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With brisk design goes a remake of the Mazda 6 at the start

With cantilevered arms Tamatani Akira faces his baby from sheet metal: the new Mazda 6 As shoulder muscles, the front fenders were molded to take back rising waistline of the saloon the part of the hips, so it says for "roku" ("six" in Japanese) designer responsible. As for the jump is the car. In the middle class is to make the next generation of rich booty. The new Mazda 6 Kombi manages the assertive attack on Passat, Insignia and Co.?

It takes two
Usually you have to be careful with statements of car designers, but Mr Tamatani can be justly proud. Already the previous Mazda 6 was certainly not ugly car, but his successor was pressed much excitement and dynamism into the plate without getting lost in mindless light edge orgies. Specifically, the sedan has much to become more attractive, while the combination now looks even fancier. Surprise: Both versions have different dimensions. On the saloon it is a length of 4.87 meters and a wheelbase of 2.83 meters. Designed for Europe is combined with 4.80 meters shorter by three inches, a wheelbase extends to 2.75 meters. In addition, the new 6 has been slimmed down by up to 100 kilograms.

Functional Maßkonfektion
What about the inner values? Mazda notes that it is still pre-series. You can feel it, some details are still not fully fit exactly. At its market launch in early February 2013, the should not be an issue anymore. The view from the cockpit: Handsome materials, the design is simple, but not stress. A rotary pushbutton controller in the center console holds the number of control buttons conveniently small, you find your way quickly. Managed is the multifunction steering wheel with large, well manageable keys. However, the seats could use more leg support, they are also not cut too wide. Above the crown of the driver is enough air in the combination of the entry into the airy rear succeed easily. Mazda is particularly proud. To four inches set-back A-pillar, which is to expand the field of vision It may be doubted, for said A-pillars tend now flatter, really good visibility look different. A look back really does not pros, but this phenomenon is split, the new Mazda with other mid-size competitors.

No baggage emergency
Finally we can tear open the door really. The sedan offers a generous luggage compartment volume of 489 liters. Unfortunately, Mazda has replaced the previous gas springs by metal brackets, so that the trunk lid up fast very quickly. A further disadvantage in Saloon: Here the rear seatback from the trunk only be unlocked. It is better, in combination: a handle, and it results in a flat load floor. Fit from 522 to 1664 liters. By comparison, a VW Passat offers 603 to 1731 liters. A clever idea, the Mazda engineers: The shade has its own baggage compartment under the load floor, where it disappears when not in use. Negatives: The tailgate opens for people over 1.85 meters height is not high enough.

The three-liter middle class
Particularly proud of the men from Hiroshima to their new SKYACTIV engines. Behind this direct injection engine having a compression ratio of 14 to 1, according to Mazda, the worlds highest. In a production car Despite an output of 145 hp will consume only 5.5 liters of gasoline on average, the 150-horsepower diesel engine emits no more than 3.9 liters. Again, three-point-nine. For a better classification: VW makes a lot of fuss about a Passat BlueMotion, which it does with just 105 hp to 4.3 liters on average. Sure, they are all not necessarily practical business information. Still, hats off to Mazda!

Save by braking
Important part of the austerity measures is the so-called ELOOP system. It is a regenerative braking system with a condenser. When the driver brakes or the accelerator pedal, the recovered energy is stored by the delay in the capacitor and used for the operation of the electrical loads, such as air conditioning or audio system. Put simply: The Mazda 6 will cost a cool head no fuel. Only downside: Not all petrol ELOOP is standard, Diesel customers always get it included.

A touch of Roadster
Our playtesting we turn in Mazda 6 Wagon, which in Germany is traditionally be the most popular. In the first round it goes with the 165 hp two-liter gasoline engine. These scores with good smoothness, only under load is the pitch a little grumpy. Only at 4,000 revolutions are at the maximum of 210 Newton meters of torque. Reaching for the short stick of the six-speed gearbox is therefore often necessary, but its fun: The circuit excited with short distances and precise engagement, it suddenly blows a breath through the MX-5 Mazda 6 A little more feedback could use the steering, but this effect holds within. Speaking of frame: From 120 km / h, the wind blows loudly around the A-pillar. Right of the speedometer, a display of the work of the driver ELOOP system. In fact, you will quickly feel encouraged to, take your foot off the gas in order to save more energy. Disturbing: the reflections of the dashboard in the windshield.

Let slide
Transition in the 150-hp diesel with 2.2 liter displacement and newly developed six-speed automatic transmission. In times of seven or eight steps that almost sounds a bit dated, but critics can breathe again, the shifting aid does its job well. Gearshifts swiftly and discreetly, while the speed is kept pleasantly low. At 100 km are on, for example, only 1,750 rpm. The diesel is acoustically quite audible but rarely interfere. Besides ELOOP despite automatic is also a start-stop system on board. Thus, according to Mazda, up to 4.9 liters on average be possible. To balance the chassis of the Mazda 6 tries, but extends the rear shocks, more noticeable inside the car.

Affordable double
Mid-November 2012 launch of the presale of the new Mazda 6, from 2 February 2013, he is then the dealer. So far, only information on selected prices, for example, the entry-level version. It starts at 24,990 euros for the two-liter gasoline engine with 145 hp. A fine train of Mazda: For this price, there are both the sedan and the wagon. Thus the Japanese a VW Passat 1.4 TSI with 122 PS and beaten Trendline equipment by as much as 1,110 euros. Standard equipment on the Mazda 6 include air conditioning, a start-stop system, an audio system and 17-inch alloy wheels. You might want to also order various assistants, such as emergency braking to 30 km / h and the distance control. Other electronic helpers help when changing lanes, keep the track or switch between high and low beam. For diesel friends the fun starts in the new Mazda 6 at 28,490 euros for the 2.2-liter unit with 150 hp. The top model of the 6-series is the diesel with 175 hp in the highest trim line Sports-Line at a price of 35,090 euros.

Ismi takes a spankin new 2011 Ford Mustang GT500 Super Snake from Shelby and wrings it out in the hills above Los Angeles.

This car has the huge Whipple super charger helping it make over 700 horsepower! This video contains many on board views of the Super Snake racing through the mountains.

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Aston Martin is 100 and is the best birthday present him catch himself: Just before the big day of celebration bring the British back to Vanquish: more beautiful and stronger than ever.

The sky is gray, the rain fall to almost the murky panes and the walls of jagged brick: Who Works for Aston Martin in Newport Pagnell runs through the parking lot, who believes the British had frozen in time. But the first impression is deceptive. Although the company is celebrating its 100th in January 2013 Birthday and therefore places a high value on right now tradition.

But long ago, the sports car manufacturer has started the renovation of his old headquarters and transformed the old warehouses into a posh showroom and workshop for special requests and classic car restoration. Production has now drawn an hour further north to Gaydon, and the new models than ever.

No car proves that better than the flagship Vanquish, the Aston Martin is now making the most beautiful, largest and strongest birthday present itself. Again, this amounts to a sports car, despite five years of production break known at first glance. But apart from the name, the format and the aluminum structure inside the new Vanquish has nothing in common with that of low-flying aircraft, which was presented in 2002 and the comeback of the brand with the "Wing" in winged grille.

The new design is inspired by the multi-million dollar supercar One-77. The body is now baked because of the beautiful forms and not because of the weight of carbon, bent instead of aluminum sheets. Inside, there is a little more space without having the two pits in the rear seats would actually call.
Trunk almost Golf Size

And the trunk has now. 368 liters with almost the size of the new Gulf In addition, the center console works out a new navigation system and the touch keys for Air & Co recall behind her dark glass not by chance on Iphone and Ipad.

But the main course in a sports car is the engine. Although still has twelve cylinders and six liters and will continue produced by Aston Martin specialist in Ford Hall in Cologne. "But apart from the displacement is nothing like it was," says development manager Ian Minard. Block, head, valve control - everything has been redesigned. Instead then 460 of the Vanquish has therefore now 573 hp and the maximum torque rises from 502 to 620 Nm.

That a car of this caliber developed enough thrust is not a surprise. And that to overtake little more than a blink need is in these circles as a set. But what impressed so much on the Vanquish is cultivateds power development. Delay as the athlete his tuxedo never made, you feel even when intermediate sprint no real hurry, and even far beyond the recommended speed is still a quiet one pulse.

At least, until you two sports left and right keys in the steering wheel or press the foot down leaves all freedom. Then shall the Leisetreter loud roars all over the world meet its immense power. The chassis is stiffer than it is loving the discs, you will slide deeper into the seat, every Sprint feels the fist in his stomach and raced faster towards the horizon, as the eyes can focus: 4.1 seconds from 0 to 100 and 295 km / h top - in the car, the Vanquish quartet must indeed be overcome by so many other top athletes. But on a rough English country road, he is hard to beat.
Through the curve without embracing

It is not only the Vanquish fast on the straight. But with its 1.7 tons for a V12 model comparatively easy and above all perfectly balanced, it can be even at high speeds safely and cleanly measure exactly to the curves. Helps a controller that is translated so directly that you do not even embrace in hairpins must: give in under braking, which run through, driving away: As soon as you see a curve, she disappears into the Vanquish also already in the rearview mirror.

This could go on the trip and on forever with every curve looks forward even at the reduced consumption. Not because an Aston Martin customers would really care if now only 14.4 rushing sooner rather almost 20 liters per 100 kilometers through the cylinder. But because so still can enjoy a few more curves, until one of the on-board computer to break at the pump forces.
A bit of criticism

Despite the enthusiasm of the Vanquish but offers plenty of room for criticism - especially when you have the price of 249,995 euros in mind. Then one looks forward to true vinyl and leather. But it also bothers to set sloppy seams and slanted stitches. One wonders about the cheap pitman arm from the Ford rack and the well-known navigation system. And one is frowning over the crackling loud and clear in the rafters of the otherwise so stiff carbon racer.
No assistance systems

Most irritating one but the lack of any assistance systems. It may well be that Aston Martin drivers are experienced and far-sighted in the eyes of CEO Ulrich Bez, that they can well do without such extras. And a start-stop system in a sports car will really have none. But an automatic distance control, or at least an electric handbrake in this price class in 2012 simply de rigueur.

The murky window in Newport Pagnell are quickly waxed, the brick walls plastered fresh and soon even the sky is at the end of the test drive again bright blue. Only the antiquated hand brake halfway down in the foot well of the test car testifies that the time is at Aston Martin maybe stopped a little.

Tom Sykes kept the nose and on the third day of testing at Aragon front, closely followed by Max Biaggi and Leon Camier.

Tom Sykes finished the first test in 2013 with fastest time

On the third and final day of testing in the majority of Aragon Superbike pilots was again greeted by bright sunshine for the start of the season 2013th After everyone had yet started on Monday to 16.5 inch tires, especially Tom Sykes on Wednesday had already perfectly familiar with the new rubber. The Briton ran a 1:57.6, the fastest time and was so Max Biaggi by two tenths of a second behind.

"Fastest recovery and thats all well and good, but right now is not the goal. Our goal is to improve what we have done this year on the bike and we have done here, so Im happy overall," concluded Sykes who could at Motorland collect much data. "We have planned more tests, so we will continue to work in a good direction. It seems that Pirelli would have done with the 17-inch tires, a good job, so we definitely have a good starting point."

Leon Camier landed after his fastest time on the first day finally in third place, followed by Eugene Laverty. Michel Fabrizio rode for the first time at the Red Devils Roma Aprilia, finishing fifth against Loris Baz, who after his big crash at Magny-Cours was still not always 100 per cent fit. "We have tried many things and I like the 17-inch tires, what is most important to prepare for next year. I am really happy after the test," the Frenchman was pleased anyway.

Carlos Checa was able to improve his time in the afternoon and not landed in seventh place. The new Panigale 1199RS the Spaniard lost to the morning, however, almost the complete start-finish straight oil, which resulted in a prolonged interruption. Then the pilots fought with a strong headwind.

Davide Giugliano drove the eighth fastest time, while Aprilia test rider Alex Hofmann was with 2.9 seconds behind Sykes ninth. Josh Waters, the trial took the second Suzuki alongside Camier, lost just two tenths of a less than Hofmann.

Factory! This is the sharp version of an already sharp machine. Aprilia Mille invested 25 and build us an uncompromising sports bike! Definitely not for beginners, in any case, for lead actor in the paddock.

Sharp as expected! The Aprilia is lean and brutal moves. Even in front of them is THE killer Parlor!

Sure Thing: The Must Be Good!

Even before it was clear that the Aprilia RSV4 is a huge motorcycle. Check them only! Then the technical data - what can possibly go wrong. However, I had concerns regarding the seating position. Max Biaggi is indeed a great racer but I guess a head shorter than me, the RSV4 looks very compact and small. Is also a Central European space in the bike?

The fears were thankfully unfounded. One sees with about 185 cm but not quite as elegant, the agility and the ride comfort but for such a sharp iron really good. The Spirit was in the early rounds are not entirely free, words of warning the Aprilia crew swirled around his head. Yesterday no less than 8 journalists had smashed the RSV4 - mind the rain. We started not least with the milder motor coordination "S" port on the display. In this configuration, in the first 3 gears, the torque is limited and the engine responds more softly on the orders of the throttle.

Dear V4 engine with fuel injection

Slim and wild!

Difficult to creep more than 1.80m behind the disc

The line can be selected as needed

On corner entry to the compact Aprilia is of course no nakedness. Never before has so much power been packed so handy. Nevertheless it is not critical, nervous or shaky. In this phase, I would even call it "easy to drive". Challenging the Aprilia is then at corner exit. There are just a lot of news with which we are confronted. The V4 has a completely different sound, one finds it difficult to assign the current speed level a torque level. Then the thing with the ride-by-wire system - there is no direct connection between throttle grip to the rear wheel. All this is combined with the high level of performance of the motor at the same time ultra compact chassis layout.

The steering damper is on the exit so got our hands full and the pilot has to work in the saddle so as not to put the whole burden on the handlebar. In this phase, smaller pilot course more opportunities to be placed optimally in the vehicle. The intelligent molded tank allows the pilot as much weight with thighs and knees to bring your bike. If you switch the engine off the line, you forget about thoughts like "180 HP does not need a man." You need them, here and now! The RSV4 feels and sounds more aggressive, strong and extremely dangerous.

The image of the wild beast 1000 brings over far better than the rest in the paddock. Gone are the days when you at the Aprilia RSV Mille summon the reason the driver need. "The Mille is not the most powerful motorcycle in the field, but much simpler and therefore to drive faster than the rest!" That was wrong, real heroes could so inspire not. Now it is in terms of engine power and acceleration with the Aprilia so right up there. 


In the paddock, I listened to the criticism of colleagues. In "S" mode the engine responds port when changing gear allegedly too slow. You lose time to the engine after the change are again full of fire. I had prepared two matching solutions. On one hand, the response is quite simply by switching to the "T" rack helping hand. Then the connection from the throttle to the engine a little more direct and the power goes full on in the first 3 gears. On the other hand one could fully when changing gears just stay on the gas and place together with a short dark zipper pulls on the clutch for the next gear. Thats quick and also sounds quickly.




Speaking limiter: you have to get used to the noise. At the beginning you drive the V4 too often into the limiter and takes quite a research. The engine pushes Although vehemently but even to the summit, so you realize sometimes too late, that one is already at the top.

Under braking you can also rely on the finest technology, but you get shown the limits of physics significantly. The Brembo Monobloc biter delay brute and the anti-hopping clutch effectively helps keep the tail still. But only as long as the rear wheel is actually on asphalt. The potential of the brake is huge, the risk for a short test drive, or on unfamiliar routes, but just as great. When braking, you will be most clearly recalls that the Aprilia is not a lukewarm compromise. Aprilia built a racing bike for the Superbike World Championship and the engineers had to make this race bike only licensable. The main goal was always to build the fastest motorcycle in the market - no more, no less. Aprilia has invested over 25 million euros in the project and the technicians have the bike - fortunately - not only do they end up neutered to depression safe for lousy pilot.

Aprilia is very proud of the new engine. It is adamant, the best concept on the market offer. Looked incluides an argument. The engine is actually very compact. The crankshaft is substantially shorter than that of a series of four. This allows a total of a sleeker and even more manageable motorcycle. The centrifugal forces are times like they are, and a longer and heavier crankshaft fights at 10,000 rev / min just much stronger against changes in direction. Against the engine concept probably speak only the high production costs. During driving so you have a handy and compact machine but is also the front runners in terms of speed and power.





Minus

• The RSV is not a beginner bike. Who makes mistakes from flying! This is evident when braking and accelerating the designs.
• The seating position is on the track OK, for the road is a GSX-R or a RC8 more comfortable.
• Critical point is the stability of the setup: When accelerating the front nervous when braking the rear.
• Adjustable footrest only as accessories.
• For a long adjustment period for ride-by-wire system. R1 is a current out of corners more confidence  despite Ride by Wire!
• Shift light not striking enough.

Plus

• The chassis offers resources for a wide range of tuning options.
• Almost unlimited setup options on the chassis also. Swingarm pivot, motor mount, ..
• Great braking performance at minimal effort.
• Good handling thanks to slim and compact layout.
• Line choice in a simple and precise
• Powerful motor with constant power output
• For taste itself: but the fact is: The RSV4 is an awesome bike. Dissenting votes could not be traced.
• Very high quality components, attention to details. Carbon, aluminum, magnesium, titanium! Aprilia has spared no detail, unworthy saving components do not exist.
• Really bad that you have to speak at 22,790 euros (in Austria) as a "good price" - in comparison to the competitors from Europe but the price is really OK. The difference with Japan is melting at any price increase due to the high yen exchange rate then.
• No compromise for racing: brakes, suspension, slipper clutch, engine, seat position - everything ready for the race track!

• Engine : Liquid-cooled 4-cylinder, 65-degree V-type, closed-loop 3-way catalytic converter, Euro-3
  Displacement 999 cc
• Bore and stroke : 78.0 x 52.3 mm
• Power : 132 kW (180 hp) at 12,500 rev / min
• Torque : 115 Nm at 10,000 rev / min.
• Fuel system : electronic injection, four throttle bodies, two injectors per cylinder, adjustable length intake funnels. Ride-by-wire control system with multi-mapping (multiple Travel programs)
• Drive : Chain
• Front suspension : Upside-down telescopic fork type Öhlins Racing 43 mm, preload and damping (Zug-/Druck) fully adjustable
• Rear suspension is adjustable for storage aluminum swingarm with Öhlins Racing rear shock absorber, fully adjustable progressive APSUmlenksystem
• Tire vo. : 120/70 ZR 17
• Rear tire : 190/55 ZR 17
• Brakes vo. : two discs, 320 mm, Brembo radial monobloc calipers
• Rear disc brakes : 220 mm, two-piston caliper
• Length : 2050 mm
• Wheelbase : 1424 mm
• Width : 715 mm
• Seat height : -
• Dry weight : 179 kg
• Tank capacity : 17 l
• Price : 22,790 euros

The most important selling point will be but then the design. I have not seen anyone who does not find them sexy. The design of the bike is in this case no sham: aggressive, angrifsslustig and elegant as the Aprilia RSV4 looks exactly like it actually moves.

The bad news for last: After Austria come for this year only 25 pieces. Who has not ordered, take a long wait in purchasing. Worldwide 1,000 units will come onto the market. For the RSV4 Factory is used as homologated for the Superbike World Championship. The "normal" RSV is coming next year in the trade.


Aprilia RSV4 Accessories

• Akrapovic racing exhaust system
• Rear shock absorber Ohlins TTX36
• Adjustable footrest
• Handlebars runway
• Body protection buffer
• High Sportscreen
• Body cap for rear view mirror
• Ratchets mounting rear stand
• Cover license plate mounting
• Motorcycle Cover
• Special stand
• Carbon Heel Guard
• Tank cover with backpack
• Case for tailgate
• Body protection from carbon
• Body-air outlets made ​​of carbon.

Anyone who wants to can make the RSV4 with accessories even sharper. Recommended in all cases is a high sport screen. Standard can only very articulated pilots Hiter hide the small pulley.