October | 2013 | Deutschlands Auto

Lamborghini Veneno Roadster: Das Vier-Millionen-Ding

October 18, 2013 admin
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Sant’Agata Bolognese, 18. Oktober 2013
Der Lamborghini Veneno Roadster ist eines der exklusivsten Autos der Welt. Wer einen abbekommt, kann sich glücklich schätzen, denn es wird nur neun Stück geben. Und: Jeder Käufer muss ein fettes Sparschwein schlachten. Umgerechnet 3,93 Millionen Euro kostet der Bolide – und dafür bekommt man eine Fahrmaschine mit einem Hauch von Nichts außenrum. Der Roadster ist der Bruder des geschlossenen Veneno, von dem drei Stück gefertigt wurden. Sie fanden jeweils für 3,57 Millionen Euro ihre Käufer.

Kein Verdeck
Beim Roadster bedeutet offen wirklich offen: Ein Verdeck ist nicht vorgesehen. Das Design wurde rein auf die Aerodynamik ausgelegt, so wirkt die Frontpartie wie ein Flügel. Der glattflächige Wagenboden geht über in einen weit nach hinten gezogenen Diffusor. Große Öffnungen dienen der Motorraum-Entlüftung und leiten die Luft zum einstellbaren Heckflügel. Auch die Leichtmetallräder helfen bei der Atmung: Der Kohlefaserring um den Felgenkranz arbeitet wie eine Turbine und liefert zusätzliche Kühlluft zu den Carbon-Keramik-Bremsscheiben.

Leichtes Carbon
Ein CFK-Monocoque bildet die Basis des Sportlers, sämtliche Exterieur-Teile bestehen ebenfalls aus Carbon. Die beiden Leichtbau-Schalensitze sind aus dem für Lamborghini patentierten Forged Composite gefertigt. Das komplette Cockpit und Teile der Sitze sind mit CarbonSkin bezogen (ein Material aus gewebter Kohlefaser). Der konsequente Kohlefaser-Leichtbau wird auf der Waage spürbar: Mit einem Trockengewicht von nur 1.490 Kilogramm weist der Veneno Roadster ein sehr günstiges Leistungsgewicht von nur 1,99 Kilogramm pro PS auf.

6,5-Liter-Zwölfzylinder mit 750 PS
Der 6,5-Liter-Zwölfzylinder powert mit 750 PS. Diese Leistung reicht, um den raren Stier in 2,9 Sekunden auf Tempo 100 zu katapultieren und ihn 355 km/h rennen zu lassen. Die Kraft wird von einem extrem schnellen automatisierten Schaltgetriebe auf den Allradantrieb geschickt. Die Box bietet fünf Fahrmodi, mit denen der Fahrer die Schaltzeiten verändern kann.

Airbags, ESP und Überrollbügel dabei
Trotz allen Purismus erfüllt der Veneno gültige Sicherheits- und Zulassungsvorschriften weltweit.So sind Airbags ebenso an Bord wie ein angepasstes ESP. Um die passive Sicherheit zu erhöhen, wurde zudem hinter den Passagieren ein Überrollschutz installiert.
(hd)

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Porsche Cayman im Test: Ist das Basismodell der wahre Elfer?

October 18, 2013 admin
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Haar, 18. Oktober 2013
Huldigt der Sportwagen-Ikone! Im Jubiläumsjahr 2013 dreht sich alles um das Geburtstagskind Porsche 911. Aber was ist in 50 Jahren aus ihm geworden? Ein komfortabler Gran Turismo mit durchaus üppigen Abmessungen. Da trifft es sich gut, dass Porsche ansonsten nicht nur noch SUVs baut (auch wenn man das bisweilen annehmen könnte), sondern einen ansehnlichen kompakten Sportwagen, der den Geist der frühen Elfer in die Neuzeit hinüberrettet. Gestatten: der Cayman. Wir haben den puren Cayman ohne S unter der Lupe genommen, eine der günstigsten Möglichkeiten, einen neuen Porsche zu fahren.

Zitate aus der Vergangenheit
Sowohl optisch als auch bei der Größe ist der 4,38 Meter lange Cayman näher am frühen 911 (4,29 Meter) und dem 944 (4,20 Meter). Elegant fällt der hintere Dachbereich nach unten ab, während sich das Blech in bester Elfer-Manier über die Radhäuser wölbt. Einziger Störfaktor aus unserer Sicht ist die in die Rückleuchten hineinlaufende Abrisskante am Heck. Innen weist die noch recht frische Neuauflage des Cayman jetzt die breite, mit vielen Knöpfen belegte Mittelkonsole auf. Sie schränkt den Raum für lange Beine ein wenig ein, ist aber tadellos bedienbar. Durch die Lage des drehfreudigen 2,7-Liter-Sechszylinders vor der Hinterachse weist der Cayman zwei überschaubare Kofferräume auf (wer hat hier VW-Porsche 914 gerufen?).

Heißes Häppchen
Aber solch ein Auto ist schließlich kein Möbeltransporter, sondern ein Gourmethäppchen zur Verkostung auf verwinkelten Landstraßen. Dort ist der Basis-Cayman in seinem Element: Mit metallischem Klacken rasten die Gänge der vorzüglichen Sechsgang-Schaltung ein. Sehr flott und präzise kann der Wagen durch Kurven gezogen werden. Der Grenzbereich kommt erst spät, fordert dann aber eine kundige Hand am sehr griffigen Lenkrad, um das Hinterteil wieder einzufangen. Unterlegt wird das Cayman-Erlebnis von einem dumpf-bassigen Boxer-Klangteppich, der per Knopfdruck ins Obszöne abgleitet. Das bleibt Geschmackssache, nicht aber das bei schnellen Geschwindigkeiten hochfrequent nervende Motorengeräusch. Viel Lärm um nichts? Ein Wert von 5,7 Sekunden von null auf 100 ist sehr anständig, doch wer echten Biss sucht, sollte sich die S-Version mit 50 Extra-PS gönnen. Alle anderen dürfen sich mit der Preisdifferenz von über 12.000 Euro im Konfigurator austoben. Sie werden erstaunt sein, welche verwinkelten Ecken man mit Leder versehen kann.
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Volvo entwickelt Energiespeicher der Zukunft

October 18, 2013 admin
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Köln, 18. Oktober 2013
Zu schwer, zu groß, zu teuer: Die Akkutechnik ist die Achillesferse von Elektroautos, Plug-in-Hybriden und elektrifizierten Fahrzeugen allgemein. Gemeinsam mit neun weiteren Firmen und Instituten hat Volvo nun neuartige Energiespeicher entwickelt, die Fahrzeugteile wie die Kofferraumklappe ersetzen können. Das soll Vorteile bei Gewicht, Bauraum und Kosten bringen.

Carbon plus Super-Kondensatoren
Die Akkus bestehen aus einer Verbindung von Kohlefasern, Nanostruktur-Batterien und Super-Kondensatoren. Die verstärkten Kohlefasern umgeben die neue Batterie und sind so geformt, dass sie Platz sparend am Fahrzeugrahmen angebracht werden können – etwa an den Türen, an der Heckklappe oder an den Radhäusern. Die Carbonfasern werden zunächst geschichtet und dann in einem Ofen ausgehärtet. Die Super-Kondensatoren sind in die Komponentenoberfläche integriert. Geladen wird das Material durch Bremsenergierückgewinnung oder durch die Verbindung mit dem Stromnetz.

Kofferraumklappe und Motorabdeckung
Dank der Kondensatortechnik lädt und speichert das Material Energie schneller als konventionelle Batterien; zudem ist es äußerst fest und biegsam zugleich. Volvo hat eine Kofferraumklappe und eine Motorabdeckung entwickelt, die nun in einem Volvo S80 getestet werden. Die Kofferraumklappe könnte die Batterien heutiger Fahrzeuge als Standard-Energiespeicher ablösen, glaubt Volvo. Zugleich ist das Bauteil leichter als eine normale Klappe. Die neue Motorabdeckung kann die für die Stabilität wichtige Querstrebe in der Fahrzeugfront sowie die Starterbatterie ersetzen. Die neue Lösung ist 50 Prozent leichter und leistungsfähig genug, um das Zwölf-Volt-Bordsystem mit Energie zu versorgen. Würde man Türen, Dach und Motorhaube eines Elektroautos aus dem neuen Material herstellen, ließe sich dadurch das Fahrzeuggewicht um mehr als 15 Prozent senken, so Volvo – mit entsprechenden Vorteilen beim Energieverbrauch.
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Review: 2014 Kia Cadenza Premium

October 17, 2013 admin
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A few years ago, you could have been forgiven for thinking that the full-size sedan segment had withered up and died. But a newfound emphasis on big four doors has hit every volume automaker – even Kia.

Fine, so it’s no longer fair to single out even Kia. After all, that little guy from South Korea has gone from punch line to knockout in the blink of an eye. So it comes as little surprise that the brand has a new flagship ready to take on heavy hitters from all sides of the globe.

The Kia Cadenza owes its arrival in North America to two factors: Its Hyundai Azera platform-mate and the amazing success of its Kia Optima little sister. The brand once known for cheap and cheerless has a midsize sedan as its highest volume model, something few brands in the industry can claim.

What is it?

If you find yourself among the ranks of Kia and Hyundai cognoscenti, the Cadenza shouldn’t come as much of a shock. Underneath, it’s essentially a retuned Azera, sharing that model’s 3.3-liter V6 engine and six-speed automatic gearbox.

But Kia and Hyundai have an odd relationship; platform aside, the two cars seem more like feuding relatives than siblings separated at birth. And although this isn’t a Hatfields and McCoys squabble, it’s safe to say that the Cadenza generally got the better genes. Equipped to the gills as our tester was, the Cadenza does more than just verge on luxury car territory.

Yes, you can buy a $35,100 Cadenza Premium (there is no Cadenza “base”). And you’ll be plenty happy with what you get. But our tester first added $3,000 worth of Technology Package goodies: Think radar cruise control, a blind spot monitor, a lane departure warning system, hydrophobic front windows (rain has never been so scared!) and 19-inch alloy wheels. It was the next $3,000 spent on the Luxury Package that pushed it into the big leagues – enough premium Nappa leather and upmarket convenience features were on board to give Mercedes-Benz a run for its money.

Our tester also included a no charge White Interior Package that gave it a little more of a Liberace vibe than we might have preferred. Warmer and more traditional tones are also on offer.

Those wanting just a bit more can go whole hog with the Cadenza Limited, but a well-optioned Premium is hardly short on features.

What’s it up against?

Aside from the Azera, the Cadenza squares off against the impressive Buick LaCrosse, Chevrolet Impala and Toyota Avalon. A year ago, this segment was a joke. Today, you can’t go wrong with anyone.

What does it look like?

Sharing its underpinnings with the Azera, the Cadenza is arguably the looker of the two. Signed off on by noted Kia design chief Peter Schreyer, the Cadenza is distinctly Teutonic without blatantly copying anything from the old country.

Swathed in our tester’s Smokey Blue, the Cadenza is subtly stylish. It doesn’t grab your attention like the Impala and Avalon – or even the Azera, for that matter. But there’s a certain understated symmetry that’s soothingly upscale, visible from the gently carved front fascia to the distinctive roofline. Slap some tape over the Cadenza’s badges and we bet most passers-by would peg it as an offering from an established luxury brand.

That said, our tester’s added bling – the gorgeous 19-inch wheels and HID headlamps – undoubtedly helped its cause.

And on the inside?

Debate about the Cadenza’s interior merits versus the Azera all you want, but nearly everyone will agree that the Kia positively socks its Hyundai pal inside.

Looking like an upsized Optima interior isn’t a bad thing, as the Cadenza’s inner trappings clearly prove. The dashboard itself is canted slightly toward the driver, a sporty touch not quite met by the car’s driving dynamics but nonetheless enough to boost it toward the top of the class.

Passenger and cargo space is generally at or above segment standards as well. We found ourselves especially fond of the comfortable front thrones, although the fact that Kia restricts an air conditioned seat to the driver – and not the passenger – strikes us as an oversight at this price point.

Throughout the Cadenza’s cabin, nice materials brighten the mood. A smattering of chintzy plastics on the door panels stand in contrast to an otherwise premium-quality atmosphere set off by convincing faux wood trim and plenty of stitched panels plus an upmarket suede-like headliner.

On the other hand, there’s no shortage of Kia’s line-wide switchgear here, which seems a little amiss given the Cadenza’s hefty sticker price. That’s one place where Kia falls behind rivals like the Toyota Avalon, which forge new button and knob territory.

That said, one parts bin grab we’ll happily take is the automaker’s intuitive Uvo touchscreen infotainment system. One of the industry’s simplest setups, Uvo delivers a “just right” amount of information displayed and it is pleasantly free of annoying software lag like so many rivals.

But does it go?

Cadenza makes good use of one of the industry’s most under-rated engines: Its parent company’s 3.3-liter V6. Making use of direct injection and a three-stage variable intake system, it comes rated at a solid 293 horsepower and a decent 255 lb-ft. of torque.

But the V6′s power ratings are only part of its story. This engine feels more robust than its on-paper specs might indicate. Moreover, it’s remarkably refined, producing only a distant growl under hard acceleration. Making the most of things is its quick-shifting six-speed automatic gearbox.

Though the Cadenza is hardly a corner carver, its chassis proved balanced and capable in the twisties. Shame about the tiller, which delivers up little in the way of road feedback, although at least it is consistent in its weighting.

The big boon here is the Cadenza’s ride quality. Although there’s nothing especially remarkable going on underneath in terms of hardware – the MacPherson strut front and multi-link rear setup is as conventional as they come – the Cadenza makes good use of its standard dual flow shock absorbers. As a result, impacts are buttery smooth, even over the most undulating pavement around. The structure here isn’t as vault-solid as the Impala, but we still judge the Cadenza as one of the class’ most polished performers.

A relaxed highway cruiser, the Cadenza lets in only modest road rumble. But one thing that prevents it from being an ultimate highway cruiser is its middling fuel economy: We pegged the EPA’s 19/28 mpg figures, although we bested its 22 mpg combined number.

Leftlane’s bottom line

A flagship worth coveting, the Kia Cadenza bolts ahead of the Hyundai Azera as a genuine rival to the segment’s heavy hitters.

We’re sold on its style and ride quality, even if it is among the segment’s pricier offerings – and, for better or worse, that’s something we’ve never said about a Kia before.

2014 Kia Cadenza base price, $35,100. As tested, $41,100

Technology Package, $3,000; Luxury Package, $3,000; Destination, $800.

Photos by Andrew Ganz.
Mazda gives green light to MX-5 GT

October 17, 2013 admin
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Mazda has reportedly given the production nod to the MX-5 GT concept that debuted earlier this year at the Goodwood Festival of Speed.

Following the blueprint of the MX-5 GT concept, the road-going version of the hopped-up roadster will be tuned by UK-based JOTA, Mazda’s racing partner. The MX-5 GT will retain its standard 2.0L naturally-aspirated four-cylinder, but a number of tweaks – including a new exhaust system, hotter cam and ECU flash – will bump power from 157 horsepower to 203 ponies.

The MX-5 GT will be a post-tile tune to get around homologation rules.

Pricing for the package has yet to be confirmed, but Auto Express says the total package will set buyers back £30,000, or $48,350. In the UK the standard MX-5 lists from £18,495 ($29,700).

Given its JOTA connection and high price tag, it’s possible Mazda could reserve the MX-5 GT for the British market.

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2015 Ford F-150 to shave weight with aluminum

October 17, 2013 admin
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New evidence suggests Ford’s next-generation F-150 pickup truck will indeed rely on aluminum construction to help reduce weight.

Reports have been circling the internet room mill for over a year that Ford’s all-new 2015 F-150 will incorporate aluminum in order to cut weight, but the Dearborn-based automaker has declined to comment on its next-generation truck. However, aluminum producers may have spilled the beans ahead of the truck’s anticipated 2014 market launch.

“This has been the holy grail for the aluminum industry,” Lloyd O’Carroll, an analyst at Davenport & Co., told Bloomberg. “I’ve talked to a number of aluminum guys who are saying ‘I’m getting calls from Detroit every single day on what can I produce, when will I be able to produce it, and what kind of commitment needs to be made.’”

Ford outlined plans in a 2007 sustainability report to reduce vehicle weight by up to 750 pounds. It would be extremely difficult to squeeze that kind of weight from Ford’s passenger cars, but the switch to aluminum could trim that kind of weight from its trucks, such as the F-150. Land Rover was recently able to slice more than 700 pounds from its Range Rover vehicles by using more aluminum in their construction.

Ford is still keeping quiet on the subject, but says it remains committed to improving the F-150 line.

“We put so much importance on continuous improvement and making sure that we’re delivering a better solution to our customer every year,” Doug Scott, Ford’s truck marketing manager, said.

The 2015 Ford F-150 is scheduled to begin shipping in about a year from now.

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Ford: EcoBoost Taurus is fastest accelerating cop car

October 17, 2013 admin
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As the cop car wars continue to heat up, Ford says it has a new ace up its sleeve: Independent testing by the Michigan State Police has revealed that the turbocharged version of its Ford Taurus-based Police Interceptor is faster to 60 mph than rivals from Chrysler and General Motors with eight-cylinder engines.

In the Michigan police test, the turbocharged Police Interceptor vaulted from a stop to 60 mph in 5.66 seconds compared to a hair over 6 seconds for V8 versions of both the Dodge Charger and Chevrolet Caprice. By the time the Ford hit 100 mph, it was 0.8 seconds ahead of the Caprice and 1.2 seconds in front of the Charger.

Despite the Taurus’ fast acceleration away from a stop, it is the police version of the Charger that nabbed the speed record at Michigan’s Grattan International Raceway.

The Michigan State Police test of pursuit cars is considered the country’s most stringent and results of it have long been a major influencing factor for law enforcement agencies across the country.

Ford now offers the Police Interceptor sedan, which is essentially an upgraded consumer market Taurus, with three engines: A 2.0-liter turbo designed for detective-style work and a choice of 3.7-liter naturally-aspirated or 3.5-liter turbocharged engines. <![CDATA[
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Fisker heads to auction

October 17, 2013 admin
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The United States Department of Energy (DOE) is accepting bids from companies interested in taking over the remains of Fisker. Largely funded by taxpayers, the failed startup hasn’t built a car in over a year and it laid off most of its workforce last spring.

The DOE knows it won’t collect the $168 million Fisker still owes it but it is only accepting bids of $30 million or higher with a 10-percent deposit due with the bid. DOE officials have not commented on the sale but several inside sources revealed Fisker could be transferred to a new owner before the end of the month, avoiding the complicated and lengthy process of filing for bankruptcy.

Fisker is in rough shape but tangible assets like a factory in Delaware and intellectual property such as the blueprints to the Karma and its gasoline-electric hybrid drivetrain are valuable if the right buyer is found.

Several parties have manifested an interest in purchasing Fisker over the past couple of months. Recently, a German investment group called Fritz Nols AG offered $25 million for the company and its assets. It promised to return the automaker to profitability by shifting Karma production from Finland to the United States and quickly adding new models to the lineup.

Last May, founder Henrik Fisker and Hong Kong-based investor Richard Li offered the United States Department of Energy (DOE) between $25 and $30 million for the company. China’s Wanxiang and Bob Lutz’s VL Automotive have teamed up with a bid of $20 million, and Beijing Automotive (BAIC) has also manifested an interest in purchasing the company for an undisclosed sum.<![CDATA[
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Aussie Autobahn: Australia to derestrict 120 miles of highway

October 16, 2013 admin
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Australian authorities have announced plans to remove the speed limit from a low-traffic highway deep in the outback.

For a one-year trial period beginning next February, a 120-mile stretch of the Stuart Highway will have no speed limit between Barrow Creek and Alice Springs, said Peter Styles, Australia’s Northern Territory transport minister.

Styles said the measure would fulfill a campaign promise to undergo an evidence-based analysis of open speed limits, while others suggested that it would attract visitors and provide enthusiasts a safe place to enjoy the thrill of speed.

“These days you can buy a vehicle for a reasonable price that would probably do 300km/h (186 mph). I dare say some people would like to come here and try that,” said Peet Menzies, Motor Vehicle Enthusiasts Club NT president.

However, the initiative left many concerned about a steep increase in roadway fatalities.

“It’s government by hillbilly,” said Harold Scruby, Pedestrian Council of Australia chief executive Harold Scruby. “They will have blood on their hands, mark my words.”

Australian Automobile Assosciation chief Andrew McKellar described the trial as “gambling with people’s lives…it is absolutely inevitable that people will die as a result.”

Derestricted roads aren’t new to Australia – certain highways in the Northern Territory previously had no speed limits, but an 81-mph maximum was imposed in 2006.<![CDATA[
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Germany delays Europe’s strict CO2 norms

October 16, 2013 admin
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German Chancellor Angela Merkel has convinced the European Union to gradually phase-in the strict fuel economy standards it announced last June.

The EU initially wanted all new passenger cars to emit just 95 grams of CO2 per kilometer (59 mpg in a mixed European cycle) in 2020, a drastic reduction compared to the 130-gram norm applied today. Supporters claimed producing cleaner engines would slow global warming, save drivers money at the pump and make European automakers more competitive on the global scene.

Under the new plan pioneered by Merkel and adopted by the EU’s 28 member states at a meeting in Luxemburg, only 80 percent of an automaker’s passenger car fleet will be required to emit 95 grams of CO2 per kilometer in 2020. The number will grow by five percent annually until it reaches 100 percent in 2024, giving automakers time to develop the technology needed to bring their latest, heaviest and most powerful models in compliance with the norms.

Historically an avid supporter of Germany’s auto industry, Merkel explained she sees the need for cleaner cars but believes implementing the 95-gram limit at once will cost automakers too much money and make them less competitive on the world stage, potentially putting jobs at risk. She doesn’t believe the EU should be any harsher on its auto industry than other continents are on theirs.

Portugal, Britain and a host of eastern European nations backed Germany’s position in exchange for Merkel’s support on banking- and debt-related matters that will be debated before the end of the year. Italy was against delaying the application of the norm to 2024 and the French government did not to comment on the matter.

Opponents accused Germany of feverish lobbying other governments and said the decision was a step in the wrong direction for the European Union.

“It is not a terrific thing that we could not conclude on cars,” commented Connie Hedegaard, the EU’s Climate Commissioner.

The precise terms of the new deal will have to be hammered out by members of parliament and approved by the European Commission. Merkel believes a new norm could be drafted over the next few weeks but skeptics point out the process might not be completed until next May.

Photo by Ronan Glon.<![CDATA[
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