For Whom the Bell Tolls

Sentimental Journey …


Journalism & Car Industry, the synergetic existence. Journalist Erhard Roeder, his wife, his brother-in-law Dr. Gerhard Gallus & his trusty VW Beetle from 1950, displaying a trophy on its rooftop designed by his brother-in-law and signed by all the region’s  journalistic publications, TV and radio stations at the time. photo: Erich Gallus.

Mightier than the sword?

We applaud courageous journalism in situations of apparent inequality or clandestine motive. Journalists have long championed cause, often at their peril. Just think of Turkey – a country on the fast lane right into despotism, arbitrary totalitarianism and journalists are incarcerated for voicing the democratic views of the many..

However, with hype journalism are we holding a double edged sword? Journalists, mark scientist, engineer and inventor Alexander Graham Bell’s words:

Don’t keep forever on the public road, going only where others have gone and following one after the other like a flock of sheep. Leave the beaten track occasionally and dive into the woods.

This does not only hold true for journalists following the common trend and creating one shortsighted hype after another. It also applies to politicians who eagerly seek a populist position to inflate their own standing among populist environmental movements by bashing industry, more particularly the Geman car industry and its combustion engines. Little attention, nor journalistic time is paid towards the developments in synthetic fuels or advanced power outputs of today’s diesel engines.

Our political and journalistic colleagues have embraced and created a legacy of mythological follies surrounding the combustion engine and have become blinded to the fact that the well-to-wheel, womb-to-tomb energy balance of electric vehicles is far more detrimental to our environment. At Stuttgart University they have proven that industry can create CO2 neutral fuels. Who talks about that, such a monumental feat and seemingly placed in the bottom drawer when it comes to capturing the lead lines or attention of our elected leaders? The mind boggles – in dismay and dispair.

Still, we believe the death-bell will more likely toll for blinkered politicians than for journalism or the combustion engine or excellent engineering. Despite the populist road we’re being encouraged to take, the unbeaten track Bell suggests is still discoverable. Allow journalism to detour our attention back to the combustion engine for the drive into the woods.










Twitter replacing Blog

A Word in Edgeways:

Change, the only Constant we Know

You, my faithful readers, will probably have asked yourselves: What has happened to my Blog “En route with…”?

The answer is rather simple: I have become infected with the Twitter virus. I was told one does not exist as a journalist and PR professional unless one indulges in more or less lucid comments.

So this is where you can follow up on my comments, concerns or opinions:

Yes, these tweets are very condensed, but they can spread more easily. Which is why I, too, have opted for this further tool of communicating with a wider public.

KISS: Keep it short and simple. Even if the topic frequently is extremely complex.

Stay tuned in. Looking forward to reading your comments ;-) .



Synthetic Fuels

SCheiderA Strong Case for Alternative Fuels

“There is enormous potential in synthetic fuels”, says Mahle CEO Wolf-Henning Scheider. It is a known fact that combustion gngines with synthetic fuels can significantly help to reduce CO2!

Why is the money squandered on price reductions for e-mobility vehicles rather than injecting the money into R&D for producing synthetic fuels at a reasonable price, one may well wonder. At last there is a CEO who resolutely speaks in favour of alternative synthetic fuels!

Here is an excerpt from Scheider’s speech on account of yesterday’s Annual Report:

“In the long term, synthetic fuels even facilitate CO2-neutral individual mobility with the combustion engine too, since they bind just as much CO2 during production as they later emit during combustion.

MAHLE is therefore making the case in the industry and in politics for the effective promotion of alternative fuels — that is to say, synthetically produced fuels, ethanol, and CNG. Alternative fuels constitute the fastest route to reducing CO2 in the transportation sector.

At the same time, no major interventions in the supply infrastructure would be necessary. Furthermore, they also represent a long-term solution to producing climate-friendly commercial vehicle powertrains.”


High Flyers

A Celebration of the 911

The 1970 F-model, the G-model from 1981 and the current 911 taking off into the sky – Porsche finally has its spectacular monument right in the centre of Porscheplatz. This is bound to attract even more friends and lovers of the iconic marque.

Learing to fly !

Learing to fly ! Photo: Roeder.

“Inspiration 911” has transformed Stuttgart-Zuffenhausen’s most famous roundabout in front of Porsche Museum. And the thousands of motorists passing it daily will see a towering tribute in white to the eternally young 911, to the people at Porsche and to the epicentre of the Porsche group exemplified by the listed red brick building just 300 metres away, where the 911 story began.

A splendid inauguration ceremony officially dedicated the sculpture to the public, and the road leading to Porscheplatz was cordoned off for all but a moving collage of selected Porsche sports cars. This outstanding work of art that British artist Gerry Judah created for Porsche is a variation on the acclaimed temporary sculpture which he had conceived for the Goodwood Festival of Speed in 2013 to celebrate 50 years of the Porsche 911.

This sculpture completely designed in white has quite obviously been built to stand for decades, very much in keeping with the never-ending story of Porsche passion and of the 911 in particular. No other sports car model has survived for anything like as long and kept its essential identity through now seven evolutionary phases. It is still the benchmark for its class and has created a myth beyond compare.

The artist’s idea, inspired by this myth, is wonderfully simple: Three cars – that is three actual cars minus only fluids – are fixed to three elegantly asymmetrical arms that reach out into the sky; one to Austria, where in Gmünd back in 1948 Ferry Porsche built the first 356 which started it all, another towards Saxony and to the second Porsche plant in Leipzig. Not far from here Porsche have recently bought the toolmaking division of KUKA Systems. This is another subsidiary and now operates under Porsche Werkzeug GmbH. The third highlights nearby Weissach, where all Porsche cars are designed and developed and which simultaneously is the hotspot of the successful racing division which this year has really taken off in a big way with their World Endurance Racing triumphs.

The 24 metre high “Inspiration 911” has given Stuttgart another significant landmark. It pinpoints the sports car manufacturer’s longstanding commitment to the city and pays homage to Ferry Porsche’s dictum: “Those who are fortunate enough to build a business from a dream owe it to the world to be the custodians of that dream.” This belief has now been visualised and planted solid in the ground while still displaying the sheer dynamism and inspiration that will take Porsche into the future.

Susanne Roeder

Let’s Twist Again: Spanischer Tanz auf Eis und Schnee

Loves rough terrain and snow: Seat Leon X-Perience.

Loves rough terrain and snow: Seat Leon X-Perience.

Agiler Seat Leon X-Perience meistert

verschärfte Anforderungen dank Allrad

Ein guter Tänzer lässt sich nicht aus dem Takt bringen, macht keinen Schritt daneben. Damit Autos in gebirgigen und schneereichen Gegenden in der Spur bleiben oder schnell wieder in diese finden, brauchen sie zumindest permanenten Allradantrieb. Mit gutem Grund. Denn was einen Front- oder Hecktriebler an vereister oder verschneiter Steigung schnell durchdrehen lässt, bringt einen Pkw mit Allrad noch lange nicht aus dem Takt. Der Seat Leon X-Perience jedenfalls – das X symbolisiert Allradantrieb – bestand den Härtetest im Schnee von Tirol. Ob unebenes Gelände, schneeglatte Rodelpiste, gebirgige Steigung mit schlagartig verändertem Fahrbelag oder Ausweichmanöver vor plötzlichen Hindernissen – der Allrad-Kombi im Offroad-Look ist den Widrigkeiten winterlicher Straßenverhältnisse wegen seines Antriebs gut gewachsen, kehrt selbst im Anschluss an absichtlich oder unabsichtlich herbeigeführte Drifteinlagen sicher und stabil auf den richtigen Weg zurück.
Mit dem X-Perience (drei Turbodiesel mit einem Leistungsspektrum von 110 bis 184 PS, ein 1,8 Liter Benziner mit 180 PS) steht seit wenigen Monaten ein solides neues Allradmodell in feschem Gewand parat – für 28.75 bis 33.060 Euro. Der solide Spanier unter dem Dach von Volkswagen ist mit einer Haldex-Kupplung der fünften Generation und ABS ausgestattet, wie in vielen Fahrzeugen der Wolfsburger verbaut. Die hydraulische Lamellenkupplung mit elektronischer Regelung ermöglicht automatisch eine variable, gleichmäßige Kraftverteilung zwischen vorderem und hinterem Achsgetriebe. Bricht das Fahrzeug aus, greift das ESP ein, bringt das Auto trotz gedrücktem Gaspedal quasi zum Stehen, um es zu stabilisieren und sodann eine Weiterfahrt zu ermöglichen. Das System regelt stufenlos bis zu 100 Prozent in beide Richtungen. Merkt die Haldex-Kupplung, dass das Fahrzeug zum Beispiel auf der Vorderachse gar keine Haftung hat, so schickt sie die Kraft stufenlos nach hinten, im Extremfall um bis zu 100 Prozent.
Neue Stoßdämpfer stellen sich der rasanten Fahrt über Stock und Stein. Der kommen auch 27 Millimeter mehr Bodenfreiheit sowie eine robuste Schutzverkleidung der Türschweller und Radhäuser entgegen. Lenkung und Ansprechverhalten des X-Perience sind angenehm direkt.
Wie präzise und sicher das Fahrzeug mit Allradantrieb unterwegs ist, lässt sich spätestens im Vergleich erkennen, nämlich wenn man ESP ausschaltet. Das ist das Spielfeld für Freunde des Driftens. Denn jetzt bricht das Auto viel schneller aus, das System greift erst deutlich später regelnd ein. ESP auch in ausgeschaltetem Modus noch zu 25 Prozent aktiv. Bei jedem Neustart des Motors, ist ESP wieder voll aktiviert.
Der Grenzgänger zwischen der Kombivariante Leon ST mit Allrad und einem im Portfolio von Seat noch nicht vorhandenen ausgewachsenen Geländewagen ist ein familienfreundliches Allwetterfahrzeug, das Wertigkeit und Wohlfühlambiente vermittelt und gleichzeitig eine sportlich sichere Fahrweise erlaubt. Bernhard Bauer, seit wenigen Monaten neuer Seat Geschäftsführer in Weiterstadt, ist überzeugt davon, dass der X-Perience seinen Teil zu einem weiterhin hohen Absatz beiträgt.
In Deutschland hat Seat in den vergangenen Jahren um mehr als 60 Prozent zugelegt, mit jeweils zweistelligem Wachstum pro Jahr. „Diese Marke ist unwahrscheinlich in Bewegung,“ freut sich Bauer. Was wenige wissen: Die mehr als 93.000 verkauften Seat-Modelle des vergangenen Jahres stabilisieren den spanischen Automobilhersteller auf dem zehnten Platz der meistgekauften Marken in Deutschland. Auch der Marktanteil von Seat Deutschland hat mit neun Prozent deutlich zugelegt. Denn während der Privatkundenmarkt in Deutschland seit Jahren absackt – von einst 68 Prozent auf mittlerweile 30 Prozent – ist Seat weiter gewachsen. Und ganz besonders erstaunlich: Auch im Flottensegment zeigt sich die Marke auf Erfolgskurs, mit einem satten Plus von 27 Prozent.
Das neueste Mitglied in der Leon-Familie setzt die auf Nachhaltigkeit ausgelegte Produktionsweise übrigens fort und wird wie alle Leons zu 25 Prozent mit Solarenergie produziert.
Susanne Roeder

Encore, encore! Let's go dancing in the snow again.

Encore, encore! Let’s go dancing in the snow again.

Run Silent, Run Deep

The Audi A3 e-tron Sportback

Posted on August 5th, 2014 by Susanne Roeder & Ian Kuah


The most outstanding quality of Audi’s A3 e-tron Sportback plug-in hybrid that very quickly becomes apparent to a first time driver is how seamlessly the two disparate halves of its powertrain integrate in real world driving conditions.

Unlike a pure electric car, you hardly have to learn anything new to operate this petrol-electric hybrid, and what you do need to know can be conveyed in a matter of minutes when your dealer hands the car over.

Another positive aspect of the e-tron’s dynamic performance is the way it goes down the road. With springs and dampers uprated to cope with the e-tron’s 320kg of extra weight, its feels even more supple and mature in the way it tackles bumps than a normal A3. 


The 1.4 TFSI motor has 150hp and 250Nm of torque. The electric motor is rated at 101hp (75kW), with 330Nm of torque. However, as the power delivery curves are not additive, the total system power works out at 204hp, with a total system torque of 350Nm. The compact electric motor weighs 34kg and sits between the 100kg transversely-mounted internal combustion engine and the six-speed S-tronic gearbox with integrated drive de-coupler.

The presence of this de-coupling clutch is significant as one of the issues with electric and hybrid cars is the un-natural feeling of strong deceleration when you take your foot off the throttle.

This is caused by the strong braking effect of an electric motor when it is not delivering power. However, it turns out that coasting is a more efficient use of kinetic energy than brake recuperation, so this solution kills two birds with one stone.

The fact that an electric motor develops its peak torque at zero revs gives the e-tron very good low-end punch, and this is reflected in its 0-60km/h time of 4.9 sec. The 0-100km/h time of 7.6 sec is not quite hot hatch beating, but is more than adequate. Top speed in petrol mode is 222km/h, and you can run at up to 130km/h in e-mode, which corresponds to the highway speed limit in most European countries.

If performance is good, economy is outstanding, and Audi claim the A3 e-tron will do 1.5 L/100km or 188 mpg in old money, with emissions a paltry 35g/km. In real world driving on our test route, which included everything from the urban grind in Vienna to motorways, we saw an average of 4.3L/100km or 65.7mpg, which is still very impressive.


The e-tron’s ability to run in pure electric (EV) mode for 50km on a full charge means that for most people, the daily commute with zero emissions is taken care of. The fuel tank takes 40 litres, which is good for 650km. Using both power modes in tandem, the car has a potential range of up to 890km.

The 18 km drive from Vienna airport to our hotel was well within the A3 e-tron’s EV range, and it was actually very pleasant to cover this distance with a total lack of mechanical noise and vibration.

While you can certainly hear the stereo better at a lower volume, this also implies that a base car with low chassis rolling noise is desirable. Thankfully the A3 also delivers in this respect.

Our test cars were pre-production examples, and while there will be some further software updates before the A3 e-tron goes on sale in the late summer, the cars we drove are by and large what a paying customer can expect.

The standard Audi A3 1.4 TFSI Sportback weighs 1,230kg. With its battery pack and other hybrid componentry, the e-tron tips the scales at 1,540kg (DIN), and its 57/43% weight distribution makes the e-tron slightly less nose heavy than the 60/40% of an A3 TDI. Its electric power steering has a nice weighting for easy low speed manoeuvring, with a ratio that also made easy work of the mountain roads in the hills above Vienna.

The fact that the 125kg, 8.8 kWh Lithium Ion battery sits right down low on the floor just in front of the rear axle is of huge benefit to the handling balance of a normally nose-heavy front-wheel-drive hatchback.

Shod with grippy 225/45R17 tyres, the e-tron exhibited less understeer in bends, and less perceived weight transfer under acceleration and braking than a normal A3.

Another advantage of placing the battery pack in this position is realised in luggage carry ability, which remains unchanged from the 280-litres of an A3 quattro, expanding to 1,120-litres with the rear seats folded flat.

The floorpan is derived from the A3 quattro, with some new sheet metal in strategic places like the battery storage compartment. The centre tunnel of the quattro floorpan is required for mechanical packaging reasons, since the area where the propeller shaft and exhaust system are normally found now contains a long, triangular-section centre silencer.


From A1 to A8, consistently good build quality is an Audi strong suit, and the A3 impresses from the moment you open a door and step inside. The class leading fit and finish of its cabin sets the class benchmark, giving the impression that this compact Audi is a smaller rather than a cheaper version of their larger models. 


In the cabin, everything is exactly as you would find it in a normal A3 apart from the instrument cluster where a power meter replaces the rev counter. This indicates Charge, Efficiency, and Power Boost from the batteries. In energy recuperation mode, coasting and braking both send power to the batteries.

The familiar pop-up MMI screen on the dashboard has the usual items like sat-nav, but an extra function controlled from a button on the dashboard allows the driver to choose the running mode for the vehicle.

The first of these is EV (Electric Drive) where the e-tron runs in purely electric mode, drawing power from the batteries, as I tested on the drive from the airport to the hotel. The car’s default mode on start up is EV unless the battery is depleted.


The second mode is Hybrid Auto. In this setting, the computer decides when to run the petrol or electric motors or both for optimum efficiency. So if the batteries are getting low, the internal combustion motor will cut in to charge the batteries until they are at the point where efficient running on electric power is feasible again.

In Hybrid Hold mode, the aim is to retain battery charge, so the computer will do its utmost to use the petrol motor and coasting and braking to charge the batteries to be used later. The final mode is Hybrid Charge, where the system will try to increase the battery charge as much as possible using extra regenerative braking and the petrol engine as a generator.

If the car is running on battery power initially in very cold weather there is the issue of engine wear on the internal combustion engine if it is suddenly engaged in kick down when stone cold. Because of this, special piston rings and cylinder liners are used, and a sensor monitors oil quality.


The A3 e-tron Sportback has three independent cooling systems. The first is the normal water-cooling system for the internal combustion motor. The second is the water-cooled charge-air intercooler for the forced aspiration component of this motor.

Last but not least is the cooling system for the batteries and power electronics. This uses the heat exchange component of the vehicles air-conditioning to maintain the batteries within their rated operating temperature envelope.

That means the a/c system is always on, which is an advantage as most people are not aware of the fact that switching off the a/c in winter is bad since the small amount of lubricating oil circulating with the coolant gas keeps the rubber seals in the system from drying out. Also, as air-conditioning extracts humidity form the air, it keeps your windows clear when it is cold and damp or raining.


An A3 e-tron App for smart phone junkies allows you to access your travel data information like average fuel consumption, distance and driving time. It also tells you your battery charge status and range.


And when the car is connected to the mains charger, you can programme the air-conditioning to pre-heat or pre-cool the car’s interior, so you do not have to draw power from the battery for this task once you are driving. Mains charging time is 3 hours 45 min on a normal household supply, dropping to 2 hrs 15 min if you have a 16 Amp socket.

The Audi A3 e-tron goes on sale in Europe this summer, and in China in 2015. Audi will offer an A6 e-tron LWB in China in 2016, as a joint-venture project using many locally sourced components, and Q7 e-tron will follow.


At 37,900-euro (in Germany) Audi A3 e-tron Sportback goes head-to-head with the likes of the Toyota Prius plug-in Hybrid, which it decisively outpoints on driving dynamics, prestige and build quality. It is as large a car as most people need for their daily commute, and is a real pleasure to drive.

- the end -

Trio For Success

Porsche Development Centre Expansion

Weissach, in Baden-Württemberg, Germany, is world famous as the seat of Porsche motorsport, as well as the heart of the research and development effort that feeds Porsche’s Zuffenhausen and Leipzig factories.

However, this Porsche think tank, which also does development work for other OEs, was definitely in need of an upgrade to return its capabilities to a true cutting edge level for the next lap.

Work began last year, and the new facilities, comprising a design studio, state-of-the-art wind tunnel, and Electronics Integration Centre were officially opened yesterday, 18th July 2014.

LKZ wirtschaft 19Juli2014_smaller



Fresh, Young and Cheeky: HYUNDAI

Hyundai's smallest family member, the cute and surprisingly solid i 10.

Hyundai’s smallest family member, the cute and surprisingly solid i 10.

So Cute … you almost want to cuddle it

It has been a bestseller right from the start, Hyundai’s cheeky little i 10. It is solid, it is well-made, it is stylish and it has features that one does not usually expect to find in the A segment. In a word, it is fun to drive, definitely as a four-cylinder with 87 PS. Even its sound sounds okay. We have heard worse in bigger engines.

“Do schebbert nix. Wie machetd die des?” This is Swabian for: “Nothing clatters, How do they do it?” – words forever famous since they were first uttered by the somewhat flabberghasted VW boss Martin Winderkorn when closely inspecting the i 30 during IAA in Frankfurt. Although spoken almoust four year ago these words have become a classic and are still ringing in our ears. And just as Winterkorn must have felt surprised at the quality of the Korean cars, the little i 10 won us iover with its cuteness and solid stance.

We took pleasure in driving the agile 3.67 meter long five-door Hyundai in beautiful Rheingau. What more does one need for the town? Agreed we still prefer the version with more horsepower (87 hp, 64 kW) to the three-cylinder i 10 (67 hp, 48.5 kw). And in spite of its belonging to the A segment the i 10 has features from the B and C segment, like a heated steering wheel and automatic air conditioning. The 3-cylinder can also be had with liquid gas. The i 10 starts at 9.950 Euro. It can be ordered in three different styles (Classic, Trend, Style).

Successful hatching of the Hyundai brand.

Successful hatching of the Hyundai brand.

There is no doubt, Hyundai has left behind its status as ugly duckling. Who would have thought that the ugly duckling Atos from 1997 would evolve into a swan in the shape of Instead, it has become a very successful brand of its own competing with the “establishment”. The OEM does a lot to be present in the media, where it pursues its appearance as a young and somewhat freaky brand. Hyundai is therefore actively involved in social media like Twitter, Facebook or YouTube. One extremely successful example has been the little Hyundai video that in ten minutes quoted no less than 70 blockbuster films. Within two weeks the video had almost 250,500 clicks on YouTube.

Today the once sneered at car manufacturer has ten model ranges with fifteen derivatives, all of which sell well. From the small i 10 to the Grand Santa Fe, from conventional to latest technology like LPG and fuel cell, Hyundai has it all. With Thomas Bürkle and Peer Schreyer the Koreans have two renowned designers to rely on for a fresh and imaginative design.

Hyundai’s worldwide success stems from a bundle of factors such as design, a convincing value for money ratio, reliability, five years guarantee irrespective of the mileage. Speed is another one of Hyundai’s codes of success. The developing time for a new model has been cut in half from 48 down to 24 months. And it is to be further shortened, down to 14 months.

How better to catch emotions than with football. To further broadcast the brand, Hyundai is acting as main sponsor of FIFA and UEFA football events. During the last European Football Championship the OEM managed to raise its brand awareness from 29 to 49 per cent. Apart from acting as sponsor Hyundai actively takes part in motorsports. Thus, the Koreans will soon start during the 24 hours on the Nürburgring. The car manufacturer opened its testing ground next to the race track. Which goes to show that motorsports is a great help when it comes to developing reliable street cars that carry future technologies.

Susanne Roeder



Q be nimble, Q be quick!

The Q factor, number three in the expanding Aud SUV family.

The Q factor, number three in the expanding Audi SUV family.

Welcome to the sunny side of being en tour

This specimen of mobility was presented to the press in Barcelona, Spain, and is the hitherto smallest Audi SUV: the Q3. Indeed, that was almost three years ago. Maybe it is because it is produced in Spain, in Martorell, that Audi focussed on advertising this model in a warm and positive colour which calls for attention, almost assigning it its very own “signature colour”, namely a specifically orange metal varnish. Mind you, they call it Samoaorange Metallic, which of course does not evoke a Spanish landscape at all, but rather  alludes to the tropical island of that name in the Pacific Ocean.

So why make this outrageously orangey colour an option for the Q3? Why make the SUV  share this colour with other Audi models like the A1 on the one hand and with no less than top-notch sportscars like the Audi TTS and R8 on the other? Does this unexpected combination of SUV and Samoaorange Metallic specifically appeal to the female sex? Is it a woman’s car? We do not know, and, to be honest, do not really care. What interests us more is the car’s overall performance. Usability, performance and economy, these are the decisive criteria which our 2.0 TDI quattro S tronic with 177 horsepower (130 kw) fulfils impressively well.

The Q-Factor

Once we had overcome our lurking aversion to the unmistakably characteristic sound of the diesel, we were pleasantly surprised by the nimbleness of the car and by how long one tank would last – in spite of it being the upgraded 2.0-litre diesel. Apparently the diesel sound of the same engine with 140 horsepower is even more prominent. The definite advantage of the diesel engine over the petrol engine remains its amazing quantity of torque (380Nm), which not only makes driving a most pleasant experience, but also gives the driver the satisfaction of quick overtaking procedures.

And, although the Q3 is a fairly solid and as such a “normal” car, wherever we drove or parked the car, it certainly stood out, due to the Samoaorange Metallic. “Disrupt to differentiate”, the motto we strive to pursue in our bloggosphere, encapsulates perfectly this specific Audi. And there will be further models with the Q-factor denoting SUV or crossover capabilities firmly implanted in their DNA. Which one is going to be next, the Q4, the Q6? Will there also be a Q1 and a Q2, possibly on the platform of the A1? The Q3 uses the platform of the A3 and the VW Golf, but otherwise bears no resemblance to the sedan or hatchback.

Every inch an Audi

The Q3 has lived up to our expectations, in spite of the Samoaorange Metallic version. We would certainly choose a different colour, not least as the Samoaorange costs an extra 546.22 Euro. Incidentally, the base price for the 2.0 TDI with 177 hp is 31,218.49 Euro (net). With all the extras from the options list we had on board, the Q3 would have amounted to  48,600.84 Euro (net) or 57,835.00 Euro including VAT. In other words, one should consider the options list very carefully.

The manufacturer’s claim: “The Audi Q3 is a premium SUV with the format of the compact class. It is sporty, efficient and versatile – an urban vehicle that is equally at home on or off the road. Every aspect of the Q3 showcases Audi technology.” We do go along with this description. New as far as technology is concerned is the fact that the Q3 has its four-cylinder engine mounted transversely, which enabled the designers to give it its compact shape. Needless to say, the SUV has Audi state-of-the-art infotainment and multimedia systems on board. We had the luxury MMI navigation plus system installed. It is easy to handle, and for the extra 2,289.92 Euro offers a wide array of useful features like a voice control system that understands 12 languages or up-to-the minute online traffic information.

World premiere in April 2011 in Shanghai.

World premiere in Shanghai in April 2011.



Hoch zu Roß im Deutschen Schmuddelwinter

Der Diesel mit 177 PS (130kW) lässt echten Fahrspaß aufkommen, vor allem in Handling und Ansprechverhalten. Die Freude kommt an der nächsten Tankstelle, denn der kleine On- und Offroader ist durchaus genügsam in seinem Durst nach Sprit. Trotz ausgiebigem Austesten der möglichen Höchstgeschwindigkeit von laut Tachonadel über 220 km/h lag unser Spritverbrauch bei durchschnittlich acht Liter auf 100 Kilometer. Der Sound im Sportmodus ist etwas bissiger, für unsere Ohren angenehmer, weil der Diesel in den Hintergrund tritt. Bei genügsamer Fahrweise reicht eine Tankfüllung (64 Liter) für gut 1000 Kilometer. Das Leergewicht fällt mit 1585 Kilogramm für ein Auto dieser Kategorie gering aus und ist ein weiterer Grund für den relativ geringen Spritverbrauch samt entspanntem Wohlgefühl im hohen Geschwindigkeitsbereich.

Der Q3 ist ein Audi durch und durch, in der Designsprache genauso wie im Fahrverhalten. Ein agil kompakter Alleskönner und bisher kleinstes und jüngstes Mitglied in der SUV Familie der Ingolstädter. Fazit: Es muss nicht immer ein RS sein, zumal die erhöhte Sitzposition zum Cruisen und Genießen der vorbeigleitenden Landschaft verleitet.

Susanne Roeder


Aquam e Pumice postulare

Chancellor Dr. Angela Merkel: “Eine Maut wird es mit mir nicht geben.”

Already forgotten?

Matthias Wissmann: What about it?

Politics in Brussels: Only eating Brussel sprouts?

So this is the latest addition. 8 points is not the issue. But the money one has to pay. And who decides on what road what speed is permitted? Whereas on some long and winding roads it is only possible for the advanced driver to reach the allowed 100km/h, on other totally straight roads it is 60km/h – where the speed limit used to be 100km/h. Just one example.

Änderung des Bußgeldkatalogs

So, again, cash cow car driver. All the other countries, yes, they do have a Maut System of some sort. However, the Germans already pay incredible taxes for petrol (75 %). And e-mobility is heavily sponsored, and still intolerably expensive, simply because the well-to-wheel balance does not work.

Frau Merkel, you once studied physics, did you not? So where is the logic in this? Or are you swaying opportunistically in the wind as you have almost always done?

Source: Mobil in Deutschland e.V.