). Αλλά το πιο ολοκληρωμένο υπερσεντάν λέγεται MB C63S ενώ η παραδοσιακή επιλογή ή πεπατημένη αλλιώς, θα παραμένει στη BMW Μ3.g8777 έγραψε:Δια εσυ εχεις ιταλικο;
REALZEUS έγραψε:Ε τουλάχιστον στα ιταλικά κάνουν beta testing για 2 χρόνια. Όχι σαν τις BMW που 10 χρόνια μετά δεν έχουν καταφέρει να φτιάξουν τους πολλαπλασιαστές και τα μπεκ και τα VW που ακόμα αλλάζουν DSG για 4η φορά.
Deleted User 1 έγραψε:http://www.motortrend.com/cars/alfa-romeo/giulia/2017/alfa-romeo-giulia-quadrifoglio-bmw-m3-mercedes-amg-c63-cadillac-ats-v-comparison/?sm_id=organic_fb_social_MT_170227_sf59007137#sf59007137
We’ve been tough on BMW for this generation of M3 and for good reason. Its engine sounds like a garbage disposal and makes more power than the chassis seems capable of handling. Its steering offers practically no road feel, and the dual-clutch transmission moves it off the line with either the urgency of a sloth on Dilaudid or enough wheelspin to obscure a complete neighborhood in tire smoke.
The M3’s Competition Package, new for 2016, demonstrates the importance of proper tuning. Apparently, all it took was a bunch of minor tweaks to transform the F80-chassis BMW from a discordant mess into a convincing imitation of a proper M3.
Stiffer springs, retuned dampers, and stouter anti-roll bars are a recipe for a tauter ride—and kudos from us because an M-car should be focused on performance and not solely on comfort. The comp-pack’s steering is way better than the regular F80’s, too, having learned a few tricks from the hardcore M4 GTS. The big on-center dead spot has become smaller, but the assist programming is all wrong. Like the larger, still hydraulically assisted M5 and M6, the M3’s steering effort is adjustable to three levels, all of which are far too heavy.
The last time around, the M3 eked out a slight two-point victory over a C63, but now it’s swapped its gold medal for a bronze. The C63 hasn’t changed—so what happened? This would be a good time for the Competition package’s performance review.
Even on the base 18-inch wheels, a regular M3 is firm. In our last go-round, the M3 had optional 19-inch wheels, shrinking the sidewalls and hardening the blows to the suspension. Adding the Competition package’s 20-inch wheels with hockey-puck sidewalls, stiffer springs and dampers, and thicker anti-roll bars degrades the ride even further, increases road noise, and effectively removes the veneer of refinement that makes an M3 tolerable on a daily basis. Part of the M3’s appeal is its ability to fill every need, from track-day toy to romantic-dinner shuttle. The Competition package removes civility, and it even rejiggers the electronic modes, which means that comfort mode isn’t very comfortable anymore.
This newest M3 is finally a well-rounded sport sedan. It has a great back seat, a powerful engine, and it looks fantastic, especially with the GTS-inspired wheels. The fact is, though, it’s a decade behind the Cadillac dynamically, a full luxury class behind the Mercedes in interior quality, and nowhere near as multitalented as the Alfa Romeo.
To our surprise, the Alfa showed no sign of weakness during this long, abusive test. Instead, it charmed us all and crippled the competition, claiming an easy victory.
Why so easy? The sheer breadth of its capabilities. The Giulia is a jack-of-all-trades and master of most. Whereas most cars do one thing well at the expense of everything else, the Giulia simply does everything well. For example, it rides so smoothly, is so quiet inside, and cruises down the highway with such relaxed confidence that we GPS-verified its speedometer to ensure it wasn’t optimistic by 15 mph.
But then, with the mode selector in Race mode, the Alfa forgets about luxury, transforming into a violent sports sedan with a bad boy attitude none of its three competitors can come close to matching. On track, the Alfa demonstrates athleticism nearing the Cadillac’s but manages an even quicker lap time.
This five-seater possesses the same preternatural ability as the best recent Ferraris to follow your wishes no matter how absurd the request. It does things that seem impossible, feeling like it could change direction while airborne. It shrugs off jumps, bumps, surface changes, and camber swaps as if the laws of physics were rewritten especially for it. You know there must be electronic trickery happening, yet you feel none of it. And better, all of this capability is met with equal parts fun, and that’s something so often missing in very fast cars. The Giulia Quadrifoglio is the closest thing to a Ferrari sedan you can buy.
Another reminder that we were in an Italian car hit us when we briefly warmed up the Giulia using the remote-start feature. After we entered the car and pushed the start button, the Alfa died. A quick restart illuminated the check-engine light and brought up two messages: “Service Electronic Throttle Control” and “Service Engine.” The Giulia still drove, but it wouldn’t move out of its low-boost advanced-efficiency mode. Fortunately, at the next stop, our always prepared assistant technical editor, David Beard, plugged in his OBD II scanner and cleared the codes. It cured the Alfa, but the fault returned when, in the interest of science, we tried remote-starting the car again. Alfa should include an OBD II scanner as standard equipment, and customers should consider themselves part of the development team.
We are willing to overlook this hiccup, but it’s a reminder that Italian cars are part comedy and part tragedy. In the Giulia’s case, the comedy far outweighs the tragedy, at least for now.
Another reminder that we were in an Italian car hit us when we briefly warmed up the Giulia using the remote-start feature. After we entered the car and pushed the start button, the Alfa died. A quick restart illuminated the check-engine light and brought up two messages: “Service Electronic Throttle Control” and “Service Engine.” The Giulia still drove, but it wouldn’t move out of its low-boost advanced-efficiency mode. Fortunately, at the next stop, our always prepared assistant technical editor, David Beard, plugged in his OBD II scanner and cleared the codes. It cured the Alfa, but the fault returned when, in the interest of science, we tried remote-starting the car again. Alfa should include an OBD II scanner as standard equipment, and customers should consider themselves part of the development team.
We are willing to overlook this hiccup, but it’s a reminder that Italian cars are part comedy and part tragedy. In the Giulia’s case, the comedy far outweighs the tragedy, at least for now.
)+περισσότερο βάρος. 
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