Displaying items by tag: Audi

Thursday, 20 January 2022 09:32

New Audi Q8 55 TFSI e 2022 review

Verdict

If you’re able to take advantage of all the ways that this plug-in hybrid Q8’s powertrain can save you money, then this is the pick of Audi’s swoopy SUV range. It’s wonderfully refined both at low and high speeds, and it’ll be very frugal if used as intended. The only thorn in its side comes from BMW; the X5 plug-in hybrid has a greater electric range, is cheaper to run and costs less to buy in the first place.

With all the hype around fully electric premium SUVs, sometimes it’s easy to forget that despite offering many of these, Audi still sells quite a few with combustion powertrains. 

Some of those rely solely on a fuel pump for replenishment; others, like the Q8 TFSI e, mix the ease of refuelling with petrol on longer journeys with just enough electric range to make every day trips both very cheap and emissions free. As long as you remember to recharge the car whenever you get the chance, that is.

At the lower end of the scale, some cheaper PHEVs lack the range or indeed the power in electric mode to make them genuinely usable as an EV. The Q8 performs more than well enough on both counts. In-depth reviews

The eagle-eyed might have spotted that the car in our images is a 60 TFSI e rather than the 55 plug-in model; the former has recently been deleted from the Audi range. However, the pair have identical outputs from their petrol and electric systems - only the combined output is pegged back slightly to the benefit of efficiency in the latter.

Electric power comes from a single motor that makes a modest 134bhp. However, more relevant is its torque - at 400Nm, it’s only 50Nm behind the petrol element of the hybrid setup, with that maximum available almost the instant you set off, too. Left to its own devices, it’s great; smooth, quiet, and with enough shove to more than keep up with everyday traffic, even up to its electric-only top speed of 84mph. 

Thanks to a 17.9kWh battery, it’ll cover up to 28 miles between charges according to official WLTP data - a number that, in our hands, seemed entirely achievable. 

When a little more shove is needed, it’s possible to call on the reserves of the petrol unit. The 3.0-litre turbocharged V6 makes 335bhp and 450Nm. Combined, the 55 TFSI e totals 375bhp and 600Nm. That might be down on the 60 to the tune of 81bhp and 100Nm, but it’s only four tenths of a second slower from 0-62mph - and its 5.8-second claim is still plenty. 

Together, the two units deliver a strong but linear surge of acceleration. Throttle response isn’t quite a match for a full EV, but it feels keener than the standard petrol options in the range. It even sounds tuneful, in a fairly subdued and refined manner.

In fact, refinement is the Q8’s greatest strength. Despite the vast wheels, the car soaks up bumps admirably, even at low speed. It gets better the faster you go, proving itself to be a phenomenal long-distance cruiser. 

It isn’t that fun to drive, though. It weighs a chunky 2,430kg - over 300kg more than the non-hybrid V6 petrol Q8. But while its weight and significant width mean that agility on twistier roads takes a hit, it is stable, grippy and predictable in the way it behaves. Likewise the steering, which is precise but doesn’t offer much feedback.

 

 

 
The Black Edition sits in the middle of a three-trim structure and is priced from £79,835. The range kicks off with the £75,935 S line, which gets 21-inch wheels, matrix LED headlights, air suspension, leather seats and the same fantastic three-screen infotainment and driver display as the rest of the Q8 range. The extra outlay for Black Edition adds larger 22-inch wheels, a black styling pack and polished wood inlays inside. 

The range-topping Vorsprung adds much more kit, some of which you might hope was standard on the circa-£80,000 lesser trims anyway. Additions include a 360-degree parking camera, a head-up display, a Bang & Olufsen sound system, plus ventilated and massaging front sports seats. These extras, plus a comprehensive driver assistance package, brings the total to £97,435.

Those costs might seem high when the petrol Q8 TFSI Black Edition costs £73,425, but for company car users, those numbers will soon be recovered. Due to the emissions savings, the 55 TFSI e sits in the 13 per cent Benefit in Kind band. For a higher rate income tax earner, that means deductions will total £4,267 each year. Go for the pure-petrol model, and its placement in the top band means you’ll be charged nearly £11,000. In other words, you’ll recoup the extra outlay in the first year, and save from there.

BMW’s X5 xDrive45e represents the Q8’s closest competition. Performance is very similar, but the BMW is even cheaper to run, as its larger 24kWh battery promises a 54-mile electric range. It also means that it’s even cheaper for company car users to tax.

There’s one other drawback too. While space inside the rear of the Audi is still strong despite its more rakish roofline, at 505 litres the boot is 100 litres down on a non-hybrid Q8 due to the placement of this plug-in hybrid’s battery. At 505 litres with the seats up, this is still enough for a family, say, but it’s a fact that’s worth bearing in mind if you need practicality - then again, if you’re buying a Q8 in the first place, given it’s sportier styling this might not be your main consideration.

Model: Audi Q8 55 TFSI e Black Edition
Price: £79,835
Engine: 3.0-litre twin-turbo V6 petrol
Power/torque: 375bhp/600Nm
Transmission: Eight-speed automatic, four-wheel drive
0-62mph: 5.8 seconds
Top speed: 149 mph
Economy/CO2: 97.4 mpg/ 66g/km
EV range: 28 miles

https://www.autoexpress.co.uk/audi/q8/357121/new-audi-q8-55-tfsi-e-2022-review

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Friday, 14 January 2022 10:30

2022 Audi A3, S3 Review: Fast and Flawed

 
 

The verdict: Redesigned for 2022, the Audi A3 and S3 sedans offer balanced handling and myriad standard features, but hesitant transmissions and inconsistent quality let them down.

Versus the competition: With consumers overwhelmingly preferring SUVs these days, any small luxury sedan starting around $35,000 better be one hell of a car to justify its existence. The A3 and S3 have their moments, but drawbacks we experienced behind the wheel and elsewhere keep both cars short of the mark.

With front- or all-wheel drive, the A3 runs from the mid-$30,000s to around $50,000. The S3 packs considerably more performance and standard AWD; it’ll set you back another $11,000 or so at either end of the trim lineup. Around Cars.com’s Chicago headquarters, we drove an A3 with AWD and Audi’s optional sport suspension; we also drove the A3 and S3 back-to-back at a drive event in October in southeast Michigan. See our initial take after that drive, stack up the new A3 and S3 side by side, or compare them with their prior-generation 2020 counterparts (both cars skipped the 2021 model year).

Related: 2022 Audi A3, S3 Quick Spin: Transmission Travails

Audi has also redesigned the related RS 3, which offers even more performance, but it had not yet debuted as of this writing.

Whether it’s the weak initial grunt of the BMW 2 Series Gran Coupe or the modest overall power of the Mercedes-Benz A220, the base powertrains in many entry-luxury sedans have been underwhelming. So it goes for Audi: From a stop, the A3’s turbo four-cylinder (201 horsepower and 221 pounds-feet of torque) delivers swift accelerator response and robust, usable oomph early on. But once you reach cruising speed, that oomph is hard to access.

The culprit seems to be the A3’s transmission, a dual-clutch seven-speed automatic, which upshifts early and often. When you try to accelerate when already in motion, though, it needs a cigarette break before obliging. By my stopwatch, the A3 consistently needed a full two seconds to downshift into a lower gear and surge ahead during a standard 50 mph kickdown maneuver — despite plenty of engine windup that suggested something was coming. That’s a third longer than most cars I run through that test require and twice as long as the most responsive examples. 

Transmission kickdown at lower speeds seemed similarly delayed in the A3, though I didn’t time it. It wasn’t just me, either; multiple Cars.com editors have criticized the A3’s transmission. The sedan’s Dynamic setting — which is the sportiest of several selectable drive modes — holds lower gears longer than the default mode, which lessens the need to kick down as often. But when the drivetrain eventually does settle into a higher gear, requesting a lower one can take just as long.

The S3 (306 hp and 295 pounds-feet of torque) betters kickdown lag to a more average delay. The car is expectedly quick, especially as rpm builds. Power becomes explosive past 5,000 rpm or so — enough to lend the car a peaky, rev-happy character with some novel turbo lag. It’s rather different from the A3’s low-rpm around-town versatility. A little more displacement might even out some of the top-heavy approach: Like the A3, the S3’s turbo four-cylinder displaces 2.0 liters, though the A3’s engine has a higher compression ratio thanks to Audi’s novel B-cycle. 

The S3 recommends premium fuel, while the A3 runs fine on regular — with better EPA gas mileage.

Both Audis we tested were outfitted with their more aggressive suspension and wheel options: 18-inch wheels and an optional sport-tuned suspension on the A3, and 19s and an S sport suspension with adaptive shock absorbers on the S3. Ride quality in the A3 is firm but livable, with some harsh impacts at highway speeds but good overall body control. The S3 rides firmer still, particularly at highway speeds, where frost heaves and other bumps can prove disruptive even in the suspension’s comfort-oriented setting; at lower speeds, it’s more similar to the A3’s sport suspension — on the workable side of firm.

It’s worth noting that tiny luxury sedans aren’t exactly a comfortable-riding group, so Audi isn’t an outlier here. The standard setup on either car (17-inch wheels on the A3, 18s with passive shocks on the S3) has the potential to soften things up, but we didn’t test an A3 or S3 thus equipped.

In both cars, Audi’s AWD earns its keep when it comes to dynamics, not just all-weather traction. It sends enough power rearward during mid-corner acceleration to fend off understeer, making for gratifying, neutral balance. Roadholding was good in both cars (the tires were Pirelli PZero all-seasons on the A3, Bridgestone Potenza high-performance summers on the S3), with minimal body roll during turn-in. Steering feedback is good across the board, with the S3’s quicker ratio delivering a welcome dose of extra sharpness.

 
 

The A3’s interior has physical buttons in most areas, save a pod of touch-sensitive stereo controls — including the dreaded volume slider — on the center console. Still, I’ll take this over the multiple-touchscreen overkill situation you’ll find in many pricier Audis. A single dashboard touchscreen in the A3 and S3 measures a diagonal 10.1 inches, though its widescreen ratio makes the displayed area smaller than that spec suggests. Wireless Apple CarPlay and Android Auto integration are standard, as is a 10.25-inch digital gauge display. A larger (12.3-inch) unit is optional.

Passenger space is in short supply. The front seats afford good sliding range but narrow berths, clapping their occupants’ knees against the doors and console. Backseat legroom is acceptable for what these cars are, but the low bench means adult passengers’ knees will be uncomfortably elevated — and there’s no payoff in headroom. In our evaluation of car-seat accommodations, the A3 had easy-access Latch anchors, but fitting our rear-facing infant and convertible seats required moving the front passenger seat so far forward, most adults couldn’t comfortably sit there.

Our independent accounting of cargo volume turned up just 12.82 cubic feet of space in the A3. That’s less than the Cadillac CT4 (13.68 cubic feet), not to mention most non-luxury compact sedans (compare Cars.com cargo specs for the A3 against other cars of various sizes and body styles). Any way you slice it, the A3 is snug.

Of course, that’s to be expected of an entry-level luxury sedan, but Audi’s inconsistent interior quality is less excusable. Uncharacteristic of a brand known for handsome interior finishes, the A3 and S3 sport big ribbons of low-rent, grainy plastic near the door handles and gear selector, and once you get to the rear doors, you’ll find a degree of cost-cutting that smacks of a $20,000 compact car. Even the supposed soft-touch areas up front are just barely that; it’s a check-the-box mindset that smacks of bean counters. Granted, price constraints for entry-level luxury cars have always forced tough decisions about what areas to invest in, but the skimping is obvious in the A3 and S3.

 

Should You Buy the A3 or S3?

The A3 starts at $34,945 (all prices include destination) with FWD, which is in the ballpark with other entry-luxury models. It’s well equipped at that, with standard heated leather seats and eight-way power adjustments, tri-zone climate control, a moonroof, lane departure warning with steering assist, and forward collision warning with automatic emergency braking. AWD is standard on the S3 ($45,945) and another $2,000 on the A3. Options include adaptive cruise control, hands-on lane centering, a Nappa leather upgrade, custom paint and the upsized virtual gauges. Loaded with factory options, the A3 tops out near $50,000, while the S3 can reach over $60,000.

Nicer interiors, more space and better drivetrains exist for similar money as the A3 — though not necessarily all in the same car, at least among luxury brands. (You can find that by stepping down to mass-market brands, which is a longstanding reality for lower-end luxury cars, but that’s a conversation for another day.) Somewhere in all this is an equation that works for a certain A3 shopper, and if you’ve read this entire review up to now, there’s a good chance you want in on that. Still, it’s dubious justification at best for a car with obvious flaws.

The S3 is a different beast. It’s just as cramped and penny-pinched as the A3, but it combines buckets of extra power with a less objectionable transmission, addressing what could be a deal-breaking flaw of the A3. If there’s a palatable car in the A3/S3, it’s on the backside of the alphabet.

https://www.cars.com/articles/2022-audi-a3-s3-review-fast-and-flawed-445335/

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Thursday, 09 December 2021 08:21

Audi TT RS Heritage Edition

The model year 2022 will be the last for the Audi TT RS on the American market, so a special Heritage edition has been prepared on that occasion.

The Audi TT RS Heritage Edition will be available in early 2022, priced at $ 81,450, as opposed to the standard TT RS model which costs $ 73,200.

The series is limited to only 50 copies, and several special color combinations will be available.These are Alpine White exterior with Ocean Blue leather, Helios Blue Metallic with Diamond Silver leather, Stone Gray Metallic with Crimson Red leather, Tizian Red Metallic with Havanna Brown leather and Malachite Green Metallic with Cognac Brown leather.

In addition, there are five-spoke alloy wheels of 20 inches, mirrors in aluminum finish, sports exhaust system with black exhaust pipes, Alcantara in the interior, RS logo on the floor and a special Heritage Edition logo.

Under the hood is a 2.5-liter five-cylinder turbo engine with 294 kW / 400 hp and 480 Nm of torque.

The engine is paired with a seven-speed S tronic transmission, four-wheel drive quattro, and in terms of performance, the TT RS Coupe accelerates from 0 to 100 km / h in 3.7 seconds.

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As Audi's version of the Porsche Taycan, the new RS e-tron GT is an exciting, Tesla-chasing ride.

The sound Audi should have used—and the one playing in my head right before hitting the accelerator—is the adrenaline-juicing click, click, click of a roller coaster on an upward climb. Flooring an e-tron GT produces the same lung-flattening rush of acceleration as a coaster in freefall.

2022 audi rs etron gt
 HIGHS: Sub-three-second runs to 60 mph, decent range, advanced chassis tech, unabashedly modern design.

The e-tron GT has a twin at the Porsche dealer—the e-tron shares its platform, 800-volt electrical architecture, front and rear electric motors, two-speed automatic transmission at the rear axle, air springs, and all-wheel steering with the Porsche Taycan. While the Taycan offers a single-motor, rear-wheel-drive setup as well as the dual-motor-driven AWD 4S, Turbo, Turbo S, and Cross Turismo, at least for now, the all-wheel-drive GT comes two ways: the 522-hp e-tron GT and the 637-hp RS e-tron GT. Accessing all of those horses requires launch control, and then you only get the power for 2.5 seconds.

 
2022 audi rs etron gt
 

The e-tron GT and RS's range figures will likely mean more to buyers. Per the EPA, the GT is good for 238 miles and the RS is rated at 232. Our testing of the RS revealed 240 miles of range, with our example averaging 71 MPGe overall and 83 MPGe on our 75-mph highway test, the latter result just beating its combined federal rating by 1 MPGe. Again, those are decent figures, but not the kind that leads to bragging among big-dollar EVs, especially if the conversation turns to Teslas.

2022 audi rs etron gt

LOWS: Performance trails comparably fast four-doors, unusually high noise levels for an EV, steep six-figure price.

On the road, the RS GT tours grandly. It hums and hauls so smoothly that the big numbers on the speedometer readout might come as a surprise. The low, hefty weight of electric cars—our RS test car tipped the scales at 5171 pounds—works in their favor when it comes to stable cornering, and 590 electric horses are more than enough to reshape your eyeballs. The GT's biggest challenges come from not having the longest range and not being the quickest or flashiest thrill ride in the park.

Audi gets points for using the steering-wheel paddles to control regenerative braking. It's just the sort of setting you might want to change on the fly, say, heading down a steep hill or coasting along in highway traffic, and being able to adjust it without having to dive into a settings menu is smart. The middle setting will feel the most familiar to gas-engine aficionados, and the max regen is almost but not quite aggressive enough to allow for one-pedal driving. The RS offers rear-wheel steering as an option. When fitted, the rear wheels also turn in phase with the fronts to improve high-speed stability; below 30 mph, the rears turn opposite to tighten maneuverability. Steering efforts are light, almost too light at slow speeds if the car is equipped with optional Power Steering Plus, which just boosts the steering assist to feathery at low speed. But once you get used to it, you'll be flipping tight U-turns just for the fun of it.

2022 audi rs etron gt
Fitted with 21-inch Goodyear Eagle Asymmetric 5 summer tires, the RS's 157-foot stop from 70 mph is in the hunt with the figures of other hot four-doors. But its 0.93 g of grip on the skidpad is rather modest for a modern sports sedan—electric or otherwise—some of which have posted well over 1.00 g of stick in our testing.

Audi tilts the GT's controls toward the driver, and everything you need is within easy reach. EVs have conditioned us to expect tech-focused or even minimalist interiors. The GT has a crisp digital display in front of the driver and a 10.1-inch touchscreen in the middle of the instrument panel, but there are—gasp—buttons for the climate control.

2022 audi rs etron gt
The GT does play into another electric-car expectation, however, that of the environmentally conscious and possibly vegan buyer. Leather-free interiors and recycled materials come standard, but if you want to sit on cow hides you can order up a less vegan-friendly version. Whether your seats were once alive or never alive, the GT supposedly seats five; just be sure to call shotgun. No one will enjoy the middle seat in the back. Legroom for the outboard rear seats is excellent thanks to cutouts in the battery, which mean deeper pockets for your tootsies. Headroom isn't as generous, as you pay for the stylish sweep of the roof with tiny back windows and an encroaching C-pillar. Somewhat surprisingly, the 71 decibels of sound in the RS at 70 mph are several decibels greater than we've experienced in comparable EVs, and it's even a touch louder than we've measured in a fire-breathing RS7.
2022 audi rs etron gt
Audi's brave new EVs start at $103,445 for the e-tron GT, a price that lines up with the Taycan 4S, which needs 3.4 seconds to eclipse 60 mph. Bring a $100,690 check to the Tesla store and you'll drive away in the quicker Model S. The RS version, with its carbon-fiber roof and extra power, starts at $143,445. That money would put you into an 1100-hp Model S Plaid+ AWD, which is likely to be the quickest EV we'll have tested once we get our hands on one. Complete with the comprehensive $20,350 Year One package, our RS GT carried a hefty $164,390 as-tested price.

Sizewise, the e-tron is about same length as an A7, but it's dramatically lower and wider. The wide rear end and taillights look particularly great, but in front, the wide crossbar through the grille visually weighs down the front end. Overall, the e-tron GT reads elegant and muscular. It's not a game changer coming after the Taycan or even the still-powerful grandfather of the segment, the Model S, but it's quite a ride.

(https://www.caranddriver.com/reviews/a35834678/2022-audi-rs-e-tron-gt-us-drive/)

Published in Audi
Thursday, 18 November 2021 06:45

Audi Q5 Sportback Review: As Practical as It Can Be

 
 

The verdict: The 2021 Audi Q5 Sportback trades some of the regular Q5’s utility for a sportier look — and sacrifices less practicality than expected in doing so.

Versus the competition: The coupelike SUV trend is a bit of a head-scratcher to us, given the body style often leaves less interior space than a traditional SUV (for more money). The Q5 Sportback doesn’t deviate from this formula, but its relatively few trade-offs enhance its overall appeal.

Besides the new Sportback body style, the 2021 Audi Q5 also gets updated exterior styling, a standard mild-hybrid base powertrain and a new multimedia system that drops the knob-based controller Audi has used for years in favor of a touchscreen interface. Take a look at the differences between the 2020 and 2021 Q5 in our side-by-side comparison.

Our 2021 Q5 Sportback test vehicle had an as-tested price of $56,540, including a $1,095 destination charge. It was equipped with the Premium Plus Package as well as Audi’s navigation and sport packages, the latter featuring a sport suspension and 21-inch wheels with summer tires. The car we drove also had an optional Bang & Olufsen stereo.

How It Drives

The Q5’s standard 261-horsepower, turbocharged 2.0-liter four-cylinder is a smooth-revving, responsive engine that moves this SUV well; a new mild-hybrid system has boosted efficiency of the regular Q5 for 2021, giving it a combined EPA rating that’s 1 mpg higher than the 2020 Q5’s. The engine is hurt, however, by very gradual accelerator pedal response in the transmission’s Drive mode, which makes the Q5 feel sluggish when starting off. Putting the gear selector in Sport improves drivetrain response immensely, though it also keeps the transmission in lower gears. The turbo four-cylinder works with a seven-speed dual-clutch automatic transmission that’s quick to kick down when you floor the gas pedal.

Our test vehicle’s sport suspension and low-profile tires on 21-inch wheels contributed to a firm, unforgiving ride that sometimes felt brittle on rough pavement. The Q5 Sportback does, however, stay relatively flat in fast, sweeping turns, and it’s a confident and poised cruiser on smooth pavement. Apart from some tire noise, the cabin is very quiet at highway speeds.

Like other Audis, the Q5 Sportback has highly assisted steering that makes it easy to turn the wheel but doesn’t offer much in the way of feedback. Steering precision is good, however, and the Q5 responds readily to steering inputs.

 

The Interior

Cabin materials’ quality and fit and finish are good, with soft-touch surfaces on the upper part of the dashboard and doors, but our test car’s all-black interior color scheme had a somberness to it that even a scattering of metallic accents couldn’t overcome. Some of the shinier center console trim even reflected sunlight into my eyes at times while driving. The console doesn’t have much storage space, either.

Power-adjustable front sport seats with manual cushion-length adjustment are standard. The driver’s seat is comfortable and not overly restrictive, and front headroom is good. Leather seating surfaces and front seat heaters are standard.

The Sportback’s sloping roofline doesn’t significantly compromise rear-seat headroom, which is adequate for taller adults. The rear bench seat is comfortable, and it reclines and slides forward and backward. There’s good foot space under the front seats, too.

The Sportback’s cargo area is only marginally smaller than the regular Q5’s, according to Audi’s measurements: The brand says the Sportback has 24.7 cubic feet of cargo space with the rear seat up and 51.9 cubic feet with it lowered, versus 25.9 and 54.1 cubic feet in the regular Q5. The Sportback’s roofline reduces the height of the cargo area, and there’s a slight incline in the extended cargo floor with the backseat folded. Seatback release handles in the cargo area make it easier to fold the backseat when standing at the back of the SUV. 

The Q5’s new touchscreen multimedia interface is simpler to use than the knob-based control system it replaces, and the ubiquity of smartphones should make it easier for owners to familiarize themselves with it. A 10.1-inch screen atop the center of the dashboard is standard. The system also includes wireless Apple CarPlay smartphone connectivity, but wired-only Android Auto.

The touchscreen has high-quality graphics, and CarPlay uses the screen’s full width. It’s easy to toggle between the multimedia system’s built-in interface and CarPlay, and the Premium Plus model adds a wireless charger — helpful for reducing battery drain in a wirelessly connected smartphone.

Premium Plus versions also add Audi’s Virtual Cockpit Plus digital instrument panel. It features a configurable 12.3-inch high-resolution screen in place of traditional gauges, and it can also show satellite image overlays in its navigation mode.

Safety and Driver-Assist Features

The Q5 Sportback received good ratings in all Insurance Institute for Highway Safety crashworthiness tests, and its standard automatic emergency braking system earned superior and advanced scores for its vehicle-to-vehicle and vehicle-to-pedestrian performance, respectively.

Other standard active-safety features include lane-keeping assist, blind spot warning with rear cross-traffic alert, and front and rear parking sensors. Premium Plus models add adaptive cruise control with stop-and-go, and the top-of-the-line Prestige version adds a head-up display with traffic-sign-recognition capability.

Should You Buy the 2021 Audi Q5 Sportback?

The Q5 Sportback’s $48,895 starting price (with destination) undercuts base prices for the 2021 BMW X4 and 2021 Mercedes-Benz GLC300 Coupe, but it’s more expensive than an Infiniti QX55, which is new for the 2022 model year (see their specs compared).

With nearly as much cargo space as a regular Q5 and comfortable seating for adults in both rows, the Q5 Sportback takes some of the practical reasons for choosing a regular Q5 SUV off the table. The Sportback’s starting price is $4,500 more than a Q5 SUV, but the Sportback also comes with larger 19-inch wheels and a panoramic moonroof in addition to its sleeker exterior. If you like its styling and the extra expense isn’t an obstacle, the Q5 Sportback offers most of the attributes of an SUV without looking like most SUVs.

(https://www.cars.com/articles/2021-audi-q5-sportback-review-as-practical-as-it-can-be-441334/)

Published in Audi
Wednesday, 03 November 2021 08:16

Refurbished Audi A8 & S8

At Audi, they have made sure that the adequately refreshed fourth generation of their flagship, which hides behind the A8 / S8 label, remains among the most desirable high-class cars.

In line with trend and demand, Ingolstadt has more and more SUVs on offer, but they are not giving up on their sedans, which have been led by the luxury model behind the A8 for years and has reached the fourth generation presented in the edition after the refreshment treatment. .

The redesigned Audi A8 exterior features an even larger and wider one-piece radiator grille with even more chrome, and there are slightly different bumper openings and new light housings equipped with state-of-the-art matrix technology. The graphics in the housings of the rear digital OLED lights are also new, and the A8 is now offered for the first time in combination with the body elements that are characteristic of the S Line equipment package. The news is rounded off by nine new body colors.

Minor changes to the cabin that bring top-of-the-line materials include the latest edition of Audi's digital instrument panel (Audi Virtual Cockpit) with an optional head-up display, and two rear passenger displays on the center console. seats that in the version with even greater wheelbase (A8 L) can count on extra space in front of the legs.

The redesigned A8 is powered by the famous three-liter and 4.0-liter turbo gasoline engines with six and eight cylinders, aided by mild and plug-in hybrid technology, which offer from 340 to 460 hp, and the three-liter turbodiesel V6 engine with 286 hp also remains on offer. An 8-speed automatic transmission is in charge of transmitting power to both axles (quattro) in all versions.

In parallel with the standard model, the most powerful version behind the S8 label has been similarly refreshed, and it is powered by a 4.0-liter V8 biturbo engine that develops 571HP.

Sales of the redesigned "Osmica" will start next month, with 99,500 euros set aside for the base model in Germany and 144,800 euros for the super-fast S8, which reaches "hundred" in 3.8 seconds.

 

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Wednesday, 27 October 2021 05:20

2022 Audi RS3 Is Music to Our Ears

Audi's redesigned five-cylinder RS3 sports sedan is as vocal as it is potent.

With 401 horsepower available—one pony more than before—the RS3's boosted five-pot pulls hard to its 7000-rpm redline with fervent glee. To say that it has character is an understatement—delightfully vocal and charismatic, this is an engine that can seem uncannily human across its rev range. Which makes sense, as its odd-cylinder warble is a sound that any human could impersonate. A new active exhaust delivers even more of that aural drama through the tailpipes. Normally we eschew engine-sound augmentation through stereo speakers, but it only adds to the excitement in the RS3. Windows up or down, this Audi will have you searching out tunnels on your daily commute.

2022 audi rs3 sedan
 
2022 audi rs3 sedan
 

For even greater control, it's easy to change the gearbox's demeanor through the various drive modes, which also alter the engine's responsiveness, the weight and feel of the steering, and the firmness of the adaptive dampers. We bypassed the Efficiency and Comfort settings, finding Auto to be nicely adept at adjusting the parameters based on our driving habits. Dynamic mode heightens all the car's senses and holds gears at redline in manual mode. Most intriguing was the customizable RS Performance mode, which for the first time in the RS3 allows the amount of torque sent to the rear wheels to be adjusted. Audi's Quattro all-wheel-drive system is almost too effective in most cases, wrangling the engine's might in a deliberate, almost clinical fashion. But the RS3's all-wheel-drive system is designed to be a frisky complement to its engine's sonorous antics. The system employs two independent clutch packs that can route 100 percent of the torque sent to the rear axle to either rear wheel, helping the car rotate around corners.

There's even a dedicated RS Torque Rear mode in the car's Drive Select menu, which is a drift mode in all but name. In practice, however, this setting only lets you wag the RS3's tail so much. Despite the implied benefits of the rear-torque bias, this remains a predominantly front-wheel-drive-based setup. Similar to how the previous RS3 could be outfitted, the new car rolls on tires that are wider in front than in back, 265/30R-19s to the rear 245/35R-19s. And since only 50 percent of the engine's torque can be routed rearward, the RS3 can't break its back end loose with the same impulsivity of, say, a BMW M2. It takes deliberate effort and a heavy right foot to overcome the chassis's natural inclination towards understeer, and once you cross that limit of adhesion it requires persistence to keep it dancing on that edge.

2022 audi rs3 sedan
 

Making the most of RS Torque Rear on the track also requires diligence, plus a bit of trust on the driver's part. Our drive included laps on Greece's Athens Circuit, a tight 1.3-mile track featuring a short straight and 10 corners. Taking the conservative all-wheel-drive line into turns yielded no help from the RS3's torque-vectoring rear axle. It's best to be more aggressive on corner entry and ignore your instincts to back off the throttle. Just before the front end begins to plow wide, mat the throttle to shuffle the torque to the rear axle and let the all-wheel-drive system's programming sort it out. That's not to say the RS3 isn't potent when pushed hard. Audi test driver Frank Stippler recently posted a 7:40.8 lap around the Nürburgring, beating the time set by, among other all-wheel-drive rockets, the original Bugatti Veyron.

On the open road, the RS3 feels much more in its environment. With its adaptive dampers in their comfort setting, this diminutive sedan evokes the composure and stability of its larger Audi brethren. Up front, the strut suspension features model-specific pivot bearings that add nearly a degree of negative camber compared to the regular A3. A multilink setup sits in back, along with a hollow anti-roll bar and a half-degree of additional negative camber. Overall, the RS3 rides 1.0 inch lower than the A3 and 0.4 inch lower than the S3. Top speed is governed to 155 mph, although opting for the RS Dynamic package ups that to 180 mph.

2022 audi rs3 sedan
Look beyond its performance and the RS3 receives the same updates found in the new A3 and S3. The interior features a far more premium look, thanks in large part to the 10.1-inch touchscreen that's now integrated into the dash. The 12.3-inch configurable digital instrument cluster is flanked by vents that resemble motorcycle grips. An RS design package adds either red or green accents to those vents, plus color-keyed seatbelts and contrast stitching on the seats, though we're less enamored by the dinky-looking shift toggle on the center console. Also somewhat out of place are the acres of gloss black plastic adorning the car's front end, which look a bit unfinished and appear at odds with the rest of the tastefully aggressive sheetmetal.

Gaping face notwithstanding, the RS3 is a superb evolution of Audi's original brand-defining formula. If this sounds like a fitting way to celebrate the sonic joy of its odd yet charming powertrain, you'll have to wait early next year to buy one in the United States. Pricing has yet to be announced, but we expect it to start just under $60,000. Endearingly eccentric and capable as the RS3 may be, it's hard to predict how long Audi will continue to support this niche segment with a near-bespoke engine. Although we're down for whatever the future brings, we hope the brand leans on its EV engineers to create soundtracks that are as glorious as the RS3's.

(https://www.caranddriver.com/reviews/a38059622/2022-audi-rs3-sedan-drive/

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There are no visible screens, and everything is digitized. The steering wheel and pedals may disappear when they are not needed. Rear passengers sit on sofas. This is a "private plane, but for the trip." The successor to the Audi A8 will be the electric, autonomous GT coupe-sedan, and the public will see it for the first time at the upcoming Munich Motor Show. However, before the official premiere, the German premium manufacturer revealed photos of a concept that introduces a radical design for the future flagship of the brand.


Audi described the concept as a "private plane but for the road", because it will be equipped with a fourth level of autonomous driving. This means that Grandsphere will drive its passengers on its own when needed. Then the steering wheel and pedals are automatically retracted into their housings.


Perhaps most unusual of all is the design solution that there are no visible screens, buttons and physical controllers in the cabin.

After starting, the most important information for each passenger is projected on the entire front part, and the screens are actually imperceptibly integrated into the front panel, which displays their contents.


The rear doors open to the opposite side and there is no B-pillar here to make access to the cabin easier. Passengers are greeted with personalized audio and visual digital messages, while the air conditioning and seat position are automatically adjusted exactly to the measurements of their users as soon as they are accommodated.
"The first class has switched to the front of the cab," they say from Audi because controlling the vehicle no longer has to depend on the driver. That is why, for example, the front seats are designed for maximum comfort, and the front seats can be lowered up to an angle of 60 degrees. There is nothing worse in the back either, because the passengers are sitting on the sofa.


As this is a luxury concept, the air in the cabin is filtered, the temperature is adjusted automatically, and if necessary, a pleasant smell can spread through the interior. Between the front seats is a refrigerator with two glasses and a specially designed bottle.

As long as 5,350mm, 2,000mm wide, Grandsphere offers a wheelbase of more than 3 meters (3,190mm). This means that the future model is much longer than the extended version of the current A8. But, from Audi, they emphasize that this is a more four-door coupe, and not a traditional limousine.

With a low silhouette, a very aerodynamic design comes with a long hood despite being an electric car.

It looks like a bullet in the back for better efficiency. It is not yet certain how much the serial model will look like the concept, writes Autocar, but it is most likely that it will not have 23-inch wheels.

The concept is based on the new PPE platform, which was created in cooperation with Porsche, and on which the new Audi Q6 and Macan will be built.

Grandsphere uses a 120 kW battery that will provide a range of as much as 750 km, while the twin-electric motor will have 720 horsepower and 960 Nm. In theory, acceleration from 0-100 km / h is about 4 seconds.

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Saturday, 04 September 2021 08:58

Audi Coupe B3 - old as good wine

Although not as well known as the legendary Quattro, Audi’s Coupe B3 is certainly one of the younger classics that absolutely deserves respect.

We sit briefly in the time machine and go back to 1986, when the four-ring brand introduced one of its most reliable and well-known models - the Audi 80 B3. At that time, this brand wanted to show that its vehicles are long-lasting, so the 80 and 100 models got a fully galvanized chassis and body.

 

Two years later, in 1988, the Bavarian manufacturer introduced the Coupe B3, a coupe variant of the aforementioned car, which had until then been available as a sedan. Of course, the coupe brought a slightly different style, and many then, but still today, criticized the "duck tail", ie the appearance of the spoiler on the rear of the vehicle.

The Audi Coupe B3 was initially only available with five-cylinder engines, to the delight of all fans of this brand. At the time, five-cylinder engines and quattro drive were the foundations on which Audi built its image in the world.

 

So, at the beginning, customers could choose a 2.3-liter unit with 136 or 170 hp, with the latter variant having as many as 20 valves! Later, in 1989, a two-liter four-cylinder petrol engine with 113 horsepower entered the offer, but it survived only a year on the market. After that, an engine with the same volume and number of cylinders was offered, but 115 "heads".

Audi will then introduce a six-cylinder powertrain, but the crown of the offer remains the company's pride - a five-cylinder turbine in the Coupe S2 variant. This engine delivered 220 "horses".

 

Back in 1990, it was necessary to set aside 60,000 marks for the Audi Coupe S2 in Germany, for the basic version. For that money, they got a quattro drive, on-board computer, but also seats upholstered in satin. Cruise control, automatic air conditioning and electrically adjustable rear windows were offered as part of the options.

The Audi Type 89 Coupe ended its career in 1996. After that, this brand did not return to the traditional large coupes. The TT is the size of the class below this model, and the A5 Sportback is not a real coupe.

 

Why Coupe B3?
In short - it's a great vehicle, and who can't afford a Quattro, and we know the astronomical prices for that car, this is a great alternative. However, the B3 Coupe is slowly gaining in price, and as colleagues from Germany write, it is getting higher every year for well-preserved models.

Audi was then creating extremely reliable vehicles. The Coupe B3 is suitable for everyday use, it has a large enough trunk, and its two-liter gasolines also have a modest consumption - from 6 to 8 liters of gasoline per 100 kilometers.

 

Availability and spare parts
Of course, it is almost impossible to see some coupes from the B3 generation on the domestic ads of used cars. The situation in Germany is quite different. Most are those with four-cylinder engines, while those with five- and six-cylinder units are somewhat rarer.

The Coupe S2 is a real rarity, what's more - some claim that today it is rarer than the original rally icon - the Quattro model. As for spare parts, German journalists from Spiegel state that the situation for components is far better for older Mercedes and BMW vehicles.

 

The set of front brakes costs approximately 120 euros, the toothed belt (change in service) is about 500 euros for a five-cylinder block. The sports exhaust made of stainless steel is 700 European banknotes.

Prices

In Germany, this Audi coupe can be purchased for some 3,500 euros, and that it is in running order. Five-cylinder units are more valued than those with more or less cylinders in this model. A special league is the Coupe S2, where prices for that version start at some 25,000 euros.

Published in World car Blog
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Audi's ace overcame his eternal rivals in Europe.

The E segment is under great pressure from the SUV onslaught, and only premium brands from Germany have remained in it. So the fight in this class is a bit boring, but the fact is that there are three titans from Germany: A6, Serie 5 and E class.

During the previous month, vehicles from this segment had a modest 1.7% share in sales on the Old Continent. The most popular among European buyers was the Audi A6 with 5,048 registrations. Thus, the four-ring sedan took a convincing victory over the competitors.

3,776 consumers opted for the BMW 5 Series, while the E-Class registered 3,710 cars sold. Interestingly, all three models indexed a drop in sales.

The A6 achieved a 25% lower result in July than in the same month last year. The representative of the blue-and-white propeller has a far more serious decline with 37%, while the biggest difference was made by the Mercedes E-Class. That car has a deficit of as much as 43%.

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