Automotive Reviews
Posts tagged Audi
2002 Audi A4
Jul 20th
The best thing about big, fantastically expensive, high-tech cars is that the cool stuff almost always eventually trickles down into cars the rest of us can afford.
Take the Audi A6, for instance. With its smooth-as-an-egg, futuristic styling, powerful twin-turbocharged engine, and luxurious interior appointments it’s a dream car for any fan of sports-luxury sedans. Unfortunately, the starting price is about $40,000, and things head upward from there. Yipes.
Now, the looks and the lifestyle offered by the Audi A6 are available in its little brother, the A4. Totally redesigned for 2002, the A4 is a perfect, small-scale clone of the marvelous A6. It’s longer and wider, with a luxurious, A6-like interior and a high-technology, ultra-efficient “multitronic” continuously variable transmission (CVT) as an option. Better yet, the base price is under $22,000.
The A4′s new show-car styling mimics the curvy look of the A6 and TT both inside and out. The closely-cut door panels and fenders seem to have been milled from a single piece of metal, with details like the headlamps and door handles merely flaws in the original material polished for greater effect. The overturned-bathtub look is quickly becoming an Audi signature, and it looks as good on the small A4 as it does on big brother A6.
Inside, a low-slung seating position and upscale materials dominate. The interior of the A4 is more conventional than the exterior, but no less classy. The gauges are ringed in brushed aluminum, just like on the A6 and showy TT coupe. Controls for the radio and climate control have a carved-in look, thanks to Audi’s tight building tolerances. Owing to its sporty side, the seats are harder and elbow room a bit tighter than in spiritual competitors from BMW and Mercedes. When compared to the Lexus IS300 and Volvo S40, however, the A4 is sized just right. The steering wheel is fat, the better to control the A4 with when the going gets twisty.
A hidden innovation and the A4′s official ticket to the Technology Club is the drivetrain. The all-wheel drive quattro model returns, and on front-wheel drive A4s, Audi has made the multitronic CVT an option. Used sporadically in economy cars, the multitronic system is the CVT’s first appearance in a more expensive mainstream vehicle. The CVT’s claim to fame is its lack of gears, in the traditional sense. Instead of a series of gears, the CVT uses a pair of flexible belts, which can move closer together or farther apart to create an infinite number of “gears.” This allows the transmission to optimize gear ratios for maximum fuel economy, while still offering smooth power delivery. Phenomenally smooth, in fact. With the CVT there’s almost no feeling of the automatic transmission’s “shifting” as we know it. On the road there’s no difference from a standard autobox, except for the improved smoothness. The A4 is also equipped with a Tiptronic manual selector. Changes between the six preselected gearings are grease-slick as well. Our test car was equipped with a 1.8 liter turbocharged four-cylinder, which at 170 horsepower was of course no slowpoke. We noticed just a hint of torque steer when the going got urgent, but apart from that the A4 was well behaved. Both the 1.8 liter engine and the optional 220-horse 3.0 liter V6 meet ultra-low emissions vehicle (ULEV) requirements. Both engines also feature five valve per cylinder technology and variable valvetrains, to improve breathing. The result is a broad torque band. Additionally, the engine’s adaptability allows the A4 to run on any octane level. Since many competitors require premium gasoline only, it’s a significant innovation.
It’s ready to tackle the turns as well. The suspension is aluminum-intensive, for lightness and added responsiveness. The four-link front suspension and trapezoidal-link rear both use many aluminum components, reducing overall weight. The rear suspension is also self-tracking, to further enhance its reflexes. It’s almost race car-quick. The A4 feels a bit stiff on regular roads. It’s far from uncomfortable, but drivers more accustomed to the softer ride to be found in Acuras and Lexuses may be put off by the Audi’s businesslike road feel. The A4 has a taut feeling, like a really comfortable shoe that’s not quite broken in yet.
The A4 is available in four trim levels, with four-cylinder and six cylinder engines and a two-wheel drive and quattro version of each. Our test vehicle was a two-wheel drive four-cylinder and featured Audi’s typically lavish complement of standard equipment, including anti-lock brakes with Brake Assist, headlight washers, cruise control and heated mirrors. It was optioned up with a sunroof, heated seats, and a “sport” package which added 17″ wheels and a stiffer suspension. The grand totat was $29,950, which puts it right in the middle of the A4′s $24,000-$33,000 price range. Considering the A4′s high level of star quality and lavish appointments–and the notoriously steep pricing of its competition from BMW and Mercedes–that’s quite a bargain.
Specifications:
All specs are for the 2002 Audi A4 1.8 CVT, which we tested.
Length: 179.0 in.
Width: 69.5 in.
Height: 56.2 in.
Wheelbase: 104.3 in.
Curb weight: 3252 lb.
Cargo space: 13.4 cu.ft.
Base price: $26,050
Price as tested: $29,950
Engine: 1.8 liter DOHC turbocharged 4 cylinder
Drivetrain: continuously variable transmission, front-wheel drive
Horsepower: 170 @ 5900
Torque: 166 @ 1950-5000
Fuel capacity: 18.5 gal.
Fuel economy: 20/29
2009 Audi A5
Jun 19th
It’s safe to say that Audi made its mark with coupes. The bulk of theGerman luxury manufacturer’s “quattro” all-wheel drive vehicles these days may be sedans and station wagons, but Audi’s elegant style and blistering performance have always lent themselves well to coupes, and many of the company’s most iconic products, from the early 1980s Quattro all the way to the TT and Porsche-challenging R8, are two-doors.
Combining the elegance of its sedans with the performance of the coupes, the Audi A5 brings a true four-passenger, two-door hardtop to Audi’s lineup for the first time since 1991. A four-seat, two-door convertible has been offered since then, but no fixed-roof coupe. Speaking of the convertible, for 2010 an A5 cabriolet will join the lineup. The A5 convertible replaces the current A4 droptop and will be available in the fall.
Luxury sport coupes are not, by definition, the most efficient or practical vehicles out there. This is a car that’s intended to tell the world that you chose it because you liked it. You’re not driving an A5 because it’s best for the kids, or because it gets the best fuel economy: you’re driving it because you liked it better than the BMW 335ix coupe, Volvo C70, Dodge Challenger or other stylish two-doors.
That being the case, it’s up to the A5 to sway buyers with its personality, and it’s well equipped to do that. The styling isn’t extravagant, but the A5 benefits from the same tautness of line and economy of style that marks the rest of the lineup. The bold family grille up front extends its eggcrate into the bumper, and it’s flanked by some of the most distinctive lighting to grace the roads in decades. The A5 features brilliant LED daytime running lights that cradle the headlights with a brilliant slash of white light. The well-defined hood is stretched nicely, and leads back into a svelte, athletic body that’s more upright than the R8 or TT, which serve as the more extreme coupes in the Audi lineup. The trunklid and taillights are less striking, and bear more of a resemblance to the A4’s.
The interior is similar to that of the A4 sedan, but it’s more dressed up. The dash has a distinctive overhang at the top that gives the interior a textured, more intimate feeling. This is a comfortable long-distance tourer for two, and it’ll seat four in a pinch as well as carrying a decent complement of luggage in the twelve cubic-foot trunk. Rear-seat legroom is acceptable. Three-zone climate control and Audi’s Multi-Media Interface infotainment system are standard. A panoramic glass roof is available to brighten the cabin even when the weather isn’t nice enough for open-windowed motoring. The available backup camera adds a handy infographic that projects lines representing the car’s dimensions, easing parking space entry. To ensure that the driving experience has an appropriate soundtrack, a 505-watt Bang & Olufsen sound system is optional.
Under the hood, the A5 features Audi’s silky-smooth 3.2 liter FSI direct-injection V6. With power and efficiency boosted by variable valve lift, the 3.2 makes 265 horsepower and is one of the engines that best exemplifies Audi’s powerful but subtle performance. A choice of six-speed manual or six-speed Tiptronic automatic transmissions is available, and all-wheel drive is standard. Both gearboxes are nicely suited to the A5’s dynamics; the manual is responsive and encourages smooth driving, while the Tiptronic is a great freeway cruiser. The A5’s quattro all-wheel drive system has a slight bias to the rear, to give the car a sportier feeling when driven hard. The A5 is no compact car, but its weight (which approaches two tons when equipped with the automatic transmission) isn’t evident from the driver’s seat.
The handling is fantastic, of course. The A5 may have the dimensions of a drag-racing ponycar, but the chassis is all Audi, and this car prefers curvy roads to contests of ultimate acceleration. Double wishbones in a five-link arrangement are used to position the front wheels, and with the rack and pinion steering keeps the A5’s responses crisp and predictable. The rear suspension uses trapezoidal links, and extensive use of aluminum front and rear keeps weight down to further improve the car’s reflexes. A long wheelbase with short overhangs front and rear contributes to freeway stability. Eighteen-inch wheels are standard, with optional nineteens available.
The A5 is undeniably elegant and luxurious without being ostentatious. It’s also a great performer, and will satisfy the needs of auto enthusiasts looking for a grand touring sedan versatile enough to be a daily driver. A5 pricing starts at $40,700. The Tiptronic automatic transmission adds about $1300 to the bottom line.
Specifications:
All specs are for the 2009 Audi A5.
Length: 182.1 in.
Width: 78.0 in.
Height: 54.0 in.
Wheelbase: 108.3 in.
Curb weight: 3770 lb.
Cargo space: 12.0 cu.ft.
Base price: $40,700
Engine: 3.2 liter DOHC V6
Drivetrain: six-speed automatic transmission, all-wheel drive
Horsepower: 265 @ 6500
Torque: 243 @ 3250-5000
Fuel capacity: 16.9 gal.
Est. mileage: 17/26 (Tiptronic)
2000 Audi A6 2.7T
Jun 19th
Are you ready to stick it to Northwest and Delta? What would you pay for a device that would free you from ever having to wait in an airport, lose baggage, or be stuck on a runway again? How does $45,000 sound? With an Audi A6 2.7T at your disposal, air travel becomes a second-tier means of travel.
Although the A8 is larger, more luxurious, and more expensive, the A6 is the big Audi sedan that people are likely to remember. It shares the TT sports car’s rounded, purposeful lines, and with the new, more powerful 2.7-liter biturbo engine it can finally be considered a serious competitor for the BMW 540, which has long been king of the heap when it comes to sport-luxury sedans.
Like most Audis these days, the A6 2.7 is not the least bit shy about showing the world what it is. While other manufacturers are content to slap a big chrome logo on a generic sedan and call it identity, the Audi looks like no other big sedan on the road. The rounded off corners and sheer, smooth sides wrapped around tall tires give the A6 a solid, imposing look. The headlamp and taillamp covers and bumpers are so smoothly integrated into the form that they look painted on. Bold chrome Audi logos adorn the car front and rear. The 2.7T hides dual exhaust outlets under the rear bumper.
Inside, the A6 provides the kind of luxury that $45,000 really ought to buy (but doesn’t always). Audi makes the A6 available with one of three distinct interior design ‘atmospheres:’ Ambition, Ambiente, and Advance. Our test car featured the Ambiente theme, with soft dark blue leather and sycamore wood trim on the glovebox, console, and doors. All four windows and the sunroof open or close with a single touch of a button, and both front and rear seats are heated. The interior has a clean, designer-finished look, just like a Hollywoodized version of a Calfornia condo. Although it’s packed with features, the A6 is also a comfortable place from which to conduct a long drive. It takes a while to find a comfortable seat position, but don’t worry, it’s in there somewhere. The steering wheel looks and feels perfect, although it could use a telescoping adjustment. The biggest annoyance is the self-adjusting volume on the otherwise excellent sound system. The car turns the radio up as it speeds up, and turns it down again as speed drops, resulting in constant fiddling with the volume to alternately save one’s ears or bring the music level back up to audibility. It’s worth noting that Audi isn’t alone in offering this annoying feature; it’s common on both Audis and Mercedes.
Audi’s great presentation extends to the engine compartment. Before driving the A6 for the first time, take a moment to pop the hood. The A6′s fashion sense goes straight through.
Once on the road, all of those carefully designed parts work very, very well together. A great-sounding growl from under the hood precedes a strong launch as the twin turbochargers kick in. 250 horsepower is strong motivation indeed. Equipped with a six-speed manual transmission, the A6 2.7T splits the difference between sport and luxury nicely. Like many six-speed boxes, the throws are longish and take some getting used to. The A6 prefers a more relaxed driving style. Violent speed shifts are not rewarded; it prefers to have the turbos squeeze on the power for a more subtle but equally fierce punch. Selecting a lane or a hole in traffic is as easy as deciding that you want to be there.
Our test vehicle was an all-wheel drive (quattro) model, and exhibited the remarkable stability and poise exhibited by all of Audi’s quattro cars. Unlike traction control systems, Audi’s all-wheel drive system redistributes power to the wheels with traction without reducing engine power or applying the brakes. The result is confident power delivery whether it’s dry or wet. The only letdown is Audi’s tire choice for the A6 2.7T; there’s a lot of tire squeal during hard cornering, which makes the A6 sound considerably less planted than it is.
As mentioned before, the A6 doesn’t disappoint with luxury. The A6 2.7T starts at $38,550. Our test vehicle featured the standard six-speed manual transmission, optional heated seats, BOSE sound system with CD changer, and Audi’s Sport package (firmer suspension and sport wheels) and stickered for $45,200. The design atmospheres are no-cost options. If the 2.7T isn’t luxurious enough for you, the V8-powered A6 4.2 sedan awaits just one more rung up the latter. And best of all, the A6 is available as a station wagon (Audi calls it the “Avant”) for the iconoclasts who want to thumb their nose at the airlines, too. And new for 2001 will be the Audi allroad quattro, a rough and tumble 4×4 wagon based on the A6 platform and designed to go head-to-head with Volvo’s V70 XC and the Subaru Outback.
So an airplane will get you there faster. Who cares? Personally, we’re calculating the number of plane tickets $45,000 would buy, and dividing the result by the aggravation we’d save with an Audi A6 2.7.
The Fact Box:
All specs are for the 2000 Audi A6 2.7 T, which we tested.
Length: 192.0 in.
Width: 76.1 in.
Height: 57.2 in.
Wheelbase: 108.7 in.
Curb weight: 3759 lb.
Cargo space: 15.4 cu.ft.
Base price: $38,550
Price as tested: $45,200
Engine: 2.7 liter biturbo DOHC 30-valve V6
Drivetrain: six-speed manual, all-wheel drive
Horsepower: 250 @ 5800 rpm
Torque: 258 ft./lb. @ 1850 rpm
Fuel capacity: 18.5 gal.
Est. mileage: 17/24
6/2009 update: The only thing that would make me hesitate at the purchase of a used A6 would be the existence of the Volkswagen Phaeton on the used-car market. The Phaeton’s cliff-like depreciation means that they don’t cost much more than an older A6, but with a larger body and more amenities. Otherwise, my A6 respect continues.