Displaying items by tag: Audi

Thursday, 18 November 2021 05:45

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 07:16

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.

 

Published in Blog/News
Tagged under
Wednesday, 27 October 2021 03:20

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/

Published in Audi
Tagged under

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.

Published in Blog/News
Tagged under
Saturday, 04 September 2021 06:58

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 Audi
Tagged under

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%.

Published in Blog/News
Tagged under

Audi's new e-tron GT Quattro and RS e-tron GT are great sports sedans first and electric cars second.

In conventional automobiles, the tall top gears of modern automatic transmissions largely silence the combustion events happening under the hood. So, when an EV hushes along at 85 mph or so and unfurls the lonesome two-lane expanses of the West, the fact that it's motivated by electricity instead of gasoline doesn't seem terribly relevant. It does become a bit more important if the battery is depleted and you lack a solid recharging plan. If you're range anxious about finding somewhere to recharge, the e-tron GT is rated for 238 miles and the 590-hp (637 in overboost) RS e-tron GT model is good for 232 miles, both of which are far short of the Tesla Model S's EPA range. 

 
2022 audi etron gt
 

The mass of the battery tips the GT's curb weight past 5000 pounds, but since the pack is in the floor, the center of gravity is low. Imagine a 4947-pound Audi RS7 with a keel and you get the idea. At 55.0-inches tall, the largely aluminum-bodied e-tron GT is low for a modern sedan and nearly two inches lower than the RS7. Without gears to choose, the GT and RS twins remain at the ready for whatever the Angeles Crest and Forest highways throw at them.

2022 audi etron gt

Go for the RS version and you get summer tires, but even on the e-tron GT's all-season rubber, the standard three-chamber air springs keep the body flat and the handling secure without being boring. Although the steering is accurate and gets the nose pointed with unerring precision—and the many drive modes can adjust the effort—not a lot of feedback comes through the wheel. Sure, the regular GT's all-seasons howl in protest when they begin to understeer but add power and the system sends torque rearward and divides it as necessary to the left or right wheels to cancel the mild push in corners. What you feel, besides confidence, is a return to your intended path around an apex. The RS performs the same trick, but its summer tires provide more grip with a bit less squeal.

Provided you shut off the stability control, the rear end's ability to send power to the left and right will also indulge the aggressive driver by setting up an easy-to-control, power-on drift. Being (mostly) prudent adults, we kept such experimentation to the airstrip that Audi rented for us to safely experience the RS's zero-to-100-mph acceleration. Hauling these Audis down from speed are 14.2-inch front brake rotors on the regular GT and 16.1-inch tungsten carbide-coated units on the RS. Should that not be enough, the RS offers 16.5-inch carbon-ceramic jobs up front. Strong and fade-free, a couple of downhill sections in the canyons required a harder push on the brake pedal, a reminder that quickly decelerating 5000 pounds requires a lot of force.

2022 audi etron gt

Using the brakes in the GT and RS GT is something you'll do a lot. Unlike some competitors, Audi doesn't offer a one-pedal driving mode. The maximum regeneration mode (activated by the left "shift" paddle on the steering column) doesn't slow the car down much. Audi proffers that coasting is more efficient than maximizing regeneration. The net effect is that you drive the two e-tron sedans more like a conventional gas-powered car, another reason it's easy to ignore what's propelling you when you're behind the wheel.

Designers put a lot of thought into making the most of Audi's (and Porsche's) EV platform. Not only is the roofline low, but the cockpit and greenhouse are narrower than the body. It's a visual trick used by the Porsche 911 that results in a balance of elegance and aggression. Wide rear fenders flow rearward to A7-like taillights. Wheel sizes start at 20 inches; RS models offer a 21-inch option.

2022 audi etron gt

The relatively narrow cockpit is obvious when you're inside. Front-seat space is generous, but the roof looms close and the glass area is small for a sedan. The view out the back is restricted, but after a few miles you adjust to it. If you're thinking it's as bad as a Chevrolet Camaro, it's not. Rear-seat space also is in short supply, and the smallish door openings and low body make getting in and out a little more difficult than it is in an RS7.

An RS7 also sounds considerably better than both the e-tron GT and RS. Audi engineers did try various devices—including a didgeridoo—to give their electric sedans a soundtrack. Under hard acceleration there's a hushed roar and the volume increases in the most aggressive Dynamic mode, but it pales next to how the roar of the RS7's twin-turbo V-8 fires the synapses in your lizard brain.

2022 audi etron gt

Choosing between Audi's new electric sedans and its 591-hp RS7 is made even more difficult by how the pricing sandwiches the $115,545 gas car between the two. Before any incentives or tax credits, the e-tron GT starts at $100,945 and the RS opens at $140,945. Even though the e-tron GT is so good that we briefly forgot it was an electric, as new internal-combustion cars become rarer sights we're still going to pick them until we can't. As far as comparing it to the ridiculously quick, 1020-hp Model S Plaid, we'd love to answer that nagging question too. As soon as we get a Plaid to test, we'll let you know.

(caranddriver.com)

Published in Audi
Saturday, 05 June 2021 03:57

Audi Q4 e-Tron (2021) review: total eclipse

 

You know how they say never buy the first version of a new Apple product? Perhaps a similar golden rule should be applied to electric cars.

The first model based on the VW Group's entry-level electric platform, the VW ID.3 released last summer, had a premature, unfinished edge to it. But every new MEB derivative launched since then has bettered the previous version. The ID.4 is quantifiably more appealing than the hatchback, the Skoda Enyaq is more convincing overall than both Volkswagens, and now the Audi Q4 e-Tron raises the bar for looks, perceived quality, driveability and performance.

Before we get into that...

Yes, some headline specs. Built in Zwickau on the same line as the ID twins, Audi's entry-level e-SUV is also offered in Sportback guise, with a slightly more coupe-like shape and a drag coefficient of 0.26. In the UK, prices for the Q4 e-Tron start at £40,750, and for the quattro version begin at £51,370. Sportback pricing has yet to be confirmed. but expect to pay a couple of grand more.

q4 etron rear static

The line-up available at launch time consists of two rear-wheel-drive versions, the '35' and '40', rated at 168bhp/229lb ft and 201bhp/229lb ft as well as the 295bhp/339lb ft quattro edition, the '50', which sports a bigger 77kWh (net) battery, and a second motor ready to drive the front wheels should traction issues or performance itches arise.

We're driving the 50 quattro here. The 295bhp Q4 manages to win the 0-62mph acceleration derby against the 308bhp e-Tron SUV by 6.2 against 6.8sec. More important still, its maximum range of 305 miles compares favourably to the 213 miles recorded to WLTP rules for its bigger brother.

q4 etron interior side

While the smaller 55kWh (42kWh net) energy pack installed in the 35 e-Tron can be charged with up to 100kW, the 40/50 e-Tron accept a maximum dose of 125kW. A 10-minute plug-in stint typically extends the range by 80 miles. The official consumption spectrum ranges from 3.0 to 3.8 miles per kWh, which barely differs from the e-Tron GT.

These numbers show that yesterday's plug-in heroes are overtaken left, right and centre by newer models boasting more advanced batteries, motors and software.

What else makes the Q4 e-Tron stand out?

Surprisingly, the electric counterpart of the Q3 even beats the pricey e-Tron GT as far as interior design and the overall craftsmanship are concerned, not to mention the fact that the top-of-the-line Q4 50 e-Tron quattro costs over £10k less than the base full-size e-Tron SUV, which is 300mm longer but not dramatically roomier inside.

q4 etron rear seats

The Q4 cockpit, then, is a class act, with some exceptions: the silly iPod volume control, the available quartic steering wheel (again, standard with the top two trims) and the unpadded armrest and centre console where long legs typically come to rest. Up front, there is enough room to swing a tiger kitten, space in row two is also generous, visibility is panoramic (less so in the Sportback), and the top-notch surfaces which used to be typical of the brand until the arrival of the latest A1 and A3 are back in full force.

In contrast to the confusingly alternative ergonomics pioneered by the ID.3, the Audi brings back the classic direct-access temperature controls, puts the gear selector back where it belongs and reduces the number of vague touch sliders to a minimum. Depending on the depth of your pocket, there are up to three different (and largely redundant) displays to select from. On top of this all, voice control attempts to guide you through a vast variety of menus and sub-menus. Less might be more.

How does the Q4 drive?

q4 etron rear cornering

The Q4 e-Tron's more muscular stance also supports a more eager turn-in action than other MEB-based cars, a more neutral cornering balance and a smoother driver-to-car interaction. Our Q4 50 e-Tron 50 quattro refrained from picking a fight with every pothole in reach, wriggling its shoulders when straddling aquaplaning grooves and jarring the driver's palms in the wake of gaping expansion joints.

Although Skoda and VW have announced all-wheel-drive versions of their MEB cars, the Q4 quattro is actually the first of its kind to come to market, available this summer. Along with more power, it introduces adaptive torque vectoring to the handling sweepstakes, and its variable dynamic weight distribution makes the car more chuckable through fast zig-zag corners. The two propulsion units orchestrate the wheel-selective quattro system, which minimises understeer and oversteer while cementing directional stability even on tricky surfaces.

q4 etron side pan

Our test car was shod with optional 235/255 21 tyres, the ride was (with the adjustable dampers locked in Comfort) commendably supple even at low speed and over sudden transverse disturbances, while the steering is nicely progressive. The Drive Select system invites you to set the helm, both motors and the torque distribution in your choice of Comfort, Auto, Efficiency, Individual or Dynamic modes, but is in effect more of a gimmick than a real bonus with the exception of the Range and Efficiency programmes, which seriously curb consumption by limiting maximum speed.

Any efficiency tech?

Well, there's Audi's Predictive Efficiency Assistant. It's been on Audi models from the moment the current A6 arrived, and naturally evolved for the electric age. It monitors the real-time traffic flow and road signs via its sat-nav connection.

q4 etron centre console

Stick the gearlever (or is it more of a nodule?) in B and the Q4 will automatically recuperate with up to 145kW, which practically puts the brakes on the dole. In D for Drive, paddles (standard on Edition 1 and Vorsprung versions, optional on Sport and S-line) make it easy to select one of three regeneration stages, or to choose the overly cautious automatic programme.

Audi Q4 e-Tron: verdict

The Q4 e-Tron hits the trendy new targets of EV ownership (range over power, charging speed over top speed) with aplomb. Its footprint is small enough for it to pass as planet-friendly urbanite and to calm the social acceptance watchdogs. At the same time, it can be customised to the taste and budget of a rich person ready to jump from the combustible past to the electrified future.

Like it or not, but cars like this are the new normal.

q4 etron front static

(carmagazine.co.uk)

Published in Audi
Thursday, 13 May 2021 04:16

Audi Q4 E-Tron price and spec details

Audi's take on the electric family SUV is cool and classy

Audi has revealed full details and prcies of the new all-electric Q4 E-Tron. It's the company's first electric car based on the same technology as the Volkswagen ID.3 and Skoda Enyaq iV and as well as being available as a regular SUV, you can also specify a coupe-like Sportback version.

The Q4 E-Tron introduces some new technology and offers some choice in terms of price and range. Firstly, there will be three variants from launch, the 35, 40 and 50 Quattro. As you may have already guessed, the 50 Quattro features all-wheel drive as standard – the 35 and 40 versions are rear-wheel drive only.

Rivals? There are a few that include the Skoda Enyaq iV, Volkswagen ID.3, BMW iX3 and Mercedes-Benz EQA and EQC. The market for mid-sized electric SUVs is really starting to heat up.

What it's like inside?
Details new to the Q4 E-Tron include a steering wheel with a flat top and bottom (with haptic touch panel buttons) on S Line models and additional storage cubbies, including bottle holders in the door armrests. The central MMI touchscreen (10.1-inch as standard, 11.6-inch as an option) still has haptic feedback like most larger Audis, but there is only one touchscreen, with manually-controlled air-con switchgear below it.

Much like Volkswagen’s ID.3 and ID.4, along with the latest Mercedes-Benz S-Class, the Q4 will be available with an optional augmented-reality head-up display. The AR-HUD actively displays navigation directions in your field of view, gives you markers for the car in front when you have the adaptive cruise system active and even flags up the edges of your lane if you stray out of them.

Audi is particularly promoting the practicality aspect of the new Q4 E-Tron, saying that while it has the rough exterior dimensions of a Q3, it has space inside akin to the Q5 and quality like a Q7. The Q4 has a sliding rear bench, allowing for a boot volume of 520 litres in the non-Sportback variant.

What models and trims are available?
The Q4 E-Tron is available to order now and UK deliveries are expected in June 2021. Trims available at launch will be the Sport, S Line and Edition 1 forms. Every battery and powertrain combination is available with each equipment level.

Even though Sport is the entry level, it still comes equipped with LED headlamps, a 10.1-inch MMI infotainment screen and aerodynamic 19-inch alloy wheels. The S Line model will undoubtedly be the most popular – as is the case with all other Audi models – and gains 20-inch alloy wheels, sportier-looking front and rear bumpers and lowered suspension. The special Edition 1 trim will be a more elaborate offering, with Matrix LED headlights and unique interior and exterior trim.

Expected to join the range after the initial launch in June 2021 will be the Q4 E-Tron Vorsprung. Audi has confirmed It’s priced from £54,450 and gains 21-inch wheels, Nappa leather-trimmed seats and a more comprehensive driver-assistance package.

What else should I know?
The Q4 E-Tron can support 11kW AC charging and up to 125kW DC charging, with Audi claiming around 80 miles can be zapped into its new EV in just 10 minutes using those fastest of chargers.

Very little has changed between the production Q4 E-Tron and the concept car that debuted a couple of years ago. The Q4 SUV’s relatively boxy shape is emphasised by clean-cut wheelarches, a blocked-out grille in a very familiar Audi shape, and a single light panel that stretches across the rear. If you choose the optional matrix LED lights, you can customise the way the daytime running lights look with four distinct patterns.

Audi also offers something called ‘E-Tron Charging Service.’ It’s not an unheard of concept from manufacturers – you’re essentially given an RFID card and sign up to a tariff that gives you streamlined access to chargers from different networks, saving you the pain of signing up to individual ones.

 

Should I order one?
If you like the look of it. the Audi Q4 E-Tron is available to order now, with prices starting from £40,750. That figure soon balloons by choosing plusher models, larger batteries and optiona extras. The question is how much you think it's worth the premium over its Volkswagen Group sister cars, the ID.4 and Skoda Enyaq iV. We can't really answer that until we've driven it.

No model in the Q4 E-Tron range is eligible for the government's £2,500 plug-in car grant. We do like the sheer breadth of models available and the classy interior – and look forward to driving it. You'll be able to read about that here first.

(parkers.co.uk)

Published in Audi
Tagged under

Audi’s most popular model gets a midcycle refresh but leaves us wanting a bit more.

Just before 2020 ended, we had the chance to drive the 2021 Audi SQ5, the sportier variant of the Q5 powered by a punchy V-6 engine. Like we noted back then, the SQ5 delivers the best of both worlds. It's a comfortable SUV that's great for everyday driving, but also more dynamic when the road turns twisty. Now, we've driven and tested the 2021 Audi Q5, the toned-down normal version that competes in the compact-luxury-SUV segment, one of today's most popular. As you'd expect, then, the Q5 is indeed Audi's most popular model, making up 25 percent of the brand's sales, with the conventionally powered, non-S version responsible for most of that chunk (the balance includes not just SQ5s, but also Q5 PHEVs).

In order to be a popular player in one of the toughest segments, the Q5 has to bring plenty of goodness to the table, no? It combines attractive styling with a well-appointed cabin, all while keeping its prices competitive—something hard to find these days in the luxury game. For the 2021 model year, the Q5 received a midcycle refresh inside and out to bring more glamour and a bit more tech.

2021 Audi Q5: More Soft Than Sporty
As one would expect, the regular Q5 is toned down compared to the S variant, and that was notable during our time with this SUV. Powered by a 2.0-liter turbo I-4 with 261 horsepower and 273 lb-ft of torque, the Q5 employs a seven-speed dual-clutch transmission that sends power to all four wheels thanks to Audi's Quattro system. The engine is mated to a 12-volt mild hybrid system that's new for 2021, and which adds a combined 13 hp over the 2020 model.

That combination makes the Q5 a decent SUV on the road. The engine is lively, and while it lacks the push of a V-6, it feels completely adequate for an SUV this size. The one complaint we have is with the transmission taking too long to downshift, which we experienced mostly when trying to pass on the freeway. The engine also has a bit of turbo lag, which combines with the transmission issue to compound the sensation that it's weaker than reality when trying to pile on speed or pass another vehicle at freeway velocities. When reaching a cruising speed, though, the Q5 is in its element.

Drivers can choose between five driving modes—Efficiency, Comfort, Auto, Dynamic and Individual. We spent most of the time driving in Auto, but even when we turned on Dynamic mode, the Q5 had the same laggy feel as in Auto or Comfort. Even so, at the test track, associate road test editor Erick Ayapana was able to go from zero to 60 mph in 5.7 seconds, which is a strong number. Pedal overlap causes the transmission controller to launch at about 3,000 rpm, after which gearshifts are much more immediate and aggressive, according to Ayapana. That may be the trick to get an eager start, but it's not how you drive every day. Compared to a 2018 model, the 2021 Q5 was faster to 60 mph by 0.2 second, perhaps thanks to the mild hybrid system.

Overall, the ride is settled and comfortable. Whether you drive over harsh pavement or ruts, the suspension does a good job absorbing those imperfections before they get into the cabin. Even on twisty roads, the body is well controlled with little noticeable roll, but chief tester Chris Walton had mixed feelings during our figure-eight test, noting poor body control under braking and cornering. "The transmission, even in dynamic mode with S Drive, was not intelligent enough to hold second gear on the skidpad," Walton added.

Besides increasing power output and (potentially) lowering the Q5's acceleration time, the mild hybrid system also helps with fuel economy. For 2021, the Q5 delivers 23/28/25 mpg city/highway/combined, an increase of 1 mpg in city and combined ratings over last year.

2021 Audi Q5: Comfortable And Elegant

Inside, the Q5 blends a mix of premium quality and high tech. While it doesn't have the same avant-garde interior aesthetic as do the Q7 or the Q8 (these have a two-screen infotainment/HVAC setup on the center console), the Q5 features a 10.1-inch touchscreen atop the dash. It displays Audi's newest infotainment system—MIB 3—which is easy to use and fast to respond. The graphics are top notch, and the way everything is organized makes it easy to get around without having to dig through menus. Apple CarPlay and Android Auto are wireless, and you can use voice commands to do unusual things like change the temperature or other settings in the car.

Our Prestige model—the Prestige trim costs $10,700 over a base Q5—checked pretty much every available box, which included everything from the 19-speaker Bang & Olufsen premium audio system with 3D sound to Audi's "virtual cockpit," whereby a 12.3-inch display serves as the instrument panel and can show real-time Google Maps graphics. Our model also came with other goodies like a head-up display, a 360-degree bird's eye view camera system, and a panoramic sunroof.

 

To maximize comfort, Audi also offers heated and cooled front cupholders, heated rear seats, heated and ventilated front seats, and a heated steering wheel. The second-row seats fold almost flat in a 40/20/40 configuration, making it ideal to fit long items between the seats while maximizing passenger space.

And you'll want to maximize the room, as interior space is one of the areas where the Q5 needs to improve. Second-row legroom is a tad tight for adults with long legs. At six feet tall, this author's legs touched the back of the front seat with the driver's seat set to his driving position. Though there weren't any problems with headroom, the noticeable drivetrain hump also interferes with foot room whenever you have three passengers in the rear.

2021 Audi Q5: Safety Tech

Like some other luxury brands these days, the Q5 brings some standard safety systems but charges extra for others. Blind spot monitoring with rear-cross traffic alert, lane departure warning, and parking sensors are standard across the lineup, but adaptive cruise control with traffic jam assist is only available with the Premium Plus and Prestige packages—the two (out of three) highest trims.

These safety systems work well enough on the highway, keeping the Q5 centered in its lane even when lane markings weren't totally clear. We'd like to compare the Audi's systems to those from BMW and Acura, which are among the tops in the segment, to see which truly stands out.

Is The 2021 Audi Q5 Worth It?
Our Audi Q5 Prestige checked out at $56,840, a pricey ask no matter how you look at it. That's several thousand dollars more than a loaded Acura RDX or Lexus NX, but is in line with its loaded German counterparts. Should you have a tighter budget, the Q5 starts at $44,395, with the middle-tier Premium Plus package adding $4,800.

Despite the somewhat lazy-feeling powertrain, it's easy to see why the Q5 is Audi's most popular model. After all, most folks won't stand on it like we do during our holistiic evaluations, and this compact luxury SUV serves up tons of amenities, a well-appointed cabin, and fresh styling that should continue to resonate with a lot of customers. The Q5 is far from perfect, but it does a lot of things well and we can't see this newer version giving up much ground to BMW, Mercedes, Acura, and friends.

motortrend.com

Published in Audi
Tagged under
Page 1 of 4

The latest news from the world of the auto industry

"It's time for Europe to respond to the threats posed by Chinese car brands," said Renault Group CEO Luca de Meo, urging European Union countries to collaborate in addressing the i...