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Review of 2009 Audi A4 |
2009 Audi A4 3.2 Quattro - Road TestA Style Worth Repeating: Audi makes a few changes to the recipe with the new A4.
It’s fair to say that the folks at Audi have found their styling muse. After we swooned over the shape of the new S5 coupe, Audi basically added two doors to the design and called it the A4. It’s less zoomy-looking than the coupe, but it’s still sexy—unmistakably Audi—and won’t be confused with any other Auto Union offerings. But unlike BMW’s wild leap off the styling reservation, the A4 doesn’t jump out visually as a significant departure from Audi’s evolutionary progression that started with the first A4. Way back in 1996, we liked that first A4 well enough to have awarded it 10Best Cars honors three years running. Now in its third generation wearing the A4 moniker, the new version rides on the B8 platform that underpins the A5/S5 and the forthcoming Q5 sport-ute. Instead of switching to a rear-wheel-drive layout such as that which underpins most of its competitors, Audi sticks with front- or all-wheel drive in the A4, the former coming as an entry-level version next spring. In order to combat the inherent handling handicap that is inescapable in this front-heavy drivetrain layout, the A4’s wheelbase has been stretched six and a half inches, to 110.6. That, combined with a reduced front overhang, means the weight distribution moves astern—55.5 percent of the new A4’s 3860 pounds are over the front wheels, which is about three percentage points less than the case of the last V-6 Quattro A4 we tested. To further improve the A4’s dynamic prowess, the all-wheel-drive system favors the rear wheels with a 40/60 front-to-back torque split. How’s that for progress? What’s more, curb weight is up by just 40 pounds despite increases in overall length and width of 4.6 and 2.1 inches, respectively. There are improvements in the interior as well, which has been an Audi strong point since that first A4. The layout is essentially the same as in the A5/S5, which is to say that even though the A4 is new, cynical automotive writers accustomed to a smorgasbord of driving options will view the interior as all too familiar. The MMI interface, which controls the radio, navigation, and sundry other configuration options, has the same buttons as in the A6 and A8, but here they’re somewhat more contoured, making the fingertip connection easier without the need to glance down at the controls. The A4 also has an optional blind-spot warning system, which unleashes a cluster of flashing LEDs on each of the side-mirror housings to get the driver’s attention. There’s also radar-based adaptive cruise control that is adjustable for the level of aggressiveness with which it uses the gas and brakes. The headlights, which feature an eyebrow-like line of LEDs for the daytime running lamps, tilt the beams higher at speeds above 75 mph for better highway visibility. Nothing stands out about the feel of the front seats, but they turn out to be all-day comfortable and supportive in all the right places. Rear-seat legroom has grown almost an inch, and at 35.2 inches, it is more spacious than you’ll find in the BMW 3-series or Mercedes C-class. Combined with an increase in rear headroom of 0.3 inch, the back seat is far more comfortable than was the previous A4’s. The rear seats also split and fold to open up a pass-through to the trunk. Under the hood, the direct-injection 3.2-liter V-6 adds variable lift to the intake valves, which is good for 10 additional horsepower, or 265 in all, although torque is unchanged at 243 pound-feet. Audi claims a fuel-economy increase of 10 percent in both city and highway EPA numbers. The 2.0-liter turbo also gets variable lift, except on the exhaust side, and there’s a modest bump of 11 horsepower, to 211, but there’s a huge torque increase of 51 pound-feet, to 258. Initially, both versions will be offloaded with all-wheel drive and six-speed automatics; by next spring, the 2.0T will be offered with a six-speed manual, and the front-wheel-drive 2.0T will come with a continuously variable automatic transmission. The V-6 hustled our A4 3.2 Quattro test car from 0 to 60 mph in 5.7 seconds, which is an impressive number but absolutely astonishing compared with the 7.5-second time of the last-gen V-6 A4 we tested in October 2005. The previous quarter-mile time of 14.3 seconds at 100 mph improves by 1.4 seconds. Expires 12/31/2008 |
2009 TT Review |
2009 Audi TTS - First Drive ReviewAudi seeks to overcome the TT’s soft reputation with some hard horsepower.
The Audi TT has been a great success. It was launched 10 years ago in Germany, and now 45,000 a year are made at Audi’s plant in Gyo˝ r, Hungary. That’s a big volume for a small coupe. We liked the TT enough to make it a 10Best Car in its first and second years, but it has never made its mark as a proper sports car. Automotive writers snickered that the TT was a VW GTI in a sexy designer dress. The second-generation TT appeared as a 2008 model. Bigger and built on its own steel and aluminum platform (in the interests of a more even weight distribution), it’s a bit more sporty but not in the same pure sense as the rear-drive Nissan 350Z, BMW Z4, or the Porsche Boxster and Cayman with which it overlaps in price. It was launched with the 200-hp, 2.0-liter turbo four-cylinder from the GTI and the carry-over 3.2-liter V-6 delivering 250 horsepower. Both were available with the S tronic twin-clutch six-speed gearbox. Clearly, there were more variants to come, the most significant for the U.S. being the TTS you see here, which goes on sale in November. Available as a two-plus-two coupe or a two-seat roadster, the TTS makes 265 horsepower from a development of the direct-injection 2.0-liter turbo engine, has an improved Quattro four-wheel-drive system, and has magnetic adaptive shocks and 18-inch wheels as standard equipment. With the paddle-shift S tronic, the TTS coupe has a claimed 0-to-60-mph time of 4.9 seconds, and the roadster is 0.2-second slower. Top speed is limited to 155 mph. So, the TTS is competitive—comparable to a more expensive Porsche Cayman S—but the way in which it achieves its performance is disappointing. The engine produces noticeable vibration through the pedals and significant turbo lag, making the car fussy to drive. And electronics interfere with rapid progress on a winding road. The original TT Quattro could be driven on the throttle, shifting the drive from the front to the rear as the wheels lost grip. Although its stability-control system has a sport mode, allowing a limited amount of tail slide, on slippery roads the electronic traction control intervenes before the benefits of four-wheel drive come into play. But the Delphi magnetic shocks play well with the car’s stiffer springs and anti-roll bars. Overall, the most powerful TT can’t match a Porsche for poise. So the TTS is more of a sports car than the TT has ever been but not necessarily better for that. Expires 12/31/2008 |
Audi 3.0 TFSI V-6 |
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Audi 3.0 TFSI V-6 Could Power 2009 A6, 2010 S4 - Car News290-horsepower six could see use in many more vehicles.
Audi announced a new supercharged V-6 engine, called, somewhat ironically, the 3.0 TFSI, that will power upcoming A6 and S4 models. Details are scarce, but we expect to see the 3.0 TFSI as an optional engine in the 2009 A6, most likely coupled to a six-speed Tiptronic automatic. It’s unclear whether the engine could also be an uplevel option in the Audi A4. As we had previously speculated, the 2010 Audi S4 will also use this supercharged engine, albeit in a higher-performance tune. As yet it’s unknown whether the S4 will employ a dual-clutch S tronic transmission in the U.S. Audi says the 3.0 TFSI is a versatile engine that could see use in a variety of models, in the same way the popular 2.0T has been used in everything from the Volkswagen GTI to the A4. The new engine has been in development for at least four years. The 3.0-liter engine is a 90-degree V-6 with a Roots-style supercharger resting between the cylinder banks. Two water-to-air intercoolers chill the air and allow up to 12 psi of boost. Audi says the engine will produce 290 horsepower at 5000 rpm and 309 lb-ft of torque at just 2500 rpm. However, those are European figures: American horsepower outputs have yet to be confirmed and could be marginally higher. Like other FSI—Fuel Stratified Injection—engines, the 3.0 uses direct injection to improve both power and fuel economy. Fuel is injected directly into the combustion cylinders at up to 2000 psi, which cools the intake mixture and allows the engine to run a 10.5:1 compression ratio without fear of detonation. Other technical wizardry includes free-running supercharger blades, which coast under low engine loads when supercharging is unnecessary. The intake camshafts can be rotated up to 42 degrees to alter valve timing. The entire engine will weigh a claimed 417 pounds. Audi expects the engine to squeeze out 24 mpg in combined city/highway driving, although that will depend greatly on the vehicle and transmission. Fortunately for penny-pinchers, the engine can run on either premium or regular gasoline. Production of 2009 model-year cars with the 3.0 TFSI will most likely begin at the end of this year. Those bound for the U.S. should arrive by the first quarter of 2009. Enter Content Here] Expires 12/31/2008 |
2009 A3 Review |
2009 Audi A3 / S3 - First Drive ReviewThere is little competition for this well-executed premium hatchback.
Having broken the one-million-unit sales mark this March after just five years, Audi's premium compact A3 didn't need much fixing, but for 2009, Audi has brought the styling up-to-date and added content and options to its smallest offering. Audi will continue to play conservative with the A3 in the U.S., channeling demand toward the high-volume A4 sedan. The A3 lineup here will be restricted to two variations from an extensive lineup that consists of eight engines and two body styles in its German homeland. Although Europe gets three turbo-diesels and five gasoline engines in a three- or five-door package for the A3 (with the S3 there are six gasoline options), the U.S. will continue to be limited to the five-door, or Sportback, as it is known abroad. Engine choices for Americans consist of the 200-hp, 2.0-liter TFSI turbocharged inline-four—now available with Quattro and the dual-clutch S tronic transmission—and a 250-hp, 3.2-liter naturally aspirated V-6. The Quattro four-wheel-drive system is improved with a fourth-generation Haldex clutch that responds more rapidly. These two engines are decidedly premium choices and are in keeping with the brand image. Unfortunately, North America does not get the hotter model—the 261-hp S3 with a 2.0-liter turbo four. Testing the performance S3 on the autobahn, where the governor kicks in well above the proclaimed 155-mph top speed, we had to watch our speedometer closely since it’s easy to reach triple digits as you suck up the straights. The limits set by the chassis are exceptionally high, and the stability-control system works so rapidly and discreetly that it manages to mask the car's tendency to understeer. Speed barely drops if the system kicks in for a quick correction. Magnetic Ride’s Got Us Cornered—in a Good Way We were duly impressed by the Audi Magnetic Ride adaptive shock absorbers supplied by Delphi. The semiactive suspension is already available on the TT; since both cars stand on the VW Group's ubiquitous PQ35 platform, it was adapted at reasonable cost. Unlike VW, Audi bases its active suspensions on sport suspensions, not standard suspensions. Thus, Audi Magnetic Ride provides the ultimate in cornering and stiffness—which posed a problem when trying to produce a noticeable amount of body roll at the behest of our photographer. There was no V-6 available for evaluation, as there are no changes to the creamy and powerful 250-hp unit. With the 2.0-liter four gaining power and efficiency, we could see Audi dropping the six in the future, which would be a pity. But the fact of the matter is that although the V-6 manages to capture 20-to-30 percent of North American A3 sales, it accounts for only one-to-two percent of global sales. The more powerful S3, by contrast, accounts for five-to-six percent, and Audi expects the face-lifted Sportback to boost those figures, despite the S3's higher price. The 2.0T for the U.S. is closely related to the S3, with a similar sporty sound and responsiveness. But above 100 mph, there is no contest. Our S3 tester hit the electronic ceiling at an indicated 167 mph, still wanting to pull faster, whereas the 200-hp TFSI struggled to reach its official 147-mph top speed. Some of the less-powerful engine choices for Europe are interesting as well. The 2.0-liter turbo-diesels, newly fit with common-rail injection and rated at 138 horsepower and 168 horsepower, respectively, are remarkably torquey and quiet. The entry-level 104-hp, 1.9-liter turbo-diesel keeps the old-style unit injectors and is therefore noisier. But it is efficient: a low-drag version, called the 1.9 TDI e, manages 55 mpg. As for the smaller gasoline units, the 158-hp, 1.8-liter gasoline TFSI (which means it is turbocharged) comes close to the 2.0T in feel and performance; the 101-hp, 1.6-liter naturally aspirated unit is clearly the budget choice and comes with commensurate low expectations. But the 123-hp, 1.4-liter TFSI is a downright disappointment. Lacking power and torque, it left us somewhat glum about the prospects of more downsized engines in the future. Expires 12/31/2008 |
2009 Audi Q5 Auto Show Review |
2009 Audi Q5 - Auto ShowsAudi’s baby ute is ready to come out and play.
Debuting at the Beijing auto show, Audi’s all-new Q5 crossover is aimed directly at the heart of the premium compact SUV niche where the BMW X3, Infiniti EX35, and upcoming Mercedes-Benz GLK play. Accordingly, Audi has imbued the new ute with lots of luxury, technology, and—it claims—performance. The U.S.-spec Q5 will use only one powertrain: the corporate 3.2-liter direct-injection V-6 mated to a six-speed Tiptronic automatic driving all four wheels. The V-6 will put out 270 horsepower and 243 pound-feet of torque in the Q5, enough gusto to push the SUV to 60 mph in a claimed 6.8 seconds. Unfortunately, the VW Group’s new seven-speed dual-clutch automated manual (called S tronic by Audi) will not be offered in the U.S., as Audi feels Americans prefer the smoother shifts of a conventional torque converter. Discussion continues in Ingolstadt as to whether to offer a diesel in the future. Johan de Nysschen, head of Audi of America, is pushing for diesel in the Q5 rather than in the Q7 for the U.S. Audi’s press materials talk up the Q5’s sportier dynamics in comparison with the competition, a characteristic achieved, it says, courtesy of such details as a longer wheelbase; wider track; lower center of gravity through the use of aluminum for the hood, liftgate, and much of the suspension; and the 40/60-percent front/rear torque bias for the standard Quattro all-wheel-drive system. The Quattro system can shunt a maximum of 65 percent forward and 85 percent aft, the latter a figure we applaud. It all sounds good, but we’ll need to test one to verify if Audi speaketh the truth or a bunch of hooey. Audi also says that the Q5’s styling gives it a dynamism that’s lacking in its segment. While it’s handsome, we find it sort of bland, a nondescript love-child of the VW Touareg and the Q7. If the exterior is sort of ho-hum, however, the interior boasts the usual Audi levels of fit, finish, and sybaritic pleasure. Indeed, Audi promises plenty of aluminum, Alcantara, various woods (including a non-varnished natural looking ash), chrome, aluminum, and leather. Expires 11/30/2008 |
2009 Audi A4 Avant |
2009 Audi A4 Avant - First Drive ReviewIntroducing the 211-hp 2.0T turbo four, connected to the sharp-looking A4 wagon.
Conceptually, the irony was comical: “Welcome to Ibiza. Here’s your station wagon.” Wagon? Really? Thanks, Audi, for bringing us to the world’s preeminent party destination on an island in the Mediterranean Sea and then sticking us in a wagon. Come on, shouldn’t we be driving something like, say, the TT-S convertible? Or maybe an RS 4? Better yet, where’s that lightweight R8 Sport we had just been talking about a couple of days before in Neckarsulm, Germany? So much for hittin’ Space, Amnesia, or DC-10. There’s something just not right about club hopping in a “stay way.” Maybe we could get away with it in Ann Arbor, Michigan, but Ibiza? Well, as it turns out, the new 2009 Audi A4 Avant is about as party hearty as a wagon could ever hope to be. And we’re not just talking about tailgate beer busts before the Bruins take on the Trojans. This car has style worthy of the Hollywood glitterati and moves that would make Justin Timberlake step back. Fabulous-looking, well dressed, quick on its feet, and with a damn good optional stereo—maybe Ibiza isn’t such a wrong match for the A4 Avant. Besides, this would be the first time we’d get a chance to sample the next generation of the 2.0-liter turbocharged gasoline engine, and nothing says it’s party time like a turbo, right? Ibiza? Bring it! Anyone know who’s spinning at Pacha tonight? Wagon the Dog To most people, the thought of Audi’s sending us so far from home just to drive the wagon version of its 2009 A4 sedan, which we’ve already driven (and loved), is a bit excessive. But globally speaking, the Avant is an equally significant vehicle; even though the A4 sedan far outsells the Avant by a ratio of 10 to one here in the States, the Avant outsells the sedan in the rest of the global market. And since the A4 is easily Audi’s single most important (read “bestselling”) model worldwide, suddenly such a big shebang for the wagon starts to make sense. So yes, the wagon is a big deal. And it’s a better deal, too, for 2009. For starters, the new Avant benefits from the same architectural changes that made the ’09 A4 sedan so much better than its predecessor. Now, in case you’ve been under a log since the wraps came off the A4’s sexy two-door platform-mates, the A5 and the S5, the changes started with the shuffling of its longitudinal engine compartment, which resulted in the engine and several drivetrain components essentially switching places. This turned out to be a wonderful thing for two reasons: (1) It cleaned up the previous A4’s handling (more on that later), and (2) it took it from handsome to somewhere near gorgeous. Moving the front wheels forward, along with a 6.6-inch stretch in wheelbase and a two-inch-wider track, imparts the A4 Avant with nearly perfect proportions. Indeed, the A4 Avant is a truly beautiful car. The A4’s aggressive new front end, with its 14-LED eyeliner, butch intake apertures, and mini-Dagmars at the lower end of the bumper, looks particularly good on the wagon. And the new body-side lines and steep windshield lend a sense of sculpture that becomes a sense of speed as the eye is drawn back over the silver, snug-fitting roof rails and optional panoramic sunroof to the tight rear end, which looks much like that of the A6 Avant. Expires 11/30/2008 |
Diesel VS Hybrid |
Audi Prefers Diesel over Hybrid Versions of the Q5 and Q7 in the U.S. - Auto ShowsNorth American chief explains the latest changes to Audi’s SUV strategy.
The “Q” in the nomenclature of Audi’s SUV lineup does not denote the question mark surrounding its powertrain options in the U.S.—but perhaps it should. Way back when, we were promised the gasoline-powered Q7 would be followed by diesel and hybrid versions by the end of 2008. Well, it’s 2008, and none of the above will happen this calendar year. Plans for a Q7 with a 3.0-liter V-6 diesel have been pushed back to early 2009 so as not to divert attention from the October launch of the A4, which is a profitable volume vehicle for the automaker. Audi of America chief Johan de Nysschen is hoping plans for the hybrid variant are pushed back at least two years in the hope the dollar gains strength so as to squeeze some profit out of a vehicle with a pricey powertrain. In the case of the Q7 TDI, the launch is tentatively set for February 2009, but its model year has not been decided. In an interview with Car and Driver, de Nysschen says his preference is that it be denoted a 2010 model, but to qualify, production cannot start until after January 1, 2009, which would push back the sale date to next March at the earliest. Audi would prefer to begin assembly at the end of this year to ramp up supply, but such action would make the crossover a 2009. De Nysschen says the decision will be made within weeks. Outrageous Oil Burner As for the outrageous Q7 TDI with a twin-turbocharged V-12 diesel slated for sale in Europe in the second half of the year, de Nysschen says the business case to offer it in 50 states is a hard one to make. The concept, with 500 horsepower and 738 pound-feet of torque, might make the hearts of enthusiasts flutter, but Audi needs to be able to support it in the market, and the reality is, “There probably is not enough volume for it to come.” When you amortize the cost over the projected volume, it adds up to a very expensive vehicle, de Nysschen says. “It would have to be a $130,000 car.” Putting the V-12 into a production R8 would be less price sensitive, he argues, but he questions whether the hot sports car needs that many engine derivatives. What de Nysschen would like to see is the new Q5 SUV with a diesel for North America. The all-new Q5, which will be unveiled at the Beijing auto show next month, is scheduled to go on sale early next year with a gasoline engine. No formal decision has been made for the diesel in the U.S., de Nysschen says. Clearly a proponent of oil burners, de Nysschen says the 3.0-liter diesel could also go into the A4, the A6, and even the A8. A four-cylinder mill could go into the A4, as well as the A3. He says a diesel A4 for North America is “under consideration.” Expires 12/31/2008 |
Q7 TDi in the news |
2009 Audi Q7 V-12 TDI - Auto ShowsThe monster diesel finally arrives.
Audi is unveiling the production version of the Q7 V-12 TDI at the 2008 Geneva auto show, and it remains faithful to the Q7 V-12 TDI concept unveiled at the Detroit auto show in January 2007. Audi’s twin-turbocharged 5.9-liter V-12 TDI will be one of the most powerful engines available in any SUV—and it will be the most powerful diesel on the market. Pumping out about 500 horsepower and 738 pound-feet of torque, this Q7 should leave any other SUV in its dust—diesel or gasoline. Expect a 0-to-62-mph time of about 5.5 seconds and a governed top speed of 155 mph. The V-12 TDI engine is inspired by Audi’s Le Mans–winning racing engine, although virtually no components are shared. In January, it was shown in a second show car, the luscious R8 V-12 TDI, which may also see production. The Q7 V-12 TDI will be available in Europe this fall. Michael Dick, Audi management board member for technical development, told us in a recent interview that Audi will decide within the next year whether to offer the Q7 V-12 diesel in the U.S. In the meantime, Americans must be content with the 2009 Q7 3.0-liter TDI that is due later this year or in early 2009. Audi will use the V-6 turbo-diesel to gauge acceptance of oil burners in this market, Dick says. Currently, about 30 percent of Q7 buyers are opting for the V-8 gasoline engine, the rest being content with the 3.6-liter V-6. Additionally, a hybrid Q7 is slated to go into production at the end of the year, the result of collaborative development efforts with Volkswagen and Porsche. The hybrid will be incorporated into the current-generation Q7. The Volkswagen Group is streamlining the way it engineers future vehicles for use by all of its brands and paring its number of global architectures to four, including the new modular longitudinal platform, a giant family of vehicles with longitudinally mounted engines for front- and all-wheel-drive vehicles ranging from the Audi A4, A5, and Q7 to the VW Passat and Phaeton and even Bentleys. This platform will also serve as the basis for all Audi hybrids in the future, Dick says, as the modular hybrid system is designed for integration with vehicles with longitudinally mounted engines. The next-generation Q7 will come from the new architecture. The platform is flexible enough to offer hybrids in all Audis, but which ones actually get the system will be determined by product and market to determine what makes sense, he tells us. For now, though, the focus is on the diesel. Whereas BMW and Mercedes are showing vehicles designed to raise awareness that modern diesels are clean, Audi is going after a far more ambitious goal: proving diesels are cool. Expires 11/30/2008 |
Audi Owner Protection |
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Audi Owner Protection goes far beyond a new car limited warranty good for 4 years or 50,000 miles. It also covers an industry leading 12 years of corrosion perforation protection. Only those who build cars this well dare to back them so comprehensively. Expires 12/31/2008 |
Audi S3 |
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The S3 model is currently being evaluated for the North American market. To stay current on the latest production vehicles from Audi, sign up for email newsletters. Expires 12/31/2008 |