Automotive Reviews
Posts tagged Audi
2010 Audi Q5
Dec 20th
If I were going to take put a new car into a time machine and take it back forty or fifty years, just to show the folks in the past how amazing cars were going to get, I wouldn’t bother with any of today’s supercars from Lamborghini or Ferrari. No, in this somewhat unlikely scenario, I’d probably choose the 2010 Audi Q5. Audi’s entry into the rapidly growing premium compact crossover market hits the streets with more than enough technology to absolutely blow the minds of the people from the past who’d be seeing it for the first time.
New for 2010, the Q5 enters the lineup as Audi’s second SUV/crossover, sized a step below the Q7. It’s lighter and sportier than its big brother, with better road feel and fuel economy. The luxury quotient is still high, however, and Audi’s elegant style remains a highlight.
To the people from 1960 who haven’t seen Audi’s current family styling theme, the Q5 is likely to look like a futuristic space pod, thanks to its flush-mounted glass and smooth, aerodynamic flanks. According to the wind tunnel, the Q5 is the slipperiest vehicle in its class.
Aerodynamic doesn’t mean featureless, however. There’s not much chrome trim by 1950s standards, but the Q5 sports enough brightwork and brushed aluminum on the bold Audi grille and dual exhaust outlets that our automotive ancestors should recognize it as a luxury model. Available xenon high-intensity discharge headlamps and LED taillamps provide brilliant lighting, and of course the standard eighteen-inch wheels would have been unheard of in the past, especially not the Q5’s range of handsome alloys. Nineteen- and twenty-inch wheels are also offered.
One aspect of the Q5 would be very familiar to 1960s audiences: the available panoramic sunroof. Just about every show car had a glass roof in the 1950s, and a few cars like Ford’s Sun Valley sported half-glass roof sections as well. Beneath that sun-worshiping roof, the Q5’s interior is snug by ’60s standards but comfortable enough for up to five passengers. The rear seats recline, giving the Q5 a comfort advantage that many larger sedans can’t match. The attention to detail makes this interior; the leather upholstery and wood inlays on the dash could have been borrowed from Audi’s A8 luxury sedan. Whatever the Q5 needs to haul is carried in a handsomely lined cargo area, accessed by a large tailgate with power open- and close functions. Audi’s Multi-Media Interface system is standard equipment, offering easy toggling between sound system, navigation and other vehicle functions. When equipped with the available climate-controlled driver’s cupholder and blind spot warning system, the Q5 carries more technology than some luxury cars of just ten years ago, let alone fifty.
Though the onlookers from 1960 may not know what to think of the Q5’s styling, they’ll definitely be impressed by its performance. The Q5 is powered by an all-aluminum 3.2 liter direct-injection V6 with double overhead cams and four valves per cylinder, which I’d have to explain to the folks back-when are common on cars these days. Audi’s Valvelift variable valve timing system is included, and the all-aluminum engine produces 270 horsepower. Getting that urge to the wheels is the task of a six-speed Tiptronic automatic transmission. Taken back to the 1950s, the Q5 would be pushing more horses than many sports cars, and the low center of gravity and standard all-wheel drive allow it to make the most of it. For all that power, the Q5 is relatively efficient as well, with 18/23 mileage figures from the EPA. And just to top it all off, the raised ride height and short overhangs front and rear allow the Q5 to boldly go where few luxury cars are able.
The Q5’s AWD also enhances the already stellar handling. Audi includes a “Drive Select” interface which allows the driver to adjust the throttle response, steering input, shock stiffness and transmission shift points, so the Q5 can be tweaked to drive just the way you like it. In any setting, the five-link front suspension and independent rear do an excellent job of mitigating the squat and waddle that are inherent in taller vehicles, and the Q5 handles with confidence and even a decent taste of enthusiasm. It will handle twisty roads, though it’s at its best cruising the freeway, preferably in a torrential downpour so it can show off its intelligent Electronic Stabilization Program (ESP) stability control. The Q5’s ESP can sense when the roof rack is in use, and adjusts handling for the shift in center of gravity that comes with having weight on top of the vehicle. Additionally, the Q5’s sleek looks belie a measure of off-road ability; the suspension has over six inches of wheel travel as well as the ability to climb a 31-degree slope. Hill descent control and an off-roading mode to the ESP are standard. Four wheel disc brakes ensure sports-sedan like stops in spite of the Q5’s two-ton curb weight.
What’s perhaps most impressive of all about the Q5 isn’t that it would blow the minds of the average car buyer of fifty years ago, of course, but that it’s an outstanding product even for today. This car faces some stiff competition in the premium compact crossover market, including the BMW X3, Volvo XC60 and the new Cadillac SRX. In spite of the bar’s having been set rather high, the Q5 succeeds at making an impression on its first try. Q5 pricing starts at $37,200 with the 3.2 V6 engine and standard quattro all-wheel drive. My tester was optioned-up with a panoramic sunroof, power tailgate, heated seats, iPod cables, navigation and the Drive Select interface, and stickered for $48,275. Okay, the folks back in the 1950s might not be so impressed by that, even after it was adjusted for inflation (for those who are curious, that’s about $6,300 in 1955 dollars–about $500 more than a brand-new Cadillac).
Specifications: All specs are for the 2010 Audi Q5 3.2 quattro
Length: 182.2 in.
Width: 74.0 in.
Height: 65.1 in.
Wheelbase: 110.5 in.
Curb weight: 4244 lb.
Cargo space: 29/1 cu.ft. (seats up); 57.3 cu.ft. (all seats folded)
Base price: $37,200
Price as tested: $48,275
Engine: 3.2 liter DOHC 24-valve V6
Drivetrain: six-speed automatic transmission, all-wheel drive
Horsepower: 270 @ 6500
Torque: 243 @ 3000
Fuel capacity: 19.8 gal.
Est. mileage: 18/23
2004 Audi S4 cabriolet
Dec 5th
Turn the key and it’s instantly obvious that this is not your average Audi. Instead of a silky V6 purr, the distinctive burble of a V8 engine resonates through the dual exhausts. It’s impossible to miss, especially if the top is down. You don’t need to be told what happens when you give the accelerator a shove, do you?
Audi’s high-performance S4 lineup gets a new addition for 2004. The S4 sedan and Avant wagon are joined by an S4 version of Audi’s slick A4 cabriolet, bringing high power and athletic poise to an already impressive four-place convertible. Intended to give fits to BMW’s M3 convertible, and Mercedes’ CL-class roadster, it’s the only V8-powered all-wheel drive car in its segment.
From the curb, this beast is far more unassuming than its other German competitors. All that sets the S4 Cabriolet apart from the A4 Cabriolet are larger air intakes up front, dual exhaust outlets at the rear and a red and silver “S4″ badge. There are a subtle few aluminum accents that aren’t present on the A4. Otherwise, the S4 Cabriolet shares the bar-of-aluminum-soap design that graces the rest of the handsome A4 lineup. The top is fully automatic and has a scratchproof glass window. It looks best with the top down; the design is what the art gurus would call “clean.” The S4 Cabriolet is equipped with 18″ wheels.
The interior is monochromatic to a severe degree, especially in our black leather-upholstered test car. Audi’s S4 models have unique instrument clusters with grey dials and a thick, sporty steering wheel. Audi likes to offer interiors with a custom-tailored feel, so S4 Cabriolet buyers can select one of four different dash-inlay materials, and a dash of wood would certainly serve to lighten the mood. The seats are comfortable, and there’s room for four inside the S4 Cabriolet.
Of course, the best thing about this car is the powerplant. The 4.2 liter V8 offers an unexpected roar when throttled hard, and triple digits are reached with ease. How did they stuff a V8 under the S4’s stubby hood? It’s a compact engine; engineers relocated the auxiliary and cam drives to shorten it. Power output is 344 horsepower; Audi’s five-valve intake system helps to boost the power of this relatively small V8. “Small” is relative at the gas pumps, too; the S4 Cabriolet is subject to a gas guzzler tax, thanks to its 15-mpg thirst. But fuel economy isn’t the point here; power and poise are. A choice of six-speed manual or six-speed Tiptronic transmissions is offered. Both are serious performance units; the available “manumatic” Tiptronic can be shifted with steering wheel-mounted paddles, if you’re a fan of clutchless shifting.
Audi’s quattro all-wheel drive system is standard equipment on all S4 Cabriolets, so performance in all weather conditions is excellent. The ride is stable and sure-footed, to the point of being somewhat sterile. That’s due in part to this chassis’ capability. Aluminum suspension components are used extensively to improve the car’s reflexes. Up front, a four-link setup is used, with trapezoidal links at the rear for a fully independent setup. Combine the grippy suspension with all-wheel drive traction and Audi’s ESP stability control system, and it requires a truly stupid driver to un-stick the S4 Cabriolet. To keep body flex to a minimum, the S4 Cabriolet’s structure includes lots of high-strength steel and additional bracing. This has resulted in a somewhat heavy body; this relatively petite car scales in at just over two tons. Thanks to the 344 horses under the hood, of course, it doesn’t feel at all overweight, and the added structure makes for a secure ride even at triple-digit speeds.
On the road, steering response was slower than we expected, but far from sluggish. Audi’s Servotronic steering system varies the power boost to keep it responsive at all speeds.
On the safety front, anti-lock brakes with Brake Assist are standard equipment, of course. Invisible to the occupants are rollover hoops that pop out behind the rear seats in the event of a rollover to protect the passenger cabin.
Is the S4 Cabriolet the ultimate performance convertible? Possibly. Is it a value leader? We doubt anyone would say so. Pricing for the S4 Cabriolet starts at $53,850. Our lovely silver test car, with a Bose premium sound system and Sirius satellite radio, hit the streets at $58,595, including a $1,700 gas guzzler tax. That’s roughly $14,000 per passenger, and considering the S4 Cabriolet’s performance and poise, you just might not have any trouble finding three friends to chip in.
Specifications:
All specs are for the 2004 Audi S4 cabriolet, which we tested.
Length: 180.0 in.
Width: 70.0 in.
Height: 54.8 in.
Wheelbase: 104.5 in.
Curb weight: 4089 lb.
Cargo space: 10.2 cu.ft.
Base price: $53,850
Price as tested: $58,595
Engine: 4.2 liter DOHC V8
Drivetrain: six-speed manual, all-wheel drive
Horsepower: 340 @ 7000
Torque: 302 @ 3500
Fuel capacity: 16.6 gal.
Est. mileage: 15/21 (six-speed manual)
2004 Audi A4
Nov 9th
There’s nothing quite like the confidence of driving with all four wheels. Case in point: 2004 Audi A4 versus surprise early-spring Michigan snowstorm. As the snow came down and the salt trucks were sluggish to respond, drivers were fishtailing left and right. The medians were full of overconfident sport-utes. Meanwhile, our serene silver sedan plowed through the worst of it without a complaint, illustrating the results of Audi’s long-term love affair with all-wheel drive.
The A4 is Audi’s lowest-priced entry into the sports sedan market, and it’s a familiar face. Getting to know Audi means talking on their terms: “quattro” is the A4’s all-wheel drive system, and “Avant” is the station wagon version. The A4 can be had in sedan and Avant configurations. The 2004 A4 is much the same as it’s been for the past few years, with a few evolutionary refinements and satellite radio pre-wiring.
The understated good looks are shared with larger Audis like the A6 and A8. Thanks to low-clearance door handles and flush-mounted lighting, the A4 looks like it was milled instead of manufactured. The rounded, aerodynamic design is, at heart, a conservative three-box shape.
Audi does nice interiors. Our test car’s black leather was a bit more somber than we’d have liked, but the comfortable seats and indirect nighttime cabin lighting spoke of German luxury in a way that few things do. There aren’t as many storage cubbies for small items as in other cars, but the bank-vault build quality makes up for that deficiency handily. In fact it was that obviously Teutonic construction that brought our attention to the things the A4 lacked, such as heated seats, a trip computer, and steering-wheel mounted controls. Granted, all of the above are available on the A4, but our lightly-equipped test car didn’t have them. On the other hand, the satellite radio wiring can accept either XM or Sirius subscriptions, making it one of few cars that offers a choice of major service providers.
Confident, communicative handling is the A4’s forte, especially on quattro-equipped vehicles. When the road gets twisty, an aluminum-intensive four-link front and trapezoidal-link rear suspension offers fantastically quick reflexes. The suspension offers a good compromise between soft and taut. Audi also includes a permanently-engaged Electronic Stabilization Program (ESP) that reads the car’s intended path and individually brakes the wheels to keep the A4 on course. During the week’s ugly weather, ESP only flickered on and off once, a testament to the inherent sure-footedness of the quattro system. Although it’s a back-road carver, the A4’s suspension is supple enough for relaxed freeway cruising as well.
A choice of turbocharged four-cylinder or six-cylinder power is offered. We drove the 1.8 liter turbocharged four. It’s a versatile powerplant, available in several Audi and Volkswagen products, but it’s aging. 170 horsepower gets the A4 moving in an acceptable fashion, but the powerband is very finicky. At low revs it’s easy to catch the turbo napping, and the A4 is sluggish. When the power comes on, it rushes gleefully to redline but can be difficult to modulate. The five-speed automatic transmission didn’t help, with lazy shifts and a mushy feeling. To make best use of the 1.8T engine, the six-speed manual transmission is a better choice. For drivers who don’t like turbo lag, the torquey, 220-horse 3.0 liter V6 will deliver greater satisfaction.
Overall the A4 remains a good choice among compact sports sedans, but it’s aging rapidly. Pricing starts at $25,550 for a two-wheel drive, 1.8T model, and goes up to just under $29,000 for the quattro.
Specifications:
All specs are for the 2004 Audi A4 1.8T quattro, which we tested.
Length: 179.0 in.
Width: 69.5 in.
Height: 56.2 in.
Wheelbase: 104.3 in.
Curb weight: 3550 lb.
Cargo space: 13.4 cu.ft.
Base price: $28,800
Engine: 1.8 liter DOHC turbocharged inline four-cylinder
Drivetrain: five-speed automatic, all-wheel drive
Horsepower: 170 @ 5900
Torque: 166 @ 1950-5000
Fuel capacity: 17.4 gal.