The Truth About Cars » Audi http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Fri, 24 Oct 2014 15:06:19 +0000 en-US hourly 1 http://wordpress.org/?v=4.0 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » Audi http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com/category/reviews/audi/ Lamborghini, Rolls-Royce SUVs Still Waiting For Green Light http://www.thetruthaboutcars.com/2014/10/lamborghini-rolls-royce-suvs-still-waiting-green-light/ http://www.thetruthaboutcars.com/2014/10/lamborghini-rolls-royce-suvs-still-waiting-green-light/#comments Thu, 23 Oct 2014 10:00:56 +0000 http://www.thetruthaboutcars.com/?p=935290 Saving away for either a Lamborghini Urus or the Rolls-Royce SUV with no name (yet)? You may end up in an Aventador or Wraith instead if neither one are green-lit. According to AutoCar, the £180,000 ($289,000 USD) new-age Rambo Lambo is awaiting the go-ahead from Audi, which an anonymous insider claims will come when economic […]

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Saving away for either a Lamborghini Urus or the Rolls-Royce SUV with no name (yet)? You may end up in an Aventador or Wraith instead if neither one are green-lit.

According to AutoCar, the £180,000 ($289,000 USD) new-age Rambo Lambo is awaiting the go-ahead from Audi, which an anonymous insider claims will come when economic and geopolitical conditions calm down:

We are convinced the Urus can significantly boost global sales, but the financial conditions need to be sound. Right now, there are signs we may be heading for a downturn in the markets due to various factors, including trouble in the Middle East, although this is not reflected in the current sales situation, which puts us ahead of 2013.

Over at BMW, the Grey Poupon delivery wagon — set to move out of mainly Chinese showrooms at £200,000 ($321,000) — is still in the design phase. Board member for the high-end premium brand, Peter Schwarzenbauer, said the proposals are closing in on BMW’s vision for the SUV, but if the execs can’t be convinced that the final design resembles a Rolls-Royce, the vehicle will not be built.

Both SUVs are expected to enter production in 2017.

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Projects In Germany, US Closer To Low-Cost Carbon Fiber Manufacturing http://www.thetruthaboutcars.com/2014/10/projects-germany-us-closer-low-cost-carbon-fiber-manufacturing/ http://www.thetruthaboutcars.com/2014/10/projects-germany-us-closer-low-cost-carbon-fiber-manufacturing/#comments Thu, 16 Oct 2014 10:00:42 +0000 http://www.thetruthaboutcars.com/?p=931938 Though carbon fiber is being used more extensively in new vehicles, the high costs associated with building a vehicle out of the material have kept it to the likes of the Lexus LFA and BMW i Series. This could soon change, however. Bloomberg reports MAI Carbon Cluster Management GmbH, with financial backing from BMW, Audi, […]

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Though carbon fiber is being used more extensively in new vehicles, the high costs associated with building a vehicle out of the material have kept it to the likes of the Lexus LFA and BMW i Series. This could soon change, however.

Bloomberg reports MAI Carbon Cluster Management GmbH, with financial backing from BMW, Audi, Airbus, Siemens and around 70 other manufacturers, have made progress on reducing the cost of carbon fiber, with the goal of slashing 90 percent of the total cost. Klaus Drechler, head of the €80 million ($102 million USD) project, as well as professor at the Technical University of Munich, explains:

We’ve certainly reached a halfway point on our cost-cutting target for suitable carbon-fiber parts. We’ll see a lot more carbon-fiber use in the next generation of cars. The key is to really drive automation [in production]. There are different scenarios about how carmakers can use carbon fiber — extensively like BMW, with a carbon-fiber chassis, or with smaller components.

Similar cost-reduction efforts are being carried out in the United States at the Oak Ridge Carbon Fiber Composites Consortium in Oak Ridge, Tenn. The consortium, established in 2011, has partnered with Ford, Dow Chemical and other companies in developing lower-cost carbon fiber materials.

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Paris 2014: 2016 Audi TT Roadster Bows http://www.thetruthaboutcars.com/2014/10/paris-2014-2016-audi-tt-roadster-bows/ http://www.thetruthaboutcars.com/2014/10/paris-2014-2016-audi-tt-roadster-bows/#comments Thu, 02 Oct 2014 20:30:57 +0000 http://www.thetruthaboutcars.com/?p=924785 You’ve seen the Audi TT Sportback. Now, it’s time for the 2016 Audi TT Roadster to shine at the 2014 Paris Auto Show. The 2016 model rides on the MQB platform with a wheelbase that has gained 1.5 inches over the current TT, while the overall length is just an inch shorter. Weight comes in […]

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You’ve seen the Audi TT Sportback. Now, it’s time for the 2016 Audi TT Roadster to shine at the 2014 Paris Auto Show.

The 2016 model rides on the MQB platform with a wheelbase that has gained 1.5 inches over the current TT, while the overall length is just an inch shorter. Weight comes in at 2,910.1 lbs. with manual transmission and front-wheel drive, and the chassis is stiffer thanks to solid steel tubes inside the A-pillars, steel ribbing in the sills, and various V braces throughout the underside.

The soft-top is 6.6 lbs. lighter than the top now in play, can be operated up to 31.1 mph, takes up little of the TT’s 9.9 cubic-feet of trunk space, and can open or close within 10 seconds.

Up front, the U.S. market will receive a 2-liter turbocharged engine delivering 230 horses, 310 in the TTS model. A spoiler deploys at speeds above 75 mph.

Finally, a revised Quattro system puts more power to the back, allowing for safer, more controlled drifts on low-friction surfaces.

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Paris 2014: Audi TT Sportback Revealed http://www.thetruthaboutcars.com/2014/10/paris-2014-audi-tt-sportback-revealed/ http://www.thetruthaboutcars.com/2014/10/paris-2014-audi-tt-sportback-revealed/#comments Thu, 02 Oct 2014 12:00:37 +0000 http://www.thetruthaboutcars.com/?p=923233 Following up on the TT Allroad Shooting Brake and TT Offroad, Audi revealed the TT Sportback at the 2014 Paris Auto Show. This TT adds two rear doors to the original three, along with an 11-inch boost in overall length, a 2.4-inch increase to the width, and an additional 4.7 inches for the wheelbase, no […]

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Following up on the TT Allroad Shooting Brake and TT Offroad, Audi revealed the TT Sportback at the 2014 Paris Auto Show.

This TT adds two rear doors to the original three, along with an 11-inch boost in overall length, a 2.4-inch increase to the width, and an additional 4.7 inches for the wheelbase, no doubt giving plenty of room for the two passengers fortunate to sit in the back. The two rear passenger doors also have frameless windows, just like the TT coupe.

Under the hood, a 2-liter TFSI turbo-four drives 400 horsepower and 332 lb-ft of torque via a seven-speed dual-clutch automatic to all corners, each bearing a 21-inch wheel mounted on 255/30s, and containing an 18-inch disc. The drivetrain is also efficient at the pump — delivering an average of 33.6 mpg — and off the line; nil to 62 arrives in 3.9 seconds.

Inside, the driver receives their info via a virtual cockpit system inside a 12.3-inch display, which can be operated either via steering-wheel controls or the touchpad on the MMI terminal near the shifter.

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Audi Leaves CVTs Behind For Dual-Clutch Automatics http://www.thetruthaboutcars.com/2014/07/audi-leaves-cvts-behind-for-dual-clutch-automatics/ http://www.thetruthaboutcars.com/2014/07/audi-leaves-cvts-behind-for-dual-clutch-automatics/#comments Fri, 25 Jul 2014 10:00:11 +0000 http://www.thetruthaboutcars.com/?p=873010 CVT haters, rejoice: Audi’s latest set of Multitronic CVTs will be the automaker’s last. According to The Motor Report, the automaker believes it has done all it can with CVTs, and will instead focus on the S-tronic dual-clutch automatic family of transmissions. Both the S-tronic and traditional automatic offerings will fill the void left behind […]

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34 - 2012 Audi A7 - Picture courtesy of Murilee Martin

CVT haters, rejoice: Audi’s latest set of Multitronic CVTs will be the automaker’s last.

According to The Motor Report, the automaker believes it has done all it can with CVTs, and will instead focus on the S-tronic dual-clutch automatic family of transmissions. Both the S-tronic and traditional automatic offerings will fill the void left behind when the models so equipped with Multitronic are updated or replaced.

However, Audi may also do away with the traditional automatic, as well. Currently, the automaker is hard work on an S-tronic built to handle the torque loads and AWD that are being handled by eight-speed autos at present. No word on when the traditional auto’s day may come to pass.

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Clean-Diesel Sales Up 25 Percent In The US For 2014 http://www.thetruthaboutcars.com/2014/07/clean-diesel-sales-up-25-percent-in-the-us-for-2014/ http://www.thetruthaboutcars.com/2014/07/clean-diesel-sales-up-25-percent-in-the-us-for-2014/#comments Mon, 21 Jul 2014 11:00:18 +0000 http://www.thetruthaboutcars.com/?p=869994 Though hardly any of the offerings can be found in a brown wagon with a six-speed manual pushing power to the back, U.S. sales of clean-diesel vehicles have climbed up 25 percent this year. Autoblog Green reports clean-diesels are set to double their current 3 percent of total vehicles sold in the U.S. by 2018, […]

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Though hardly any of the offerings can be found in a brown wagon with a six-speed manual pushing power to the back, U.S. sales of clean-diesel vehicles have climbed up 25 percent this year.

Autoblog Green reports clean-diesels are set to double their current 3 percent of total vehicles sold in the U.S. by 2018, according to Diesel Technology Forum. The group also noted the 25 percent jump is besting overall sales thus far in 2014, having only seen a boost of 4.2 percent in comparison.

As for the cause of the leap into oil-burning, consumers seeking better fuel economy find a 30 percent gain when the engine quietly purrs, especially when 27 of the 46 available clean-diesel models for the U.S. market are cars and SUVs. Winners include Audi and Chevrolet, both moving 8,100 and 3,000 units through the first half of 2014. Meanwhile, Volkswagen, lost 8 percent in sales during the same period, though still lead the way with 42,000 vehicles leaving the lot.

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2015 Audi A3 Sedan Sales Outpacing Supply, Stealing From Honda, Toyota http://www.thetruthaboutcars.com/2014/07/2015-audi-a3-sedan-sales-outpacing-supply-stealing-from-honda-toyota/ http://www.thetruthaboutcars.com/2014/07/2015-audi-a3-sedan-sales-outpacing-supply-stealing-from-honda-toyota/#comments Mon, 07 Jul 2014 11:00:31 +0000 http://www.thetruthaboutcars.com/?p=860769 The 2015 Audi A3 Sedan is doing quite well for itself in the United States since its arrival back in April of this year, even if the hipster parties during the sedan’s U.S. unveiling more than likely just amused the automaker’s traditional clientele instead of attracting younger buyers as the party plan intended. Autoblog reports […]

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The 2015 Audi A3 Sedan is doing quite well for itself in the United States since its arrival back in April of this year, even if the hipster parties during the sedan’s U.S. unveiling more than likely just amused the automaker’s traditional clientele instead of attracting younger buyers as the party plan intended.

Autoblog reports Audi of America sold 2,452 A3 Sedans in June alone, with just over 25 percent of consumers under the age of 30. That particular group of young Audi drivers are new to the automaker, brand conquests over Honda and Toyota.

As for buying one right now, there may be a line ahead of you: Audi is still stocking its dealer network with the $30,795 sedan, with a wait as long as 30 days for those wanting specific features for their A3. The line may grow longer, however, when the automaker’s A3 E-tron arrives in Q2 2015, with every one of Audi’s U.S. dealerships being granted the opportunity to sell the PHEV.

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Low-Cost Tesla EV To Use Steel To Hit A4, 3 Series Pricing Levels http://www.thetruthaboutcars.com/2014/07/low-cost-tesla-ev-to-use-steel-to-hit-a4-3-series-pricing-levels/ http://www.thetruthaboutcars.com/2014/07/low-cost-tesla-ev-to-use-steel-to-hit-a4-3-series-pricing-levels/#comments Thu, 03 Jul 2014 11:00:16 +0000 http://www.thetruthaboutcars.com/?p=857993 Though Tesla’s low-cost EV won’t be able to put the E in between the S and the X, it will be able to meet its price target thanks an alloy swap in its construction. Autocar reports steel instead of aluminum will make up the low-cost EV, which CEO Elon Musk stated will be 20 percent […]

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Though Tesla’s low-cost EV won’t be able to put the E in between the S and the X, it will be able to meet its price target thanks an alloy swap in its construction.

Autocar reports steel instead of aluminum will make up the low-cost EV, which CEO Elon Musk stated will be 20 percent smaller than the Model S. The steel construction will likely be assembled through bonding and rivets, as well.

The use of steel will allow the new EV — expected sometime between late 2016 and early 2017 — to better compete against the Audi A4 and BMW 3 Series on price, backed up by the reduced cost in battery production once the Gigafactory goes online at the same time as the low-cost Tesla arrives in showrooms.

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BMW Mexico Plant To Build 150,000 Annually http://www.thetruthaboutcars.com/2014/07/bmw-mexico-plant-to-build-150000-annually/ http://www.thetruthaboutcars.com/2014/07/bmw-mexico-plant-to-build-150000-annually/#comments Wed, 02 Jul 2014 13:00:06 +0000 http://www.thetruthaboutcars.com/?p=857249 Though BMW may announce Thursday where in Mexico it will build its second North American plant, sources close to the matter said the plant will pump 150,000 units annually into auto trains bound for the United States. Automotive News Europe also reports a Mexican government official claimed the new plant would come with a €1 […]

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Though BMW may announce Thursday where in Mexico it will build its second North American plant, sources close to the matter said the plant will pump 150,000 units annually into auto trains bound for the United States.

Automotive News Europe also reports a Mexican government official claimed the new plant would come with a €1 billion ($1.36 billion USD) investment, and may either be located in the state of Hidalgo just north of Mexico City, or in San Luis Potosi in central Mexico.

The plant — following on the heels of a new Daimler-Nissan small-car factory to be built in Aguacalientes, as well as an Audi factory in San Jose Chiapa — will likely be used to build MINIs and the FWD 1 Series, with localized 3 Series assembly also speculated based on the automaker’s potential need to better compete against the U.S.-assembled Mercedes C-Class on price.

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BMW To Announce Second North American Factory Before Summer Break http://www.thetruthaboutcars.com/2014/06/bmw-to-announce-second-north-american-factory-before-summer-break/ http://www.thetruthaboutcars.com/2014/06/bmw-to-announce-second-north-american-factory-before-summer-break/#comments Thu, 26 Jun 2014 13:00:38 +0000 http://www.thetruthaboutcars.com/?p=852977 Still mulling over where to build a second North American factory, BMW CEO Norbert Reithofer stated his company would have an answer before the automaker goes on summer break. Automotive News Europe reports the automaker is considering countries who have signed the North American Free Trade Agreement, including Canada, United States and Mexico, for a […]

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Still mulling over where to build a second North American factory, BMW CEO Norbert Reithofer stated his company would have an answer before the automaker goes on summer break.

Automotive News Europe reports the automaker is considering countries who have signed the North American Free Trade Agreement, including Canada, United States and Mexico, for a factory where it may build the 3 and 1 series, as well as MINIs.

BMW is doing this in order to properly battle Teutonic competitors Audi and Mercedes, both of whom have or will have factories in place to meet demand, as well as better handle currency challenges by producing popular vehicles in the same market they are bought. All three are also battling it out on record deliveries for 2014, with China and the U.S. as the battleground.

Meanwhile, BMW is spending $1 billion to expand its Spartanburg, S.C. plant to 50 percent increased production capacity by 2016, when the full-size X7 will be among the 450,000 X Series SUVs to leave the line annually. The outgoing record holder in Dingolfing, Germany produced 342,000 3, 5, 6 and 7 series models in 2013.

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Volkswagen To Triple SUV Lineup In Fight Against Toyota For Total Global Sales http://www.thetruthaboutcars.com/2014/06/volkswagen-to-triple-suv-lineup-in-fight-against-toyota-for-total-global-sales/ http://www.thetruthaboutcars.com/2014/06/volkswagen-to-triple-suv-lineup-in-fight-against-toyota-for-total-global-sales/#comments Wed, 04 Jun 2014 11:00:24 +0000 http://www.thetruthaboutcars.com/?p=836730 With Toyota still in its sights, Volkswagen plans to triple the number of SUVs in its lineup in its fight for the top sales podium among the Global Three. Bloomberg reports the current offerings — the midsize Touareg and compact Tiguan — will soon be joined by the upcoming seven-passenger CrossBlue-based SUV that will either […]

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With Toyota still in its sights, Volkswagen plans to triple the number of SUVs in its lineup in its fight for the top sales podium among the Global Three.

Bloomberg reports the current offerings — the midsize Touareg and compact Tiguan — will soon be joined by the upcoming seven-passenger CrossBlue-based SUV that will either be assembled in Mexico or Tennessee, coupe and long-wheelbase versions of the Tiguan, the Touareg and a subcompact based on either the Taigun or T-ROC concepts. The strategy would provide VW with the opportunity to meet Toyota across the latter’s range on its way to beat the Japanese automaker in global deliveries by 2018, and would build brand strength in the United States and emerging markets such as China.

Meanwhile, Audi, Bentley, Lamborghini and Porsche are also moving further into the SUV market, ranging from the Cayenne and new Macan — both of which are expected to account for 64 percent of all Porsche sales by next year, according to IHS Automotive — to the Q1 in 2016 and Urus in 2017. The overall game would net Volkswagen an operating profit boost over 6 percent of sales over the current rate of 2.9 percent, as SUVs are considered to be more profitable than other vehicles.

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Capsule Review: 2014 Audi A6 TDI Prestige http://www.thetruthaboutcars.com/2014/05/capsule-review-2014-audi-a6-tdi-prestige/ http://www.thetruthaboutcars.com/2014/05/capsule-review-2014-audi-a6-tdi-prestige/#comments Thu, 29 May 2014 13:15:47 +0000 http://www.thetruthaboutcars.com/?p=833226 It’s likely that we all have been asked the most dreaded question at parties: “what’s your favorite car?”. I prefer to put a different spin on it: what car would I most like to take a cross-country road trip in? There is always a compromise of comfort, cabin space, trunk space, speed, cost, and/or fuel […]

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It’s likely that we all have been asked the most dreaded question at parties: “what’s your favorite car?”. I prefer to put a different spin on it: what car would I most like to take a cross-country road trip in? There is always a compromise of comfort, cabin space, trunk space, speed, cost, and/or fuel economy. After spending a weekend with this car, I can say that my answer to that question undoubtedly is the Audi A6 TDI.

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From the side it is uniquely Audi, offering perfect proportions when compared to the shrunken down A4 and the elongated A8. The once bizarre corporate grill has faded into normalcy over time, as have the often duplicated fancy headlights, which, by the way, are amazing. The rear is reminiscent of the original A8. Overall the exterior design is clean, modern, but conservative at the same time. The S-line treatment of the pictured vehicle hints of its sporty aspirations without being obnoxious about it. Bystanders will like this car when they see it but forget about it few minutes later.

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The interior looks great, too. Every surface is pleasing to the senses; the soft leather smells great, the wood grain is intentionally left uneven, and the minimalist layout is pleasing to the eye. What’s important on a long trip, however, is comfort. The vehicle is very quiet at all speeds and the suspension does a fantastic job of keeping the unpleasantness of the outside world, outside. With plenty of room for four passengers, very comfortable seats, those complaining about these accommodations should have just stayed home.

The infotainment screen hides into the dash to further underscore that clean layout, which is especially nice for night driving. Vital information such as Sirius XM channel or navigational directions are displayed in the gauge cluster. Audi’s MMI Navigation interface is one of the best and easiest to use in the business. The main, iDrive-like, knob is positioned right where your hand is when your arm is resting on the armrest. It is surrounded by hard and soft keys, operation of which is reflected on the screen. All basic controls are easy to access, and once your presets, iPhone and gadget-de-jour, are synced and set to your liking, there is really no need do anything there.

2014 audi a6 tdi interior details

Nobody with an ounce of oil in their blood wants to drive a boring car, which many so-called luxury cars, tend to be. The beauty of the A6 TDI is that, despite the aforementioned refined ride and isolated comforts, it is simply fun to drive. The steering is quick, if a little over-boosted, the adjustable suspension is set just right, allowing plenty of highway ramp fun. The three suspension settings do not change vehicle dynamics drastically, and with sincere respect to Audi chassis engineers, I really question the need for those settings.

The real story here isn’t the ride, or the interior, or the looks. Rather, it is the 3.0-liter turbocharged diesel engine and its 428 lb-ft of torque at 1750 rpm. Numbers themselves are never impressive; it’s translating those numbers into real world driving characteristics that make so many of us lust after compression–ignition engines. This engine turns this car into a beast. The power is instantaneous; no lag, no delay, no nothing. It. Just. Goes. Off the line, highway passing, the A6 TDI doesn’t care. It just goes, pressing you deeper into the seat. It goes smoothly, it goes evenly, it goes without any drama, and it goes while getting 38mpg on the highway.

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But nothing is perfect, and neither is this vehicle. For instance the two front cup holders are simply too small. And there is no USB or auxiliary audio input ports (you need to use Bluetooth). Its price, which starts at $57,500 ($67,295 as pictured), does not do it any favors, either. Furthermore, any potential buyer would be a fool to ignore Audi’s reputation for long-term reliability. And yet, if anyone asked me what I would want to drive from New York City, around the Great Lakes and over Rocky Mountains, to San Francisco, this would be my answer.

In my lifetime of automotive obsession, two decades of driving, dozens of personal cars, and years of reviewing cars, I have never been more impressed. As a reviewer, this frustrates me because in my mind I sound like some kind of wobbler. 

2014 audi a6 tdi rear

Audi provided the car for the purpose of this review.

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New York 2014: 2016 Audi A3 TDI Sportback Live Shots http://www.thetruthaboutcars.com/2014/04/new-york-2014-2016-audi-a3-tdi-sportback-live-shots/ http://www.thetruthaboutcars.com/2014/04/new-york-2014-2016-audi-a3-tdi-sportback-live-shots/#comments Thu, 17 Apr 2014 19:22:38 +0000 http://www.thetruthaboutcars.com/?p=803234 The 2016 Audi A3 TDI Sportback turned up at the 2014 New York Auto Show wearing white over its diesel-driven FWD system and automatic transmission. The diesel in question is a 2-liter turbo pushing 150 horsepower to the front through a standard six-speed S tronic transmission. Inside, drivers can kick out the jams through the […]

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The 2016 Audi A3 TDI Sportback turned up at the 2014 New York Auto Show wearing white over its diesel-driven FWD system and automatic transmission.

The diesel in question is a 2-liter turbo pushing 150 horsepower to the front through a standard six-speed S tronic transmission.

Inside, drivers can kick out the jams through the hatchback’s MMI infotainment and Bang & Olufsen audio systems while passengers make use of the on-board 4G LTE connection.

No word on pricing, fuel economy or other details beyond an arrival time of Summer 2015.

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BMW May Build Second NA Plant To Fend Off German Rivals http://www.thetruthaboutcars.com/2014/04/bmw-may-build-second-na-plant-to-fend-off-german-rivals/ http://www.thetruthaboutcars.com/2014/04/bmw-may-build-second-na-plant-to-fend-off-german-rivals/#comments Wed, 09 Apr 2014 14:04:23 +0000 http://www.thetruthaboutcars.com/?p=791289 In its battle against Mercedes-Benz and Audi for record sales, BMW is mulling over the possibility of a second plant in North America. Bloomberg reports the automaker would place its second factory in Mexico, with two sites under consideration. The decision to expand will take a few months according to BMW production chief Harald Krueger, […]

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BMW Spartanburg

In its battle against Mercedes-Benz and Audi for record sales, BMW is mulling over the possibility of a second plant in North America.

Bloomberg reports the automaker would place its second factory in Mexico, with two sites under consideration. The decision to expand will take a few months according to BMW production chief Harald Krueger, Should the move be given a green light, the Mexican plant is likely to build the 3 Series.

The second factory would add to the long-term growth strategy BMW is using to fend off its German premium market competitors in a heated battle for records global sales, fueled by growing demand in the United States and China. Mercedes will add the C-Class to its Alabama facility in June with a new plant in North America due near the end of this decade, while Audi is in the middle of setting up shop in Mexico with a $1.3 billion plant set to produce crossovers beginning in 2016.

Previously, BMW announced it would invest $1 billion to expand its South Carolina plant by 50 percent in 2016, as well as add the X7 large SUV to the X Series lineup currently produced in the plant.

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VW Confirms New Turbodiesel Due Later This Year http://www.thetruthaboutcars.com/2014/03/vw-confirms-new-turbodiesel-due-later-this-year/ http://www.thetruthaboutcars.com/2014/03/vw-confirms-new-turbodiesel-due-later-this-year/#comments Wed, 19 Mar 2014 10:15:55 +0000 http://www.thetruthaboutcars.com/?p=775585 Fans of Volkswagen diesels will be thrilled to know that later this year, the automaker’s latest 2-liter turbo-four will be available for the 2015 Golf, Jetta, Passat, Beetle and Beetle Convertible. Autoblog reports the new EA288 TDI will produce 150 horsepower and 236 lb-ft of torque, with an additional 10-horsepower boost for road train-passing emergencies. […]

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VW EA288 TDI Diesel Engine

Fans of Volkswagen diesels will be thrilled to know that later this year, the automaker’s latest 2-liter turbo-four will be available for the 2015 Golf, Jetta, Passat, Beetle and Beetle Convertible.

Autoblog reports the new EA288 TDI will produce 150 horsepower and 236 lb-ft of torque, with an additional 10-horsepower boost for road train-passing emergencies. Other features include EGR, an intake manifold with integrated intercooler, and low-friction camshaft bearings.

Though the turbodiesel will arrive in five VW models for the 2015 model year, all Audis and Volkswagens will eventually receive the EA288 as the automaker phases out the current 2-liter TDI; 12 such models are in showrooms at present, with 105,899 units sold in 2013.

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VW Group, Led By Porsche, Aiming For 10 Million In Sales By Year’s End http://www.thetruthaboutcars.com/2014/03/vw-group-led-by-porsche-aiming-for-10-million-in-sales-by-years-end/ http://www.thetruthaboutcars.com/2014/03/vw-group-led-by-porsche-aiming-for-10-million-in-sales-by-years-end/#comments Fri, 14 Mar 2014 11:37:26 +0000 http://www.thetruthaboutcars.com/?p=771258 Volkswagen Group’s goal of selling 10 million units annually may come as soon as the end of 2014, with Porsche leading the way in operating profitability. Automotive News reports the target, originally set for 2018, is on-track to come this year, according to CEO Martin Winterkorn. The group sold 9.72 million units last year, beating […]

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Volkswagen Group’s goal of selling 10 million units annually may come as soon as the end of 2014, with Porsche leading the way in operating profitability.

Automotive News reports the target, originally set for 2018, is on-track to come this year, according to CEO Martin Winterkorn. The group sold 9.72 million units last year, beating General Motors to become the world’s second-largest automaker.

Fueling the growth are rising volumes in Europe and China, and introductions of over 100 models between now and the end of 2015, including new and updated SUVs for Volkswagen and Porsche.

Speaking of Porsche, the premium sports car brand’s profit earnings tripled to 2.58 billion euro last year, while those of VW and Audi fell to 2.89 billion and 5.03 billion, respectively. Overall revenue for Porsche totaled 14.3 billion euro on sales of 155,000 units worldwide.

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Audi Takes Lead From BMW In Global Premium Car Sales http://www.thetruthaboutcars.com/2014/03/audi-takes-lead-from-bmw-in-global-premium-car-sales/ http://www.thetruthaboutcars.com/2014/03/audi-takes-lead-from-bmw-in-global-premium-car-sales/#comments Wed, 12 Mar 2014 18:17:09 +0000 http://www.thetruthaboutcars.com/?p=770714 For the first time this year, BMW loses the best-selling premium brand crown to a rival as Audi squeaks past the Bavarians in the first two months of 2014 to take the title. Automotive News reports Audi delivered 242,400 units in January and February of this year, 383 more than BMW; at the same time […]

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For the first time this year, BMW loses the best-selling premium brand crown to a rival as Audi squeaks past the Bavarians in the first two months of 2014 to take the title.

Automotive News reports Audi delivered 242,400 units in January and February of this year, 383 more than BMW; at the same time last year, BMW led Audi by 429 units in their nine-year period of dominance over the global premium car market.

Audi CEO Rupert Stadler appeared not to be impressed by the news, however, as he noted in the brand’s annual press conference this week:

We’re ahead of our two main rivals in the first two months, but this doesn’t really interest me much. Our focus is on further growth.

Said growth aims to be driven by the introduction of 17 new or revamped models this year — including the A3 sedan roll-out in the United States and China, as well as the refreshed A3 hatchback and TT — as part of a five-year, 22-billion-euro investment in the brand, with goal of surpassing BMW once and for all in global sales by 2020.

BMW sales chief Ian Robertson, for his part, was confident his employer would take back the crown soon enough:

The innovative new models coming out this year, such as the 2-series Active Tourer and 4-series Gran Coupe, will give us the momentum to keep growing in 2014.

The new models will likely help the Bavarians rule the market for a 10th consecutive year, selling a projected 1.77 million units in 2014 over Audi’s 1.66 million and Mercedes’s 1.56 million according to IHS Automotive. However, previous reports indicate that the United States will not receive the 2-Series Active Tourer, which is taking heat for its front-drive layout.

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Audi Invests In Synthetic Gasoline From Sugar http://www.thetruthaboutcars.com/2014/02/audi-invests-in-synthetic-gasoline-from-sugar/ http://www.thetruthaboutcars.com/2014/02/audi-invests-in-synthetic-gasoline-from-sugar/#comments Sat, 01 Feb 2014 08:33:57 +0000 http://www.thetruthaboutcars.com/?p=729082 Audi’s bio-fuel initiative is expanding into France through an investment by the automaker to Global Bioenergies, whose bio-isooctane could be the replacement for petroleum gasoline when the time comes to make the switch. The bio-fuel is made from fermented sugar through genetic modification of E. coli bacteria to produce isobutane gas without poisoning the yeast […]

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Audis at an Oil Pump

Audi’s bio-fuel initiative is expanding into France through an investment by the automaker to Global Bioenergies, whose bio-isooctane could be the replacement for petroleum gasoline when the time comes to make the switch.

The bio-fuel is made from fermented sugar through genetic modification of E. coli bacteria to produce isobutane gas without poisoning the yeast utilized in the fermentation, an issue currently experienced in ethanol production. The longer-lasting process works with feedstocks like corn and sugarcane as well as straight sugar, and can also be adapted to use biomass such as high-glucose wood chips.

At the pump, bio-isooctane can go directly into a vehicle without modification to the engine and fuel-delivery system, or can be blended with petrogasoline in the same manner as E15 and E85. The biogasoline may also come with a lower price per gallon or litres, as the fuel can be produced much quicker and cheaper than ethanol and other bio-fuels.

For the moment, Global Bioenergies is building two working proof-of-concept production plants in Germany and France, whose total annual output is expected to be 100,000 litres. Audi’s investment will be used to help in the rollout of the new fuel as part of the automaker’s branded e-fuel strategy, with bio-isooctane completing the triad with Audi’s investments in ethanol and biodiesel for their complete lineup of vehicles.

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Review: 2014 Audi A7 Quattro TDI http://www.thetruthaboutcars.com/2013/12/review-2014-audi-a7-quattro-tdi/ http://www.thetruthaboutcars.com/2013/12/review-2014-audi-a7-quattro-tdi/#comments Mon, 16 Dec 2013 15:33:58 +0000 http://www.thetruthaboutcars.com/?p=665050 If horsepower is the charismatic star running back, torque is the less heralded offensive lineman. Horsepower gets most of the attention while torque goes about doing the grunt work. Heck, most people don’t even know whether it’s measured in foot-pounds or pound feet. It does, however, get the grunt work done. You wouldn’t imagine a […]

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If horsepower is the charismatic star running back, torque is the less heralded offensive lineman. Horsepower gets most of the attention while torque goes about doing the grunt work. Heck, most people don’t even know whether it’s measured in foot-pounds or pound feet. It does, however, get the grunt work done. You wouldn’t imagine a car that weighs over two tons and has but 240 horsepower as the Audi A7 S Line Quattro TDI does to be able to achieve a 0-60 time of 5.5 seconds. That’s because the 3 liter turbo diesel V6 also has 428 lb-ft of torque, most of it available in just about every driving situation. 

 

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The base 2014 A7 TDI quattro is almost $67,000 and this car had about 15K worth of toys added. As the owner of a Chevy Volt once told me, nobody who is buying a $40,000 car is looking to save money on fuel. That literally goes more than double for a car that stickers out to be just shy of $82,000. The TDI A7 is not about great fuel mileage, though the figures are better than respectable, I recorded 26.7 mpg over 490 miles of mostly suburban and urban driving, and 32.3 on a 40 mile jaunt on the Interstate with cruise control set to 79-80 mph. Considering that it’s a big, heavy car, the fuel economy is remarkable.

If people aren’t going to buy the A7 TDI for fuel economy, then why are they going to buy it? In a word, range. As a recent coast-to-coast “record” drive showed, you can make great time on the road if you don’t have to stop to refuel. While I don’t think that most A7 TDI buyers will care that their car has annual fuel costs within spitting distance of those of the Dodge Dart I drove a couple of months ago, they will be interested in another figure on the A7 TDI’s Monroney sheet: 38 mpg highway. The A7 TDI’s fuel tank holds 19.2 gallons of low sulfur diesel fuel,  so that means that with a theoretical range of almost 730 miles, while you aren’t going to challenge any of Louie Mattar’s records, you will be able to make many trips non-stop. That’s enough range to drive from Los Angeles to Las Vegas and back without having to stop for fuel, and still have plenty of surplus fuel to tool around Vegas while you’re there.

Click here to view the embedded video.

Not having to stop as often for fuel and the minor inconvenience of finding a gas station with a diesel pump (2 of the 5 filling stations within a mile of my house have diesel fuel) are the primary reminders that you’re driving with a compression ignited engine. Sure, if you’re a gearhead, you can tell that the engine has a distinctive diesel clatter, and the tachometer redlines at 4,800 rpm (when warm, when cold it’s 4,200), but for the most part it drives completely normally. Normally, that is, for a car with that much torque.

There is another reminder that you’re driving a diesel, the A7’s stop-start system. Any stop-start system is going to be noticeable. Combustion engines shake when started and stopped, but diesels shake a little more, so when the stop-start system is activated and its algorithms call for shutting the engine off (it’s a complicated algorithm and I was never really sure when it would decide to shut off the motor) you get reminded that the A7 has a TDI under the hood. My guess is that the people who buy the A7 TDI want a little bit of a reminder that they’re driving a diesel so they won’t find that shake and rattle objectionable when they’re getting ready to roll.

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Once in motion, all of that torque brings to mind words like effortless. You can accelerate from just about any prudent speed and even some imprudent ones (at least on public roads) as well. There’s no noticeable turbo lag, the longest you have to wait to go faster is when the ECU and eight speed Tiptronic transmission decide you need more leverage. The gearbox drops a cog or two and at that point the word evoked is locomotive.

Click here to view the embedded video.

The test car is an all-wheel-drive Quattro version in S Line trim. At first I thought the steering was a bit too easy driving around town but then I found the dynamic settings in the MMI infotainment system. You can select comfort, automatic, dynamic i.e. sport mode, and custom settings. Most of the time I drove in dynamic mode. The ride was stiffer than the Jaguar XF and XJ that I’ve tested, but not uncomfortably so. It handles well, though it’s a bit too large to say that it’s tossable. I generally didn’t drive anywhere near the limit, but while the steering is precise, and while it does have AWD, it’s still an FWD based Audi and it typically understeers a bit. When you do try to hang the back end out a bit, or enter a turn a little hot, the nannies are there to keep things on an even keel.

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The was one flaw with the A7 TDI’s driving manners. It is sensitive to road grooves and expansion strips between lanes. The way the front tires grabbed expansion strips was so noticeable that I checked the tire pressures and they were indeed about 6 psi low on both fronts. Pumping them up to sticker specs made a big difference, but the A7 still danced a little on grooved pavement. I discussed this with our reviews editor, Alex Dykes, since he drives many more cars than I do every year, and Alex says that it’s something one finds with some European cars and that he’s seen the phenomenon come and go depending on the brand and model of tires used. The A7 TDI as tested was shod with 265/35 R20 Dunlop SP Winter Sport tires. I can’t tell you how sticky they are in snow or how well the Quattro system works in slippery conditions because though it was pretty cold out on Belle Isle taking the photos, we didn’t get any snow in Detroit till after they picked up the car.

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Visibility was outstanding, helped by small triangular glass lights in the rear sail panels. Forward visibility was good and at night it was outstanding. Audi has been using lighting as a distinguishing feature both in terms of brand identifying LED layouts as well as technology. They’re currently trying to get approval for an intelligent lighting system that reacts to road and traffic conditions. In the meantime, the all-LED headlights on the A7 are the best I’ve ever used. Not only do they do an exceptionally good job lighting the path ahead when the road is straight, the combination of cornering lights and main headlamps that actively steer means that when the road curves, it will be well lit as well.

Click here to view the embedded video.

Other electronic gizmos worked just fine. The car has a collision avoidance system that also works with the adaptive cruise control so if you have the cruise activated, you simply cannot rear end someone. I tested it a couple of times, with my foot hovering over the brake pedal of course. I’m still undecided about autonomous automobiles, but the last collision I was in was my fault, rear ending someone while looking for an building address and I suppose it’s nice to know that the car will pay attention when you don’t. Still, it’s kind of eerie. The same braking effect is applied if you put the cruise into coast mode for longer than just a few seconds so out on the highway you practically won’t ever have to touch any pedals with your feet.

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The MMI system, which uses a pop-up non-touch screen for a display and actual buttons and wheels to navigate, is intuitive enough that I didn’t have to RTFM even once to figure things out. Speaking of the pop-up display, since Jaguar came out with  shifter knobs that rise and HVAC vents that spin open upon power up, other luxury automakers have appreciated the need for a little theater, so not only does the A7’s infotaiment screen popup (it can be retracted if you want a smooth dashboard while driving), but also the tweeters for the Bang & Olufsen branded audio system rise up below the A pillars.

Click here to view the embedded video.

One thing that I didn’t like about the MMI system was that every time you shut off the car, it would default back to automatic ride mode. Also, and this is true about the Chrysler 300 S I drove not long ago, if you’re paying for the S badge on the side, I think you sort of expect an S button on the console, not have to use the infotainment settings. Another feature that I don’t like is how addresses are entered into the navigation system. You use the MMI knob to rotate through the alphabet and then select letters. It’s a bit awkward, like using a vintage Dymo labelmaker to enter data.

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The way the MMI knob and buttons work on the infotainment system is a bit more intuitive. The audio system it controls is another feature of the car that is outstanding. Since Audi still offers a CD drive in addition to memory card slots and other audio sources, I popped in one of the discs in Frank Zappa’s Shut Up ‘n Play Yer Guitar box set and the closely mic’d percussion on Stucco Homes sounded great. It’s quite possibly the best car audio system that I’ve sampled, but then for the $5,900 it costs, you can buy some very nice home audio gear, so it should sound good. Surprisingly, considering all the inputs, it was disappointing that I couldn’t find a standard 1/8″ stereo jack or a USB power tap. My Android phone’s audio easily hooked up with the car, though the phone side of things was more iffy and sometimes it could not initialize the phone.

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The surroundings for that good sound and theater are luxurious, if not sumptuous. The dashboard and door panels are a symphony of textures and a subtle use of color: leather grain (both real and polymer based), brushed aluminum, dark grey plastic, and wood with exposed grain. You want to run your hand across it all. The upholstery is black leather, so the light colored headliner brightens up what might otherwise be a dark cabin. Fit and finish was perfect, but this A7 was part of a group of TDI powered cars that Audi designated for the press fleet, all of them white, with large “Clean Diesel TDI” decals on the flanks, so while the fleet management company folks told me they weren’t doing anything special, it’s possible that the A7 had received some special detailing. The seats were very comfortable, no complaints from my bad back. In back there’s plenty of leg room, but with the “four door coupe” roofline, anyone over 5’9″ tall will probably get to know that headliner well. That sexy rear end comes at a price.

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Speaking of which, while I’m loathe to use the term “four door coupe” that automakers seem to love, there is a term that Audi seems to be reluctant to use: hatchback. Yes, that sexy rear end is a hatch. A very large and heavy hatch. Not surprisingly, Audi stashed a power lift/close button inside the jamb. The struts needed to hold up the large hatch are so stiff that if you try to close it manually, you’ll end up using much of your weight.

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As mentioned, the ride is comfortable, though windnoise from the back part of the car was noticeable to both myself and a passenger. I kept checking to see if I’d left the glass moonroof open.

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I also thought that I once left the hatch open, but it turns out I was just confused by the pictogram to activate the rear decklid spoiler. Normally it works automatically and will pop up at higher highway speeds (on a brief burst on an onramp I saw it in the rear view mirror somewhere north of 85 mph), but I confess to some automotive douchebaggery once I figured out how to raise it manually, but only when I was in front of Mercedes-Benzes and BMWs.

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Everything was so good on the A7 TDI that I was left looking for things to criticize and you’ll note that most of the negative comments are for minor things like how tThe trip computer that displays in the middle of the gauge package could have more information. The instrument panel, by the way, is very nicely laid out, with that computer display flanked by round tachometer and speedometers, which are cleverly angled towards the driver.

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At the top of this post I said that the A7 TDI is almost too perfect. I don’t know if it’s confirmation bias from knowing that it is a German car, but there was almost a clinical way in which is does everything so, so well. The latest version of the Forza racing video game/sim avoids the so-called “uncanny valley” effect in a lot of digital art and animation in part by ensuring that surfaces are not perfect, just as real surfaces in the real world have imperfections. I suppose that it’s a good thing that we live in an age where cars can be so good that you almost miss the endearing imperfections of earlier ages.

Ronnie Schreiber edits Cars In Depth, a realistic perspective on cars & car culture and the original 3D car site. If you found this post worthwhile, you can get a parallax view at Cars In Depth. If the 3D thing freaks you out, don’t worry, all the photo and video players in use at the site have mono options. Thanks for reading – RJS

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Turbos, Diesels Rule Top 10 Engine List in 2014 http://www.thetruthaboutcars.com/2013/12/turbos-diesels-rule-top-10-engine-list-in-2014/ http://www.thetruthaboutcars.com/2013/12/turbos-diesels-rule-top-10-engine-list-in-2014/#comments Fri, 13 Dec 2013 11:30:57 +0000 http://www.thetruthaboutcars.com/?p=678850 ‘Tis the season for year-end Top 10 lists celebrating and lamenting all things in the world of life, and the automotive industry is no exception. Ward’s Automotive has announced its list of the 10 best engines for 2014, and it’s a turbodiesel-intercooled festival of power this year. The winners on the 20th anniversary of this […]

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Audi 3.0 TFSI Engine

‘Tis the season for year-end Top 10 lists celebrating and lamenting all things in the world of life, and the automotive industry is no exception. Ward’s Automotive has announced its list of the 10 best engines for 2014, and it’s a turbodiesel-intercooled festival of power this year.

The winners on the 20th anniversary of this list are as follows:

  • 3.0L TFSI Supercharged DOHC V6 (Audi S5)
  • 3.0L Turbodiesel DOHC I6 (BMW 535d)
  • 3.0L Turbodiesel DOHC V6 (Ram 1500 EcoDiesel)
  • 83 kW Electric Motor (Fiat 500e)
  • 1.0L EcoBoost DOHC I3 (Ford Fiesta)
  • 2.0L Turbodiesel DOHC I4 (Chevrolet Cruze Diesel)
  • 6.2L OHV V8 (Chevrolet Corvette Stingray)
  • 3.5L SOHC V6 (Honda Accord)
  • 2.7L DOHC H6 boxer (Porsche Cayman)
  • 1.8L Turbocharged DOHC I4 (Volkswagen Jetta)

Of note, Ford’s three-pot EcoBoost marks the first time an automaker won a spot on the list with only three cylinders, while Fiat scores a first-time win with its 83 kW electric motor found in the 500e. On the other end, only two engines from last year’s list returned — Audi’s 3.0-liter TFSI and Honda’s 3.5-liter V6 — while six of the 10 are oil-burners, a first for Ward’s.

General Motors scored two wins this year for the first time since 2008 with the Cruze’s 2-liter turbodiesel I4 and the new Corvette Stingray’s 6.2-liter naturally aspirated V8. Among trucks, the Ram 1500 EcoDiesel is the sole winner, based on the strength of its 3-liter turbodiesel stump-puller.

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BMW Focused On i Subbrand Over Short-Term Monetary Gains http://www.thetruthaboutcars.com/2013/11/bmw-focused-on-i-subbrand-over-short-term-monetary-gains/ http://www.thetruthaboutcars.com/2013/11/bmw-focused-on-i-subbrand-over-short-term-monetary-gains/#comments Tue, 05 Nov 2013 14:25:10 +0000 http://www.thetruthaboutcars.com/?p=642577 In lieu of short-term monetary gains over their competitors at Mercedes-Benz and Volkswagen (via Audi), BMW is spending its earnings on building up their i sub-brand through the city-focused i3 and the plug-in hybrid supercar i8. As a result of their focus on the cutting edge, and in spite of demand for the brand’s 3 […]

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02-2014-bmw-i3In lieu of short-term monetary gains over their competitors at Mercedes-Benz and Volkswagen (via Audi), BMW is spending its earnings on building up their i sub-brand through the city-focused i3 and the plug-in hybrid supercar i8.

As a result of their focus on the cutting edge, and in spite of demand for the brand’s 3 Series, the German automaker posted a 3.7 percent decline in third-quarter earnings, pulling in $2.6 billion this time around. In an effort to stay ahead of their hard-charging competition (both of whom aim to bury BMW in the sales war by the end of this decade), BMW will introduce 25 new models during the 2013 and 2014 model years, 10 of whom are completely new. In contrast, Mercedes aims to release a baker’s dozen of all-new Teutonic goodness by 2020, while Audi plans to add a few more numbers to its Q series of SUVs.

Regarding the i3, 8,000 orders have already been sent to dealers in the United States, Europe and China, prompting BMW to make more of the EV in time for its debut in European showrooms November 16; American and Chinese customers will get theirs sometime in the first half of 2014. The price of admission for the i3 on our shores will be $41,350, with an optional 650cc 2-cylinder engine — whose sole purpose to keep the electric power going for an additional 80 to 100 miles on top of the 80 to 100 miles the electric-only model travels — priced around $4,000.

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Nurburgring Diaries, Part II – Audi A3 1.4TFSI Sportback http://www.thetruthaboutcars.com/2013/10/nurburgring-diaries-part-ii-audi-a3-1-4tfsi-sportback/ http://www.thetruthaboutcars.com/2013/10/nurburgring-diaries-part-ii-audi-a3-1-4tfsi-sportback/#comments Wed, 16 Oct 2013 12:45:42 +0000 http://www.thetruthaboutcars.com/?p=624641 As soon as I arrived at the rental counter in Stuttgart, I realized I’d made a fatal miscalculation. In the weeks and months preceding my trip, I thought the task would be easy – obtain two back-to-back rentals of vehicles that aren’t sold in the US. Simple. But that fickle foe of the flat-earth car […]

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As soon as I arrived at the rental counter in Stuttgart, I realized I’d made a fatal miscalculation. In the weeks and months preceding my trip, I thought the task would be easy – obtain two back-to-back rentals of vehicles that aren’t sold in the US. Simple. But that fickle foe of the flat-earth car enthusiast, globalization, had conspired against me. Turns out that despite my “premium class” upgrade, the EU-spec vehicles made from pure unobtainium that I’d reserved failed to materialize. Instead, my options in Dusseldorf – our first roadside waypoint on this European Vacation® – were limited to either a Toyota GT86 or an Audi A3 Sportback. Great, I thought. Two cars that, despite being sold in slightly different configurations abroad, were still known quantities back home. I went with the GT86 for the first leg because, well, I wanted to tear into it on the mother of all public racecourses, the Nurburgring. You can read how that went here. I also figured that in Stuttgart, there’d be a larger selection of rental vehicles to choose from, since the city’s slightly more populous and naturally the airport must be larger, too.

Whoops – the airport’s not larger. Less passenger traffic by half, as it turns out. In fact, the rental garage has only about a third as many cars as we witnessed in Dusseldorf, and not nearly as many interesting ones. Sauntering up to the counter, I am offered – a Toyota GT86. S#*%! After much begging and pleading my options open up to a Ford Focus diesel, a BMW 3-series, and…..an Audi A3 Sportback. Wonderful. Well, let’s take the car least like something we get in the US (for the moment) and hope it turns out to be interesting enough to write about.

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I say “the least like something we get in the US” because, for the moment, the US doesn’t get this car. Nor are we likely to ever get the 1.4TFSI-powered Sportback version I drove since, with 138 blazing ponies and front wheel drive, it doesn’t quite fit in with the upscale-techie-hip-urban-luxury vibe Audi’s been cultivating in this country for some time now, with moderate success. In Germany, you purchase this car when you’ve graduated from junior to lower-middle management and need the requisite notch up from your Golf to prove it. In America, I’m not quite sure who buys the A3. Not too many people, mind you, but some people. Probably the same people that used to drive Golfs and want more or less the same thing, but with a bit more cachet and a nicer interior. Such is the Audi A3’s raison d’etre, to serve as a cleanly styled and practical stepping stone to other brand purchases down the line, like the A4, A6 and (step on enough corporate throats and cross your fingers) A8.

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Anyway, I’ll dispense with the build-up and give you the car itself – in all its glory. It’s a nice looking thing, the third-generation Type 8V A3 Sportback. I always prefer a hatch to a trunk, so while the A3 sedan we’ll be getting in a few months isn’t exactly frumpy in its 15/16ths scale A4 sheetmetal, it’s just a bit too “been there, done that” for my eyes. Flinty headlights and requisite LED running lamps give the new car a more slimmed down, sleek appearance compared with the previous 8P-generation car. Inside, the Audi is a clear step up in both design and materials over its Mk7 Golf platform mate.

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Comfortable cloth sports seats (good luck ever seeing those again in a US-bound Audi) provided all-day comfort, while the rest of the major touch points in the cabin were all leather-trimmed. There’s a clear absence of buttons and clutter in the A3, with everything besides basic climate controls being handled via the MMI knob and motorized display screen. Everything functions intuitively enough and it’s a nice place to spend time; in traditional Audi fashion, the interior is likely to be the trump card for over BMW and Mercedes-Benz competitors for many shoppers.

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Out on the road, the A3 continues to acquit itself quite well. Around town and trundling up to highway speeds, the 1.4TFSI builds speed smoothly and predictably, with little turbo lag or flat spots. Nor will it ignite your loins on the way there, with a quoted 0-60 time of around 8 seconds. Autobahn left lane velocities were achieved with much less fuss than in the Toyota GT86 – the A3 felt more composed at high speeds (130 mph indicated) than the Toyobaru did, with obvious care put into wind and tire noise suppression and overall stability.

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Granted, the Toyota got to those speeds more quickly, but once there, the Japanese coupe was far less happy. It’s one thing to “feel” the German-honed qualities of a car on pedestrian American highways and byways, but out where they are truly in their element, you gain a newfound respect for the difference in where engineering attentions are paid for the Audi versus the Toyota. It might not make a lick of difference in terms of long-term resilience or the ability to crack 200k miles without putting a dent in your retirement account, but at the very least, for regular Autobahn cruising it’d be hard to recommend the Toyota over the Audi.

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In terms of driving involvement though, there’s no contest. The A3 is as isolated as the GT86 is involving. Being that they’re not competitors, these differences are beyond academic. But it highlights an interesting quandary that cross-shoppers of the upcoming Mk7 GTI and FR-S/BRZ will face – what type of driving pleasure do they value? The damped responses and rounded edges of the GTI, a car that will cruise happily at 150mph all day long and take up a back road in stride, but leave the driver wondering whether all that ground he just covered was actually curvy or straight? Or a car that will strain every sinew in the hunt for more enjoyment and send all that feedback directly to its driver? It’s an interesting difference, and one I felt was worth pointing out.

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Unlike the GTI, the A3 is no hot hatch. Nor does it pretend to be. It is comfortable transport that’s as happy pootling around in congested urban centers and shutting itself off at every stoplight to save fuel as it is soaking up the autobahn at 130 mph. The perfect car for Germany, then, and a pretty damn good car for the rest of Western Europe and Asia. It’ll be interesting to see how that character translates when it makes its way back across the pond to the US. Hopefully the larger engines and heavier options necessitated by our new car marketplace don’t blunt the inherent “rightness” of the relatively basic version tested here.

 

2013 Audi A3 Sportback S-Line 1.4 TFSI 6MT (Mad-tite Euro Edition)

Base Price: 28,700 EUR

Powertrain: 1.4-Liter turbocharged 4-cylinder engine, 6-speed manual transmission, front-wheel drive – 138 horsepower, 184 lb-ft torque

S:S:L-observed fuel economy: 31 mpg US

This vehicle was rented, insured and fueled on the author’s dime. Photos by the author.

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Review: 2013 Audi S6 http://www.thetruthaboutcars.com/2013/06/review-2013-audi-s6/ http://www.thetruthaboutcars.com/2013/06/review-2013-audi-s6/#comments Thu, 20 Jun 2013 13:00:27 +0000 http://www.thetruthaboutcars.com/?p=492579 Audi first tossed us the keys to its S6 with the SuperBowl mega-ad “Prom”. Premise: dateless kid gets handed Dad’s super-sedan for the evening, kisses the prom queen, gets punched by the prom king, snorts around town with a big grin on his face. The message was clear: buy this car, put a little excitement […]

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Audi first tossed us the keys to its S6 with the SuperBowl mega-ad “Prom”. Premise: dateless kid gets handed Dad’s super-sedan for the evening, kisses the prom queen, gets punched by the prom king, snorts around town with a big grin on his face.

The message was clear: buy this car, put a little excitement in your life. What a load of cobblers.
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It’s a beautiful car though. To my mind, Audi does the whole kickboxer-in-a-suit best of ze German manufacturers. You could nearly call it subtle; all classed up in charcoal wool but with cauliflower ears of aluminum.

Of course, the grille looks just plain ridiculous with that mandatory front plate floating out there like the pricetag on a Marshall amp. Somebody in Ingolstadt is a big fan of the Mikoyan-Gurevich MiG-15. Or basking sharks. Or venetian blinds. Or all three.

There’s something molluscan about those all-LED headlights as well. I like the lit-up eyeliner effect, but what with light-emitting-diodes glued on everything down to a Nissan Sentra (where they look like permanent Christmas lights in a trailer-park) it’s hardly a talking point anymore.
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Anyway, it’s a neat-looking car from the back, which is the view you’ll have of it if you’re driving anything short of a Shelby Mustang (or if Baruth’s giving you a lift in a rental Camry – wink). Mein Gott, this thing hauls keister!

Outfitted with the optional Bang and Olufsen stereo-system, twin NCC-1701 Enterprises deploy from the dashboard on startup, the better with which to bathe your ears in crappy high-compression MP3-quality audio. Choose a CD instead and the octave-spanning mitts of Sergei Rachmaninov might be dancing along the dash, or you could crank up the sat-radio and try to figure out what Nicki Minaj has against gardening implements.
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Quilted seats, brushed aluminum trim – why do people buy Bentleys again? Seriously. What a lovely place to slosh your internal organs around in. Sorry about the PR photo.

Previously, Audi’s all-weather M5-equivalent had two more cylinders and two fewer turbos. The V10 will be missed by some, but not by those who remember the less than stellar way it combined Lambo fuel consumption with limp-noodle torque. Think of it as a sort of LM002-equivalent: neither that Frankenstein’s -12 nor the Gallardo-sourced -10 were meant to be harnessed to such a heavy ox-cart.
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As luck would have it, I stepped right out of a 2004 RS6 into this modern twin-turbo Teuton and it’s basically the same car: a ridiculously complicated leather-and-steel straight-jacket with which to bind Newton’s laws and bend them to the driver’s will. It’s a Fifty Shades of Grey physics textbook.

With the new machine, you get a more-efficient 4.0L V8 fitted with forced induction – something Audi’s always done well – and despite only moderate peak torque gains over the old S6, the increase in forward shove is huge. 406lb/ft of shove slots in around 1400 rpm, and while your co-VP is still deciding between Sport and Sport+ in their M-car, you’ve simply wound up the snails to their full four hunnerd n’ twenny horses and walked outta there.
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The Audi is not without its own pre-flight checks, but simply flicking the selector into Dynamic should do the trick. The steering is artificially sweetened. The air-suspension prepares for attack. The somewhat-laggy dual-clutch transmission steps up the snap-downs. All this stuff will be broken four minutes after the warranty expires, so enjoy it while you can.

Ripping up a curving mountain road reveals a complete indifference for driver-based idiocy. You know the whole steering-wheel and accelerator pedal on a string Speed Secrets thing? The Audi takes the scissors to any thread of careful throttle management or unwinding at the apex – kill ‘em all and let God sort it out seems to be the order of the day. It’s a GT-R with two extra doors and a heritage of coil-pack failures.
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For me, that’s a problem. The heads-up-display ticks through the numbers with alarming rapidity, but there’s little to do besides steer left and right, or jam on the brakes when needed – these could stop whatever hyperbolic metaphor you prefer: a freight train, the Earth’s rotation, volcanic eruption, the tides, tectonic drift, space, time.

Here, crawling up into an altitude where wet snow still clings to the mountain like the “before” shot of a Head n’ Shoulders commercial, the big Audi’s poise is that of a show-shoed Siberian Tiger. A muted whuffling issues from quad exhausts like the warning cough of a big cat about to spring, and away it sleds again to hurtle back down the hill like an avalanche with heated seats.
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Fast? Oh yeah. But its only the king of the prom, and somewhere out there a guy in a BRZ just planted one on your girl. You can black his eye if you want – this thing can haul off and land a haymaker on pretty much anyone.

Poise, power, comfort, luxury, and the nagging sensation that someone out there is having more fun than you are. For a lot less.

Audi Canada provided the vehicle tested and insurance.

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Review: 2013 Audi allroad http://www.thetruthaboutcars.com/2012/10/review-2013-audi-allroad-2/ http://www.thetruthaboutcars.com/2012/10/review-2013-audi-allroad-2/#comments Fri, 12 Oct 2012 17:26:03 +0000 http://www.thetruthaboutcars.com/?p=463018 If you haven’t been paying attention to my life story (discretely woven into my reviews), I’ll spell it out clearly: I live in what is considered to be a temperate rainforest on the California coast, the nearest asphalt or concrete surface is over a mile away, and I have a deep (some say questionable) love […]

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If you haven’t been paying attention to my life story (discretely woven into my reviews), I’ll spell it out clearly: I live in what is considered to be a temperate rainforest on the California coast, the nearest asphalt or concrete surface is over a mile away, and I have a deep (some say questionable) love for station wagons. If you combine this with liberal political leanings, my DINK (Dual Income, No Kids) status and a passion for Costco runs, I am the target market for an off-road wagon. Enter the 2013 Audi allroad. (No, for some reason “allroad” doesn’t get a capital letter.) Audi invited Michael Karesh to a launch event, event a few months ago, but what’s the XC70’s only competition like to live with for a week? Let’s find out.

Click here to view the embedded video.

Exterior

If you remember the original A6-based (2001-2005) allroad, this isn’t it. That allroad remains a European delicacy not available on our shores. Instead we get the European A4 allroad (but we drop the A4 prefix in America) which replaces the A4 Avant as the only Audi wagon on sale in the United States. While the new allroad is a bit more than just a jacked up A4 Avant, it’s far less of a transformation than the A6 allroad. First Audi lifted the Avant by 1.5 inches to allow for 7.1 inches of ground clearance, then they borrowed the wider track from the A5 to compensate for the height increase. The added width meant the body was too narrow so they added some rugged plastic wheel arches. To to convince shoppers this is more than just a “jacked-up-station-wagon,” Audi fitted a baleen inspired front grille to the A4, because in Audi-speak cars have horizontal grilles and SUVs have vertical schnozes. Transformation complete.

Interior

While Audi butched up the exterior of the A4 for allroad duty, little has been done to the cabin. Inside we find the same A4 interior introduced in 2008. While the A4’s cabin was class leading in 2008 and it has aged well, it does show its age when compared to the newer Volvo and BMW interiors, especially in the black-on-black-on-black color scheme of our tester. While I found nothing wrong with the trappings, I found myself continually asking if the plastics that surrounded me were fitting of the $40,495-$57,170 price range. One thing is for sure, the camel leather and brown dash combination with oak wood trim make the interior a far more attractive place to spend your time.

The natural competition for a soft-roading wagon that will set you back 50-large is limited to the Volvo XC70 AWD which ranges from $35,450 to $54,754. Comparisons are tricky because the allroad has shrunk over the past 6 years going from an A6 to an A4 based wagon and the XC70 has grown from an S60 to an S80 wagon. As a result the allroad’s seats are more compact than the XC70’s Barcalounger-sized thrones, the difference is most obvious in the rear where the allroad has troubles swallowing four adults comfortably. The cargo situation is similar with the XC70 swallowing 33 cubes of widgets with the seats in place and 72 with the rear thrones folded while the allroad’s cargo hauling rings in at 27/50.

Infotainment

The Germans have cornered the market in joystick based infotainment systems since BMW first introduced iDrive in 2001. Since then Audi has been in a gadget arms race with the Roundel. Taken as a whole, MMI isn’t as intuitive as iDrive with more confusing menus and illogical button placement. While I’m sure you would get used to it over time, even after a week I found myself needing to stare at the array of buttons for way too long to find what I needed. See that little knob in the upper left of the picture above? That’s the on/off button, volume knob and track forward/backward toggle. You probably don’t want to know what happens if you spill your Slurpee on there.

On the flip side, MMI has probably one of the most advanced feature sets on the market thanks to their well-executed Google integration. While iDrive allows you to search for Google results (as do a number of other systems), MMI takes it a step further and overlays your traditional map images with Google satellite imagery and even allows you to zoom in and view Google Street View images so you can creep your neighbors. On the down side, the Google map function requires a $15-$30 a month subscription after the first few years for the built-in cellular modem, and when traveling at freeway speeds the system has troubles downloading maps fast enough to keep up leaving you with a blank screen at times.

Since the XC70 is the logical competition, a comparison to Volvo’s Sensus system is inevitable. Volvo’s system lacks the online data, app integration and Google snazz that MMI brings to the table, but it counters with a considerably easier to use system. Volvo’s screen size and graphic quality is easily on par with MMI and in sharp contrast to MMI, most of the system’s commands can be fully utilized via the steering wheel button which means you eyes are off the road less.

Drivetrain

Nestled inside the “classically Audi” (read: long) front overhand is a 2.0L turbo charged four-cylinder engine. This 2.0L TFSI (in Audi speak) is a rework of the classic 2.0L turbo engine that Volkswagen and Audi have had on the books for a while. Despite having the latest in direct injection and variable valve timing tech, the engine puts out just 211HP. Thankfully torque is on par with the other entries in the Euro D segment at 258lb-ft from 1,500-4,200RPM. Sending the power to all four wheels is a ZF 8-speed automatic and Audi’s Quattro AWD system. Like many in the Audi lineup, this system is now programmed to send 60% of the power to the rear wheels under most situations. The rear bias delivers a driving feel more similar to a RWD vehicle than Quattros of the past.

Pitted against Volvo’s XC70, the allroad is livelier than Volvo’s base 3.2L inline six thanks to the turbo, the XC70’s curb weight and Volvo’s 6-speed automatic. Rather unexpectedly however, the XC70 T6 with 300 turbocharged horses and 325lb-ft of torque is the performance leader in this shoot out. If 300HP in your Swedish sled is insufficient, $1,495 will bump the T6 to 325HP and 354lb-ft. Volvo of course continues to use a FWD biased Haldex system to send power to the rear. While the system isn’t capable of sending more than 50% of the power to the rear wheels, this fifth-generation Haldex system spends more time than ever in AWD mode making the system’s FWD heritage unnoticeable in 99% of driving situations.

Drive

Don’t get too excited about those performance numbers from the Volvo just yet. When you’re out on the road the XC70 is faster in a straight line, dispatching 60 in 5.6 seconds (T6 Polestar) vs the allroad’s 6.3 second time, but the extra 261lbs, taller ride height and skinnier/higher profile tires mean when the road bends, you’ll be seeing the XC70 in the allroad’s rear view mirror. That being said, the allroad feels less confident out on the road than the XC70. Why? Mostly because that engine is hanging out in front of the front axle. The weight balance, coupled with the rear wheel bias makes oversteer and understeer close neighbors in the allroad. While I found the dynamics entertaining, even pleasing, I know a few drivers that found it disconcerting and preferred the XC70’s understeer-all-the-time dynamics.

Road noise and engine noise in the allroad were higher than I expected even on smooth roads. We can probably chalk this up to A4 platform’s age and the wide 245-width tires, but at these price points I expected things to be quieter. BMW’s new 2.0L turbo engine is a pinnacle of four-cylinder refinement, this is not something that can be said of the Audi mill which sent more vibrations into the cabin than a number of modern economy cars. This is another area where the XC70 comes out ahead as even Volvo’s anemic base engine is a smooth inline six.

Out on the trail, its obvious that Volvo and Audi’s missions were different. The XC70’s higher profile tires, 1.2-inch higher ground clearance and shorter front overhang meant that despite having an AWD system that many in the industry describe as “less sophisticated,” the XC70 is better equipped to handle mild off-roading than the allroad. When the road gets icy, the Haldex system is slower to respond than the Quattro’s always-engaged AWD system to send power front/rear but Volvo fights back with a traction control system, that was far more willing to send power left/right on either axle.

With a starting price of $40,495, the allroad is $3,200 more than the 2012 A4 Avant it replaced, $4,150 more than an XC70 3.2 and $395 more than the powerful XC70 T6. Audi’s premium pricing doesn’t just stop at the base points however. Should you want a nav system in your allroad, expect to shell out $46,795 for the Premium Plus trim with Audi Connect which widens the gap to $1,100 over the XC70 T6. Adjusting for feature content further widens the divide to between $2,590 and $4,595 in favor of the Swede. After a week with the allroad I was still unable to figure out who it is really for. Despite my rural lifestyle, I have never honestly felt the need for a jacked-up AWD vehicle that couldn’t tow 7,500lbs. When pitted against the Volvo competition, the Audi has trouble justifying a larger price tag due to an unrefined engine and reduced soft-road ability. If I lived in Europe, the allroad might make more sense to me (taking into account my love of wagons) but as it is, the allroad ends up being an expensive landing at the wrong airport. Maybe it really is time to say goodbye to the Euro wagon?

 

Audi provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 2.4 Seconds

0-60: 6.3 Seconds

1/4 Mile: 14.9 @ 93 Seconds

Average Fuel Economy: 23.5MPG over 811 miles

 

2013 Audi Allroad, Interior, Center Console, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Exterior, side, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Exterior, cargo area, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Exterior, side, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Exterior, rear, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Exterior, rear, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Exteruir, wheel, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Engine, 2.0L TFSI Turbo, 211HP, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Engine, 2.0L TFSI Turbo, 211HP, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Engine, 2.0L TFSI Turbo, 211HP, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Interior, MMI controlls, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Interior, HVAC Controlls, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Interior, gauges, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Interior, gauges, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Interior, steering wheel, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, rear seat HVAC vents, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, rear seats, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, rear seats, Picture Courtesy of Alex L. Dykes 2013 Audi Allroad, cargo area, Picture Courtesy of Alex L. Dykes Zemanta Related Posts Thumbnail

 

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Review: 2012 Audi A7 http://www.thetruthaboutcars.com/2012/09/review-2012-audi-a7-2/ http://www.thetruthaboutcars.com/2012/09/review-2012-audi-a7-2/#comments Thu, 27 Sep 2012 14:00:12 +0000 http://www.thetruthaboutcars.com/?p=461637 After I went to California and induced some dude at Toyota to loan me a Hot Lava Orange Scion FR-S earlier in the month, I figured I’d see if Audi’s PR types had forgotten how I compared the R8 to my hooptiefied ’92 Civic. Sure enough, Audi’s institutional memory proved to have some threadbare spots, […]

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After I went to California and induced some dude at Toyota to loan me a Hot Lava Orange Scion FR-S earlier in the month, I figured I’d see if Audi’s PR types had forgotten how I compared the R8 to my hooptiefied ’92 Civic. Sure enough, Audi’s institutional memory proved to have some threadbare spots, and so I was able to arrange for the use of an Audi A7 for my trip to California for the Vodden the Hell Are We Doing 24 Hours of LeMons at Thunderhill Raceway. That meant a lot of rural highway driving, a lot of loading of race equipment into the cargo area, and exactly zero pushing-the-edge-of-the-performance-envelope 11/10ths-tyle driving. We’ll follow up Mr. Karesh’s impressions of the A7 from last year with a few of my own.
First of all, the idea of a car with a bootsplash screen when you fire it up— not to mention the 10-second delay before all systems are ready— tells you more than any single cue that we’ve gone past the era of computer-enhanced vehicles and into the computers-on-wheels era. I haven’t looked at the wiring diagram (i.e., I didn’t feel like spending a couple of months navigating the Audi bureaucratic labyrinth in order to avoid spending a bunch of my own cash for a shop manual), but I’ll bet this car boasts plenty of multiplexed control systems. We’ll get back to some of the implications of this a bit later in this review, because right now I want to talk about good old-fashioned switches.
See, regardless of what goes between a switch and the device it controls, be it a length of wire or a digital control unit, you still have a brute-force physical electrical contact that a human touch will control. The A7 has a bewildering quantity of switches available to the driver; in fact, it has so many that I made bad LeMons drivers count them as a penalty during the race.
So, what happens when schmutz gets into the switch contacts, when corrosion and normal mechanical wear take their toll a few years down the line? I’m not saying that Volkswagen Group products have a well-documented history of electrical-system glitches stretching back decades, because that gets us into anecdotal territory best explored by our readers, but the sheer number of such opportunities for failure here means that maddening electrical gremlins may crop up early on in the A7 ownership experience. Right, that’s not what new-car reviews are for, so let’s move on.
When I got this car, I was all set to make a very clever comparison between Apple and Audi, based on my observations that the crossover between owners of products from both companies is so high. However, that idea crashed like a Quadra 650 showing a Sad Mac when I saw the head-spinning complexity of this car’s controls and displays; take a look at about 10% of the information available to the driver under ordinary conditions. Steve Jobs figured out that ordinary users of electronics (e.g., your grandma) don’t want complexity. They don’t even want on/off controls, it turns out, because they don’t want to learn new stuff. If Jobs had consulted on the design of this car, it would have about six controls and one big primary-color gauge showing Driving Situation Quality or some such Cupertinonian metric.
However, the thing that Audi products do have in common with Apple products is compelling design. The A7 is beautiful, of course (just as the packaging around your new Macbook is beautiful), and it features intimidatingly correct ergonomics throughout. At this point, we need to think about the person the A7 buyer wants to be; in my mind, this person is a man with cruelly small rimless glasses who works as a “creative” in some discipline that requires him to be conversant in the work of impenetrable philosophers like Lacan, while demonstrating insider knowledge of obscure facets of urban popular culture (say, the acid house scene of Minsk). He lives in an edgy neighborhood in some unearthly expensive city (Helsinki, Singapore, etc.) and he experiences physical pain when exposed to a piece of bad design. In other words, the kind of guy who always made me feel like a total ignorant, mouth-breathing schlub in grad school and even today reduces me to a state of excessive italicization. I’m not saying this is what actual Audi buyers really are, any more than real-world Corvette buyers match the idealized Corvette owner (no, we’re not going there… this time).
Unfortunately, Audi’s need to reduce the level of existential terror in its target demographic while keeping the sticker price of the A7 below six figures (the car I drove lists at $68,630) means that there’s a lot of cool-looking shit that gives off a strong “I’m gonna break” vibe. Say, the plastic covers that hide the unsightly hinge mechanism on the hatch; 15 years ago, when deconstructionist thought was the postmodern flavor-of-the-month, you could get away with mechanical innards showing. Not today.
Still, though, we get back to that good-design thing wherever one looks in the A7. These little tie-downs in the cargo area would get a lot of use, were I to daily-drive an A7. Yeah, sure, they’re more fragile than they need to be, but Audi seems to believe their drivers would feel that their senses had been flayed with an electrified cat-o-nine-tails if they caught sight of some dowdy J.C. Whitney-grade tie-down.
The cargo area beneath the hatch is usefully large; in fact, I was able to fit more LeMons Supreme Court bribe booze in here than I was able to fit in the ’11 Escalade.
The power hatch was kind of neat at first, but then became utterly maddening once I realized that all opening and closing of the hatch must be done by the car, at its own pace. When I tried to close it manually and felt the car refuse to allow such manhandling, I felt shamed. Shamed like I was some gristly sunburned toothless uranium prospector in Nevada bashing the tailgate of my ’61 IHC Travelall, after rinsing my bloody gums with a deep swill of generic vodka out of a plastic bottle, and a stern German engineer caught me at it and frowned sadly at the spectacle.
My feelings of disapproval in the view of imaginary cold-eyed German engineers just grew as the weekend with the A7 progressed, because this car knows better. For example, those who read LeMons Judge Magazine’s review of the Escalade Platinum Hybrid may recall that the Cadillac did pretty well as the mobile sound unit in the Macho Man Penalty. Not so with the A7. I cued up “Macho Man” on the iPod, made the miscreant drivers don the hats and mustaches, and began a disco-dancing tour of the Thunderhill Raceway paddock. The E30-driving Macho Men weren’t putting their hearts into it, so I did what any self-respecting LeMons Supreme Court Judge does at that moment: popped open the driver’s door to harangue them. Unfortunately, the programmers of the A7 decided— in the name of sicherheit— that opening the driver’s door should apply the parking brake, and the Macho Men ended up staggering into the Audi’s rear bumper. After that, the car remained bitter and resentful over my scandalous breach of common sense, ignoring the gearshift’s position, turning down the music, and so on. Naturally, this got me to thinking about the mischief that could be caused by nihilistic hackers, were they to get into the A7’s code; we’ll discuss those possibilities in a later post.
Now that we’ve veered into (or at least glanced off of) the subject of the sound system, the A7’s standard “Multi-Media Interface” setup sounds very good and has a less frustrating interface than most systems I’ve seen in my somewhat limited experience of 21st-century automotive entertainment-system technology. There’s less lag between input and result than in most such systems (though a $150 smartphone manages to have no delay in its touchscreen input). The only real weakness is the lack of serious audio power; I felt that I needed to listen to a lot of bass-heavy Massive Attack to really get into the European-ness of the A7, but even top volume wasn’t loud enough. I suspect that the system is capable of pushing more watts through its excellent-quality speakers, but that an invisible German safety monitor knows that excessively loud music is deleterious to one’s health and keeps audio levels down.
On the plus side, the interior of the A7 looks gorgeous. Everything you see and/or touch is made of top-shelf materials, and the overall effect is of being in the totally sensible (yet gangsta-grade) office of the Lacan-quoting dude with the Cruelly Small Glasses.
Just look at the visual composition of this door panel (and pay no mind to the 29 electrical contacts in all those switches that will spend their lives enduring temperature extremes, vibration, and moisture).
The back seat works as well, though I didn’t get a chance to put any very tall passengers back there. On the subject of comfort, the A7 delivers a reasonably smooth ride for such a sporty-handling machine, but the road noise is pretty bad when you’re on not-so-smooth rural two-laners (as I was for much of the weekend). In fact, the tire noise was so loud I had to wonder whether there might have been some problem with the tires on this 11,000-mile press car.
I didn’t come close to flogging the hell out of this thing and learning all that race-y stuff that automotive journalists are supposed to write about, but the A7 certainly is a powerful and asphalt-gripping beast.
The 310-horse supercharged V6 and 8-speed automatic deliver respectable and usable power, roaring safely through even the hairiest passing situations involving drunks towing horse trailers behind space-saver-spare-equipped F-150s on State Highway 162. Because only Alfa Romeo seems capable of making a V6 that sounds great, you don’t get the kind of engine noise that a good V8 or I6 gives you, but the power is real. In 345 miles of mostly highway driving, I achieved a genuine 23.35 miles per gallon (of 91-octane), which is about five MPGs better than I’d expect from a biggish car with this kind of acceleration.
The navigation system, with its Google Maps integration, manages to be both cool-looking and helpful, though the interface is as busy as everything else the A7 driver sees.
Could I see driving the A7 every day? Sure, I’d be willing to put up with the Safety Police overseers and road noise in exchange for the blown V6 power, all-wheel-drive, and cargo-hauling practicality. However, I’d be sweating over the complexity and expecting hefty annual maintenance bills once the car hit about age four.

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