Audi
April 17th, 2011 at 08:41am
Under Audi+ Menufacturer+ Sedan+ Styles
In our first drive of the 2012 Audi A6, we did something a bit unusual. We said the A6 is “approaching perfection.” We don’t drop the P-bomb too often, because there is no such thing as the perfect car. A perfected car, on the other hand, is conceivable, and after driving the 2012 A6 again, this time in diesel-powered 3.0 TDI form, we’re more convinced of Audi’s proximity to this goal. Even better, the company recently announced that the A6 3.0 TDI will come to the U.S. within the next 24 to 30 months.
Redesigned Diesel Engine
The A6 3.0 TDI’s turbo-diesel has been redesigned from the ground up. Weight drops by 11.5 percent (55 pounds) compared with the engine it replaces . Some 13 pounds were trimmed from the crankcase alone, which now is made from a high-strength cast iron. Sundry rotating parts have been lightened as well. Other changes include a redesigned drive system for the camshafts and improvements to the common-rail injection system, intake and exhaust systems, turbocharger, and intercooler.
There will be two versions of the 2967-cc TDI engine, with programming being the only difference. The conservative tune makes 204 hp and 295 lb-ft of torque, with the more-powerful engine churning out 245 horses, its 369 lb-ft peaking at 1400 rpm. (The outgoing 3.0 as installed in our long-term Q7 TDI makes 225 hp and 406 lb-ft.) Although both will be available in the A6, we sampled only the more powerful one, which is the one more likely to show up in the U.S. In Germany, this version of the engine will come standard with Quattro all-wheel drive and Audi’s new eight-speed automatic transmission, but the exact equipment plan for the U.S. has not been finalized. Thus equipped, the A6 proved plenty quick as we charged up and down the narrow, hilly roads on Sicily. Regardless of grade or elevation, the car gains speed forcefully, making almost no sound unless you absolutely hammer it. The turbo rush seems omnipresent, with virtually no lag.
Regardless of tune, the A6 3.0 TDI will not be slow. The more potent variant should hit 60 mph in 6.1 seconds, with the less-powerful version taking a still reasonable 7.2 seconds to achieve the same velocity. Top speeds are claimed to be 155 mph for the hi-po version, 149 for the lesser.
The supercharged, gas-powered A6 3.0 TFSI remains the more scintillating driver’s car, from a character standpoint and by the numbers (we predict a 0-to-60-mph time of 5.3 seconds). A different set of numbers, though, slightly enhances the diesel’s attractiveness: its fuel-economy advantage. Although he EPA has yet to rate the 2012 A6 with any powertrain, the diesel six should better its gas counterpart by a few mpg in all conditions. We expect highway fuel economy to reach as high as 30 mpg, with the city figure coming in around 21.
Other A6 Attributes Just as Strong
Going diesel does not mean living with less. The car we drove had Audi’s “drive select” chassis-control system, which offers dynamic, auto, comfort, and driver-customizable Individual modes. It will be standard on all gas-powered A6s in the U.S., but its inclusion on diesel cars here is TBD. Regardless of mode, drive select makes the A6 nearly impossible to upset. We do wish for more natural steering, but that is hardly a new complaint when it comes to Audis with this system.
Everything else that had us fawning over the A6 the first time we drove it remains, from its nifty optional LED headlights and gorgeous 20-inch wheels to its incredibly well-designed interior. Even the unusual pinstripe-look layered-oak trim is growing on us. We won’t know how Audi will configure our A6 TDIs until closer to the car’s U.S. launch, but in Europe, the TDIs’ options list is as long as that of the gas-powered cars. We can’t imagine Audi would hold anything back here.
Audi is mum on pricing for 2012 A6 models, but company representatives tell us the base four-cylinder turbocharged A6 2.0 TFSI will come in “well below” our $52,000 estimate for the gasoline V-6–powered car. Both gas models will be introduced to the U.S. market later this year. When the oil-burning A6 finally arrives in 2012 or 2013, it should carry a premium of about $3000 over the gas-fired V-6 model, leaving spendier buyers with a daunting decision: the quiet, instant-on performance of the supercharged gas V-6 or the smooth, rushing torque and fuel efficiency of the diesel. A difficult choice like that is a good problem to have.
Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan
ESTIMATED BASE PRICE: $55,000
ENGINE TYPE: turbocharged and intercooled DOHC 24-valve diesel V-6, iron block and aluminum heads, direct fuel injection
Displacement: 181 cu in (2967 cc)
Power (SAE net): 245 hp
Torque (SAE net): 369 lb-ft @ 1400 rpm
TRANSMISSION: 8-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 114.7 in Length: 193.5 in
Width: 73.8 in Height: 57.3 in
Curb weight (C/D est): 4000 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 6.1 sec
Standing ?-mile: 14.2 sec
Top speed: 155 mph
FUEL ECONOMY (C/D EST):
EPA city/highway driving: 21/30 mpg
By admin
December 21st, 2010 at 06:18am
Under Audi+ Hatchback+ Menufacturer+ Styles
Specification
VEHICLE TYPE: front-motor, front-wheel-drive, 4-passenger, 3-door hatchback
ENGINE TYPE: AC synchronous electric motor, 102 hp, 177 lb-ft; single-rotor Wankel, 254 cc (range-extending only)
TRANSMISSION: 1-speed direct drive
DIMENSIONS (C/D EST):
Wheelbase: 97.2 in Length: 155.7 in
Width: 68.5 in Height: 55.7 in
Curb weight: 2650 lb
PERFORMANCE (MFR’S EST):
Zero to 62 mph: 10.2 sec
Top speed (governor limited): 81 mph
It used to be that the phrases “fun to drive” and “electric car” were mutually exclusive, with no real hope for reconciliation—heck, seeing the phrases “regular production” and “electric car” so close together is still a novelty. Then came the Tesla roadster. Now, witness the 525-hp Mercedes-Benz SLS E-Cell, which its maker will sell to the driving public at a speculated $250,000 per, and the somewhat cheaper but still out-of-reach Audi e-tron sports car, which should cost about $150,000 when production begins in 2012.
Clearly, the game is afoot. The true revolution, though, will be with cars for everyday people; cars like the Chevrolet Volt, the Nissan Leaf, and this. The third in Audi’s e-tron concept family, this one is—surprise!—based on the A1. It was envisioned as a “mega city vehicle”—a small, agile, ostensibly affordable car with all-around daily usability and four full-size seats. Basically, the ideal urban commuter, with the added benefit of being a car that wouldn’t be totally distasteful to enthusiasts.
This A1 is propelled by a transverse synchronous electric motor, mounted up front and low in the chassis. It draws power from a 12-kWh lithium-ion battery pack mounted beneath the floor and has a continuous power output of 61 hp and 111 lb-ft of torque. Just like the Porsche 911 Turbo—okay, maybe not just like it—it is capable of generating even more power in short bursts, up to 102 hp and 177 lb-ft. According to Audi, 0-to-62 mph plays out in 10.2 seconds and top speed is pegged at 80 mph.
Range Extended
On their own, the battery and the electric drive are good for about 30 miles, which Audi deemed suitable for the average city dweller’s daily commute. A fully discharged battery needs about three hours to charge if plugged into a 220-volt outlet, or twice that on a 110-volt source. For greater distances, the A1 carries a gas-fired 254-cc single-rotor Wankel engine that can be used to charge the battery. The rear-mounted engine has no direct link to the wheels and is used solely as a generator. And unlike the rotary in your RX-7, you can’t hear it running. The range extender stretches, um, range to about 155 miles. With the rotary charging the battery pack, Audi says the A1 e-tron returns a cruising equivalent of 124 mpg on the European cycle. Fuel capacity is just over three gallons.
The front wheels are driven by a single-stage transmission attached directly to the motor. With no gears to shift, acceleration is completely linear. Inside the cockpit, the shifter selects between four modes: D, R, N, and range. Hopefully, the first three are familiar. “Range” activates the rotary engine, which the driver can turn on and off at will unless the battery is discharged, in which case it remains on.
Just Another EV, Which Is to Say, “Endearing”
Predictably, the driving experience in the A1 e-tron is utterly unlike that of a traditional internal-combustion vehicle. For something with so little power, it launches with great enthusiasm. The nearly total lack of powertrain noise as you shoot down the road is somewhat disconcerting, the loudest sounds coming from the wind and the asphalt itself. You get accustomed to the futuristic whoosh quickly, though, and stomping on the “gas” gets addictive.
We found the A1 e-tron surprisingly playful and a willing dance partner when the urge strikes to start throwing it around. The steering is direct, the brakes adequate and easily modulated. You would hardly know it’s electric if it weren’t for the lack of noise. Off power, the A1 e-tron displays the aggressive deceleration typical of EVs—that’s the motor harvesting energy to feed the battery—but the sensation of drag is hardly as extreme as that of the purely electric Mini E. How aggressively the A1 recharges itself under deceleration is adjustable using the wheel-mounted paddles, with your chosen setting indicated in the suitably futuristic LCD instrument panel.
Audi isn’t talking production yet, but the test fleet of 20 vehicles that the company has deployed in and around Munich—along with a support network of dedicated charging stations—is a good indicator that Audi is serious about the project. With a conventional hybrid Q5 and the R8-esque e-tron imminent, Audi has made it clear it will explore multiple avenues for electrification—and this car certainly widens the audience more than an electric supercar would.
From : http://www.caranddriver.com/reviews/car/10q4/audi_a1_e-tron_concept-first_drive_review
By admin
October 5th, 2010 at 01:54pm
Under Audi+ Menufacturer+ Sedan+ Styles
When automakers begin development on a new model, there are typically three or more competing design proposals, one of which is then chosen to make it into metal. This standard operating procedure was discarded with the Audi A7 Sportback, says Audi boss Rupert Stadler: “Everything was right in the first place.” Indeed, this large hatchback could be the most beautiful of all Audis. Long, wide, and low, it’s styled with smooth and supremely clean lines. The front end is better proportioned than the latest A8’s and seems cool and almost stoic—especially with the optional LED headlights. The side view recalls the most handsome (if not the most reliable) of 1970s hatchbacks, such as the Rover SD-1 and Citroën CX; the rear end is cut off sharply, like an Italian supercar of that same era. This car is free of the gimmicks you’ll find on many others in this class, and we haven’t talked to anyone who doesn’t admire its looks.
Now that we’ve established that the A7 is beautiful, we’ll note that the car really is little more than a dressed-up, next-generation A6. It uses Audi’s modular longitudinal architecture; a good 20 percent of the A7’s body is made from aluminum, which is more heavily relied on in the more expensive A8, but most of the A7 is made from less costly steel.
Calm and Collected
Our experience behind the wheel of the A7 bodes well for the next A6. The chassis glides over uneven roads with far more grace than before; this is a very comfortable car, with none of the harshness and forced sportiness that characterizes many other Audi models. The 114.7-inch wheelbase, up almost three inches over the previous A6’s, definitely helps in keeping body motions controlled and the cabin serene. But whereas the A7 can be considered a big car, at least in Europe, it doesn’t mind being pushed through the corners. This is especially true for those versions equipped with the Quattro all-wheel-drive system, which feeds 60 percent of torque to the rear wheels as a default; as much as 70 percent can be shunted to the front and 85 percent to the rear. All U.S.-bound A7s will have Quattro.
Even without the optional sport differential, the A7 is agile when pushed. It stays neutral up to insane cornering speeds and never discourages you from playing. Audi’s wheel-selective torque vectoring is so well programmed that the stability control has one of the lightest workloads of any of the systems in this car. Besides the 3.0 TFSI Quattro—the U.S.-bound configuration—we drove a front-wheel-drive 3.0-liter TDI. It is also predictable in its handling and fairly agile but ultimately tends toward understeer and is less quick to recover speed when exiting corners.
The 300-hp 3.0 TFSI is the same engine found in the current A6 and S4—it makes 310 hp in the former, 333 in the latter—and it remains great in the A7. Despite its misleading “TFSI” moniker, this V-6 is supercharged with a Roots-type blower. It’s smooth and responsive and delivers excellent performance, or so says Audi. The company claims an A7 thus equipped can achieve 62 mph in 5.6 seconds—we estimate that to be about right—and the top speed is governed at the customary 155 mph. In Europe, the 3.0 mates to a seven-speed wet dual-clutch gearbox, but we’ll get the same ZF-supplied eight-speed automatic found in the A8. The seven-speeder executes quick shifts, but the exhaust sound is subdued; this is clearly a luxury car with sportiness playing second fiddle—although it is, as noted, plenty capable.
The most popular engine in Europe likely will be the 245-hp, 3.0-liter V-6 TDI Quattro (it’s the same engine as in the front-wheel-drive version we sampled, but it made a weaker 204 hp there). There also is an entry-level gasoline engine that is a naturally aspirated 204-hp, 2.8-liter V-6. The best engine is yet to come: a 4.0-liter turbocharged V-8 that will be available in the upcoming S7 and mated to the seven-speed dual-clutch S tronic gearbox. The S7 will arrive after the S8 sometime late in 2011, and it just might be worth waiting for. Of course, if you need a sportier look right now, Audi is happy to oblige with an S line package that adds boxier front air intakes, although we found them disrupting to the front-end aesthetics. No thanks.
Opulence and Simplicity
Inside, the A7 simultaneously oozes opulence and simplicity. The high center console creates a sporty, cockpit-like feeling; the instruments are clear and crisp; and the materials are, as usual for Audi, stunning. The aluminum and wood trim options could be considered an industry benchmark, with the layered oak being the most luxurious variation.
Complementing the A6-based mechanicals are lots of gadgets that first appeared in the flagship A8, including the touch pad that can detect fingertip handwriting and a feature whereby our test car constantly updated its navigation system with Google Maps data (we’d be interested in checking out the cellular data bill after the multiwave, two-week press launch). The A7’s head-up system is crisp and clear, and there is a full set of nanny and assistance systems, including radar sensors to detect slow or stopped vehicles ahead, blind-spot monitoring, active cruise control that can operate to and from a complete stop, and lane-keeping assist. The data fed into the latter helps in the event the car begins to slide by increasing or decreasing the power steering assist. We like the speed-limit-recognition technology, which displays road signs in the IP as you pass them—handy if you’re driving in unfamiliar locales—but we’re unsure if it will make it to U.S. models.
Speaking of U.S. models, expect them here next year, priced somewhere between $50,000 and $60,000. The A7’s most direct competitors are the Mercedes-Benz CLS, the second generation of which debuts at the Paris auto show, and the Porsche Panamera V-6. Others are the coupe-ish Jaguar XF, as well as the funky BMW 5-series GT. Whereas some are better to drive and all offer more or less similar levels of practicality, none wears sheetmetal that is as effortlessly sensual as the A7’s. And in a segment where styling is pretty much everything, that gives the Audi a leg up.
From : http://www.caranddriver.com/reviews/car/10q3/2012_audi_a7_sportback_3.0_tfsi-first_drive_review
By admin
August 11th, 2010 at 07:35am
Under Audi+ Menufacturer+ Sedan+ Styles
Most cars are made to be driven, of course, and there is a select group of vehicles that are made to be driven in—the Rolls-Royce Phantom, the Maybach 62, the Ford Crown Victoria. But beyond that, there exists the infinitesimally small number of cars that have been engineered with both missions in mind, offering dynamic excellence for those twirling the steering wheel and five-star appointments for those occupying the rear seats. The 2011 Audi A8L W-12 is one such vehicle, and it satisfies in almost all aspects.
Length and Luxury
The L in A8L refers to “long wheelbase.” Beyond an extra five inches between the front and rear axles, the regular A8 and the A8L don’t differ much. The forward cabins are identical, and most folks won’t be able to tell the difference from outside without the cars parked next to each other. The range-topping model we drove, with a W-12 engine under the hood, gains some additional chrome on its nose and unique exhaust finishers, but the classy, black-tie look applies equally to short- and long-wheelbase A8s.
Slide into the buttery-soft leather of the back seat, however, and the distinction between A8 and A8L is immediately clear. All five inches of extra wheelbase were given to rear-seat occupants, and whereas the already-roomy A8 makes you feel comfortable and cosseted, the studio-apartment-size rear cabin of the A8L makes you feel high and mighty. A panoramic glass roof adds to the expansive feel, and the A8L W-12 sports a pair of power-adjusting heated rear seats, split by a flowing center console that can be optionally equipped with a fold-out table and fridge. (The A8L 4.2 has a rear bench as standard, with the individual seats being an option.) The chairs can be further outfitted with ventilation and massage, and the final frontier for true titans of industry is the relaxation seat. It’s a rear-passenger-side-only personal spa and business-class airplane seat all rolled into one, with heating, cooling, massage, and a power footrest the folds down from the back of the front-passenger seat. Choosing this seat also adds a smorgasbord of rear-entertainment technology, including two 10.2-inch monitors mounted to the front seatbacks, Bluetooth headphones, a separate DVD drive, a pair of SD card slots, a TV tuner, and an additional MMI controller allowing access to navigation and media functions. Additionally, W-12 customers get MMI “navigation plus” as standard. It features a touchpad on the front center console that can decipher inputs drawn with a fingertip. There’s also a special Google search function for the navigation, as well as the A8L’s ability to be its own Wi-Fi hotspot, turning the car into perhaps the world’s nicest mobile office. (The A8 and the A8L go on sale here in November, but the Wi-Fi connectivity won’t be available until sometime next year after a wireless data provider has been chosen.)
Ride or Drive, You’ll Enjoy It Either Way
The W-12 is exclusive to the long-wheelbase model and is the step-up engine from the base 4.2-liter V-8. Now in its second generation, the W-12 has been revised with an increased cylinder bore and direct fuel injection, the latter of which required reworked cylinder heads. The net result is an additional 50 hp and 33 lb-ft of torque for totals of 500 and 461, respectively. Quattro all-wheel drive is standard on U.S. A8s (for now), as is a new, ZF-supplied eight-speed automatic transmission. The eight-speeder provides almost seamless shifts, and it helps fuel economy, too. The car is rated for 26 mpg on the highway in Europe—impressive, even if the test cycle over there is notoriously optimistic. If asked, the gearbox will even execute an eight-to-two downshift during spirited driving.
The air suspension provides excellent wheel control and delivers a plush ride, and the standard “Audi drive select” keeps unseemly body motions in check. Rotors larger than the base A8’s and six-piston front calipers (versus the 4.2’s two-piston binders) handle the braking, and the setup delivers good feedback through the pedal, making modulation an easy task. Compared with the 12-cylinder competition from Mercedes and BMW, the quiet and velvety smooth W-12 is down on power and torque, but you’d be hard pressed to notice by the seat of your pants. Acceleration is definitely brisk, and there are power and torque available for the taking whenever you want them. The car surges forward when requested even during triple-digit autobahn runs. The A8L isn’t an all-out thoroughbred, of course, but it will definitely dance when asked, a trait enhanced by the extensive use of aluminum throughout—keeping weight down—and by the optional understeer-mitigating, torque-vectoring sport differential.
We had one gripe. In our road test of the A8 4.2, we wrote that the weight of the steering is just right and its accuracy surgical. The same can be said of the W-12’s rack, but we found this car’s steering so sensitive that rotating the wheel merely a touch off-center sent the A8L darting rather uncouthly toward the requested direction. Toggling through the dynamic-steering and adjustable-chassis settings did nothing to alter that feeling; the steering was as sensitive in comfort mode as in any of the sportier settings. It made the car hard to drive smoothly and made some rear passengers motion sick. Although we wouldn’t want the feel and accuracy dulled down, cars in this segment demand steering somewhat slower and more refined than this.
Runnin’ Down the Tech
Like the regular A8, the A8L is available with all of Audi’s latest electronannies, including active cruise control with low-speed stop-and-go capability, blind-spot monitoring, lane assist, and night vision. The W-12 adds a lot of the 4.2’s optional equipment as standard, including metallic paint, an upgraded Bose stereo (a 19-speaker, 1400-watt Bang & Olufsen system is a further upgrade), acoustic glass, a power trunklid, four-zone climate control, Bluetooth connectivity, additional aluminum interior trim, ambient interior lighting, and full-LED headlights.
Audi has yet to release pricing on U.S. models, but the W-12 will start at €137,000 in Europe. The last A8L W-12 sold here, the 2009 model, carried a $121,000 base price—look, our pricing is affordable!—and we expect this one to cost some small amount more. Given this car’s mastery of its dual roles, we’d say it’s worth it.
From : http://www.caranddriver.com/reviews/car/10q3/2011_audi_a8l_w12-first_drive_review
By admin
July 10th, 2010 at 07:56am
Under Audi+ Hatchback+ Menufacturer+ Styles
By American standards, the Volkswagen Golf–based Audi A3 is a little car. Not so in Europe, however, where the A3 is a legitimate family hauler. In other words, there is plenty of room in Audi’s European product portfolio for a car with tidier dimensions. Enter the A1, Audi’s third attempt at the true small-car segment.
The A1 is based on the VW Polo platform, a model that, ironically, emerged in 1975 as the cheapo version of the short-lived Audi 50. Audi’s second attempt, the all-aluminum A2, failed mostly because it was underpowered and overpriced at its launch in 1999. Today, the Luc Donckerwolke–styled A2 is gaining cult status, albeit a bit too late. End of history lesson.
Mini Paved the Way
This new take on a small-car entry is similarly upscale, only now there’s a market for it. For this, we can thank the Mini’s wild success. Both cars are similar in concept but vastly different in execution. If you are a fan of the United Kingdom with its Victorian mansions, Beefeaters, changing of the guard, and all, you’ll appreciate the Mini’s approach to automotive design. If Bauhaus is more your thing, you will gravitate toward the Audi A1, with its clean lines and technoid LED strips and taillights. The Polo heritage is successfully hidden, and a “single frame” grille, previewed with the A8, predominates here, too.
Despite being smaller than the A3, the A1 looks tough and ready to scrap with the cheeky Brit. Its track has been widened compared with the Polo’s, and the headlights have a somewhat menacing look, especially when equipped with the optional xenon lights, which come with an LED strip that successfully mimics the A8’s. Audi will even paint the roof pillars, which stretch from front to rear in one smooth arc, in a contrasting color for extra awesomeness.
But does it back up this swagger with what’s under the hood? The A1 offers a choice of four turbocharged four-bangers: two diesel and two gasoline engines. The two variations of the 1.6-liter TDI, which make 90 hp and 105 hp, pull the A1 forward with some authority and both get over 60 mpg in the European cycle. Petrolheads get a choice of a 1.2-liter, eight-valve engine producing 85 hp and a 1.4-liter 16-valver turning out 122 hp. Neither of these engines can muster enough power to jerk the car forward with much enthusiasm, and we actually found the weaker engine to be more convincing. It offers almost diesel-like torque at low and medium rpm but is more responsive and smoother. The 1.4 offers little meaningful extra oomph.
We sampled the 1.2 TFSI with the slick five-speed manual transmission and the 1.4 TFSI with its optional seven-speed dual-clutch box that delivers seamless shifts but none of the throttle blipping and general aural delight that Audi engineers bake into the TTS and S4. That said, the two gasoline-powered A1 versions, despite their lack of power, are fun to drive and serve up a sense of command and precision.
Responsive Chassis, Expansive Options List
This feeling of control is enhanced by the A1’s excellent chassis setup. The electric power steering simulates a full hydraulic system with perfection and is very direct, too. Its aggressive ratio is complemented by Audi’s “electronic limited-slip differential,” which uses the stability-control system to brake wheels in order to generate forceful turn-in. It’s Audi’s version of the Volkswagen XDS system, and it comes on every A1, not just on top-of-the-line models, like at VW. The A1 is neutral up to the limit, at which point the ESP system kicks in briefly if noticeably. It’s a friendly warning that your backside was just saved, but it doesn’t sanction you by taking off more speed than necessary. There are two suspension setups. We like the standard suspension, and the sport suspension is even better in control and sharpness. Even so, it doesn’t beat you up.
If you want to max out your credit card, you can load up the A1 with extras unheard of in this vehicle class. We already mentioned the LED and xenon lighting options; there are also a panoramic roof, keyless entry, a selection of large wheels, and some impressive infotainment options. The A1’s top system is from Bose and includes a 465-watt surround-sound system with 13 speakers plus a subwoofer. Audi has shoved the MMI-plus system into the dashboard, complete with a 6.5-inch color screen, voice activation, and a 20-GB hard drive for music storage. The level of integration is far superior to that of most other cars in any vehicle class. There’s one extra we’d wait for: the Polo GTI’s turbo- and supercharged 180-hp, 1.4-liter engine. One of the worst-kept secrets in Ingolstadt is the imminent arrival of an S1 with this twin-charged powerplant.
So, will we get the A1 or S1 in the U.S.? Not in this generation, says Audi CEO Rupert Stadler, but he confirms that the next-generation A1 is coming to America. That car will be ready in seven years, but Audi has a lot of A3s to sell here first.
From : http://www.caranddriver.com/reviews/car/10q2/2011_audi_a1-first_drive_review
By admin
May 20th, 2010 at 06:59am
Under Audi+ Menufacturer+ Sedan+ Styles
Having successfully built the R8 supercar and created a stable of strong competitors in the coupe, sedan, SUV and wagon segments, Audi is now focusing its efforts on its flagship A8. Hence the 2011 Audi A8 is loaded to the grilles with cutting-edge performance, technology and comforts.
The fourth generation of the A8 has more horsepower, yet returns better fuel economy, and the sedan’s sleek aluminum body is lighter, stiffer and more slippery than its predecessor. Setting its sights on becoming a real challenger in the large luxury sedan segment, Audi claims the 2011 A8 is the longest and widest overall among its competitors in the normal-wheelbase class.
In sales, Audi’s flagship A8 has lagged a distant 3rd to its Teutonic competitors, the BMW 7 Series and Mercedes-Benz S-Class. Also considered contenders are the Lexus LS 460 and Porsche Panamera, with more rivals on the horizon: the new Infiniti M56 and Jaguar XJ.
True to Audi’s subtle style, the 2011 Audi A8 isn’t a radical departure from the previous design, with no bulging Bangle butt or swooping Benz roof line. And although the aluminum frame and Quattro all-wheel drive pretty much remain the same, much on the new A8 — from the Bang & Olufsen audio system to the all-LED headlights — has been updated.
Performance
We drove the 2011 Audi A8 4.2 FSI Quattro at a press event near Malaga, Spain, when the Costa del Sol defied its description on a day of heavy rain. We couldn’t push the car as hard as we would have liked on wet motorways and two-lane blacktop threading through coastal mountains, but got a good feel for the capabilities of the 4.2-liter V8, which produces 372 horsepower and 328 pound-feet torque. Audi claims the A8 can go from zero to 60 mph in 5.6 seconds, which is on par with the last Mercedes S550 we tested but slower than the BMW 750i and Porsche Panamera 4S.
The A8’s engine is mated to an eight-speed automatic transmission, which features a Sport setting and a Manual mode with paddle shifters. Engine torque is rear-biased, with the all-wheel-drive system directing 60 percent of power to the rear wheels and 40 percent to the front. A non-intrusive stability control system helps keep all four wheels planted. Audi’s Drive Select feature has four settings — Comfort, Auto, Dynamic and Individual — for varying the throttle response, shift points, steering feel and suspension stiffness.
For the soggy Spanish roads, we chose the Dynamic setting and switched the suspension between Dynamic and Auto to gauge the effect of each. We left the tranny in auto-sport mode for highway cruising and spent the majority of our twisty mountain-road time working the paddle shifters. Considering the dismal weather, the A8 performed confidently, attacking and adhering to the road in all but the sharpest of corners and supplying power on demand for as hard as we dared push it.
Comfort
In the 2011 Audi A8 Sedan, high performance doesn’t come at the expense of comfort. But perhaps we felt that way because our test car came with optional custom leather seats with massage, heat and ventilation functions in both the front and rear. Wind and road noise are pretty much nil, although the cabin isn’t a sensory-deprivation chamber like the Lexus LS. The 2011 A8 achieves a sweet balance between driver feedback and a luxury experience. Even in pouring rain, visibility was excellent.
The rear-seating area is generous, with ample leg- and headroom. The optional rear entertainment system includes a separate set of Audi’s Multi Media Interface (MMI) controls that allow access to any entertainment option. A couple of novel twists include the ability to access navigation functions so that a rear passenger can select a route, and wireless Bluetooth headphones (instead of infrared) for better sound quality. And while we were dazzled by the 10.2-inch screens attached to the back of each front seat, we were baffled by the fact that they protrude into the rear-seating area.
Function
If there’s one area in which Audi has an advantage over its Teutonic competitors, it’s with the MMI controller. Now labeled MMI touch, it adds a touchpad controller on the driver side of the center console. Using a finger, drivers can trace letters on the touchpad to input navigation system destinations. Like other nav systems, it loads logical choices as each character is entered, but with the 2011 Audi A8’s system you don’t have to hunt and peck on a traditional touchscreen or dial in a destination using a rotary controller.
The system gives voice confirmation after each character is entered so you can input info without taking your eyes off the road, and MMI touch can also be used to call up the contacts of a connected Bluetooth phone or radio presets. Character entry was about 90 percent accurate, although sometimes it mistook an “m” for an “n” or an “f” for a “p.” To be fair, that was likely due as much to faulty user input as system error, and voice activation for inputting destinations is also available.
As much as we were impressed with the A8’s ergonomics, we also uncovered a few quirks. For example, we kept reaching for the large rotary MMI controller to crank up the music or turn it down instead of using the smaller volume knob adjacent to it. Likewise, to move down within a menu in the dash-mounted screen, you have to twist the MMI dial counterclockwise, whereas logic tells you to turn it clockwise (an Audi engineer explained that it’s set up to mimic the circular main menu of the in-dash screen).
The 2011 Audi A8 is also available with an optional Bang & Olufsen (B&O) Advanced Sound System, which has been bumped up to 1,400 watts from 1,000 in the previous A8, and adds five more speakers for a total of 19. B&O’s trademark Acoustic Lens tweeters rise out of the dash when the system is turned on and recess when it’s switched off.
Most listeners will be impressed with the sound of the system, but while auditioning our test tracks we found a few shortcomings. Bass on some tracks was boomy and highs were harsh. And while the system produces a soundstage that spans past the confines of the car, individual sonic images within were sometimes indistinct.
Design/Fit and Finish
Audi played it safe with the exterior styling on the 2011 A8 — some would say too safe. Astute observers will notice classy creases and folds that have been added to the otherwise conservative sheet metal. The designers went a little wilder (by Audi’s previously Spartan standards) in the interior, especially compared to the previous austere treatment.
Our 4.2 FSI test car’s interior came laden with rich wood, sleek aluminum and soft leather accents. Audi labels the cabin’s light, airy feel “skyliner-like,” but the gearshift lever — meant to mimic the throttle of a yacht — looked and felt a little heavy-handed for our tastes.
Who Should Consider This Vehicle
The 2011 Audi A8 offers best-in-class technology and competitive performance. All-wheel drive is also standard, a welcome feature if you live in more inclement climates. If you are a 7 Series or S-Class customer, the A8 deserves your attention.
Pros: Lighter and more aerodynamic than its predecessor, more power yet better fuel economy, improved MMI controller with touchpad, standard all-wheel drive.
Cons: Quirky center console controls, protruding rear-entertainment screens.
From : http://www.edmunds.com/audi/a8/2011/testdrive.html
By admin
May 4th, 2010 at 10:10am
Under Audi+ Cabriolet+ Menufacturer+ Styles
Let’s face it, in the eyes of car enthusiasts convertibles just don’t get much respect. Taking the top off of a sporty coupe is seen as a recipe for appealing to the fairer sex, for whom aesthetic appeal is far more important than tire roasting acceleration or slot car like handling. When Audi announced that it would produce its A5 coupe in a cabriolet for 2010, one could easily interpret this as a blatant move in the hairdresser direction. With the TT roadster aimed more at the sports car segment, the A5 Cabriolet will surely appeal to the well-coiffed crowd.
The only problem with this formula is that like most Audis, the A5 Cabrio is a pretty damn good driver’s car. Sure, it has a less than macho soft-top, but to write this car off as a mere style accessory would be missing the point. After several days of driving twisty, hilly backroads, the only facial expressions we could muster involved lots of grins and smiles. And here in California, where the sun shines most days of the year, we sure don’t mind having the wind in our hair while tearing down the road.
Performance/Handling
For the A5 Cabriolet, VW decided to make its versatile 2.0T 4-cylinder the only available engine. Although power output is a modest 210 hp, there is an ample 258 lb-ft torque available at a low 1500 rpm. Acceleration off the line isn’t exactly head snapping, but once moving this little engine provides more than enough thrust to make things enjoyable. A big benefit to small turbocharged motors is excellent fuel efficiency and the A5 Cabrio doesn’t disappoint, achieving up to 30 mpg on the highway in front-wheel drive configuration. Plus, those looking for sheer speed can always trade-up to the S5 Cabriolet and its 333 hp supercharged V6 engine.
Unfortunately, Audi decided to err on the side of caution and convenience when it comes to shifting, and offers the A5 Cabriolet with either a Multitronic continuously variable transmission (CVT) for front-wheel drive models, or a 6-speed Tiptronic automatic for cars that are equipped with Quattro all-wheel drive. Neither a manual transmission nor VW’s DSG direct shift automatic will be available, at least not in the US. Our test car came with equipped with the 6-speed automatic, which proved perfectly adequate for everyday driving and allows for manual control of shifting through the use of paddle shifters mounted behind the steering wheel.
2010 Audi A5 Cabriolet
Our test car also featured Audi Drive Select, which allows the driver to select from several different settings that control the car’s adaptive suspension, dynamic steering, transmission shift characteristics and engine response. Although we did play around with the settings a bit, the differences are subtle and we left it in automatic mode for most of our testing. Overall, the suspension is nicely balanced and provides good control without giving away much comfort. Steering feel is very light at low speeds, almost alarmingly so, but it does firm up nicely when driving faster and provides a decent amount of feedback once at speed. Chassis stiffness is quite good, especially for a convertible, but hard cornering over uneven pavement will cause the rear end to quiver a bit.
Although the A5 is no lightweight and doesn’t quite dance through the turns, overall cornering grip is impressive and the car is more than capable of attacking a set of switchbacks at a high rate of speed. Much of this Herculean grip is due to the combination of Quattro all-wheel drive and a set of optional 19” wheels shod with super sticky Pirelli P Zero Rosso tires in a wide and ultra low-profile 255/35 fitment. These tires provide so much grip that we could hardly get them to make a peep, even when driving very aggressively on tight and twisty backroads.
2010 Audi A5 Cabriolet
Interior/Exterior/Build
Slide inside the A5 Cabriolet and you are surrounded by Audi’s industry leading interior that never ceases to impress. Our test car featured comfortable seats upholstered in rich brown leather, elegant wood trim, and soft surfaces all around. About the only major downside is the rear seating, which is quite cramped, to the point that most full-sized adults simply won’t fit. The rear seats do fold down to create additional cargo room and there is even a pass through to the trunk, which offers a decent amount of storage space for a convertible.
Like must luxury cars, the A5 features an array of electronic gadgets, all of which are controlled by Audi’s MMI controller. As we’ve noted in the past, this device is a bit awkward to use, primarily because the controls are located next to the shift lever and therefore out of eyesight when looking forward. After a few hours of driving you do get used to it, though, and at least the user interface is pretty good, especially when compared to some other manufacturers’ systems. The Navigation system is also quite good, with one of the best mapping graphics we’ve seen, and the Bluetooth connectivity also works well, easily pairing up with most cell phones. For rocking out with the top down, Audi turned to Bang and Olufsen to produce the A5’s sound system. Although more than capable of belting out some tunes at high volume, the sound quality of the system was a bit of a let down, especially given B & O’s reputation for high-end sound.
Audi A5 cabriolet interiorAudi MMI controllerAudi head level heating system
Although some other manufacturers have switched to retractable hardtops for their convertibles, Audi has decided to stick with cloth to save both weight and trunk space, as well as retain the more distinct look of a convertible. The fully automatic cloth top works great, opening and closing in just 15 seconds, even while moving at speeds up to 30 mph. For those worried about road noise, the A5 Cabrio is surprisingly quiet, especially with the top up, which is partially due to a thin layer of insulating foam that lines the cloth top. To top it off, should you get cold there is a head-level heating system that circulates heat at neck level through vents located at the top of the front seats.
On the outside, the A5 Cabriolet is a stunner and easily the best looking car in this segment. From Audi’s distinctive singleframe front grill, to the sleek lines accentuating the sides, it’s no surprise that the A5 has won several awards for automotive design. The A5 Cabrio is also available with Audi’s distinctive LED daytime running lights and LED taillights, which not only look striking, but also use less energy and last longer than conventional lights.
2010 Audi A5 Cabriolet
Verdict
With a $42,000 base price that climbs very easily over $50,000 once you start adding options, the A5 Cabriolet is not cheap, especially compared with competitors like the new Lexus IS C. However, buyers looking for a stylish convertible probably won’t place price at the top of the list when it comes to decision-making criteria. Given its stunning design, luxurious interior, and capable handling and performance, we would agree with anyone who says that the A5 Cabriolet is worth the price of admission. Although most car nuts won’t give this drop top a second look, those few who do get behind the wheel will be quite surprised to find that this is one convertible that doesn’t just look good standing still, but actually has the moves to match.
Pros:
* Versatile turbocharged engine
* Sticks to the road like glue
* Well-appointed, luxurious interior
* Soft-top folds down in a mere 15 seconds
Cons:
* Could use a few more ponies under the hood
* Rear seats are for kids only
* A bit pricey, even for a luxury convertible
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By admin
