Displaying items by tag: Audi

Wednesday, 20 January 2021 05:19

Audi A4 saloon review

"The Audi A4 is a comfortable and economical executive saloon with a stylish, technology-laden interior"

The Audi A4 has been involved in an ongoing battle in the executive saloon class with the BMW 3 Series and Mercedes C-Class for 30 years. Historically, each of this German trio boasted strengths in different areas; the A4 brought an understated design and quattro four-wheel drive, the 3 Series was the driver’s choice, and the C-Class was about sublime comfort and quality. Times have changed, with all three competitors now more equal than ever before, ensuring the latest versions all need to be impressive all-rounders.

Best executive cars
All three of these executive specials now offer an increasingly similar list of qualities making picking between them more difficult. As well as a direct rivalry with each other, recent years have seen strong offerings from rival manufacturers, with the Alfa Romeo Giulia, Jaguar XE and Lexus IS providing strong competition. This means the Audi A4 can’t afford to rest on its laurels, and the latest model is a spacious, practical and relatively fuel-efficient machine.

A recent significant facelift has seen the A4 evolve again to keep itself in the fight with the new BMW 3 Series and updated Jaguar XE. Its looks have changed quite significantly, with a new nose that's now even more purposeful and striking designs for its front and rear lights. The interior has been given a revamp and mild-hybrid engines ensure lower running costs for company-car drivers.

For enthusiastic drivers, the A4 gets off to a lacklustre start whether you pick a quattro four-wheel drive or a front-wheel drive variant, as it lacks the nimble agility offered by the rear-wheel drive BMW 3 Series. This new model is an improvement over the previous generation, though, with a vastly improved ride quality that is more compliant with the potholed roads of Great Britain, with the optional adaptive suspension allowing you to choose between a soft or firm spring setup. There's no option of air suspension, like in the Mercedes C-Class, though.

There's a wide range of engines to choose from. Those who cover fewer than 12,000 or so miles a year will be well served by the modern, turbocharged 2.0-litre petrols. Available with either 148bhp, 201bhp or 261bhp, and badged 35, 40 and 45 TFSI respectively, our favourite is the mid-level model, returning up to 40.9mpg despite a swift 0-62mph time of 7.1 seconds.

Those who cover a higher annual mileage might prefer a diesel, and the 161bhp 2.0-litre 35 TDI is a great all-rounder, with up to 58.9mpg claimed, combined with low Benefit-in-Kind (BiK) company-car tax rating. There's also a high-performance Audi S4 saloon, fitted with a 336bhp diesel engine, which we've reviewed separately.

Those who cover a higher annual mileage might prefer a diesel, and the 161bhp 2.0-litre 35 TDI is a great all-rounder, with up to 58.9mpg claimed, combined with low Benefit-in-Kind (BiK) company-car tax rating. There's also a high-performance Audi S4 saloon, fitted with a 336bhp diesel engine, which we've reviewed separately.

Even the cheapest Technik trim is well equipped, with a 10.1-inch infotainment screen and Audi's Virtual Cockpit fitted as standard. Sport Edition, S line and Black Edition add desirable styling to the mix, while the top Vorsprung grade includes adaptive suspension, LED Matrix headlights, a sunroof and lots of driving assistance kit to make the A4 safer.

The Audi A4 finished 73rd out of the 100 cars ranked in our 2019 Driver Power owner satisfaction survey of cars currently on sale in the UK but didn’t appear in our 2020 list. Euro NCAP awarded the A4 a five-star score in crash-testing.

If you're in the market for a compact executive saloon, then the Audi A4 ticks virtually all the boxes. It's economical, spacious, well built, packed with tech, has a beautifully designed interior and, while rivals such as the BMW 3 Series, Jaguar XE and Alfa Romeo Giulia may be more rewarding to drive, the latest generation A4 is the most competent yet on a twisty road. While there's not a lot to separate most of the models in the A4's class, the Audi is a great all-rounder.

Audi A4 saloon - MPG, running costs & CO2

The greenest Audi A4 model can return over 50mpg

Audi has gone to great lengths to improve the Audi A4's fuel-efficiency figures. It's not as if the old car's CO2 emissions and fuel economy were bad in comparison to rivals – far from it – but Audi has to keep cars like the refreshed BMW 3 Series and hi-tech Jaguar XE at bay in order for the A4 to remain competitive.

Company-car drivers are likely to be unimpressed that there's no plug-in hybrid version of the A4. There are some strong rivals here, including the BMW 330e and Mercedes C 300 e that offer low BiK bands thanks to their low CO2 emissions.

Audi A4 MPG & CO2

Like many compact executive cars, the Audi A4 has a huge range of engines to choose from and mild-hybrid technology has been rolled out to boost fuel-efficiency and help cut CO2 emissions. It works by capturing energy while the car is slowing down and using it to power the car's electrical systems. The most economical engine in the range is the 2.0-litre diesel; the 134bhp ‘30 TDI’ is able to return up to 60.1mpg according to Audi. Even the 161bhp ‘35 TDI’ is capable of up to 58.9mpg in trims with smaller wheels. The A4 now has a reduced engine range to choose from, but all are relatively frugal. The more economical diesels are best for high-mileage driver, but relatively high BiK bands mean the petrol models are often now more appealing for company-car drivers.

A more powerful, 201bhp version of the 2.0-litre diesel engine is also available with standard quattro all-wheel drive. Badged 40 TDI, it promises fuel economy of up to 54.3mpg. Other engine highlights include a 2.0-litre 35 TFSI petrol with 148bhp, which is capable of up to 46.3mpg and is the least expensive engine in the range to buy.

There are further petrol choices, as you can order an A4 with either 201bhp or 261bhp. While these are very smooth, they're best for low-mileage drivers as fuel economy is up to 44.8mpg and 35.3mpg respectively. They're also only available with more expensive trim levels.

After the first year's CO2-based road tax (generally included in the on-the-road price), all Audi A4s cost £150 a year to tax. Those with a list price (including options) of more than £40,000 are liable for an additional surcharge of £325 a year in years two to six, bringing the annual bill to £475 during that period.

Insurance
The entry-level petrol 35 TFSI sits in group 23, while the 40 TFSI in Sport trim climbs to group 29. The 30 TDI starts from group 22 out of 50, while the range-topping diesel S line 40 TDI quattro is in group 30.

Warranty
Audi's warranty looks a little stingy in the face of its competition; its three-year/60,000-mile cover is pretty standard fare, with BMW and Mercedes providing unlimited-mileage cover over the same time period. The standard warranty can be extended to four years/75,000 miles for around £400 or five years/90,000 miles for just under £1,000.

Servicing
Audi offers fixed service intervals of 9,000 miles or once a year, or flexible servicing that can see drivers cover up to every 19,000 miles or two years for the major between services. Flexible servicing is recommended for drivers with a high annual mileage, while fixed servicing better suits town and city drivers making frequent, short trips. Audi offers owners a range of fixed-price service deals.

Audi A4 saloon - Engines, drive & performance

The Audi A4's handling and performance has been much improved over its predecessor

One of the biggest complaints about the old Audi A4 was its rather numb steering. That car didn't exactly feel great to drive, which was why we recommended the BMW 3 Series or Jaguar XE for more enthusiastic drivers.

The latest generation is a big improvement in that regard – the steering is sharper and offers more feel and feedback, but it's still very light.

Although Audi has made the A4's suspension slightly softer and more comfortable than before, there's very little body lean, so you won't get thrown about inside if you go around a roundabout too enthusiastically. It’s still not the outright driver’s choice, though – the A4 feels a bit characterless next to rivals like the BMW 3 Series, Alfa Romeo Giulia and Jaguar XE.

Selecting the optional adaptive suspension system's Comfort mode improves the ride quality further, although whether it's worth spending the extra cash on depends on how much you value a soft ride. We’d recommend the upgrade, as the standard car is noticeably firmer than many of its rivals, especially over rougher roads. S Line trim versions are firmer again, with sports suspension that lowers the car by 23mm.

As always, Audi offers its ‘quattro’ four-wheel-drive setup on some models in the A4 range. This ensures there's always enough traction, which could be useful in rain-soaked Britain, but the standard front-wheel-drive version should be more than competent enough for most buyers.

You can choose between a six-speed manual transmission, a seven-speed S tronic dual-clutch automatic gearbox with steering column-mounted shift paddles – or a more conventional eight-speed automatic with the more powerful engines. The S tronic is a particularly good gearbox, offering quick shifts in manual mode and smooth changes in auto mode. It's the only option for most of the range, as the 35 TFSI is the only engine where the manual gearbox is offered.

Audi A4 petrol engines
The Audi A4 petrol range has simplified and been thoroughly worked over. A 148bhp 2.0-litre turbocharged engine called 35 TFSI kicks off the range, joined by two higher-powered versions of the same engine - producing either 187bhp or 242bhp, and badged 40 TFSI and 45 TFSI.

All three engines are very smooth and remarkably quiet on the move and the 40 and 45 TFSI feel fairly potent. Audi predicts the 35 TFSI will be the strongest seller in the range, and it has just enough performance to suit the car, without being hugely thrilling on a fun road.

Diesel engines
Three diesel options are now available, all with a capacity of 2.0 litres and fitted with an S tronic dual-clutch automatic gearbox. With either 134bhp, 161bhp or 201bhp, the 2.0-litre engines are badged 30, 35 and 40 TDI respectively and should be powerful enough for most drivers. They boast a smooth power delivery and are quieter than the diesels fitted to the previous A4. For many drivers, the 35 TDI is likely to be the pick of the bunch, offering reassuring performance when overtaking or driving on the motorway. It gets from 0-62mph in 8.2 seconds with front-wheel drive - quattro is only available for the 40 TDI, where it's fitted as standard.

 Audi A4 saloon - Interior & comfort

The Audi A4's interior is impeccably built and there's loads of technology on board

The Audi A4's interior is awash with gadgets and technology, featuring equipment and design ideas from other recently revised Audi models like the Audi TT coupe, Audi R8 supercar and Audi Q7 SUV.

The 2019 facelift means the A4 has even more of this technology as standard, with analogue gauges now a thing of the past. Not every move is positive; the touchscreen-only infotainment system isn't as easy to use while driving as the old control wheel.

Audi A4 dashboard
Audi has removed as much clutter from the dashboard as possible in recent years, with the A4 featuring a minimalist layout inside. It also has an incredibly well built interior that just oozes class and sophistication. It's still a more sober design layout you get in the rather flashy Mercedes C-Class, but Audi's penchant for creating classy interiors has been maintained in the A4.

The 'Virtual Cockpit' instrument cluster has been updated and now comes as standard - and it's the best in the business for clarity and ease of use, with all the controls at your fingertips on the steering wheel. The only buttons that remain on the dashboard operate the climate control and essential features. The automatic versions have an aircraft-throttle-like gearlever, which looks smart and doubles as a wrist-rest.

The central vent that's fixed into the dashboard is called an 'air shower'. It's meant to diffuse air gently towards occupants, rather than simply blowing it in your face like traditional air vents.

Audi’s 10.1-inch infotainment system comes as standard, with high-definition graphics and touchscreen operation. After many years, Audi has decided to drop the wheel selector in the centre console, but this feels like a backwards step when driving as it can be tricky to prod the screen on the move. Instead, it's better to use voice commands once on the move.

The built-in sat nav system uses Google Maps and loads with lightning speed, which is partially due to a super-fast processor that gives the most technically advanced computers a run for their money. Overall, it's not quite as user-friendly as the latest BMW iDrive system, but it comes very close.

Equipment
Trim levels are called Technik, Sport Edition, S line, Black Edition and Vorsprung, and even the entry-level version is well appointed. There are 17-inch alloy wheels, LED headlights, heated front seats, three-zone climate control, sat nav, DAB radio and a rear-view camera.

Sport Edition adds bigger wheels and some extra style, which is improved upon again by S line. S line also drops the suspension by 23mm, so be aware it won't ride quite as smoothly - an issue exacerbated by 19-inch wheels. Tinted glass is also added, along with sports seats embossed with the 'S' logo and trimmed in leather and Alcantara.

Based on S line, Black Edition replaces exterior chrome with black trim for a stealthy look. while Vorsprung adds features such as adaptive sport suspension, Matrix LED headlights, a sunroof, driving assistance features and a head-up display.

Options
Options include adaptive cruise control, adaptive dampers, LED 'Matrix' headlights, styling packs and a huge range of accessories. However, they are pricey. A Comfort and Sound Pack bundles features such as keyless entry and a powered boot, a Bang & Olufsen stereo, 360-degree camera view and extended LED lighting around the interior.

Technology
The current A4 is the most advanced yet when it comes to technology. Everything is controlled on a slick touchscreen that sits above the air vents. You can also control various functions through the 'Virtual Cockpit' screen that takes the place of traditional dials in the instrument cluster. It's a 12.3-inch screen that comes as standard and allows you to view maps, media functions and other things like the trip computer in place of the analogue dials of older models.

It's an incredibly slick system and, in combination with the bright central screen, makes using the A4 very easy. A colour head-up display also comes fitted to the Vorsprung trim, which appears to hover in the windscreen, making it easier to check your speed and navigation instructions without being distracted from the road ahead.

There are various USB ports, SD card slots and auxiliary inputs, so you can listen to music in a variety of ways, as well as over Bluetooth, which is very quick to pair with your phone. The A4 can also come with Audi Connect, which allows you to download apps that can show you the weather forecast, petrol prices and even your Twitter feed, plus the car can act as a wi-fi hotspot for up to eight devices.

The A4 also comes with Apple CarPlay and Android Auto, and the switch to a touchscreen makes these interfaces more natural to use than with the old MMI controller.

A large number of A4s serve as company cars, so a responsive and intuitive sat-nav system is a must. Luckily, the A4's system, as with other VW Group systems, is very easy to use and provides clear, easy-to-follow instructions. You can do multi-route planning as well as using the comprehensive point-of-interest search, which also has access to the internet. This gives you contact details for the destination as well as some information from Wikipedia, which is quite useful.

 Audi A4 saloon - Practicality & boot space

Boot space is the same as the previous model, but there’s much more interior space in the Audi A4

The Audi A4's interior space is much improved over the previous model, while boot space remains the same. The way the car has been designed means passengers in the front and back now have more room than ever.

Audi A4 interior space & storage
Since the A4 is wider and longer than before, passengers have more room than ever. The rear seats boast 23mm more legroom, which may not sound like much, but it means that people over six feet tall can now sit comfortably in the back. Headroom is impressive, too – much more generous than you'll find in the Jaguar XE. There's also the usual pair of ISOFIX mounting points for child seats.

There's loads of adjustment in both the steering wheel and front seats, so you should find it easy to get into position quickly. There are also some big door bins that can swallow large bottles, but the glovebox and central armrest spaces aren't particularly generous.

Boot space
The A4’s 480-litre boot is identical in size to the BMW 3 Series’ and Mercedes C-Class’. Unsurprisingly for a saloon car, getting larger items into the A4 could be easier, but unlike the C-Class and the 3 Series, the A4 gets folding rear seats as standard.

Stowing them expands the boot volume immensely, and the Audi's seats fold forwards in a versatile 40:20:40 configuration. Like many cars in this class, they don't lie completely flat when dropped, though.

 Audi A4 saloon - Reliability & safety

The Audi A4 is safe and modern, but it hasn't all been plain sailing for owners

Audi's famed interiors continue to impress buyers, but issues with flexibility, reliability, running costs and the ride and handling lower its overall score in our Driver Power survey.

Audi A4 reliability
The Audi A4 was rated poorly for reliability in our 2019 Driver Power owner satisfaction survey of cars currently on sale in the UK. Of the owners who responded, 21.0% reported experiencing a problem with their car at least once. The car didn’t appear in our list of the top 75 cars in 2020.

Exterior fit and finish was cited as the most likely problem and while the A4 scored well for its interior, infotainment, comfort and engines, low scores for running costs suggest owners struggle to achieve the official consumption figures and face high maintenance costs. Hopefully the addition of mild-hybrid technology will help the facelifted version meet expectations in this regard.

Audi as a brand finished a fairly disappointing 21st out of the 30 manufacturers rated in 2020, although this is above BMW and Mercedes. Owners praised the build quality of the company's cars but ownership costs and a lowly reliability ranking were less impressive.

Safety
One of the A4's strong points is a range of advanced technology to help keep you safe while driving. The car's adaptive cruise control is so clever that the A4 can almost drive itself in stop-start traffic. The car will also keep itself in lane on the motorway, as long as you periodically place your hands on the steering wheel. Also available on higher-spec cars are Audi's 'Matrix' LED headlights, which dim automatically when on full beam to avoid dazzling the drivers of oncoming cars.

All of this equipment contributed to the A4 getting the full five-star safety rating from independent testing body Euro NCAP, including a 90% score for adult occupant protection, 87% for child protection and 75% for pedestrian protection.

Source: carbuyer.co.uk

Published in Audi
Tagged under
Saturday, 09 January 2021 06:09

New Audi Q5 40 TDI 2021 review

The revised Audi Q5 40 TDI SUV delivers plenty of tech and surprising value

Verdict
The revised Audi Q5 offers useful updates when it comes to efficiency, performance and on-board technology. It still looks stylish inside and out, it’s well built and although it’s a bit dull to drive, it’s comfortable, refined and practical. The real surprise here in the most basic Sport trim is that it delivers impressive value for money, with a generous amount of standard kit.

Think premium SUV, and the chances are that you’ll think of the Audi Q5. From the way it drives to the way it’s built and how it looks, the Q5 has always been a solid choice. But the pace of development in this class is fast, so there’s a new version of the German firm’s mid-size SUV.

The updates focus heavily on technology to keep pace with newer models in the class, as well as revisions to the 40 TDI diesel model we’re testing here, making it cleaner and more powerful, thanks in part to mild-hybrid electrification.

The level of standard kit has taken a step forward as well, so even this entry-level Sport model could offer everything you’ll realistically need, even if on its standard 18-inch wheels it doesn’t look quite as sharp or as aggressive as the sportier S line trim that sits above it. Sport still receives new LED headlights and the same overall visual updates, with a larger, more pronounced grille that features some silver vertical bars to help it stand out. There’s a different design for the front bumper, too, while at the rear the changes are less significant. It’s a subtle but effective facelift overall.

The SUV has also received the same treatment inside as its A4 and A5 siblings, with a new 10.1-inch central touchscreen as part of the MMI Nav Plus system that replaces the older scroll wheel on the transmission tunnel. There’s now a slightly awkward, rather shallow storage tray in its place, but build and material quality is still as good as you’d expect from an Audi, while the updated tech is sound. It works with the level of speed and response to your inputs you’d expect from a premium model, while there are lots of features, too.

There’s no real reason not to get on with the native system because the menus are fairly logical and easy to navigate, plus the graphics are great and the screen is well positioned in your eyeline (if maybe just a tiny bit too far away from the driver). But Apple CarPlay and Android Auto are also fitted as standard, so you can plug in your smartphone instead if you want.

On top of this you also get heated sports seats in Audi’s twin leather upholstery, three-zone climate control, cruise control, front and rear parking sensors with a reversing camera, and autonomous emergency braking with collision warning and pedestrian detection.

The Q5 inherits its predecessor’s full five-star Euro NCAP crash safety rating, which is an important feature for a family SUV like this.

Practicality is also key, and with a 550-litre boot – expanding to 1,520 litres with the useful 40:20:40 split rear seat bench folded down – there’s plenty of luggage room in the Audi. You even get a powered tailgate as standard to boost the level of flexibility on offer.

It’s not the biggest load bay in its class, but the Q5’s boot is far from cramped, and the same goes for the interior. You sit up high, as you’d expect in an SUV, and that’s possible because the seat base isn’t the longest, which brings your legs closer back towards you with a greater bend in your knees. But the Q5 offers plenty of legroom and doesn’t struggle for headroom either.

Practicality is pretty much unchanged then, and it’s a similar story when it comes to how the Q5 drives. That’s because it’s still based on the VW Group’s MLB Evo platform, with multi-link suspension all round.

Nestled under the bonnet of our test car is Audi’s updated 2.0-litre 40 TDI diesel, which produces 201bhp and a respectable 400Nm of torque. That’s 14bhp up on its predecessor thanks, in part, to the addition of a new 12-volt mild-hybrid system, which sees a belt-driven starter-generator (BSG) deliver a small hit of power and torque to assist when pulling away.

However, the mild-hybrid system has had a bigger impact on efficiency. The BSG charges a small lithium-ion battery when slowing down, which can be used to power ancillaries such as the climate control and electric power steering. In addition, the 2.0 TDI unit can cut out and coast at speeds of up to 99mph when you’re in the right driving mode, while the stop-start system activates below 13mph. It also makes things smoother when the engine does restart.

Claimed economy stands at 44.8mpg with 165g/km CO2 emissions, but while Audi is doing its best to make diesel less of a dirty word, it still feels like that in the current climate, the plug-in hybrid TFSI e will be a better bet for drivers seeking big efficiency and lower running costs.

Performance is strong, though, with some weight saving on engine components and the extra grunt delivering a 7.6-second 0-62mph time. In reality, nobody ever stretches their car’s performance to this degree all that regularly, but in conjunction with the seven-speed dual-clutch S tronic gearbox, the 400Nm of torque means it doesn’t kick down too many gears all that often when you want a more than moderate burst of acceleration.

Even if it does, the changes are pretty smooth – not whip-crack fast but well slurred to keep things relaxed – and the TDI unit’s sound is suppressed well enough that while it’s audible, it’s far from intrusive.

There’s little road noise too, helped by this car’s smaller wheels. They do look a little lost next to the big body, but they also improve the car’s ride quality.

The Q5 isn’t quite the most comfortable car in this class, but it rolls over ripples and imperfections in the road surface without too much fuss or transmitting a great level of shock or body movement, so it’s a smooth cruiser.

It isn’t the most dynamic option, though. The steering isn’t quite as direct as we’d like, even for an SUV (those big tyre sidewalls probably don’t help matters), while there’s some roll. But the Q5 is dynamically tidy enough to suffice; it’s comfort that matters more in a car like this, which it delivers, but the Audi is a bit dull when it comes to any sense of engagement.

Source: autoexpress.co.uk

Published in Audi
Tuesday, 22 December 2020 06:42

2021 Audi Q5 Plug-In Hybrid Might Be the Best Q5

The Audi Q5 55 TFSI e plug-in hybrid SUV strikes a compelling balance of performance and fuel efficiency within the updated Q5 lineup.

That many of today's plug-in hybrids (PHEVs) are both the most powerful and fuel-efficient examples within their respective model ranges says a lot about the progress of vehicle electrification. For example, Audi's updated 2021 Q5 SUV lineup, where the new PHEV variant, the Q5 55 TFSI e, packs the largest power figure, and its balance of performance, fuel efficiency, and luxury place it in a compelling spot in the lineup. Although the sportiest variant remains the SQ5—but only just.

Starting at $52,995, the PHEV version of Audi's compact luxury crossover slots between the regular $44,395 Q5 45 TFSI and the performance-oriented $53,995 SQ5. Regardless of the powertrain, all 2021 Q5s receive more angular styling for their headlights and front and rear bumpers, as well as an updated grille that's more cohesive with the brand's newer models. The net effect ties the Q5's design elements together better than before, lending it a fresh but not overly aggressive aura when parked at the curb.

Audi introduced the plug-in Q5 last year, which combines a 248-hp turbocharged 2.0-liter inline-four with the hybrid's 141-hp electric motor for a peak output of 362 horses and 369 pound-feet of torque. With a standard seven-speed dual-clutch automatic transmission and Quattro all-wheel drive, Audi says the Q5 PHEV should reach 60 mph in a fleet 5.0 seconds—only 0.3 second slower than the SQ5 with its 349-hp turbo 3.0-liter V-6.

Even with the added 550 pounds of mass of the hybrid's battery and motor, the Q5 55 TFSI e is quick for its segment. It won't rearrange your internal organs when you stomp on the accelerator, but it will remind you that instant electric torque is a wonderful thing when used correctly. The Q5 PHEV feels just as at home on the open road as it does around town. Its ride is steady and polished even when the pavement is anything but, and it corners adroitly for its size. But as with most electrified vehicles, you'll notice its extra weight as the dynamic loads increase.

The PHEV's lithium-ion battery with 11.3 kWh of usable energy nets a 19-mile EPA rating for electric driving. If that seems modest, it's even more so than it needed to be, as Audi voluntarily lowered its label value from the 29-mile figure the Q5 earned during EPA testing. While in electric mode, the Q5's already quiet interior becomes noticeably more serene. The battery can be recharged in as little as 2.4 hours via a 240-volt Level 2 charging station, according to Audi, but takes considerably longer if you plug it into a conventional 120-volt wall socket. Compared with the standard Q5's EPA estimate of 25 mpg combined, the PHEV earns a 27-mpg rating after the battery's been depleted and 50 MPGe with it in the mix.

Inside, the Q5's cabin continues to exhibit the exemplary build quality we've come to expect from Audi. The updated MIB 3 infotainment system behind the standard 10.1-inch touchscreen is high tech and nicely integrated. But we did notice some latency in its responses to commands, and we're still acclimating to not having the previous MMI setup's rotary control knob. Wireless Apple CarPlay is now available, but Android Auto connectivity requires the use of a cord. Higher trims add Audi's excellent 12.3-inch Virtual Cockpit digital gauge display and its ability to sharply render full-width map data. Our main disappointment in the example we drove was the standard eight-way power-adjustable front seats, which we struggled to find a comfortable position in during longer stints behind the wheel.

The Q5 55 TFSI e is available with Audi's typical Premium, Premium Plus, and Prestige option packages, with the latter pushing the plug-in's price to $62,795 with heated and ventilated seats, a head-up display with traffic-sign recognition, and a premium Bang & Olufsen stereo. Audi points out that federal and local tax credits have the potential to significantly lower the PHEV's entry point, limiting its upcharge over the standard Q5 and making the SQ5 a considerably more expensive proposition. For Q5 shoppers who can make use of its electric range, the plug-in's solid performance and luxury trappings could strike a just-right balance.

Source: caranddriver.com

Published in Audi
Friday, 04 December 2020 06:22

Audi Q3 Review

The Audi Q3 is an upmarket compact SUV that delivers owners loads of high-tech features and lots of cabin space. It’s not that enjoyable to drive, however

The Audi Q3 is a spacious and stylish family SUV with a great interior and lots of hi-tech features. It’s an alternative to the BMW X1 and Volvo XC40 and sits between the Q2 and Q5 in the enormous range of SUVs available in Audi’s line-up.

That line-up can be a bit like watching Eastenders and trying to decide which Mitchell brother is on the screen – they do look very similar. That’s good in some cases and bad in others, depending on the price they’re charging. The Q3 is, thankfully, in the sweet spot.

The Audi Q3’s grille looks like a smaller version of the Q8’s, for example, while the exterior design is similar to the Q5’s, but smaller. This kind of Russian-doll styling is common in a lot of car manufacturers, so we can’t hold too much of a grudge.

All Audi Q3s get a set of digital dials with sat-nav functionality and more, which is great to see – and the standard infotainment screen is sharp and easy to use. The Q3 scores highly for tech, as it feels like a more expensive model in that regard.

It’s a similar story when it comes to upholstery and interior materials, as the Q3 is well-built, looks smart and has some customisation options including an Alcantara trim that looks and feels great.

It has a typically high-up SUV driving position with plenty of adjustment, which means you can get comfortable quite easily. Plus there’s lots of room in the front seats and no headroom issues at all.

There’s no doubt the Audi Q3 has been inspired by the vast Q8 SUV – that giant grille, for example, makes it look just like a toddler that’s trying on its Grandparent’s dentures
Mat Watson, carwow expert

Plus, in the rear seats the Q3 has more room than you’ll find in many other cars of this size, and you can slide the rear seats forwards and backwards to prioritise either passenger legroom or boot space.

Impressively, even with the back seats in their most rearward position, there’s more space in the boot than you get in a BMW X1. With them set forward, the boot is really big and practical. Fold the back seats down and there’s easily enough room to carry a bicycle.

There are a few engines to choose from, starting with a 150hp petrol engine in the 35 TFSI model going right up to a 233hp petrol in the 45 TFSI, with 150hp and 190hp diesels in the mix as well. The entry point makes the most sense for most people as it’s better value for money.

A seven-speed automatic is available, but as it’s a bit slow to respond when you put your foot down, the manual model is absolutely fine. Some models have four-wheel drive (Audi calls it quattro) for extra grip, but it’s not necessary and adds to the cost.

Though the Audi Q3 is comfortable and composed, it’s more suited to motorways than country roads. It has a slightly stiff edge to the ride in versions with larger wheels and stiffer sports suspension, but at higher speeds, it’s smooth enough.

Light steering means it’s easy to drive, but it’s not particularly fun – a BMW X1 or Mini Countryman is a better choice for those who love driving. You get plenty of active safety kit as standard, but you’ll have to pay extra for adaptive cruise control.

The Audi Q3 is a great all-around family SUV, with strengths in the key areas buyers of these cars want. It’s spacious and has a great interior with loads of tech included, even if it’s on the expensive side. Still, you should be able to find a good deal by heading over to our deals page.

How practical is it?
The Audi Q3 might be a fairly compact SUV, but there’s loads of space inside for tall adults – the only real criticism is that there’s a large lump in the floor that cuts into a middle passenger’s foot space.

 Audi Q3 interior

The Audi Q3’s interior looks far more futuristic than in most small SUVs. It gets lots of kit as standard, too, but the most eye-catching trims and colours are reserved for top-spec cars.

Style

The Audi Q3’s interior looks very similar to what you find in the range-topping Q8 SUV. There’s a large ring of metal-effect plastic on the dashboard that’s supposed to mimic the shape of the Audi Q3’s grille and a vast slab of glossy black plastic that sits flush with the central touchscreen.

You also get a second digital display in front the steering in place of conventional dials but, unlike in the Q8, the Q3 comes with intuitive physical knobs and dials for the climate control instead of a third (and rather fiddly) touchscreen.

As standard, the Audi Q3 comes with a fairly staid selection of black, grey and silver interior trims – all of which feel suitably soft and sturdy. Under the cool hook-shaped door handles you’ll find a few hard brittle surfaces, but these are tucked down far enough that you won’t notice unless you reach down to adjust your seat. On the subject of seats, pick a sporty S-Line model and you get upgraded front seats with more supportive padding and electric adjustment.

You can spruce up the Audi Q3’s interior with 30-colour mood lighting or upgrade the dashboard trims with some embossed aluminium or unvarnished wood. Go for a top-spec Edition One model and you can also get the dashboard, doors and seat edges trimmed in suede-like Alcantara in a range of colours.

Infotainment
Every Audi Q3 comes with a dual-screen infotainment system consisting of a 10.1-inch central touchscreen and a second 10.25-inch Virtual Cockpit digital instrument display as standard. Through these, you’ll access all of the Audi Q3’s onboard features – besides the climate control which is operated using a simple row of buttons by the gear lever.

The central display – which fits almost seamlessly into the Q3’s glossy black dashboard trim – is bright and easy to read, even in direct sunlight. It responds quickly to your inputs and all the menus are simply and logically laid out. You don’t get a physical scroll wheel like in a BMW X1, however, so flicking through settings while you’re driving isn’t quite so easy.

That being said, you can access plenty of the system’s features through the digital driver’s display instead, using handy buttons on the steering wheel. These let you customise the dial graphics, change the radio station or view upcoming sat-nav directions.

It’s easy to input an address into the Audi Q3’s standard navigation system using the on-screen keyboard and it gives clear and concise directions. The 3D google maps feature is a nice touch, too – allowing you to see whether there’s a particularly nasty hill approaching over the horizon. But, it can be difficult to read place names on particularly dark sections of the map.

It’s even easier to follow directions if you upgrade the standard 10.25-inch digital driver’s display to a 12.3-inch Virtual Cockpit system. This allows you to minimise the digital dials in favour of a huge widescreen map instead.

Unlike in the BMW X1, Apple CarPlay and Android Auto come as standard so you can use your phone’s navigation apps through the Q3’s built-in screens if you aren’t a fan of Audi’s own system. These features also let you play music from your phone through the Audi Q3’s stereo without resorting to using a Bluetooth connection.

You’ll want to upgrade to the optional Bang & Olufsen stereo – even if you’re only a casual listener. This optional 15-speaker unit sounds absolutely fantastic and it’s easily loud enough to drown out any comments your passengers might have about your music tastes.

Source: carwow.co.uk

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Saturday, 28 November 2020 07:07

The Audi SQ2 2021 is coming

Audi has updated the style and available technology of its SQ2 crossover, which should be available in early 2021, as pre-sales have already started in Germany and other European countries.

The price of the Audi SQ2 for 2021 starts at 45,700 euros in Germany, while buyers from Great Britain will have to spend 38,700 pounds. Neither SQ2 nor Q2 are available in North America.

The 2.0 TFSI engine is the same as before, generating 300 hp and 400 Nm of torque with a standard seven-speed S tronic transmission and quattro all-wheel drive. The SQ2 accelerates to 100 km / h in just 4.9 seconds, while its maximum acceleration is limited to 250 km / h.

The redesigned look is immediately visible as soon as you take a look at the car. The octagonal Singleframe grille is now slightly lower, and the bumpers and air intakes have been redesigned and more aggressive. Although LED headlights are available as standard, Audi will now offer new Matrix LED units as optional accessories. The SQ2 also comes with LED rear lights, paired with dynamic indicators.

On the sides, the redesigned SQ2 features aluminum-looking mirror housings, aluminum sill inserts and a spoiler on the roof edge.

As for the interior, the 2021 SQ2 has automatic air conditioning as standard, along with a sporty multi-purpose steering wheel and sports seats. As for the information and entertainment program technology, it has been maximally improved and refreshed with the latest programs and maps.

Finally, Audi also left up advanced safety systems. The SQ2 not only comes standard with Audi's pre-designed front safety system, but also adaptive cruise control, which is a new addition to the optional equipment. Adaptive driving assistance allows the driver to relinquish control of the car during acceleration, deceleration and steering.

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Wednesday, 18 November 2020 05:44

V6 TDI for gentleman: New Audi SQ5

Audi's best-selling model is the Q5 SUV. It was thoroughly redesigned in July, so that in September we could see its first ever "sportback" version. However, in Eastern Europe, a diesel with the prefix "S" was the most awaited. And not because of the purchase, but mostly because of mere enthusiasm. Well, here are the sweet numbers: 3.0, V6 TDI, 350 hp and 700 Nm; from 0-100 km / h in 5.1 seconds. But here are a few bitters: the starting price is almost 70,000 euros.

In addition to the powerful engine, the new "SQ5" got a more sporty look compared to the standard model: the front has a large octagonal grille and larger air intakes. And this version, at an additional cost, can be equipped with new OLED headlights and taillights.

These are digital diodes arranged in three parts, with six segments each, the display of which can be personalized, changed depending on the driving mode, and also reacts to dangerous traffic situations. By the way, LED matrix headlights come with the "SQ5" as standard.

At the rear, the changes are slight, while the four oval ends of the exhaust pipes stand out the most.

The cabin can be black, gray or red. The new Napa leather sports seats are adorned with the “S” logo, and also offer a massage option. The premium cab is enriched with brushed aluminum trim, while the top-of-the-line "SQ5 Vorsprung" offers carbon details.

A novelty is the latest generation of MMI infotainment system (MIB3), which is displayed on a 10.1-inch screen. In front of the driver is a 12.3-inch digital instrument panel (Virtual Cockpit), and there is a "head-up" display. The functions in the vehicle are controlled in three ways: with the buttons on the steering wheel, via the touch screen or by voice.

As in the standard "Q5", there is plenty of space in the rear, and the practicality is emphasized by the option of moving the seat of the rear bench back and forth, while the backrests can be adjusted. The trunk has 520-1,520 liters.

As for the engine, it is a lighter and more efficient V6 TDI engine, with a volume of three liters, which uses advanced 48-volt mild hybrid technology.

Power is 350 hp, while 700 Nm of torque is now available at lower revs, between 1,750 and 3,250 rpm.

This 4.7-meter-long SUV reaches the "cattle" in just 5.1 seconds, while the top speed is 250 km / h.

As before, the "SQ5" is 30 mm lower than standard and is equipped with sports suspension, as well as six different driving modes: Auto, Comfort, Efficiency, Dynamic, Off-road and Individual. With the "Vorsprung" version comes a sports differential on the rear axle.

The starting price for the "SQ5" in Germany is 68,138 euros.

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Audi's new RS6 Avant wagon is even more special than its 591-hp twin-turbo V-8 and 3.1-second 60-mph time implies.

Ever hear of left-digit bias? It's the reason ShamWows cost $19.95 instead of $20 and why people say they're 39 instead of 40. We focus on that first digit and assign it undeserved importance because our cave-dweller brains are easily tricked. This is why the 2021 Audi RS6 Avant's certifiably ballistic 60-mph time of 3.1 seconds seems, in a bizarre way, mundane. If that time were two-tenths of a second quicker, we'd be petitioning for National RS6 Day, a time to celebrate and reflect on the RS6's righteous and scarcely believable acceleration. Instead, we're like, "Yeah, about what we expected." Can you really even feel the difference between a 2.9-second and 3.1-second run? Sure, to the same extent you notice that five-cent difference in the pretax price of ShamWows and a $20 bill, which is to say barely at all. But thanks to left-digit bias, the RS6 Avant puts us in the unusual position of apologizing for numbers that should require no apologies.

HIGHS: Mind-melting, brain-rattling V-8; light-footed dynamics; fun for the whole family.

Those numbers include the output from the twin-turbo 4.0-liter V-8—591 horsepower and 590 pound-feet of torque—and the quarter-mile run of 11.5 seconds at 120 mph. These are impeccable performance bona fides, though maybe not what we consider supercar numbers these days. Then again, this is a station wagon. That's easy to forget when you're behind the wheel, looking out over those flared front fenders (2.5 inches wider than a standard A6's) and listening to the turbos and sport exhaust carry on a lively banter of chuffs and thunder. The cargo area is capacious and practical and hidden by a slick motorized cover, but you'll want to lash down those groceries because what's behind you tends to slip your mind when your skull is crushed into the headrest with the force of gravity (and then some). Activate launch control and you might see the gauge-cluster accelerometer spike at 1.19 g's, as we did. That'll scramble your eggs and your inner ear.

The Avant isn't just a drag-strip specialist, though. Like many of Audi's RS forebears, the RS6 is seemingly handicapped by a front-loaded weight bias, that V-8 overbite saddling the nose with 55.0 percent of the car's heft. But in practice, the RS6 feels perfectly balanced and even a little tail-happy thanks to the magic of torque vectoring and four-wheel steering. The rear sport differential can send almost all the torque to one side or the other, collaborating with the rear steering to endow the big Audi with instant turn-in. Add some throttle with your steering lock—which in a nose-heavy all-wheel-drive car would normally result in tragic understeer—and the rear end will start to swing wide while the front holds the line. The RS6 Avant is the unlikely 5031-pound car that can dance. Again, don't get too obsessed with the at-the-limit numbers (in this case, a middling 0.94 g on the skidpad). It feels plenty grippy when you're bombing down your favorite off-ramp.

LOWS: Thirstier than a salmon in the Sahara, exotic price.

So Audi nailed the essentials, and—here's the tricky part, sometimes—it did it with panache. Just look at this thing. Is this not the meanest wagon yet conceived by humankind? After an initial 10-minute drive, we had two text messages from neighbors who'd seen the car on the road. Sample: "Was that an RS6? Is Audi finally bringing that back to the U.S.? Woooowww." The basic shape and stance are so perfect that you recognize this car from 100 paces, but it's also interesting when you zoom in on the details. Check out the yellow decals inside the headlights, warning you not to stare because there are lasers in there. Or the Audi Sport puddle lights when you open the front doors at night. Or the optional blacked-out Audi logos on the grille and hatch. All of it works to reinforce the message that this isn't the Allroad. Maybe the AllRoadCourse.

The RS6 Avant can pretend it's reasonable family transportation if you relax the adaptive suspension and ignore the button on the steering wheel labeled "RS Mode." But that's a difficult button to ignore. The RS modes (two of them, in ascending order of depravity) are customizable, but both of them sharpen the Avant's responses and generally serve to amplify the fun, even jacking up the idle so the car feels like it's straining the leash when it's stopped. You can, of course, make the exhaust louder by selecting either of the RS modes, but in this car, the rumble out back is always rivaled by the soundtrack from the intake. Turbos normally whoosh. The RS6 Avant's sound like Lord Gorg just exited the airlock of his starship to announce an important revision to the food chain and your new position therein.

The RS6 drawbacks, such as they are, tend to fall into the category of self-owns. For instance, the RS6's sleek interior touchscreens on the center stack (a 10.1-inch upper display and an 8.6-inch lower one) look minimalist, which is appropriate since they're minimally functional. Why did Audi kill the scroll knob? If you want to change a radio station, you can use the touchscreen, steering wheel buttons, or volume knob toggle, all of which work equally badly. Try to jump more than two or three stations and the system has a CPU fart and freezes where it is. At first we just thought the car really loved Ozzy's Boneyard.

And there's a lot of hardware crammed into that nose. (That's not unprecedented: The 2003 RS6 engine bay was so cramped you had to drop the front anti-roll bar to do an oil change.) Cooling fans tend to run for a long time after you shut down the engine. The fuel economy stinks—17 mpg combined, per the EPA. And top speed is restricted to 156 mph instead of a claimed 190 unless you ante up for the carbon-ceramic brakes, which cost $8500. You're telling us that the standard 16.5-inch front and 14.6-inch rear rotors can't handle 190? That's so unfair we're going to our room and slamming the door.

But we won't stay mad, because the RS6 Avant validates enthusiasts with its very existence. In a world lousy with 600-hp SUVs, we don't have nearly enough 600-hp wagons. Note that we didn't say "affordable 600-hp wagons." Audi says it builds a two-digit number of RS6 Avants per day at its Neckarsulm plant in Germany, but it'd surely make more if it could find a bigger crowd of buyers willing and able to trade tall stacks of hundred-dollar bills for a rally family sport wagon.

Greatness doesn't come cheap. And left-digit bias, pervasive as it is, has its limits, as exemplified by the RS6's $110,045 base price. It's not like $110,050 is some talismanic psychological threshold for financial responsibility. And in any case, adding a few options quickly bumped our as-tested price to $119,840. But that price looks pretty good when you compare the RS6 with its corporate cousin, the Porsche Panamera Turbo Sport Turismo, which is similarly rapid but costs $158,350 before you so much as color in those crests.

Normally when we argue that there's more to a car than its numbers, we're talking about something like a Mazda Miata, which doesn't look quick on paper but is a joy to drive. The RS6 Avant actually does put up some monster numbers. But the experience is even better.

Source: carandriver.com

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Sunday, 25 October 2020 04:59

Audi SQ8 SUV review (GREAT PHOTOS)

The Audi SQ8 is a high-performance SUV that slots into the Q8 range beneath the incredibly powerful and expensive flagship RS Q8. The SQ8 is typical of Audi’s large, luxury models, with a powerful engine, array of technology and high-quality materials making it both quick and comfortable.

Until late 2020, the SQ8 was fitted with a 4.0-litre V8 diesel engine producing 429bhp but this has now been swapped for a twin-turbocharged petrol V8 of the same size with 500bhp. It's likely a move to help the SQ8 appeal in the US and Chinese markets, and the engine suits the SQ8's character. The SQ8 is fast enough to keep up with most sports cars away from the lights but it's now even less economical.

Helping keep the car’s considerable mass in check, active roll bars use motors powered by the SQ8's 48-volt mild-hybrid system to reduce body roll. These slacken off when you aren't throwing the SQ8 into a bend, resulting in surprisingly good ride comfort, with air suspension able to filter out most imperfections, even when fitted with huge 22-inch alloy wheels. It's a good deal more comfortable than the RS Q8, which is fitted with a more powerful version of the same engine.

The interior is as classy as you’d expect in an Audi SUV costing around £80,000, with three digital screens blending seamlessly with high-quality materials including wood, metal and leather. The infotainment system is easy to use too, making the SQ8 just as easy to operate as an Audi A3. Upgrade to the top Vorsprung trim and the already lavish spec is bolstered with a heads-up display, Bang & Olufsen stereo, panoramic roof and four-wheel steering system to boost agility.

The Audi SQ8 has a huge amount of technology under its bodywork, all designed to deliver the most performance possible while also fighting to keep fuel consumption and CO2 emissions in check. This includes a 48-volt mild-hybrid system that uses a small generator to harvest energy under deceleration. This can be used to power the car's electrics when the engine is off and to give acceleration a small boost.

Audi claims the SQ8 can return up to 23.5mpg, a figure that's down on the 31mpg of the prior diesel but one that isn't likely to shock prospective owners of a 500bhp SUV too much. CO2 emissions are quoted at around 270g/km, which comfortably puts the car in the top BiK bracket for company-car drivers. Car tax will cost £475 in years two to six, then £150 a year thereafter.

All versions of the SQ8 are in group 50, so it’s an expensive car to insure. Maintenance bills are likely to be similarly steep but Audi’s three-year warranty does at least allow for unlimited mileage in the first two years of ownership, with the third year limited to 60,000 miles. Four and five year warranty extensions are available, too.

Engines, drive & performance
Turbocharged mild-hybrid V8 powertrain is mightily impressive

In place of the 4.0-litre V8 TDI diesel engine, which delivered a prodigious 429bhp and 900Nm of torque, Audi has seen fit to draft in a petrol V8 of the same size. This produces 500bhp and should appeal to US and Chinese buyers, where diesels have never been as popular.

The SQ8 surges forwards with every brush of the accelerator pedal, with a smooth eight-speed automatic gearbox and quattro four-wheel drive helping build momentum. The engine sounds good, arguably suiting the SQ8's character better than the diesel. It's the same unit as the one fitted in the Audi RS Q8 but with 92bhp less and a £20,000 lower price tag, which some will view as a bargain. Acceleration from 0-62mph takes 4.1 seconds and the top speed is electronically limited to 155mph.

Despite the performance, it's the composure of SQ8 models fitted with an active roll control system that's most impressive. Fitted as standard in the top Vorsprung trim, it seamlessly reduces body lean without ruining ride comfort, and the result makes the SQ8 feel like it's shrunk around you on certain roads. It's just a shame the accurate steering is lacking in feel.

Despite its size and weight, the SQ8 handles deftly for a high-riding SUV. Switching it into the ‘Dynamic’ drive mode sharpens the suspension, steering and throttle, making it feel more agile in corners. Its lower and wider stance means it feels quite a bit more engaging and enjoyable to drive than the closely related Audi SQ7.

At lower speeds, the steering is accurate thanks to its rear-wheel steering setup, with the quattro all-wheel-drive system and huge tyres working together to provide considerable cornering grip. You can turn into bends quicker than you’d think and then use the torque of the V8 engine to fire you out the other side.

The car’s sizable power output is also beneficial at motorway speeds, too, with 70mph possible with little effort from the engine, making the SQ8 a very refined and relaxed long-distance cruiser.

One of the best attributes of the SQ8 is that it remains comfortable, despite its sporting upgrades and massive 22-inch alloy wheels. The standard air suspension system does an excellent job of soaking up bumps, even in its firmest mode, with the typical sharp ridges and potholes found on UK roads only occasionally making it into the cabin. It has a more comfy, laid-back feel than the Audi RS Q8, which some buyers may prefer.

Most of the Q8's excellent interior design is carried over, including a touchscreen MMI infotainment system with clear and intuitive menus. Sports seats with diamond-stitched leather add to the sense of occasion, while aluminium or carbon trim can be fitted depending on your taste and the car's specification. It all adds up to a model that feels as sturdy and luxurious as you'd hope.

It might be less practical than the massive Audi Q7 on which it’s based but the SQ8 still offers lots of room for front and backseat passengers. You'll also be able to carry a lot more with you than in any sports car, with 605 litres of space behind the rear seats. Folding them forwards extends this to 1,755 litres, a figure that's competitive with a lot of performance estates.

There's also slightly more space than you'll find in the back of the BMW X6, with 580 litres of boot space, while the Mercedes GLE Coupe matches the Audi for luggage room.

The SQ8 is one of Audi's flagship models, so it's as full of technology and safety kit as you'd expect. This should make it very reassuring to drive with family and friends onboard, but reliability is less well known.

The car is based on the same underpinnings as the Q7 but a lot of its technology, including its 48-volt mild-hybrid system and electric compressor are too new for us to judge their reliability. Big, fast SUVs are also very complicated and tend to put lots of strain on their components, so some teething problems should probably be expected.

Long-distance drivers will find that the SQ8 can ease the strain of hours spent behind the wheel, with enough sensors and systems to practically drive itself in traffic on the motorway when the Tour Assistance Package is fitted. In fact, a tablet-sized computer is required 'behind the scenes' to interpret all the data from the car's five radar sensors, five cameras and 12 ultrasound sensors.

Source: carbuyer.co.uk

Published in Audi

To celebrate the 40th anniversary of its all-wheel-drive system, Audi has created a special edition of the Audi TT RS. And it's appropriately, if not imaginatively, called the TT RS 40 Years of Quattro (or 40 Jahre Quattro in the original German). It takes the already extreme sports coupe and adds wilder visuals and an extremely limited production run to make a very special car.

The most obvious change to the outside is the color scheme. The car and its wheels are painted white with red, black and silver hash marks, "Quattro" logos and black rocker panels that echo the Audi Quattro Coupe rally cars of the 1980s. A new hood vent, front splitter, front canards, side skirts, rear diffuser and larger rear wing add more visual punch and provide a bit more downforce.

The interior is spruced up with black leather and Alcantara with white stitching and some embroidery in the seatbacks. The shifter surround is painted to match the exterior. A rear seat delete option is available, which also adds a big carbon fiber chassis brace. This option reduces weight by 35 pounds and provides more chassis rigidity.

Mechanically, this TT RS is unchanged. It has the same turbocharged 2.5-liter five-cylinder that makes 394 horsepower and 354 pound-feet of torque. But it does drop its standard top-speed limiter, so now it can reach 174 mph.

In keeping with the "40" theme, only 40 examples of this TT RS will be built. They'll carry a high price, too, at 114,040 Euros, which converts to $133,649.

Source: autoblog.com

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Monday, 18 November 2019 11:59

2019 Audi A6 Prestige Review: Sweet 6

Clean styling, a beautiful interior, and smart tech abound in the new A6.

Competition among luxury car makers has ratcheted up to a fever pitch over the past several years. But while the primary battlegrounds in this particular war are among crossovers and SUVs, the fight for supremacy in the luxury sedan segment remains fierce with the usual combatants from Germany mingling with an upstart brand from South Korea and still pesky rivals from Sweden and the United Kingdom.

Among these vehicles sits the new 2019 Audi A6. Fresh off a comprehensive redesign that sees it successfully marry traditional luxury car qualities with the sort of smart, understandable tech implementation that's set the company apart over the past several years. You have a huge amount of choice when shopping for a vehicle in this class, but it's hard to ignore a vehicle that ticks as many boxes as the A6.

Audi styled the A6 in the same language as the bigger A8, but it's like the smaller car is speaking a different dialect of said language, at least in terms of exterior design. The A6 gets more assertive, less conservative lines throughout, more emotive headlights and taillights, and a generally more stylish character. A big part of that added character comes from the car’s massive grille and flat-ish hood – this is a clean attractive piece of design.

Out back, a strip of chrome that runs between the taillights gives a sense of width, although the fake exhaust outlets that sit in the lower bumper aren’t exactly stylish. Please delete these silly things, Audi. No one is going to lose their hair over the absence of visible exhausts, but they'll probably be confused as hell about fake ones.

Where the A6's exterior has dialectical differences with its big sibling, the cabins of the two cars are pretty much identical. Three displays dominate the interior, with a 12.3-inch digital instrument cluster running Audi's Virtual Cockpit, and a pair of touchscreen displays – 10.1 inches up top and 8.6 inches on the bottom – resting on the center stack.

It's a thoroughly modern look that, along with the real metal accents, contrasts classically with the warmth of the matte wood trim and soft leather upholstery. We really like the strip of metal that runs across the dash, bisecting the climate-control vents and making the cabin feel even more spacious than it already is. There are less successful touches here, though, particularly with the electric shift lever, which is cumbersome and unlikable when changing gears. But that's a minor flaw in an otherwise handsome place.

The A6 matches up neatly against its rivals in the comfort department, offering comfortable, supportive front seats, ample legroom on the pleasant rear bench, a quiet, smooth ride, and plenty of space for stuff. That's enough for a near perfect score.

Up front, the Valcona leather-upholstered seats are easy to spend hours in, with our tester’s offering heating and ventilation. The range of adjustment is impressive, while fans of sitting on the floor – your author is raising his hand – will love the A6's seating position. Visibility from the driver's seat is excellent fore, aft, and laterally.

Climb in back, and the bench is a fine place to hang out. Headroom is ample, although we aren't so sure about stuffing people in three abreast (in fairness, that's true of the competition, too). The A6 offers more legroom – 37.4 inches – than any of its competitors aside from the odd-duck Infiniti Q70L, a vehicle that essentially dates back to 2011. This Audi does a fine impression of an executive sedan, even with the front seats setup for your six-foot, one-inch author.

Ride quality is adequate, although our tester's optional 21-inch wheels and 35-series tires wouldn't be our first choice. They look good and contribute to the A6's sharp handling (more on that in a bit), but the A6's available 19- and 20-inch wheels would unquestionably provide a smoother ride.

As part of its redesign, the A6 (and its sexier sibling, the A7) adopted the screen-intensive layout of the A8 and Q8. That means a digital instrument cluster running Audi's excellent Virtual Cockpit software. The 12.3-inch display essentially relegates the primary 10.1-inch display atop the center stack to backup status with its reconfigurability and the dearth of information it offers. Aside from the climate controls, you can easily operate the A6's primary systems via the instrument cluster and the controls on the steering wheel.

The lower 8.6-inch touchscreen is home to the climate controls and also doubles as a screen for native handwriting inputs. Interacting with the lower screen is a pleasure, particularly compared to other twin-screen setups like those found on Jaguar Land Rover's newest products.

The screens respond quickly to inputs and with a reassuring pulse from a haptic feedback motor. The native handwriting software is an enjoyable and intuitive way of searching for destinations in the nav system, too. Just swipe and flick each letter or number and the main display actively responds as the driver adds additional characters. It's one of the rare cases where touch controls feel not just equal to a physical knob, but vastly superior.

The only point the A6 fails to earn is for its audio system. The 15-speaker Bang and Olufsen audio system packs 705 watts of power, but it simply doesn't have the presence of the competitive Burmester sets found in the Mercedes-Benz E-Class or BMW 5-Series. The pop-up tweeters are a neat touch, but the plastic speaker grilles lack the overall panache of the metal grilles of the Audi’s German rivals.

Audi offers the A6 with either a turbocharged 2.0-liter four-cylinder or a turbocharged 3.0-liter V6. The four-pot packs 248 horsepower and 273 pound-feet of torque, while the V6 is good for 335 hp and 369 lb-ft – go for the former if you just want a comfortable, relaxed ride. The latter, meanwhile, is a delight, with ample low- and mid-range torque. It feels like the engine this car was meant to have.

Paired with an eight-speed automatic transmission, the 3.0-liter V6 neatly bridges the gap between the base model and the 444-hp S6. Acceleration is smooth in most circumstances, although kicking the car into Dynamic mode brings about more aggressive transmission behavior and a sharper throttle response.

The pairing gets the A6 to 60 miles per hour in 5.1 seconds and on to a top speed of 130 mph. That's a smidge behind the Mercedes-Benz E450 4Matic, which has 362 hp and 369 lb-ft and can hit 60 in five seconds flat. The speedster's choice, though, is the BMW 540i. With 335 hp and 331 lb-ft, it can scamper to 60 in 4.6 seconds. The Jaguar XF is also moderately quicker with its range-topping S trim scooting to 60 in 5.0 seconds thanks to its 380-hp supercharged 3.0-liter V6.

Our only real complaint with Audi's engine is that it doesn't sound very nice relative to the sonorous and smooth-sounding straight-six from BMW or as serious as the Jag's V6. That's a minor quibble, though. This is a very likable powertrain.

Every A6 features a multi-link suspension while an optional sport suspension reduces the ride height by three-quarters of an inch. The Prestige trim offers adaptive dampers (the former is a $1,050 option and comes with 20-inch wheels, while the latter carries a $2,500 premium and includes four-wheel steering). The impressively composed ride while cruising firms up neatly in Dynamic mode. This is an agile, fun-to-drive sedan that limits body roll without feeling uncomfortable. Feedback through the nicely weighted steering is suitable for the A6's purpose as a sporty luxury sedan, although the chassis is more isolated than the equivalent 5 Series or E-Class.

Our 2019 A6 Prestige carries the $2,750 Driver Assistance package, although that setup comes standard on the 2020 A6 Prestige. It includes full-speed adaptive cruise control with traffic jam assistance, full-speed automatic emergency braking, an advanced lane-keeping system with lane centering, traffic sign recognition, and a surround-view camera system. That's a decent roster of equipment, especially as the Prestige trim includes Audi's advanced Matrix LED headlights.

These advanced headlights shine brighter without blinding oncoming traffic, although that particular bit of tech isn't active in the U.S. Still, the technology is there once the federal government approves the tech.

With the 3.0-liter V6, the A6 returns 22 miles per gallon city, 29 highway, and 25 combined, although premium fuel is a requirement. That's true of most of the A6's rivals, though, as well.

The 2019 BMW 540i xDrive nets 21 city, 29 highway, and 24 combined, while the Mercedes-Benz E450 4Matic and Jaguar XF S are down a bit more, with 20 mpg city, 28 highway, and 23 combined from their respective V6 engines. But while each of these cars requires premium fuel, they return better fuel economy than the V6-powered Genesis G80, which runs on 87 octane but will only net 18 city, 24 highway, and 20 combined.

Prices for the 2019 A6 start at $58,900, although the range-topping Prestige demands $67,100. For 2020, a four-cylinder engine drives the A6's starting price down to $54,900 and the Prestige's to $64,800.

Add the $595 Firmament Blue paint, $3,200 Individual Contour seats (heating, ventilation, and a massage function), $2,750 Driver Assistance package, $1,050 Sport package, $1,000 21-inch wheels, and the $600 Cold Weather package, and the price climbs to our tester's $77,290.

The BMW 5 Series is slightly more affordable to start ($53,900), although a six-cylinder all-wheel-drive model begins at $61,750. Build one to match the A6 and the price is closer to the $80,000 mark. The Mercedes E-Class starts at $54,050 but going for the six-cylinder model with all-wheel drive requires $61,550. Again, though, the Audi comes in ahead – a similarly equipped E450 costs just over $79,000.

Source: motor1.com

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