35 replies to this topic

[LaScurt]

Citeaza

Originally posted by ska


tabel comparativ ( 0-100, vmax , cons mediu )

Intr-adevar, consumul e foarte important la masinile astea...

[the1]

O comparatie interesanta, dpdv al designului, intre noul S, Seria 7 facelift si A8, toate side by side in galeria asta:
http://www.hoeltken-kempen.de/Erlkoenige/E...Erlkoenige.html

Parca S-ul arata cel mai bine, dar negru, gri-ul e prea tipator. Dar si Seria 7 arata mai bine ca inainte.

[the1]

Jag-ul ala e doar un prototip. Si sunt cam multe poze...
Audi-ul ala A8 alb seamana cu un Chrysler 300C, nu stiu de ce, dar seamana...

[Legionaru']

Mi-as dori sa fiu Dan Grecu sas ma joc intruna cu inelele:laugh:

[the1]

Tocmai ma pregateam sa postez linkul catre testul asta. You beat me to it!
Rezultatul testului e un pic ciudat...

[EvilOne]

5 secunde pe un amarit de circuit nu pot compensa senzatia de stabilitate si agiliatate data de sportivul BMW. E ca pe circuitele din lumea intreaga, unii cistiga titluri, altii sint sportivi pe strada.

[ska]

pana si cei mari se gandesc la economia de combustibil...

Audi A8 3.0 TDI quattro - 233cp - 450nm
BMW 730d - 231 - 520nm
Mercedes S 320 CDI - 235cp - 540nm
VW Phaeton V6 TDI 4motion - 225cp - 450nm

consum mic, lux "mare"




The AUDI A8, whose aluminum body is likewise carried on luftkammern, leaves the drivingmost active impression in this comparison clearly. The furiose driving dynamics is bought however with a rather taut suspension characteristic. It makes the A8, to which in this quartet also slightly less place offers, not directly unkomfortablen Raubein, gives to it however the worst comfort note. Without blames against it the noble interior arrangement, that approximately optimal control system MMI and the well outlined seats show up. VOLKSWAGEN phaeton: In the large Wolfsburger everything aims at luxury and comfort. Although exactly taken from same house, the phaeton leaves nevertheless completely different impression. In the large VOLKSWAGEN everything aims at highest luxury and comfort. The powerful instrument panel works nearly already protzig, affords however no weaknesses - neither during the operation nor with the processing. On large, cosy padding we enjoy the outstanding suspension comfort. Nearly one would like to speak of "driving such as God in Germany". Opposite the AUDI the phaeton appears not completely so leichtfuessig, even somewhat behaebig in the handling, the pneumatic cushioning compensated however with almost saenftenartigem comfort. Also holperige dirt roads turned out in the phaeton not to the serious load test for stressed volume disks. There was not more class in a VOLKSWAGEN ever - everything cannot leave in former times thus already times better to have been

These four Diesels the quality mark "larva in Germany" directly still another little more brightly to radiate. Distinguished luxury, absolutely sufficient achievement, compatible thirst - this combination might please also fastidious bosses. Most convincingly presents itself the Mercedes, which sets high yardsticks with drive and comfort - which has unfortunately also its price. The AUDI at the second place goes the sporty special way, convinced with his to sovereigns kind however not only self driver. The quite convincing BMW on rank three fails because of the guarantee and because of control weaknesses. VOLKSWAGEN would have to finally abspecken the luxurioesen phaeton above all.

LINK TEST

[sandumrs]

Daca-i spuneam acum cativa ani unui prieten ca Audi o sa se bata de la egal la egal cu BMW si Mercedes nu ma credea..............acum................ma crede.

[ska]

( de ce la ei ii zice S550 si la noi S500 ? )

Mercedes-Benz S550
A ton of technicalities; indeed, 2.4 tons of them

The car you see here is more than just a new iteration of the S-Class Mercedes-Benz. It's a rolling showcase of technicalities, many of them standard in this top-of-the-line Mercedes, the others, optional means of tailoring this prestigious luxury car to one's personal taste.

So don't be put off by the as-tested price of, gulp, $106,745. Indeed, the new S-Class actually has a slightly lower starting price, $85,400, than that of its predecessor. Let's examine the car's elemental features first, then have fun with its fascinating array of high- (and occasionally why-) tech.



Unlike the car it replaces, the new S-Class is no longer simply the largest sedan in the 3-pointed-star lineup. Like several earlier S iterations, it's a stronger statement, more distinctive, more a flagship. In photos, there's a sense of Maybach mass, although this seems less so in actual sheet metal.

Separating it from other Mercedes shapes are its distinctive fender flares. Noted Editor-in-Chief Tom Bryant, "Some have criticized these flares, but to me they're muscular and appropriate. The roofline is derivative of the CLS, and I think it shows good style. It's certainly a departure from some previous S-Class cars having an oversize, chunky appearance. The trunk lines are a bit awkward, though."

I note that its raised trunk/lower rear fender line is appearing on lots of cars these days for aerodynamic reasons, particularly optimizing crosswind behavior. (Chris Bangle — of the BMW 7 Series "Bangle Butt" — take a bow.)

Our S550's all-aluminum powerplant is the first of a new generation of Mercedes V-8s with four valves per cylinder actuated by double overhead camshafts per bank. (Recently, the company's V-8s and V-12s have been 3-valve/cylinder sohc designs.) Other markets call our car the S500; North America honors its 5461-cc displacement more accurately. Also, we get only this displacement, not the new-generation's smaller 4.5-liter V-8 available in other markets. In April, an S600 with a 510-bhp twin-turbo 5.5-liter V-12 went on sale, to be followed in July by the S65 AMG, which packs a 604-bhp twin-turbo 6.0-liter V-12 underhood; both engines have 3-valve/cylinder designs. In 2007, look for an S63 AMG to arrive, powered by a naturally aspirated 6.3-liter V-8 with four valves per cylinder and more than 500 bhp.

Back to the S550. Teamed with the company's 7-speed automatic, the V-8's 382 bhp and 391 lb.-ft. of torque offer superlative acceleration for this 4715-lb. car. It's capable of reaching 60 mph in 5.7 seconds and passing the quarter-mile marker in 14.2 at 101.1 mph. Do this often, however, and your fuel economy will be decidedly inferior to our real-world estimate of 18.0 mpg, itself nothing to write home about.

Our S-Class's multilink Airmatic suspension, front and rear, features automatic leveling as well as adjustable ride height. A manual control moves it 1.2 in. upward (for reaching one's hunting lodge?); automatic lowering takes place depending on speed, time at speed or activation of Sport mode. This mode, by the way, invokes changes in both ride height and shift schedule.

Also fitted to our test S-Class was Active Body Control, a high-pressure hydraulic system fine-tuning the location of the suspension's four air-spring units in real time. "ABC firms up nicely when driver inputs get aggressive," said Executive Editor Douglas Kott. "For a car of this mass, it has remarkably capable roadholding." Curiously, though standard equipment on some models, ABC is an S-Class option priced at $3900.

At $6550, the Premium 3 package is the most expensive, not to say the most encompassing array of S-Class gadgetry. Several of its items are familiar stuff requiring only brief comment: heated and active-ventilated seats (though why not active cooling, not just ventilation?). Keyless GO (I wish the system could be programmed to remind me only once not to forget the key, instead of binging away with the key remaining pocketed all the while). Parktronic (electronic curb feelers that, thankfully, can be deactivated).

Other features are rather more elaborate, if not downright bizarre. The Dynamic Rear View Monitor has a safety feature I heartily applaud: When in Reverse, the nav-system screen shows an aft-mounted camera's view of what's directly behind the car. Given that a lot of driving begins with backing out of a driveway, this is a safeguard that no child has wandered directly behind the car after you've checked your mirrors. A quick glance to the screen also identifies that no one has left a tricycle or skateboard back there.

To me, though, its Dynamic function is "why tech." The screen's wide-angle view contains four lines, one pair indicating car-width directly aft, the other pair keyed dynamically to steering input and showing the car's potential path. We all thought of rear-view monitoring as a supplement to, not a replacement for, looking aft. None of us, for example, had any thoughts of parallel-parking using this gizmo.

Night View Assist is another significant feature of the Premium 3 package, and a most impressive one it is. The headlights have infrared projector beams. A windshield-mounted sensor translates their invisible — but rain-, snow- and fog-cutting — illumination into a high-resolution 8-in. display in the instrument cluster. When activated, an incredibly sharp black-and-white image takes the place of the speedometer, the latter's function picked up by a bar graph at the bottom of the display. We all thought of Night View Assist as a useful supplement to inclement nighttime driving, its location and sharpness making it all the more functional in peripheral view. By the way, Cadillac found few takers for its night vision; it's no longer available. Lexus has one optional on its LX 470.

Why-tech to some were the Drive Dynamic Multicontour Seats with Four-Level Massage Function (a staff favorite of the latter: Quick and Vigorous). Its Drive Dynamic feature was initially entertaining: As cornering loads grow in one direction, your opposite seat bolster inflates more or less proportionally. I likened it to a Disneyland ride simulation and thought that, occasionally, it was a quarter-beat early or late in its reaction. None of us kept it on for long.

In fact, Kott put it well: "This car has an incredible number of features, but also a really well-done control interface. That is, it's easy to identify which features you don't want — and how to turn them off."

The control interface he's talking about is a reconfigured COMAND, the term collecting significant letters from "cockpit management and data system." It's my handwriting in the car's notebook that opined, "This new COMAND is iDrive done correctly." Like this oft-maligned BMW controller, COMAND uses an oversize knob to select and activate screen menu items. Unlike iDrive, though, there's a console-mounted wrist-rest that helps orient COMAND's fore/aft-twist-and-push maneuvering. The wrist-rest lid also flips up to reveal the cellphone controls.

Also, as is common these days with gadgets, there's a multiplicity of access. For audio, nav system and phone, S-Class drivers have a choice of conventional buttons on the center console, rocker switches on the steering wheel, a standard-equipment Voice Control System or COMAND. In fact, there's a "favorite button" on the console programmable for toggling just about any S-Class feature of the driver's choosing.

The COMAND display uses thin-film-transistor technology giving graphics of especially high resolution. The driver's instrument cluster is also a TFT display, its analog speedometer swinging a graphic-image needle rather than a mechanical one.

This new COMAND generally garnered staff approval. "I like the simple fore/aft toggling through menus," said Kott, "The vernier scale for radio tuning is especially slick, with gearing such that I don't bother with presets. I just twirl the knob."

"The top-down-menu approach is great," said Senior Technical Editor Patrick Hong, "It's easy to learn and to navigate. And the great thing is that there's redundancy with buttons for every feature."

Of course, there would be at least one nay-sayer: Said Bryant, "I see no advantage in the COMAND knob where conventional radio and climate controls work just fine. It still strikes me as overdone."

In fact, no car is utterly without faults. Noted Kott, "This is a really magnificent car. But I wish Mercedes would take a tiny hit on aerodynamic drag and fit decent-size rearview mirrors." Others of us agreed.

Yet it's also easy to sum up our experience with this new flagship of the Mercedes-Benz lineup.
Wrote the Editor-in-Chief, "This is the best S-Class I've ever driven."

Date Tehnice

[Kenny]

Astept un comparo cu Lexus LS .
Dupa aia mai vorbim .

[ska]

ior uish iz mai comand !
( desi parca a mai fost postat de the1... nu sunt sigur )






Lexus LS460
Mercedes S500

Here does the best car of the world come?
Lexus wants to build the ideal luxury sedan. The new LS 460 offers most modern technology, fresh Design and squints again towards Mercedes. Where does the Japanese stand in the comparison to the new s-class?

the most important in front: No, this Lexus does not have yet the hybrid drive, which makes so much wind. The Japanese present first the LS 460, their new Toplimousine, only with V8-Benziner. The hybrid model with the up-saddled electric motor, which is to be called LS 600, follows only 2007. With which, also without hybrid, at least one would be reached: About the Toyota flagship already now more one talks than ever before in his Dornroeschen career. Because the "ideal luxury sedan", so the requirement of Toyotas noble mark, schlummert in this country there - sells since 1990 modest 6153mal. To the comparison: Mercedes delivered 2005 approximately 50,000 s-classes with us alone. Completely differently in the USA, where the large Lexus has German Nobelkarossen for years suspended. In November thus the LS 460 comes. Also the fourth generation of the Japanese flagship squints again unmistakably towards Stuttgart and wants above all one: better its than the Germans. Which is still missing with the image, is one block-end broadside of High Tech novelties to make up for: Eight-stage mechanism, new 4,6-Liter-Motor, against surcharge best Pre Crash security - as if Toyotas Design Pope Wahei Hirai would know not exactly that above all the first sight counts. A back à la Jennifer Lopez: With the LS is properly which to. And there the new LS can be able to be seen finally in the circle of the large ones. Calm surfaces, wuchtige flanks, strong conditions on the trace grown by 45 millimeters - the Japanese urge to put a large car works in a forced manner, but self-assuredly. And details like enormous final pipes or the saucy headlight ring demonstrate proud courage only the rear bumper carry a mismatching ring prosperity bacon. In the comparison works S 500, which is just as large nearly on the centimeter, almost delicate. And inside a trace more airily owing to narrower roof columns and larger glass areas. Both five-meter ships offer place in the abundance and luxury up to the play border: Key lot door opening, electrically adjustable seats, leathers and wood are in series, in the Lexus also a navigation system. The rear single seats (surcharge) in the test LS float between Minister armchair and cinema quality: In the central arm rest are separate seat and climatic attitude, ice subject and the operation of the DVD system with monitor in the roof sky. Gibt's with Mercedes also. In the cockpit only the personal taste decides. Approximately around the steering wheel of the Lexus the switches sprout such as mushrooms after the rain - who despairs with iDrive of BMW, deeply felt in the LS 460 the classical search task. Quality and equipment in the noble Toyota are premium. "our older customers" want, answer that the Lexus developers. The s-class, which banished its small shift lever to the steering column, is clearly more cleared up. For the goal of building again the most comfortable drive of the luxury class Lexus again designed the whole car. The humming 4,6-Liter-Achtzylinder solves the conflict "suction tube or direkteinspritzung?" in its way: It has both. Depending upon load the fuel before or behind the valves is injected. Result are 380 HP, best exhaust gas values and 5.7 seconds to 100 km/h. Those world-wide first mechanism with eight stages is to switch as gently as a butterfly wing strikes. The s-class has seven stages, gets its 388 HP from the larger capacity of 5,5 litres. But crucially always is the travel quality, and there Lexus wants to be again the whispering master of its class. But large parts of the chassis from aluminum are pneumatic cushioning with electronic absorber adjustment are in series on board. On their European tuning the technicians work at present likewise with high pressure as on the electrical steering element with variable translation. Both was laid out so far amihaft softly, the tauter air chassis of the s-class is considered here than yardstick.
TV with the price (probably scarcely 80,000 euro) might be to the LS clearly under that of the Mercedes (89,668 euro), the equipment is not certain not. That applies also to the two safety packages, which combine spacer radar, tail Kollisionswarner and driver monitoring in new way. They alone are their own test worth, there may we already times buckle the seat belt itself. Only it will never give one Diesel in the LS. But the hybrid. Japanese Dornroe awakes. Result of AUTO picture test editor Joachim State of no doubt, Lexus arrived above. Technically the LS 460 drives to no more comparable Mercedes, AUDI or BMW afterwards.

The development step from the old to the new LS is at least as large as from the Mercedes the W 220 to the current s-class.

No question: This new Lexus is a genuine alternative to the German luxury liners, which could score at the most still in a discipline: the driving dynamics.

Technische Daten Lexus LS 460 V8 • 4 Ventile pro Zylinder • 4 obenliegende Nockenwellen • Hubraum 4608 cm³ • Leistung 280 kW (380 PS) bei 6400/min • max. Drehmoment 493 Nm bei 4100/min • Hinterradantrieb • Achtstufen-Automatikgetriebe • Luftfedersystem • Kofferraum 510 Liter • Tank 84 Liter • Länge/Breite/Höhe 5030/1875/1465 mm • Reifen 235/50 R18 • Leergewicht 1945 kg • Spitze 250 km/h • 0–100 km/h in 5,7 s • Verbrauch 11,1 l Super/100 km • Preis ca. 80.000 Euro

Technische Daten Mercedes-Benz S 500 V8 • 4 Ventile pro Zylinder • 4 obenliegende Nockenwellen • Hubraum 5461cm³ • Leistung 285 kW (388 PS) bei 6000/min • max. Drehmoment 530 Nm bei 2800/min • Hinterradantrieb• Siebenstufen-Automatikgetriebe • Luftfedersystem • Kofferraum 560 Liter • Tank 90 Liter • Länge/Breite/Höhe 5076/1871/1473 mm • Reifen 235/55 R17 • Leergewicht 1940 kg • Spitze 250 km/h • 0–100 km/h in 5,4 s • Verbrauch 11,9 l Super/100 km • Preis 89.668 Euro

[hansolo]

Pe km77 e comparat si GS450h cu seria 7 si S. Incredibil: un benzinar (hibrid, e drept) consuma la 200km/h mai putin ca un diesel de aceeasi putere.
Au mai testat acolo si LS600h (cum naiba au reusit?).

[IulianE]

...intotdeauna japonezii au copiat masinile europene...

[dany_s]

ai dreptate iuliane, esti tare....
imi place cum noul S are farurile aproape identice cu cele de pe RX, dar fiind Mb si chiar S, il iertam

am citit comparo-ul asta dar nu prea am inteles pozitia lor ....probabil e o traducere dein aia gratuita de pe net si a iesit cam aiurea

Aceasta postare a fost editata de dany_s: 11 octombrie 2006 - 02:06

[Maxy]

Farurile de la S klasse identice cu cele de pe RX? http://www.garajul.r...tyle_emoticons/default/wtf.gif

Aceasta postare a fost editata de Maxy: 11 octombrie 2006 - 10:41

[dany_s]

punele in 2 poze una langa alta si o sa observi

[ska]

frumos e Doamne pe alb... http://www.garajul.r...tyle_emoticons/default/crazysanta.gif

[ska]

AUTOS IM TEST

Mercedes S 500 4matic
387 PS/285 kW, Allradantrieb, permanent, 0-100 km/h in 5.8 s, 250 km/h Spitze


Audi A8 4.2 FSI quattro
349 PS/257 kW, Allradantrieb, permanent, 0-100 km/h in 6.7 s, 250 km/h Spitze



LUXURY WITH ROAD GRIP
The specialist for fine Allradler is called AUDI. With new, 350 HP strong V8-FSI-Motor in the A8 support the Ingolstaedter their authority, see themselves however confronted with a step-safe challenger from Stuttgart. From there 388 HP strong Mercedes S 500 4MATIC approaches also again developed all wheel system nearly already exemplary stands the term s-class for German luxury automotive manufacture absolutely. Just as plakativ the term stands quattro for progressive all wheel technology. And as AUDI with the A8 in the meantime its authority in the luxury segment proved, gets ready to now also Mercedes to good-close with the completely again developed all wheel system 4MATIC soil on the luxury all wheel sector. 388 HP strong S 500 4MATIC start here for the first time against the mandatorily four-wheel-driven strongest Achtzylinder-A8. The AUDI A8 4,2 FSI quattro had recently 350 HP a strong V8 with FSI fSI-Direkteinspritzung and replaces the predecessor with 335 HP.

Much speaks 500 4MATIC in the duel of the luxury Allradler for the Mercedes S. It is more strongly, faster, fits more comfortably than the AUDI A8 4,2 FSI with springs and decides with its large trunk and with the more extensive safety equipment also the body chapter for itself. Its new all-wheel drive works on same traction-strong level as the proven quattro drive of AUDI. Nevertheless the A8 is altogether the agilere and more harmonious car. The A8 gains the crucial projection/lead however only in the cost chapter. With a basic price difference in the equivalent of a small car the AUDI points to the Mercedes clearly into its barriers, without it offers clearly less in its characteristics. The new FSI-V8 can keep up in its efficiency not completely with the capacity-stronger Mercedes-V8, but the gasoline direct A splash uses clearly less and runs just as cultivated as S 500-Triebwerk.

LINK TEST

[CrisArkgoth]

Messwerte Audi BMW Mercedes-Benz
Beschleunigung 0-50 km/h 2,5 s 2,5 s 2,6 s
0-100 km/h 6,2 s 6,8 s 6,6 s
0-130 km/h 9,5 s 10,8 s 10,3 s
Zwischenspurt 60-100 km/h 3,2 s 3,6 s 3,3 s
80-120 km/h 3,6 s 4,3 s 4,2 s
Leergewicht/Zuladung 2015/530 kg 2165/455 kg 2240/400 kg
Gewichtsverteilung v./h. 60/40% 51/49% 54/46%
Wendekreis links/rechts 12,1/12,4 m 12,3/12,5 m 11,9/11,8 m
Bremsweg aus 100 km/h kalt 37,3 m 37,7 m 37,8 m
aus 100 km/h warm 37,8 m 37,0 m 38,2 m
Innengeräusch bei 50 km/h 57 dB (A) 55 dB (A) 56 dB (A)
bei 100 km/h 62 dB (A) 62 dB (A) 61 dB (A)
bei 130 km/h 65 dB (A) 66 dB (A) 65 dB (A)
Testverbrauch 10,0 l Diesel 9,9 l Diesel 10,5 l Diesel
Reichweite 900 km 890 km 860 km

LINK TEST

[ska]

Mercedes S 600 lang
PS/KW 517/380
0-100 km/h in 5.20s,
Hinterrad, 5-Stufen Automatik
250 km/h Spitze
Preis 155355 €

BMW 760LiPS/KW 544/400
0-100 km/h in 4.70s,
Hinterrad, 8-Stufen-Automatik
250 km/h Spitze
Preis 144800 €



The fact that Mercedes S 600 with long wheel base wins this comparison test is not only at its S-class-typical comfort and the material and quality of workmanship high-quality in the detail, but also because of its good conception in the driving dynamics valuation. The 760Li in this mark-typical parade discipline nevertheless keeps scarcely the nose in front. Above all BMW in city traffic lets the integral active steering element work expressed handily.

http://www.autozeitu...de/382783/fazit

[ska]

Porsche Panamera 4S
PS/KW 400/294
0-100 km/h in 4.60s,
Allradantrieb, permanent, 7-Gang-Doppelkupplung
282 km/h Spitze
Preis 102251 €

Mercedes S 500 4Matic
PS/KW 387/285
0-100 km/h in 5.30s,
Allradantrieb, permanent, 7-Stufen-Automatik
250 km/h Spitze
Preis 100317 €

BMW 750i xDrive
PS/KW 408/300
0-100 km/h in 5.40s,
Allradantrieb, permanent, 6-Stufen-Automatik
250 km/h Spitze
Preis 97400 €

In Zuffenhausen may be further-celebrated, because the Panamera gets again the victory. It unites one is pleased digen engine and an extremely high drivingdynamic potential with high everyday life fitness and tidy suspension. The matured S-class sets on comfort instead of on driving dynamics. Small consumption helps the luxury liner on the second place. BMW costs clearly less as the competition and is besides more dynamically than the Daimler. The bear-strong V8 supplies good road performances, is however too thirsty. Also brakes and suspension earn fine cross section.

http://www.autozeitu...de/384059/fazit

[ska]

http://www.autobild....se_1036272.html

Noul Audi A8 4,2 FSI vs Mercedes S500

Surely, he is large and heavy. But puts but also unbelievably much in it: A8, to it is not to be shaken, marked immediately the state of the art in the luxury class. The fact that it appears in addition more wuchtiger than so far can please one, must it however not. And the S-class? Still a sin worth, no question. Only: So comfortably as before it will not no more have it.

[Frank SF]

deci care cistiga?!

[ska]

nu scrie.
poate sunt egale?

oaspetele, ajuta-ne cu traducerile

[alex230ro]

Frank SF, la 28 ianuarie 2010 - 02:27 , a spus:

deci care cistiga?!

bmw 760I?