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#13 01-11-2011, 09:16 AM

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A moose test or elk test is a test to determine how a certain vehicle acts when the driver evades a suddenly appearing obstacle (such as a moose on the road). When in 1997 the newly produced Mercedes-Benz A-Class failed an examination of the Swedish motor magazine Teknikens Värld, it became well-known under the name Älgtest (Swedish for �Moose test� � in Europe the word "elk" and its cognates refer to the moose and not to the smaller animal, the cervid called, confusingly, elk in North America).
The test is performed on a dry road surface. Traffic cones are set up in an S shape to simulate the obstacle, the road and its edges. The car which is going to be tested has one belted person at each available seat and weights in the trunk to achieve maximum load. When the driver comes onto the track, he or she quickly swerves into the oncoming lane to avoid the object and then immediately swerves back to avoid oncoming traffic. The test is repeated with an increased speed until the car skids down the cones or spins around. This usually happens at speeds of about 70-80 km/h (45-50 mph) in the best cases.

BMW Fails Swedish Elk Test

We once asked a Swedish friend of ours why the engineers of that nation are so obsessed with automotive safety. She simply replied, "One word: 'MOOSE!'" Apparently the engineers in Munich didn't get the moose/elk memo, because when the Swedes put the car through their standard elk-avoidance tests which requires a sudden sharp swerve, the 5-series failed the loaded-down portion, although it passed the unloaded, driver-only section. Apparently, the ESP isn't engaging quickly or forcefully enough, possibly due to the stiff sidewalls of the run-flat tires

Is the new Astra GTC 1.6 Turbo a true athlete?

If the new Opel Astra GTC just a perfectly ordinary Astra three-door - or a true athlete?

The first result of the elk test, the Opel GTC whistles through the staggered streets, waving gently in the third lane change with the stern - and not throwing around pylons.

Motorized test is the GTC with the 1.6 turbo with 180 hp, the most powerful engine available for the series launch.

What so make a new shock absorber can do: With a modified front axle wants to make the Opel Astra to hit. AUTO BILD clarifies how well this has been achieved at GTC.

Heinrich Lingner from "Hold still inside," says Simon Hucknall, "which goes well with more than 65 things." The PR manager of Vauxhall (the name Vauxhall in Britain), this maneuver with the new Astra GTC already driven hundreds of times. Therefore, he knows that foot off the accelerator, we have not here a long time. On the test track at Millbrook (Great Britain) we drive the elk test, experts say VDA lane change.

And also clarify the question: Is the new Astra GTC just a perfectly ordinary three-door - or a true athlete? First result: Opel GTC whistles through the staggered streets, waving gently in the third lane change with the stern - and not throwing around pylons. "Excellent," says Simon. Demonstrate exactly what he wanted. Become agile as the GTC is also very quiet compared to the past, but also very brave five-door Astra is.

And this is mainly due to the new front axle.

The crucial part of the new front is "HiPerStrut". The English abbreviation stands for high-performance shock absorber. The crucial part is called "HiPerStrut". The English abbreviation stands for high-performance shock absorber and was already in the Insignia Insignia OPC, in the Buick LaCrosse and offshoots Saab 9-5 used.

It differs from conventional MacPherson strut, as it does in virtually all front-wheel drive cars for use by changing pivot points and fasteners. This reduces the interference of the drive to the steering that provides more feedback and a more active driving feel.

In addition, the Opel's driving dynamics lecture chief developer Michael Harder, could build up the front wheels more grip. The rear axle was taken over by the Opel Astra five-door model, but adapted to the higher grip of the front axle. The longer rear wishbone increase the wheelbase by an inch to 2695 mm. Overall, the chassis is stiffer, the Astra lowered about 15 millimeters.

But now ending this theory, it's time for some quick laps on the handling course. The GTC draws here a very willing to give in spite of the electric power-assisted steering much of the feeling of driving and road conditions and can also be deliberately provoked by load changes do not bring out the rest.

Even with the 20-inch wheels (from 1200 � extra cost) is the sporty GTC tight enough rest will comfort, for not too bumpy to roll over the pavement joints of the test track. Another advantage of HiPerStrut suspension is the way the larger Radh�llkurve. Or put more simply: it thicker slippers fit into the wheel wells. Therefore, the 20-inch wheels are available in the price list. Motorised our test-GTC with the 1.6 turbo with 180 hp, the most powerful engine available for the series launch.

There are three versions of the 1.4-liter gasoline engine: 100 horsepower and 120 and 140 hp with turbo. The 2.0 CDTI diesel with 165 hp engine completes the preliminary offer. That there will be 2012, the OPC version is no secret. The chassis is good in any case for more than the 180-hp 1.6 turbo engine. But there are also points of criticism.

The seating position is as in the Astra from normal to high. And the rear visibility is poor. Who appointed until November a GTC, the rear parking beeper receives free. . So, as know in R�sselsheim themselves exactly what they called the drivers because expect Technical Data Opel Astra GTC 1.6 Turbo in-line four cylinder, turbocharged, front transverse � Four valves per cylinder � Displacement 1598 cm3 � Maximum output 132 kW (180 hp ) at 5500 rpm � Max. Torque 230 Nm at 2200 rpm � Front wheel drive � Six-speed manual transmission � Fuel tank capacity 56 liters � 0-100 km / h 8.3 s � tip 220 km / h � EU-mix 7.0 liters of premium / 100 km � CO2 164 g / km Price: from � 23 250.

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