brand seems to create a good mood internally. Right? We have tested the new and largest SUV of the compact class. And yes, not only the attractive price will make fun in the future.</div>
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<strong>Optical combi more than SUVs</strong><br />time for a first optical stocktaking: The Kodiaq has bipartite superimposed headlights that are doing well. In contrast to the octavia, which has just been lanced, carrying its two-part front lights side by side. The rear is reminiscent of a higher version of the Skoda Superb Combi. Only somehow more massive. Although the Kodiaq has an outside length of 4.70 meters (thus it is more than 20 centimeters longer than a Tiguan), it is based as the smaller product of VW on the modular cross-section box (MQB). Sounds like a big chunk, does not it? But in fact it is only four centimeters longer than an Octavia Combi and significantly shorter than a Superb Combi. A competitive product? The Land Rover Discovery Sport. Only that this looks less like a higher-set wagon and looks more like an off-road vehicle.</div>
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<strong>Phenomenal space</strong><br />Why still offers the Disco Sport as compared vehicle? Because it is in this hitch segment between compact and mid-range SUV to the start and just like the Kodiaq with up to seven seats is available. Seven seats? In a car, not much bigger than an Octavia Combi? Yes, the arguments against it make sense. However, there are two points that speak against the it-sure-close-in-the-fund theory. Firstly, the second row can be moved by 18 centimeters longitudinally, and secondly, in the case of the I-must-now-all-squares-case, not all of your friends and acquaintances have the same size, right? Thus, in the variable interior, everyone should find a seat that fits and is also comfortable. And when the ride is busy, there is still enough space for up to 270 liters of luggage behind the third row. Do you need a cargoversion? Then, depending on the equipment, you can take a cheaper five-seater variant of 750 to 890 euros. Thus the trunk grows to a volume of 650 to 2,065 liters. A drawback: After folding the seats, there is no level loading floor.</div>
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<strong>Simply clever, right? </strong><br />Still sounds like a pretty practical car, do not you think? But because we are sitting in a Skoda, a tiny extra extra is added to Cleverness. You know, "Simply Clever" and so. 32 of these details are total. In addition to other features such as the umbrellas in the doors, the obligatory ice scraper in the fuel filler flap and numerous storage and lashing possibilities in the interior, there is a flashlight in the trunk and when the doors are opened approximately 15 cm long hard plastic strips are placed around the door handles. Practically when you were once again too slow with "children, please be careful when getting off". In addition, the funds may be equipped with so-called sleeping head restraints with upholstery parts, which can be folded out to the left and right and stabilize the head, so that it does not bounce to the disc when hooking. In addition, there are practical folding tables and the possibility to charge the Smarthphone wirelessly.</div>
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<strong>Simple, but very well connected</strong><br />Speaking Smartphone: The Skoda-typical cockpit (a passerby who risked a glance in a parking lot, describes the interior with: "All very clearly laid out, no Pipifax"), it has, despite the simplicity quite in themselves. The Kodiaq is always online on request - free of charge in the first year - and shows, for example, gasoline prices from the surrounding service stations or provides live traffic information. And it can also generate a WLAN hotspot. Behind the steering wheel, however, it remains only once with classic round instruments. In the center console, on the other hand, the new eight-inch touchscreen can be ordered, which will also be available in the golf course next year. How this large and glass technique temple can be used? Simply wonderful and he feels as good as the rest of the cleanly processed interior. Also interesting is the "Skoda Connect App". With it, the remaining distance or the parking place can be called up via the smartphone. Or you can plan your travel route comfortably on the sofa and then send the route to the navi in the car.</div>
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<strong>Extensive assistance deal</strong><br />Then while the navigation system their destination, can be assisted by several assistants to go. 24 are the total. Because even at the press conference, Skoda only decides to list the most important ones, so we do not go beyond the limits and limit ourselves to the most sensible ones. Practical are the parking assistant with 360-degree panoramic view, the adaptive cruise control and the reliable working track assist. The two last helpers drive the Kodiaq autonomously in a traffic jam (up to 60 km / h). And if you want to get a trailer from time to time, the appropriate assistant provides a remedy for all untrained tractors.</div>
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<strong>Engines: Three gasoline, two diesel</strong><br />but we talk finally about the points that make a car a car: the drives. The Kodiaq has three petrol engines and two diesel engines with 125 to 190 hp. You also have the choice between a manual six-speed transmission, a six-speed and a seven-speed DSG. Firstly, we will take the small two-horsepower diesel with 150 hp and 340 newtonmeter of torque on a test round. The acoustically always right-hand engine is fast decelerated in the upper speed range. This is due not only to the engine, but also to the fact that the Kodiaq with diesel and the optional all-wheel drive is no longer the actual lightweight but weighs more than 1.7 tonnes.</div>
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<strong>The 1.4-liter gasoline engine with 150 hp is the key</strong><br />if you do not necessarily need to hang loads of more than two tons of the automatically extending towbar, also reaches the 150 horsepower gasoline engine with 1.4 liter displacement, with 250 Newtonmeter slightly less torque and an active cylinder cut-off. Leave now the four-wheel drive away (the front drive also works great with the Kodiaq) and you have already saved about 150 kilograms. In addition, the quiet, agile and sparkling engine with six-speed DSG is still about 3,000 euros cheaper than the small all-wheel-drive diesel with shift. And with the test consumption, we land at around 8.5 liters of diesel or super per 100 kilometers for both units.</div>
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<strong>The chassis: Better than the Tiguan? </strong><br />Overall, the driving behavior is satisfactory, but not particularly fun. The steering does not react very directly and you can drive precisely around corners without much effort. In addition to this is the rich road, which is much better than the Tiguan. Here the VW Passat wheelbase (2.79 meters) makes the difference. If the optional DCC suspension is activated on board and the sports mode, there is hardly any movement in fast corners. In the case of poor road conditions, however, it can be too fast for a comfort-conscious SUV driver and one should switch back to Comfort. Really necessary is the adaptive system (there are still the modes Eco as well as Individual and also Snow as well as Offroad with the four-wheel models) but not, because also the conventional chassis without damper control makes a good and balanced job. The Kodiaq has only to fight with a sudden cross-hatch or small slouching, and the shocks are passed on a bit to the interior. Nevertheless, he is supposed to create "a bit of uneven ground" with almost 19 centimeters of ground clearance, "says Skoda.</div>
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<strong>Order start, launch, prices</strong><br />can be ordered immediately. The launch of the market and the first deliveries will then begin on March 4, 2017. We will start at 25,490 euros. However, this entry price only applies to the 125-hp gasoline Kodiaq with front-wheel drive, six-speed transmission and relatively lean basic equipment. The models driven by us (the 1.4-liter gasoline with 150 hp, six-speed DSG and the front-wheel drive and the two-liter diesel with 150 hp, six-speed shift and four-wheel drive), however, hit 33,390 and 33,840 euros respectively. Where the gasoline is already in the highest equipment line "Style" and the diesel is equipped in the middle line "Ambition". The top model is the two-horsepower diesel with 190 hp, seven-speed DSG and all-wheel drive for 39,440 euros. A clearly smaller Tiguan is pricewise, by the way, relatively identical. The entry mentioned Land Rover Discovery Sport is available from 33.250 Euro in the catalog.</div>
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<strong>Quo vadis Skodi ... er ... Kodiaq? </strong><br />Can the Kodiaq be dangerous to the VW Tiguan? What shall we say? This model could be the great litter for the Czech car maker. "If the enthusiasm of our dealers is reflected in the enthusiasm of our customers, we will have a lot of fun with this car," says Frank Jürgens, CEO of Skoda Deutschland. In Germany, according to initial estimates, at least as many vehicles will be sold as from the Superb. It is no wonder that a potentially important car will profit relatively quickly from innovations in the Group in the future. After the Superb was eventually electrified, the Kodiaq will quickly follow in its footsteps (probably not before 2019) and also a pure electric model would be conceivable. Thanks MQB. </div>
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<br />Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-15384121197517887822017-02-06T06:42:00.001-08:002017-02-06T06:42:13.230-08:00In Review: Audi S5 Sportback<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">This is it: Seven years after the introduction of the first S5 Sportback generation bring the Ingolstadt now the successors in the market. </span>"Finally", one would say - "there has probably been quite a lot in the design". It is limited. Nevertheless, the new S5 Sportback has become a very good car. Why? We can clarify that now.</div>
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<strong>Lots of space but no design revolution</strong><br />You will probably have recognized it at first glance: The new Sportback is - like its coupe brother - no design revolution. Changes concern, for example, the now flatter and wider grill, at the same time the shape of the shoulder line is emphasized and designed more. This is the sportback very well. The length increases by two centimeters to 4.73 meters, the wheelbase is now 2.82 meters, a plus of 14 millimeters. This creates more space in the rear and trunk. The latter, instead of 480 liters of 1,300 liters, is a real alternative to the S4 Avant with a capacity of 505 or 1,510 liters. Passengers who sit in the rear can look forward to a little more legroom than the S5 Coupé and unimpeded boarding. Thank you!</div>
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<strong>Excellent interior</strong><br />people who have previously taken already in the current S-models of A4 and A5 place, do not have too much change in the cockpit of S5. There everything from the brand brothers is familiar - unfortunately also the cheap plastic shifting shifter on the steering wheel. Highlight is the "Virtual Cockpit", in which the analog instruments are replaced by a 12.3 inch screen. Optionally, a head-up display can also be ordered. Anyone who makes his cross-talk with the top navi called "MMI Navigation Plus" will also get a 8.3-inch monitor on the center console as well as a ten gigabyte memory and a DVD drive. Taking all these options into consideration, the S5 Sportback cockpit spoils you with infotainment enjoyment of the top class. The combination of the Bang-and-Olufsen sounds, the sharp displays of the displays and the equally beautiful and practical "Virtual Cockpit" definitely make a hunt for the excellent iDrive system from BMW.</div>
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<strong>Thanks Wizard Pleasant ride</strong><br />not forget the flood of assistance systems that Audi has packed into the S5 Sportback. A tracking assistant with steering intervention, a distance counter with traffic sign detection, a predicative efficiency assistant that helps in driving ahead, and a jamming system that accelerates up to 65 km / h independently, decelerates and steers depending on the road. All the systems work very well and take the driver a bit of the stress with longer motorcycles. The optional massage function, which is hidden in the beautifully cut sports seats, also ensures stress relief.</div>
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<strong>V6 Bumms with 354 PS</strong><br />Let's talk more about the engine. Only the hub and the bore remain from the old compressor unit. The basic data of the new machine: three-liter displacement of six cylinders in V-design including turbocharging. The increase in power and torque is relatively moderate with 21 hp and 40 newton meters, but the 354 hp and 500 newton meters push the sportback forward in every living situation very powerful and powerful. The result: the Audi standard prints from zero to 100 in 4.7 seconds. In addition, the new engine is to consume on average only 7.3 liters of gasoline to 100 kilometers. The sound is adequately sporty, but sounds a little quiet from the sound generators into the interior.</div>
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<strong>Sovereign, safe, fast</strong><br />The handling of the S5 Sportback in athletic gait can confidently describe as foolproof. The standard all-wheel drive with wheel-selective torque control distributes the drive forces mostly in favor of the rear axle, which makes the Audi hardly controllable. The superbly balanced chassis also contributes to very safe handling. The five-fender suspension with adaptive dampers offers a wide range of comfort and sportiness, making the S5 the right choice for any road surface. If the Audi sits in the "Comfort" mode for a little longer and swallows even coarser waves without murmuring, the dampers in the "Dynamic" mode give short hard shocks and thus a good feedback from the road. Overall, the S5 Sportback goes very unaffected around the curve - efficiently and a little bit unemotional. But that also makes "Vorsprung durch Technik" just out. </div>
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<br />Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-33916048987789584432017-02-06T06:27:00.002-08:002017-02-06T06:27:18.455-08:00Biturbo inside: Porsche 911 GTS 2017 in Test<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">You ask the so-called experts. </span>By this I mean car journalists and other people who think that they are well versed in sports vehicles. They will say the same thing to you: You want the best elf? The best overall package? The best mix of "power on a good road everything flat" and "Does also go to the office without pulling all the seals? Then take the GTS!</div>
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<strong>The best of the shelf</strong><br />it is true, the GTS is true even longer than the penalty for those who have a little more idea. For him, the many small changes create more than just the sum of their properties. Of course, the wider cheeks of the all-wheel-drive models and the new aprons with the more rigorous air intakes look much cooler. The sport exhaust makes more rabbits, there is more power and carloads at Alcantara in the interior there is also. In addition, he has all the driving dynamics goodies on board, for which you have to tick three-quarters of the surcharge list (sports chrono package, PASM sports suspension, 20-inch central locking wheels, 911 Turbo brakes). It's almost like having a 911 GT3. Only without the fear of cobblestone streets. And - as dumb as it may sound - with manual transmission. Yes, in the most recent variant of Germany's favorite tracktool there was never a manual box, but in GTS already. And the best way to drive GTS is still with a firm roof, two driven wheels, and this sugar-sweeping shift stick in the middle. Porsche also sells convertibles, tarpauls, all-wheel drives and PDKs under the GTS signet, but the point at the GTS has always been a reflection on the essentials. Better on the road, more emotionally on the highway and all this - in contrast to the GT3 - without a subscription to the chiropractor. The thing is only: the focussed variant of a cult sports car can not escape the general development. With the model year 2017, the GTS is the first to introduce two turbochargers. The question is now: Does the most enthusiastic Carrera, the middle way between Zuffenhausen and Weissach, still operate with supercharging?</div>
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<strong>3.0-liter twin-turbo brings 450 hp</strong><br />Even more so because the drive in the predecessor was such a damned great. The Vorfacelift-GTS brought from the good old (and many fans painfully missed) 3.8-liter sucker 430 hp and 440 Newtonmeter. He was an emotional big event, but he needed stratospheric high speeds. In the 991 GTS Facelift, on the other hand, the new 3.0-liter biturbo boils and blows. Thanks to larger loaders and more charge pressure now with 450 hp and quite serious 550 Newtonmeters. And the whole thing, of course, with clearly ground-level speeds. In the old run, the radio ran under 5,000 tours, but the top was rewarded with absolutely magical explosiveness, greeted by input, saw every wiggle of the big toe as a new chance to shine. The GTS year 2017 does not need that anymore. He just surpasses you with thrust. Early, even, large.</div>
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<strong>More contrast to the Carrera S</strong><br />Well, in truth, it is a bit more complicated because of the bi-turbo Boxer also includes the new GTS to reaktionssschnellsten, greediest, most turbo engines. He already likes to talk, he's pretty hard up, and he's doing quite a bit right. Nevertheless, the fat punch between three and six thousand trips remains in this car more than everything that happens afterwards. It is no longer so exciting, you do not switch quite so often, do not have to work so hard to keep a good pace. He does not sound very good either. Well, actually, it sounds quite fantastic, the black-colored sports exhaust and the omission of a little insulation do quite their roky-roughened purpose. It also shoots and plopps like crazy, when you gas in the sports modes. But the final layer sound color, which one of the old so dashed from 6,500 tours on the ear, the missing simply stop. For a few incorrigible purists, it is certainly not so easy to bear. The pragmatists, on the other hand, rejoice that everything now feels quite twice as fast. Also the difference between Carrera S and GTS (30 hp, 50 Newtonmeter) feels larger than before the facelift. This is really disturbing fix for an Elfer without rear wing.</div>
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<strong>Almost too perfect</strong><br />How fix? I just give you a number now. A figure that puts the new GTS in a copiously scary light. 7:22 minutes on the north loop (with PDK and optional rear wheel steering). Two seconds slower than the holy GT3 RS. I am reluctant to say so - and the Porsche executives also seem to be changing a little bit of pride and concern - but this new turbo GTS is likely to get the 991 GT3. I mean, we are just on the Killarney Raceway in Cape Town and my attempt to stay with a rear-wheel drive GTS at the Porsche instructors and its unrivaled 911 Turbo is astonishingly successful. This may be due to the impressive turbo thrust, or to the almost grotesquely sticky Pirelli PZero Corsas, which are now optionally screwed to the GTS. But very much has to do with the wise component selection as well. Adaptive sports suspension (minus 20 millimeters), dynamic engine mountings, wider track, four-steered wheels, and pirellis appeal to a minimally tapered, more willing front axle, even less body movement and absolutely ridiculous amounts of traction. You have to do damn things to make the GTS even a little slower. The torque vectoring, the mechanical rear axle lockup and the 305-roll nail it so brutally on your line that you can start the ESP quietly. As a rule, it will not have to intervene. Everything is ultra-precise, absolutely nonsense, almost too neutral and perfect, as if every beginner could drive best times.</div>
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<strong>The natural choice</strong><br />later on a winding mountain road and without the sports tire affects the car playful, no longer quite so seriously. The chassis brings the right few percent extra motivation, but leaves the hardness largely outside. The GTS is dancing now, carvt the wide sweeps and shaved the tight, takes you full, shows all his class. Despite all the chassis electronics and charging, he now feels really natural. Like the natural choice in 911 Carrera, he also works. Again. Also with Turbos (all the GT3s, GT3 RSe and Rs get you anyway no more). Well, it costs almost 14,000 euros more than the Carrera S, but the individual options together and you quickly realize that the GTS is a fairly fair deal. He may have exchanged a little more of his superstitious charisma with the facelift for a few grams of CO2 and a whole bunch of more speed, but he still remains the best all-rounder. The prices for the rear-mounted coupé start at 124.451 euros, for the 911 GTS convertible at least 137.541 euros are due and the 911 Targa 4 GTS (exclusively with all-wheel drive) starts at 144.919 euros. For the comparison: For the drier, somewhat coarser Mercedes-AMG GT with 476 hp you have at least 116.382 euro shelling. </div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-71254584486570541642017-02-04T07:00:00.001-08:002017-02-04T07:00:04.238-08:00Range Rover Reborn: rebirth of a classic<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">The fact that strive more and more automakers to their old models is not new. </span>But Jaguar Land Rover does not leave it with spare parts, repairs or archive information: Oldtimers are produced there, which are rolled as if they were rolled from the belt. At the Rétromobile classic fair (8th to 12th February 2017), Land Rover will present the first Range Rover from the so called Reborn program in Paris.</div>
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<strong>Ten special vehicles</strong><br />already the end of 2016 was the first presented by nine authentic replicas of XKSS Jaguar. These cars are completely new built according to original templates, almost out of nowhere. This is different for the ten planned models of the first Range Rover series (1970 to 1996). They are a very extensive factory restoration. Employees are based on original specifications from the 1970s. An expert team advises clients on the choice of their desired model and provides tips on specific characteristics.</div>
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<strong>A case for solvent lovers</strong><br />An incredible effort so to be Land Rover can pay handsomely: The price of a "new" Range Rover Classic start at 135,000 pounds, equivalent to about 157,000 euros. It is quite steep, considering that good copies of the early "Range" reach a maximum of 50,000 euros. But back to the number one in Paris, this is a 1978 model in the historically correct color "Bahama Gold". Of course two-door, because from 1981 there were also rear doors. Under the hood is a 3.5-liter V8 including two carburettors, which provides 135 hp and 251 Newtonmeter. <span class="goog-text-highlight" style="background-color: #c9d7f1; box-shadow: rgb(153, 153, 170) 2px 2px 4px; box-sizing: border-box; position: relative;">Thanks to all-wheel drive, lockable center differential and a terrain reduction, the Range Rover can be regarded as a predecessor of all luxury SUVs of today.</span></div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com1tag:blogger.com,1999:blog-2397364422672530681.post-36761961263429001522017-02-03T04:02:00.003-08:002017-02-03T04:02:49.373-08:00Prototype caught: This is the Porsche 911 2018<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">Yes, Porsche is testing already busy working on the next generation 911. So far, the new technology which some completely new design elements was still hidden under the "old" 991-chassis, but now our Erlkönig hunters new recordings are successful, demonstrate.</span></div>
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<strong>Innovative rear design</strong><br />Most of it takes place in the rear area. We see here a completely new spoiler, which extends over the entire width of the vehicle. Among them are newly formed taillights, which seem to consist of a very thin band. Spoilers and taillights (which follow in their form the outer edge of the spoiler) give the Elfer stern a whole new impact. This already has quite a lot from the Elektrosportler study Porsche Mission E. In addition, the exhaust tailpipes seem to be somewhat more centrally placed. The rear air intakes also have a greater effect than before. If we continue to move forward, we recognize that the rear part of the side windows is taped, which also indicates a new form. At the front we see spotlights mounted at a slightly different angle. In addition, the trunk lid is somewhat wider.</div>
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<strong>Completely new modular platform</strong><br />, the new Porsche 911 (probably 992) should be slightly wider than the current model. Under the sheet, one speculates on a new modular sports car platform developed by Porsche. The platform is designed to provide more flexibility in the positioning of motors and hardware. This is also important, among other things, because the next eleven will probably also be the first with hybrid technology. The platform is also to be used in the next generation of Boxster and Cayman. They may be seen even among the successors of Audi R8 and Lamborghini Aventador / Huracán. Even a new Mittelmotor-Supersportler from Zuffenhausen is conceivable here. The new 911er remains faithful to its rear-engine layout, but the engine could move a little further towards the vehicle center.</div>
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<strong>New Penalty probably 2018</strong><br />, we expect the launch of the new Porsche 911 Carrera and Carrera for 2018-S form. The current 3.0-liter biturbo boxer will also be used here. At the moment, the unit performs 370 (Carrera), 420 (Carrera S) or 450 HP (Carrera GTS). In our pictures, the next 911 convertible with the same rear design is also shown for the first time. <span class="goog-text-highlight" style="background-color: #c9d7f1; box-shadow: rgb(153, 153, 170) 2px 2px 4px; box-sizing: border-box; position: relative;">It will debut shortly after the coupé.</span></div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-17946790035267808682017-02-01T20:32:00.001-08:002017-02-01T20:32:08.000-08:00Mercedes-AMG E 63 T model comes in June 2017<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">Normally, the station wagon version of the E-class choice for family men, who can not afford the premium Pampers bombers. </span>However, with the latest version, we can not guarantee the stomach content of the offspring: the Mercedes-AMG E 63 T-model brings up to 612 hp also adult bodies.</div>
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<strong>Blink of an eye on 100</strong><br />But first things first: First of all, wearing the fancy-vices an incredibly long name. Mercedes-AMG E 63 4Matic + T-model is in the passport, depending on the engine, there is an S behind the 63. This figure, however, no longer marks the displacement, because the Biturbo V8 with cylinder disconnect brings its power from four liters. The "normal" 63er brings it to 571 HP and 750 Newtonmeter between 2,250 and 5,000 revolutions. Enough for 3.6 seconds to 100 km / h, with 250 things is as before concluded with funny. Unless you order the "AMG Driver`s Package" and you can open the Pandora's box at 290 km / h.</div>
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<strong>Exclusively SUV</strong><br />In 3.5 seconds the S model shoots to 100 km / h, and that with an empty weight of two tons! This is made possible by 612 hp and 850 newton meters of torque from 2,500 to 4,500 tours. Anyone who should make the factory consumption of 9.1 liters per 100 kilometers, should like to report with photo. In order to bring the sheer force to the road, an all-wheel drive is standard. An electromechanically controlled clutch connects the continuously driven rear axle variably with the front axle. The best possible torque distribution is constantly calculated.</div>
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<strong>A Case for racing Papis</strong><br />Behind "AMG Speedshift MCT" stands for the sporting requirements retuned nine-speed automatic transmission of the E-Class. A wet start-up clutch replaces the torque converter, plus an intermediate gas function. Using four different driving programs, the Kombi-Pilot can modify various parameters such as the response of the steering, engine, ESP or all-wheel drive. Only the S-model also offers the race mode, which should not be tried before the primary school, but only on the race track. Adaptive air suspension is designed to create the balancing act between comfort and the Nürburgring. The tension and compression stages are adjusted independently of one another. To improve the traction, the normal E 63 has a mechanical rear axle differential, while the S-model is electronically controlled.</div>
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<strong>Enough space for the furniture store</strong><br />Externally flaunts the Mercedes AMG E 63 T with a wide front bumper with flics in black and a large splinter. Inside is a lot of leather, the S differs with gray belts and a uniform 12 o'clock make-up on the steering wheel rim. Remarkable: the trunk volume remains lavish with 640 to 1,820 liters, as standard the rear backrests can be stepped ten degrees.</div>
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<strong>Market launch in June 2017</strong><br />will be officially the Mercedes AMG E 63 T-model at the Auto Salon in Geneva (March 9 to 19 2017), in April we know more about the prices. They are expected to start at 115,000 to 120,000 euros. The market launch is scheduled for June 2017. From this point onwards, there will be the classy "Edition 1" for about one year. It is available in a gray or a black tone. 20-inch forged wheels and many yellow accents are standard in the interior. </div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-9849752548603189142017-01-31T23:28:00.001-08:002017-01-31T23:28:06.072-08:00Loder 1899 revamp the Range Rover Evoque Convertible<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<strong>Unterumbach, January 30, 2017</strong><br /><span class="">If one can not impute the convertible version of the Range Rover Evoque, then lack of conspicuousness. </span>Nevertheless, Loder1899 is of the firm opinion that there are owners of this vehicle, which want to optically even more on the plaster.</div>
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<strong>Cross held high</strong><br />Therefore, the tuner has now designed a wide-open version of the Evoque. Painted fuselage extensions for a total of 910 euros stretch each vehicle side by 7.5 centimeters. This creates space for fat tires, starting at 20 inches. The most extreme are undoubtedly the 23-inch Alus with rubbers in the format 315/25 R 23. On both axes, of course. This has its price: Satte 5.940 euro costs a set of the Elements IV rims.</div>
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<strong><span class="goog-text-highlight" style="background-color: #c9d7f1; box-shadow: rgb(153, 153, 170) 2px 2px 4px; box-sizing: border-box; position: relative;">Best bebügelt</span></strong><br /><span class="goog-text-highlight" style="background-color: #c9d7f1; box-shadow: rgb(153, 153, 170) 2px 2px 4px; box-sizing: border-box; position: relative;">Almost modest mute since the further modification options, such as a lowering by 35 millimeters by means of shorter springs (236 euros per set) and a front guard in black stainless steel finish, the beats with 399 Euros.</span></div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-64466520613724328352017-01-31T11:01:00.003-08:002017-01-31T11:01:28.904-08:00Range Rover Evoque Convertible in the first test<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<strong>Courchevel (France), March 21, 2016</strong><br /><span class="">As a rule, cars are designed so that they give as much sense as many buyers. </span>Then there are cars, which for very clearly less buyers at least make any sense. And then there is the new Range Rover Evoque Cabrio. Yes, Land Rover has stolen the roof from the hippest, trendiest and coolest SUV to achieve a sense of hipness, trend and coolness that has not been thought possible in this world. If you do not need the perfect tanning while you are looking at biomedicals, schools and social media meetings (or Barbie and still looking for a hands-on car for your next romantic picnic), you have no reason at all for this Car to buy. But probably you have fallen in love with this soft-wheel bathtub at first sight and the pitiful facts are most important to you.</div>
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<strong>A roof as a mountain</strong><br />So it was up to you then by the way - not surprisingly - as very many other people. The open Evoque has already been pre-ordered 1,500 times since November. Without seeing, without driving. In Germany he is to drive up the already grandiose Evoque figures by about 15 percent. Why does this work? Maybe because luxurious Land Rover just pull better than Facebook videos with cat babies. And because the Evoque Cabrio - except for the small, black and apparently necessary "attaching spoiler" at the rear - looks really coherent. The Webasto fabric roof holds the honorable title "the longest and widest convertible top in the market" (let's see what the new S-Class Convertible says) and pushes backwards in a refined Z-fold to achieve an absolutely flush conclusion with the rest Tail. The folding itself takes 18 (up) or 21 seconds (too) and can be carried out up to 48 km / h.</div>
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<strong>Place still passable</strong><br />With so insane amount of roof that indeed needs to go somewhere, inevitably raises the question of the trunk. With 251 liters plus ski passes, this is actually halfway passable. In the rear Land Rover promises the same dimensions as the Evoque Coupé. Translated, that means: Quite little on fairly steep backrests. If it comes to the head, two elegantly integrated aluminum struts shoot from behind the rear bench within 90 milliseconds. They do not expressly do so when you go on the road with the Evoque Cabrio. So do not worry if you hang in a hill with a maximum of 35 degrees of lateral inclination, the roll-over bomb explosion should be avoided.</div>
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<strong>Offroad impressive</strong><br />And thus we were already at a big fat USP of this with unique features only so throwing around Gefährts. Yes, the Evoque Cabrio can be off-road. Remarkably good even. You get the complete armada at Land Rover's excellent terrain technique. This basically includes all-wheel drive (which changes to front-wheel drive under normal conditions), the terrain response control for various rough terrain, the calf-sensing system for water passages up to 500 millimeters, and the all-terrain progress control with Bergan- and - Driving assistance. On a snow-capped slope with all sorts of common obstacles (inclination, steep ramps, considerable interlacing), the top-without-Evoque drew blindingly out of the affair. I also demonstrated the stiffness of the car, in which, with full entanglement and too many tires in the air, all doors and the convertible top were opened and closed without problems. Impressive stuff. If you do not get offroad anyway, then it is probably not because of the technique, but by the fact that you were killed by flying rocks or a branch hanging down.</div>
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<strong>Good risen</strong><br />Which brings me to the main down side of airy SUVs because the extensive stiffening measures make the Evoque Convertible into a very nice plump. Nearly two tonnes are ultimately on the scale with the top diesel. Compared to the Coupé, this is a good 250 kw solar charge. In the tasks of daily life one does not notice too much. The Evoque Cabrio likes short strokes not so much, but otherwise very comfortable. In addition, it is absolutely stiff, does not bend or sends disturbing vibrations to the steering wheel. And thanks to the all-wheel drive as well as the torque-vectoring function, which decelerates the curving wheel to reduce lowering, you are always on the neutral, traction-strong side.</div>
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<strong>Sporty is a bit different</strong><br />so a whole lot of fun curve does not bring anything of course. In the corners and with the somewhat soft brake you notice the extra kilos. The steering is quite direct, but largely free of feeling. An acceleration miracle is the car with the 180-horsepower Ingenium diesel driven by me also not necessarily. In 10.3 seconds it goes from 0 to 100 km / h, the top speed is 195 km / h. The alternatives are the same diesel with 150 hp (which could be really tough) as well as a two-liter turbo-gasoline engine with 240 hp, which accelerates to 100 km / h and 209 km / h in 8.6 seconds. In both cases, a Neungang automatic takes over the switch. It makes this very soft, but gets more and more tangled with a faster ride. It is certainly not dramatically dramatic, because the Evoque convertible is not a car with which one wants to thresh wildly around the curve. His character is more of a relaxed cruiser. So I would also recommend the stronger diesel, because with its 430 Newtonmeter always has a bunch of usable torque in petto and with Officially 5.7 liter Obendrein consumes almost three liters less than the gasoline.</div>
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<strong>That can only go well</strong><br />it turns to be the question of the meaning of the whole exercise. The funny thing is, the Evoque Convertible considers the answer to be absolutely unimportant and it will endure extremely smoothly. Simply, because there is currently nothing comparable. Nissan had once undertaken the rather gruesome attempt to cut his Murano. The legend says that everyone who had to see him was blinded for the next ten minutes. Fortunately, he never managed to get over the big pond. At the Evoque the cold cuts. The sexy genes were successfully rescued by the coupe and the five-door. And the rest is in principle self-explanatory. Almost everyone wants to sit high now. The whole thing still in the mix with fresh air, unfiltered sun, the possibility to pack three companions (two of them are hopefully quite petite) and approaching a luggage compartment sleigh, we have a cars dream scenario for a wide mass of people.</div>
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<strong>Expensive? So what! </strong><br />According to the Evoque Marketing Department, the company also has ample resources, as the "world's first SUV convertible of the luxury compact class" comes exclusively in the two top equipment SE Dynamic and HSE Dynamic. This means prices from 51.200 Euro for the TD4 diesel with 150 hp. The recommended 180 hp diesel starts at 54,100 euros, the gasoline at 55,100 euros. There are also leather seats, 18-inch, Jaguar-Land-Rovers new and much improved 10.2-inch infotainment system, parking aids and a sound system. The price well over 60,000 euros to lift, is thanks to numerous comfort extras but also no problem. Is it worth it? Hard to say and that does not matter. The Range Rover Evoque Cabrio is attractive, it is high, it is half-practical and you will not be stuck with it anywhere. It will sell like oven-fresh pasta. And not just where Barbie lives. Market launch is 2016. June 4 </div>
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<br />Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-43858938694361561292017-01-31T10:52:00.000-08:002017-01-31T10:52:52.783-08:00Range Rover SVAutobiography Dynamic 550 hp<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">The Business Special Vehicle Operations, short SVO is responsible for Jaguar Land Rover for the very hot iron. </span>An example is the Range Rover Sport SVR with 550 HP power. Just over a year ago, the "normal", five-meter-long Range Rover became the compressor pet. Now, under the name SVAutobiography Dynamic comes a re-sharpened version.</div>
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<strong>Monster engine under the hood</strong><br />, the model designation indicates to this is that special blend in the Super Range Rover. SV designates the sporty part in the form of the five-speed supercharger V8 with 550 hp and 680 newtonmeter torque. In conjunction with the eight-speed automatic, it is only 5.4 seconds to 100 km. Parallel to the chassis was more dynamic tuning. For example, the steering knuckles, the handlebars and the spring / damper packs have been recalibrated. The measures are rounded off by a lowering of eight millimeters and a new steering detection. On the outside, the power range is characterized by graphite-black accents.</div>
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<strong>Opulence at work</strong><br />inside comes the luxury behind "Autobiography" used to justify the price of 167,000 euros. Examples are semi-aniline leather seats with quilted diamond pattern or dark wood decor in the dashboard and doors. If you like it even more individual, the car has the choice of 19 additional lacquer colors. </div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-78930775271322838412017-01-30T08:46:00.004-08:002017-01-30T08:46:38.492-08:00BMW M4 with extreme wide body and Participate blessing<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
<span class="">You are not a global first - the extreme wide body kit from Liberty Walk, Rocket Bunny or roughness Weltbegriff - but in Germany you see the striking widebody vehicles hitherto rather rare. </span>Reason for this should be the favorite authority of all drivers: the TÜV. Now, however, two companies from Bergheim have fitted a BMW M4 with such a body kit and missed all the important public authority blessing.</div>
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<strong>Liberty Walk kit</strong><br />as the basis for the fire-red mobile game a BMW M4 serves with 431 PS and 550 Nm of torque. The Bavarian sportsman helped JM Cardesign and the paint company Mau to a really extreme appearance with the help of a Liberty walk kits. At the center of the conversion are the riveted fender extensions as well as the Spoilerschwert at the front and the side skirts. The mudguards grew so wide that now on the rear axle are mounted 325er tires. A Hamann wing and an Akrapovic exhaust system with carbon diffuser were also installed at the rear.</div>
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<strong>Forged alloy wheels are unique</strong><br />A special eye-catcher are specially made for the wide body M4 forged rims. The individual pieces were color-coded: the stars shine in the body red of the M4 and the wide beds are wrapped in a matte black. Due to the 20-inch wheels, which are exactly matched to the wide-body construction, no wheel spacers have been necessary, the rims are perfect with the wheel arches. A KW coilover with north-loop setup ensures an even more sporty road position of the Liberty-Walk-M4. It is not to be taken for granted and therefore explicitly stated that the conspicuous conversion could be registered 100 per cent in the vehicle papers and is therefore completely legal on German roads. Hats off! </div>
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Anonymoushttp://www.blogger.com/profile/18407114290555610933noreply@blogger.com0tag:blogger.com,1999:blog-2397364422672530681.post-82275358098618599112017-01-29T00:29:00.002-08:002017-01-29T00:29:43.040-08:00New Porsche Panamera 4 E-Hybrid in the test<div class="article_text" style="background-color: white; font-family: arial, helvetica, sans-serif; font-size: 14px; line-height: 1.5;">
As you all know - at least, if you have read in recent months Newspapers -, diesel is virtually dead as a doornail. I do not really want to sign it. With the powerful V8 self-ignition in the new Panamera 4S Diesel, Porsche has already thrown some quite convincing arguments for oily savings. Nevertheless, it is clear that the future is electric. And also a sports car manufacturer like Porsche has every right to arm themselves. You're doing it there quite a while. In the new Panamera 4 E-Hybrid the second plug-in generation debuts "Made in Zuffenhausen". And even if those responsible are not tired of emphasizing that hybrid has always been a part of Porsche at Porsche, it should be clear that this partial electric luxury limousine communicates with all the bookkeepers and environmental activists, who are inside you. The asphalt-massaging adrenaline junkie, on the other hand, should be somewhat less appealing.</div>
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<strong>It's that fast green</strong><br />Whereby the sea sheet may well inspire even experienced driver. Even the last Panamera generation had a plug-in hybrid, but the new strikes the old one in all matters. And indeed windsweich. This is mainly due to the completely redesigned drive, an electrically assisted 2.9-liter Biturbo-V6 with a system performance of 462 hp and 700 Newtonmeter of torque, whose total power is already at 1,100 tours. The predecessor had to manage with 416 HP and 590 Newtonmeter. The 0-100 km / h time falls from not very weak 5.5 to quite impressive 4.6 seconds, the top speed increases to 278 km / h. Rarely one would have flown faster in the direction of the green conscience. And all this at a consumption of 2.5 liters. At least, if one is familiar with the official data (which should not be done as in most cases). Purely electrically now instead of hitherto 36 to 50 kilometers in it be, whereby this value in everyday life with caution is to be enjoyed. The top speed in E-mode is 140 km / h, so here is now also a bit more than before. In this case the gratitude is due to the 136 purely electric horse, while the old Panamera only allowed 95 E-horses to gallop.</div>
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<strong>Amazingly low</strong><br />you will see: In everything that can be measured somehow, the new one is much better. In view of its novelty, this is not too surprising. The almost radical price fall is really astounding. The Panamera 4 E-Hybrid is not only a good 3,000 euros cheaper than its predecessor, it is also (at least up to the 330-hp base gasoline strikes) the by far the cheapest Panamera you can buy at the moment. The 4S underbids it by almost 5.500 euros, the 4S Diesel even by almost 9.500 euros. Despite an additional power of 22 and 40 hp respectively. Well, do you slowly enter into pondering?</div>
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<strong>Purely electrically a blessing</strong><br />I do not blame you. Where, first drive, the good e-battleship. The impressions after the first major test round: quite a bit ambiguous. It is basically a matter of pure electric E-mode, which proved to be absolutely great precisely during the morning bout through the capital of the city of Kapstadt (that Porsche sunk the sun-worshiping group of journalists to the demonstration of its most sustainable model at the end of Africa, just over 10,000 kilometers away) Puncto "CO2 footprint" maybe something ... uhm ... dared). Tesla-typical accelerators should not necessarily expect them (0-60 km / h in 5.7 seconds), but there is an almost sensual rest in the noble Panamera pulpit. This is really formidable for inner-city swimming and relaxed cruising on the country road.</div>
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<strong>Seamless transition</strong><br />Turn in the hybrid mode and it is not long until the V6 announces lewd and somewhat kreischig say. I could also try out the optional sports exhaust system. Here it booms significantly more stiff and in the sports modes ploppt and bangs it almost already too frequent from the four round tailpipes. Overall, maybe a bit too draufgängerisch for a luxury limo with an "E" on the license plate. However, the transition from electric to hybrid passes seamlessly and seamlessly. The eight-speed dual clutch works like any boss wants: extremely fast, unobtrusive and wise. Most of the time at least. Because this gear "learns". Say: If you do your hybrid Panamera a few times neat, then the automatic assumes that you now desire to have sporty driving and turns the gears higher and longer. What can be a bit annoying in the hybrid mode with normal driving. After all, there is still "Sport" and "Sport Plus", if the gentle handling of the resources racksangen.</div>
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<strong>Powerful early mighty strong</strong><br />a bit but the problem is: Properly take last groove and with the knife between his teeth, is not necessarily what the Panamera 4 E-Hybrid really likes to do. Do not misunderstand, he already pushes from very far down very very broad-shouldered to the front and when you look at the speedometer, then you probably look pretty stupid from the laundry (the numbers are usually very large); Nevertheless, one of these cars does not give the desire for sporty driving necessarily with the very large spoon. This is due to the fact that the V6 biturbo electric combi will not enter into the annals as a mega-charismatic, with all the vehemence, ie, to surf on the powerful torque shaft in the medium speed range, is much more natural here than constantly in the Red area. And on the other hand, this is just a pretty heavy car with all the dynamic excellence of the new Panamera chassis. 320 (!) Kilo heavier than a Panamera 4, to be exact.</div>
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<strong>More of Cruiser</strong><br />During the E-Hybrid So with plenty of bite and unwavering-wheel-traction plowing through fast, uniform driven curves, it lacks a bit of steering feel and a certain playful ease to which the other Panameras despite its scope quite capable are. Let's be honest, the Panamera 4 E-Hybrid is more cruiser than precision engine. To take it really hard, contradicts the lettering on its rear lid anyway. Therefore, a small tip: Relax, let the standard aerial drive conjure up, go with all your senses in the still breathtakingly beautiful cockpit (and all the cool new electric displays) and leave the world sober and frightening fast To you. Probably this is nowhere better than in this car.</div>
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<strong>A bit of head over heart</strong><br />is the big question: Is the new 4 E-Hybrid Panamera, which you have to seriously consider taking into account all factors into consideration? The answer is not so easy, because it depends quite heavily on your driving preferences. With the new Einpreisung and also in reality quite remarkable consumption - a relatively everyday mix of city, highway and highway with two, three trips into the red area, according to my computer 5.9 liters - should be the case for the cool computers actually be clear. Mainly because a new V6 diesel - in the predecessor by far the most sold model is still not in sight. If you are part of this group or you just like to find a progressive luxury limousine that embodies a greener image, you should be able to get rid of the slight dynamic disadvantages. So we really have to deal with a Porsche, where the head decides and then the heart. And only that is clear: This is a purely Porsche-internal head-heart dilemma. The Panamera also drives as a hybrid significantly more sportily than 98 percent of the competition without an e-backpack. Within the Panamera series, however, he is clearly the pragmatist. If you do not like this attitude, they may be better off with the agile 4S, the powerful 4S diesel or the barbaric turbo. </div>
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