#audi a7 engine specs

[sportscarss]

30 Audi A30 Technical Specifications That Had Gone Way Too Far | audi a30 technical specifications

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[allcarnews]

R8 Demise Confirmed.. 😭 ______________________________________ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ [7/25/19] #ACNAfterDark For ages the rumors of the R8 being killed off have been swirling but Audi has now confirmed that there will be a successor…not in a way that I think anyone really wants. So what are all the details? ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀ 🏁 @Allcarnews Spec Sheet: Powering the current R8 is a natural aspirated 5.2L V10 making 602HP and 413 lb-ft of torque sent to the signature Quattro AWD system to hit 60MPH under 3.2sec with a 205MPH TopSpeed! 🏁 ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ Well Audi engineers have said they will not make a true successor with a naturally aspirated engine. But they did say that the future of the R8 nameplate seems electrified but what sort of electrification is unknown as of now. They aren’t even fully set on the design of the concept or even what kind of powertrain they really want…so it could be a ling time until we see a R8 successor.. ________________________________________ ACN EXTRA: At least the Huracan successor will keep the V10! ________________________________________ -Text by @allcarnews -Images by Audi⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀��⠀⠀⠀⠀⠀⠀⠀⠀ #Audi #R8 #V10 #quattro #germany #vw #A7 #RS7 #RS6 #drive #carbon ||#powerful #performance #turbocharged #supercharged #advanced #SupercarsRevamped #Supercar #HyperCar #ItsWhiteNoise #CarLifeStyle #MadWhips #CupGang #Carstagram #BlackList #AmazingCars247 An #allcarnews post https://www.instagram.com/p/B0XWtqYhp7f/?igshid=1c9wt7plwkl6q

[myfuturecarstrucks]

Audi A7 2024: Price, Specs, & Release Date

Audi A7 2024: Price, Specs, & Release Date

Audi A7 2024. That Audi A7 2024 extravagance vehicle is a minute installing car or truck from this number of autos produced just by Audi. Consequently, a few factors are anticipated to boost. As an example, that engine ought to be improved for a better edition. The brand new A7 will likewise attribute sophisticated and sophisticated look, each of those relating to the exterior and inside…

[engineofficia]

2021 Genesis G80 Price, Interior, Specs

2021 Genesis G80 Price, Interior, Specs - What the Geneva Motor Show canceled, Genesis decided to take matters into their own hands by revealing the brand-new Genesis G80 2021 sedan ahead of its official debut. According to Genesis, the new G80 represents a brand athletic elegance design language. The signature elements of the G80 are depressed grille upfront and. Of course, double line lights that's all around the car.

2021 Genesis G80 Exterior The double lights were first introduced with the GV80. The side profile showcases a sweeping roof, athletic lines, and 20-inch wheels give the G80 a nice stance. The sport back looks very similar to an Audi A7. Even though the GV80 looks good, the G80 looks even better from all angles. The back is dominated by double line lights and the chrome exhaust tips underneath.

2021 Genesis G80 Interior Inside the cabin, the wide 14.5-inch infotainment screen dominates the dashboard. There's also a very slim vent that stretches the width of the dash. Genesis says that they took special care to reduce the thickness of the a-pillars. And the size of the rearview mirror to give the driver a relaxed and panoramic view when seated.

2021 Genesis G80 Exterior There is a two-spoke steering wheel that looks to be the same as the one in the GV80, and it has a very unique look. The center console is also populated with aluminum dials to control the infotainment screen and also the transmission. They also look identical to the one from GV80 as well. The whole cabin has a sophisticated and elegant look just like the outside. Official specs for the engine and pricing have not been released yet. But we should hear those things shortly as the G80 set to debut in about a month. So warrior thoughts are the Genesis G80 2021 sedan, the perfect luxury sedan. Can it compete with the big boys from Germany? Leave your thoughts in the comments below. https://www.youtube.com/watch?v=bsjFVPONQaU Read the full article

[perksofwifi]

2020 Audi A4 First Look: What to Know About the Refreshed Luxury Sedan

The Audi A4 ranks near the top of its class thanks to its advanced cabin technology, excellent build quality, quick acceleration, and solid ride. For 2020, Audi improves on this formula with new features. Read on to learn what’s new on the U.S.-spec 2020 Audi A4.

Unchanged engine choices

The 2020 A4 sedan offers either a 188-hp turbo four-cylinder in a front-drive-only model, or a slightly spicier 248-hp version with standard Quattro all-wheel drive; the Allroad wagon gets only the 248-hp engine and all-wheel drive. All A4 models use a seven-speed dual-clutch automatic gearbox. The S4 pictured above, which comes with AWD and the attendant S-model sportier driving dynamics, retains its 349-hp turbocharged V-6 and eight-speed conventional automatic. No, a manual transmission wasn’t re-added to the menu. Yes, we’re sad.

New design elements

LED headlights come standard on the new A4, although buyers can opt for matrix-style LED lights as featured on other models including the A7 and Q8. LED taillamps are included, too. Audi states that almost every piece of sheetmetal has been updated, and in doing so, the company brings the A4 up to date with the rest of the German company’s sedan lineup. The hexagonal grille—the Allroad and S4 get their own interpretations—is now wider and flatter, for example, and a slightly more sculpted rear bumper apes the look of the bigger A6.

Pricing

If you’re wondering how much the 2020 Audi A4 will cost, you only have to wait until the end of this sentence: $37,395 is the ask for the most basic model. Front-drive versions rise up to $47,945 with all the fixin’s, while Quattro all-wheel-drive A4s with the stronger engine start at $41,895 in base Premium Trim. The Quattro Premium Plus runs $44,995 and tops out at $50,945. For their parts, the Allroad wagon starts at $45,595 and the S4 at $50,895.

  New touchscreen

On the old A4, the largest center infotainment screen you could get measured 8.3 inches. Now, the new A4 gets a 10.1-inch display. While the previous screen was controlled by a rotary knob, the new screen responds to touch. Thus, the old control knob has been removed from the center console. Audi says the updated MMI system features natural-language voice control so it can better understand phrases used in everyday speech.

Standard and optional equipment

All A4s include a multifunction steering wheel, Apple CarPlay and Android Auto compatibility, a sunroof, heated front seats, and three-zone auto climate control. The A4 Quattro gets a sportier S Line exterior package with black grille mesh, matte silver trim elsewhere, and unique 18-inch wheels. Among the extra-cost upgrades: Audi’s Virtual Cockpit fully digital gauge cluster, a full-color head-up display, Bang & Olufsen audio with 19 speakers, myriad driver-assist and safety aids, and more.

The post 2020 Audi A4 First Look: What to Know About the Refreshed Luxury Sedan appeared first on MotorTrend.

https://www.motortrend.com/cars/audi/a4/2020/2020-audi-a4-first-look-things-to-know/ visto antes em https://www.motortrend.com

[allcarnews]

BREAKING: Audi S7 🇩🇪 ______________________________________ [4/10/19] Audi has just launched the all new S7 sportback and gosh it looks stunning! And guess what, the US market gets more power and a better engine! New styling for the S line includes a new front fascia with more aggressive lower intakes, new quad exhaust tips, a new rear diffuser, a revised grille design and massive 20in wheels! 🔥@allcarnews spec sheet: Under the hood of the North American, Asian and Middeleastern S7 is a 2.9L TSFI TwinTurbo V6 from the RS5 making 444HP and 443 lb-ft of torque and should do 0-60 on the 4sec range! European markets get a 3.0L electrified V6 diesel making 344HP and 516 lb-ft of torque and can do 0-60 around 5ish sec. All models come with Quattro AWD! 🔥The S7 designation gives the A7 a new S tuned steering system, a new sport suspension, a lowered ride height, massive 15.7in brakes upfront, and an optional adaptive air suspension! There will also be an optional rear wheel steer system, and an optional Carbon Ceramic braking system with increased rear rotor sizes up to 14.6in from the standard 13.8in. The interior gets a sportier design with a flat bottom S steering wheel, aluminum trim, sports displays in the infotainment system, and more aggressive seats! Pricing starts at around €82,750 in Germany which translates to around $92,000 in the US but don’t expect that to be the official price! ________________________________________ ACN EXTRA: THE new RS7 IS SOON UPON IS! ________________________________________ - - #Audi #S7 #S6 #quattro #germany #vw #A7 #RS7 #RS6 #drive #carbon ||#powerful #performance #turbocharged #supercharged #advanced #SupercarsRevamped #Supercar #HyperCar #ItsWhiteNoise #CarLifeStyle #MadWhips #CupGang #Carstagram #BlackList #AmazingCars247 An #allcarnews post https://www.instagram.com/p/BwGCnLShpK6/?utm_source=ig_tumblr_share&igshid=1j8e7wx9xoefz

[privateplates4u]

Exclusive 2018 Kia Stinger GT First Test: Well Stung

The concept of “grand touring” has been around for centuries, and the moniker has been applied to cars since the 1940s, but it’s a term we tend to associate with exotic sports cars. The formula, though, is pretty simple: stylish, comfortable on a long drive, and plenty of power. But there’s no rule that says it has to cost a fortune, and the Kia Stinger GT is absolutely taking advantage of this exception. We’ve driven prototypes at an overseas R & D complex, on a frozen Swedish lake, and on the Nürburgring Nordschleife. Now, finally, we’ve driven a production-spec 2018 Kia Stinger GT on real roads and to our own Auto Club Speedway test track. How does it fare against the German luxury sedans against which it will undoubtedly be compared? Korean-branded cars usually aren’t synonymous with performance, but the rear-drive Stinger GT launches from 0 to 60 mph in 4.8 seconds and clocks the standing quarter mile in 13.3 seconds at 106.9 mph. An emergency stop from 60 mph requires 113 feet, and it’ll pull 0.85 average lateral g on a skidpad. On our exclusive figure-eight test track, the Stinger GT recorded a lap of 26.2 seconds at 0.71 average lateral g. Impressive numbers. It’s pretty good to drive away from the test track, too. Out in the mountains, the Stinger GT exhibits a surprising but intriguing combination of vertical compliance and lateral stiffness. Over bumps, the suspension was soft and the ride of luxury-car quality. In the corners, though, it was stiff with excellent body control. Even when pushing hard, the Stinger GT rode well but dug into corners with little body roll. The power is well-matched to the vehicle and only feels inadequate if you let the revs drop too low. You want those turbochargers working for you, and the best way to do it is to take advantage of the paddle shifters because the transmission isn’t quite aggressive enough for the really twisty roads. “The engine has a fat torque curve, strong in midrange with noticeable lag at the bottom end,” our staff professional racer, Randy Pobst, said during filming for an episode of Ignition—which you can watch right now at Motor Trend OnDemand and YouTube.com/motortrend. “Low revs mean calling ahead and waiting for the power to be delivered. The Stinger is quite powerful, and one must constantly remind oneself that this is a Kia that is tearing up this winding road or on-ramp.” Randy’s critique continued: “The transmission is just not sport-smart enough in automatic, especially on the track. It shifts up, so I just let it. There’s no reason for me to pull that paddle. I just have to remember to downshift on the way in, or else it won’t. The shifting is reasonable. It matches revs. It’s quick.” It’s hard to say whether the transmission programming has changed since I drove a prototype on the Nürburgring or if our mountain roads and the Streets of Willow Springs racetrack are so much tighter that it amplifies the transmission’s inadequacy, but my initial impressions were more positive. As well as we know the Stinger GT can drift in the right conditions, it doesn’t actually want to get wild out in the real world. The suspension tuning is conservative, the default behavior at the limit understeer. It makes the car very stable, never trying to swap ends no matter how hard you drive it. Thankfully, there’s a lot of grip in the front end, so you have to push it very hard to get it to plow. Just driving fast, it feels neutral. You need to be pushing your braking points to the last second and carrying as much speed as possible into a corner to make it cry uncle. Here again, I wonder if the American-market tuning increases understeer versus the European-spec car I drove. Or maybe Randy just carries that much more speed in the corners. It’s probably the latter. The upshot: You’ll never feel a stability control intervention. “What they’ve done is create stability control by tuning the car for a lot of understeer in the middle of a corner,” Randy said. That’s not to say it won’t drift. Turn the computer off, give it a Scandinavian flick and too much throttle, and it’ll do a nice power oversteer or two. It’s just not a hoon by nature. “It seems that the stability control is always learning and adapting,” Randy said. “Even with it turned off, it became more and more invasive as the day wore on, and the wheelspin and sliding woke up the nannies that watch over us hooligans. After a few nice drifts, the car began to resolutely resist power oversteer—a darned shame and frustrating.” In other words, this is a grand touring sedan that actually takes its GT badge seriously. Out on the highway, it’s everything you want on a road trip. It floats over bad pavement while remaining taut and responsive on long, sweeping corners. In a world of Demons and Hellcats, 365 hp might not seem like a lot, but it’s plenty when applied correctly. The in-house eight-speed auto is programmed smartly for real-world conditions, delivering downshifts with little prodding. With the revs up and the turbos spinning, the engine delivers a pleasant surge of power that whisks you past trucks and loafers. It’s a very easy and comfortable car to cover distance in. “The springs and shocks that control vertical motion are quite soft,” Randy said. “But transitional responses are quite well-controlled, likely by relatively strong anti-roll bars, and the ride is still quite compliant. Think ‘older Buick’ ride quality. Surprising for a sport sedan like this.” It’s not just comfortable from the driver’s seat, either. The Kia has 2 to 4 inches of wheelbase over the Germans, and it puts them to good use. There’s ample rear-seat legroom and, despite the sloping roof, headroom for tall people. The front seats, meanwhile, are aggressively bolstered so you can concentrate on those mountain roads when you cross their path. Capable though it may be from seat to steering, and despite testing it on the Nürburgring, Kia insists the Stinger GT isn’t a track car. We took it to a track anyway, and things got complicated. Kia’s press cars at the moment are all preproduction prototypes, and the first car they gave us suffered a power steering failure and had to be replaced. The second car, as it turns out, hadn’t yet had its U.S.-spec springs and dampers installed, and it exhibited considerably more body roll and understeer on the track than the first car. As a result, Randy posted a lap time—1:28.90—that he felt wasn’t representative of what the car could do. With a properly equipped car, Randy believes he could subtract a full second. Things that didn’t change on track: the car’s weight and its braking performance—113 feet isn’t anywhere near a record in our 60–0-mph braking test, but it only tells part of the story. Randy was continually impressed at the durability of the brakes. Throughout a very hot day, the pedal remained consistent, and the steel brakes refused to fade. “The brakes are impressively strong, with a consistent and firm pedal feel that inspires confidence,” he said. “The braking does not upset the chassis, and the pad compound can take the heat.” There will be heat, and not just from the brakes. The Stinger GT is taking on a wildly competitive segment ruled by a small in-crowd. Whether it’s staring down the German triumvirate or the American holdouts, the sport sedan from the value brand has a lot to prove. “For a first effort at a genuine sport sedan, the Stinger is quite an accomplishment,” Randy said. “It clearly is set up for a comfortable ride as a priority over race car dynamics, but in the real world, this makes sense. Even more so among buyers of a big, powerful GT car.” Like no Korean car before it, the Stinger GT speaks the language of the enthusiast. Will they listen? 2018 Kia Stinger GT BASE PRICE $40,000 (est) PRICE AS TESTED $50,000 (est) VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 3.3L/365-hp/376-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,005 lb (52/48%) WHEELBASE 114.1 in LENGTH x WIDTH x HEIGHT 190.2 x 73.6 x 55.1 in 0-60 MPH 4.8 sec QUARTER MILE 13.3 sec @ 106.9 mph BRAKING, 60-0 MPH 113 ft LATERAL ACCELERATION 0.85 g (avg) MT FIGURE EIGHT 26.2 sec @ 0.71 g (avg) EPA CITY/HWY/COMB FUEL ECON Not Tested How does the Stinger stack up? How good are the Kia’s performance numbers for a 365-hp 3.3-liter twin-turbo V-6 with 376 lb-ft of torque and a roughly $40,000 starting price? They seem all right when you consider the Stinger GT falls between a midsize and full-size sedan in dimension and weighs 4,005 pounds. Making a direct comparison is trickier because it’s hard to say exactly what the Stinger competes with. The Chevrolet SS was the most obvious spoiler, but it’s out of production. It started at about $48,000, hit 60 mph in 4.7 seconds, ran a quarter mile in 13.2 seconds at 108.9 mph, stopped from 60 in 108 feet, pulled 0.94 g average on the skidpad, and posted a 24.7-second figure-eight lap at 0.78 g average. You could match it up with the Dodge Charger even though that car is 10 inches longer with a wheelbase nearly 6 inches longer, and it’s 300 pounds heavier. An R/T with the 370-hp 5.7-liter V-8 is cheaper by five grand, but the Kia will dust it everywhere but the skidpad and figure eight—and even then, it’s close. You need the $41,000 R/T Scat Pack with the 485-hp 6.4-liter V-8 if you want to win. And the Kia has a far nicer interior. No, Kia wants a piece of the Germans. After all, the Stinger GT has a hatchback like the smaller Audi A5 Sportback or BMW 4 Series Gran Coupe. (The more appropriately sized Audi A7 is $69,000, in case you were wondering.) The Audi A5 is $43,000 to start, and your only option is the 252-hp 2.0-liter turbo-four. Based on results of the lighter A4, it’s slower, but like the Charger, it just pips the Kia on the skidpad and figure eight. But it’s substantially smaller. The BMW is also smaller but can be had with a turbo I-6 with 320 hp for about $50,000. Based on our test of the lighter 340i sedan, the 440i Gran Coupe is slower than the Kia, full stop. Mercedes-Benz doesn’t make a hatchback sedan (yet), but to smoke the Kia, you’d need to spring for the $54,000 C43 AMG, which clips the Kia in every test but is, again, a smaller package. In other words, the Kia can hang with the big dogs and might have carved out a pretty sharp niche.The post Exclusive 2018 Kia Stinger GT First Test: Well Stung appeared first on Motor Trend.

http://www.motortrend.com/cars/kia/stinger/2018/2018-kia-stinger-gt-first-test-review/

[toekneetv]

The 2020 Audi S7 Has Two Fewer Cylinders, More Torque, and Starts at $84,895

A new Audi A7 arrived last year, so it's no surprise that its new, more powerful S7 stablemate is now here.The 2020 S7 has a twin-turbocharged 2.9-liter V-6 engine with 444 horsepower and 443 lb-ft of torque.The S7 goes on sale in Europe this summer and will arrive in the U.S. by the end of 2019.UPDATE 7/29/19: Audi has announced U.S. specs and pricing for the S7. It starts at $84,895 for the Premium Plus trim level and $90,495 for the Prestige trim level. This story has been updated accordingly.The previous Audi S7 was one of our favorite cars, with its sonorous, exciting V-8 engine, elegant styling, and hatchback practicality. The new second-generation S7 is going to have to try a bit harder to win us over, however, as it ditches the V-8 in favor of a V-6 and doesn't look quite as timeless to our eye. Similar to the new S6, the S7 will use a twin-turbocharged 2.9-liter V-6 engine paired with a 48-volt mild hybrid system and an electric supercharger. This combination makes a total of 444 horsepower and 443 lb-ft of torque, surpassing the previous S7's twin-turbo 4.0-liter V-8 by 36 lb-ft offering 6 fewer horsepower. All-wheel drive is standard, and there's all manner of performance-enhancing equipment available, such as four-wheel steering, adaptive dampers, torque vectoring, and a lowered suspension compared with the standard A7.

As we've come to expect with Audi's S models, there's also a more aggressive visual statement in play. The S7's front and rear fascias are different, with a splitter up front and a diffuser in the rear, a different grille treatment, and extra vents and scoops. The interior treatment includes sport seats and various bits of aluminum trim.The 2020 S7 arrives in the U.S. in late 2019 for a starting price of $84,895. If you miss the V-8 too much, it might be worth waiting around for the next-generation RS7, which seems a sure bet to continue on with V-8 power, possibly with a hybrid boost.This story was originally published in April 2019.

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[jollypeanutstudent]

2022 Audi A6 Review ,Exterior ,Interior ,Trims & Specs , Presentation

2022 Audi A6 Review ,Exterior ,Interior ,Trims & Specs , Presentation As luxury sedans go, the 2022 Audi A6 is a smart choice that impresses with its high-tech features, high-quality cabin, and smooth-and-steady ride. A pair of turbocharged engines are on offer here, with 45 models being powered by a four-cylinder and 55 models getting a powerful V-6; all-wheel drive is standard across the lineup. Enthusiast drivers may find the A6's dynamics to be too relaxed, but rivals such as the BMW 5-series and the Mercedes-Benz E-class don't deliver sports-sedan moves either. Instead, the Audi is set up to court modern buyers with its digital dashboard and plentiful driver-assistance features. Its styling presents as expensive and classy but sedate; more extroverted buyers may find the swoopier A7 sedan better satisfies their desire for sleek, sexy style. from Auto Worldzz https://www.youtube.com/watch?v=M-R0xGBbbyE

[audi-obsession]

Audi Obsession News – June 27, 2019

Right from #thesix, home of the 2019 NBA champions – the Toronto Raptors - Welcome to the hottest Audi News and Updates. It's not a passion. It's an audi_obsession. Let’s get to it! Audi has been on a roll lately so what exactly is happening in the Audi universe?

Are you a fan of Marvel movies?

Audi and Sony Pictures Entertainment Team Up On “Spider-Man: Far From Home”: the All-electric Audi e-tron appears in addition to the Audi A7 and the Audi Q8 in “Spider-Man: Far From Home”. 

Also, Tom Holland as Peter Parker stars in latest digital content from Audi, featuring the all-electric Audi e-tron GT concept. I think he is taking over “Tony Stark” role from previous Marvel movies. Cant wait to watch the new spiderman movie!

We all love the Q8, don’t we?

Audi announced the new SQ8 With a Blazing 429HP Turbodiesel Mild Hybrid: Audi added a couple of sport-focused details and a leather/alcantara interior combination to the already stellar Q8 but more importantly, the performance-oriented SQ8 is powered by the same 4.0-liter twin-turbocharged diesel V8 from the Audi SQ7. With that said, the SQ8 produces a whopping 429 horsepower and a head-pressing 664 pound-feet of torque as early as 1,000 rpm. These massive output figures are then sent to the quattro AWD system via an eight-speed automatic transmission.

The SQ8's mild hybrid system is designed to power the SUV at speeds of up to 14 mph. Power is fed through a 48V lithium-ion battery pack, which also powers the electric-powered compressor that assists the turbochargers at low revs and low-speed acceleration.

Performance ratings include a 0-62 miles per hour time of 4.8 seconds and an electronically-limited top speed of 155 mph.

The diesel-fed Audi SQ8 will hit European showrooms later this year. The gasoline version of the SQ8 will likely reach North America but powered by a turbocharged 3.0-liter TFSI V6.

Behold the all-new face-lifted Audi Q7  

Audi announced an updated version of its Q7 three-row is SUV is coming to Europe in the fall, and as recent history indicates, the U.S. version shouldn’t be too far behind. Updates to the new Q7’s exterior styling, powertrain and multimedia system bring it in line with recently refreshed or redesigned versions of much of the automaker’s lineup.

Also similar to the A7 and other recently updated Audi vehicles, the new Q7 gets a powertrain update, including a mild-hybrid system. Again, Audi didn’t give spec details, but it said the vehicle would launch in Europe with a choice of two diesel engines — unlikely to show up stateside. What’s more likely for the U.S. market is the mild-hybrid system. In the A7 and A8 sedans, the system pairs a turbocharged 3.0-liter V-6 with a 48-volt mild-hybrid system. A 16-horsepower motor-generator captures energy under deceleration and stores it in a battery under the trunk floor; it also enables a stop-start system. Audi says to expect a plug-in hybrid version after launch. 

Audi says the new Q7 will launch first in Europe in mid-September; a U.S. launch likely will follow.

“Like what you read so far? Let us know at the comments! Now back to the news!”

Racing is part of Audi’s DNA and last weekend Audi won the Nürburgring 24 Hours beating Porsche racing team – congratulations to the Phoenix Racing team. Fyi, the Audi R8 has now Five wins in eight years. OUTSTANDING!

In other good news, the Audi TT Won't Die After All!

The Audi TT will evolve into an all-electric sports car. Rumours of the Audi TT’s death may have been greatly exaggerated given news from Audi’s own technical boss that the sporty nameplate may live on as an electrified vehicle. Iconic German coupe and roadster could drop gas and diesel engines and switch to battery power. But rumours indicate that these changes wont happen until 2022, so there are still several years to enjoy the current version before the EV replaces it.

And while we wait for those electric changes,

Audi is Launching New S, and RS Models this year: A total of nine S and an additional four  RS models are scheduled for a 2019 release. This should include updates to the existing lineup plus new additions. Super excited!

That’s it for today and thanks for sticking until the end! Don’t forget to follow us on Instagram @audi_obsession.

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Audi A8 review - the world's leading limo?

For  Hugely intelligent tech, excellent comfort, nimble for its size Against  Doesn't feel quite as special as an S-class High-tech and slick inside and out, the A8 is an impressive luxury car - if not quite as compelling as an S-class It’s not known for its great drivers’ cars, but the luxury saloon class is the automotive world’s best window into the technology we’ll all be using in the future. As such, you can view the latest Audi A8 as an indication as to what you can expect from the next couple of generations of more exciting cars like the RS4, from haptic touchscreens to semi-autonomy and road-monitoring active suspension. The A8 is also an improvement in its own right over the car it replaces. Technology doesn’t raise as much suspicion in the luxury class as it does with sports cars or hot hatchbacks, and most of the new A8’s features ensure it gets closer to the luxury ideal than its predecessor, from an improved ride quality to a quieter cabin and an even more effortless drive. [gallery:5] It can’t quite entertain us like something smaller and lighter, but the latest A8 also handles better than before, with a nimbler feel thanks to four-wheel steering, while steady improvements in engine technology mean the initial offering of a pair of V6s (petrol and diesel) feel as punchy as they are refined and frugal. Despite all this, the A8 doesn’t quite eclipse the Mercedes-Benz S-class for us. While the Mercedes’ baroque styling isn’t to all tastes and its cabin quality isn’t quite up to the Audi’s level, it’s both more involving and more comfortable than the Audi and feels more special from behind the wheel. Audi A8 in detail Performance and 0-60 time - Healthy power and torque figures overcome a hefty kerbweight (despite the aluminium construction) to deliver strong performance - 0-62mph in 5.6sec for the 55 TFSI. Engine and gearbox - Two engines currently available, both 3-litre V6s, one petrol and the other diesel - the latter sure to be more popular in the UK. Eight-speed Tiptronic automatic is standard. Ride and handling - Four-wheel steering gives the A8 surprising agility and the ride improves on the previous model. It’s as relaxed as ever, too. MPG and running costs - Diesel’s 50.4mpg and petrol’s 37.7mpg are both reasonable, but S-class and 7-series are more frugal still. Interior and tech - Debuted Audi’s new trend for dual central touchscreens with haptic feedback. Usual Audi quality and sense of imperviousness are present and correct. Design - Less cohesive overall than previous A8s but still relatively subdued next to rivals despite the comically large grille. Prices, specs and rivals Just shy of £70,000 will get you behind the wheel of an A8, with the 50 TDI standard wheelbase coming in at £69,100. The 55 TFSI lifts that to £71,000, while the long-wheelbase versions of each add £3995 to those totals. From that point you can quickly ramp up the price with options. Moving from 18-inch alloy wheels to 19s is £1900 and to 20s is £2850. Matrix LED headlights with laser technology are £4900, individual electric rear seats are £3200, ventilated massage seats £1600. S Line trim is available for £4495 which adds 19in wheels by default and sports seats in place of the usual “comfort” ones. > BMW 7-series review Standard kit is comprehensive though: the large but by no means exhaustive list includes LED headlights, leather trim, Virtual Cockpit instruments, navigation, 36 months of Audi’s connected services, adaptive cruise and a head-up display. [gallery:7] The A8’s most obvious rivals are the BMW 7-series and Mercedes-Benz S-class, with left-field alternatives coming in the shape of cars like the Lexus LS, Maserati Quattroporte, Jaguar XJ and - for a select band of customers - the Tesla Model S. Competition among the German trio comes mostly down to personal brand preference, though evo’s own choice would be the S-class, which remains a dominant force in this sector of the market with a mix of luxury, driving characteristics and technology that gives it the edge over the Audi and BMW. The others are more heart-over-head purchases, particularly the ageing but entertaining Jaguar and Maserati. The Tesla lacks the quality and pedigree of the others but probably leads the market in performance and technology.  Performance and 0-60 time Until Audi produces an S8 or reverses its decision not to drop the W12 engine into the car, the 55 TFSI will remain the quickest A8 in a straight line sprint. With little fuss and only slightly less noise the petrol V6 will carry the A8 to 62mph in 5.6 seconds from rest, with the long wheelbase version of the same just a tenth slower. Top speed is limited to 155mph. The diesel isn’t far behind - 0-62mph takes 5.9 seconds here and in contrast to the petrol, there’s no on-paper performance deficit for long wheelbase models. Top speed is, once again, limited to 155mph. > Lexus LS True to the luxury car brief, neither engine feels particularly stressed in its near two-tonne cage. Both the petrol and diesel remain relatively hushed however hard they’re worked - audible certainly, but not concerningly so - and the petrol in particular almost sounds like it’s doing its job in a neighbouring car. Performance is strong too, and you’ll only be left wanting more if you’re exploring the very top of the rev range in each; there’s a hint of breathlessness that admittedly might disappear once the engines are run in. [gallery:6] The petrol’s silken responses make it the more appealing of the duo and there’s a linearity to the performance that makes it easy to access without ever promising actual excitement. The diesel is hardly rowdy but Mercedes’ recent introduction of inline-six diesels (and BMW’s continued use of them) show that a V6 like Audi’s will never quite compete on refinement. With both units delivering their maximum torque figures from little over 1000rpm, there’s effectively no penalty in lolling around at low revs and driving on the torque, but switch to Dynamic mode and both engines seem to work even harder in their mid-ranges with a welcome improvement in throttle response. Few owners will regularly use the gearchange paddles on the back of the steering wheel, but they do make it even easier to access the deepest reserves of urge, and react quickly enough to your gearchange demands. Engine and gearbox Slightly indecisive? Good news, because you currently have a choice of only two powertrains in the A8. Both displace three litres and both are V6s, with one being powered by diesel and the other using petrol. Nice and straightforward. Well, not as straightforward as it might have been given Audi now calls them the 50 TDI and 55 TFSI, but that’s why we’re here. The 50 TDI produces 282bhp at 3750rpm and sends 443lb ft of torque (at 1250rpm) to all four wheels via an eight-speed tiptronic automatic, while the 55 TFSI develops 335bhp at 5000rpm and 369lb ft from a low 1370rpm, also sending its power through an eight-speed auto to Audi’s quattro all-wheel drive setup. [gallery:4] Both use mild hybrid technology. Audi’s take on the tech involves a 48-volt electrical system and a belt-driven starter-alternator, with the ability not just to start and stop the engine, but also cut it on the move for engine-off coasting, and energy recuperation under deceleration. The benefits look bigger in practice than the fairly meagre 0.7-litre cut in consumption (0.15 gallons) every 62 miles suggests. It works out at around 80 miles of the A8 50 TDI’s theoretical 900-mile range on an 82 litre/18 gallon fill. Not bad for the fuel light bingo enthusiasts among us... Ride and handling Ride and comfort are more important in a car like this than handling precision and fun, and this brief has turned out a car that behaves much as you’d expect. The ride quality feels like an improvement on the old model, which itself wasn’t uncomfortable but was always a little more firm than you’d probably wish for from a luxury saloon. Equally, it isn’t quite up to S-class standards when it comes to flowing over rough surfaces, so the A8 always feels a little more like a high-end private hire vehicle than a proper luxury limousine. The tradeoff here is that there’s surprisingly good body control despite the near-5.2-metre length and near two-tonne kerbweight. Body roll is kept to a minimum and the A8 tracks quickly and smoothly through most corners, the weight only starting to take its toll when you ask for quicker direction changes, where it takes a little longer to compose itself. > Best sport saloons 2018 Audi’s fitment of four-wheel steering helps here too. While the smaller A7 is slightly disappointing with the four-wheel steering setup, it makes a bigger difference to the A8, particularly around tighter corners when the rear wheels turn up to five degrees in the opposite direction to those at the front. It shrinks the car usefully, making it feel almost like the much smaller A4 in certain corners - though like others in this class, the A8’s girth forces you to wind back the pace on tighter and narrower roads. [gallery:1] Grip levels are strong and while you don’t get much indication of what the front wheels are doing through the muted steering, there’s enough accuracy and response that the lack of feel isn’t too concerning. And the rest of the time, the steering feels ideal for a car of this type - syrupy smooth and weighted well enough to give an impression of stability at speed. The A8 is of course in its element on the motorway, where only a small rustle of wind noise from the mirrors and a hum from the wide tyres disturbs an otherwise peaceful cabin. MPG and running costs With only two engines currently available you won’t need to burn many calories on deciding which model will best suit your idea of low running costs. On fuel consumption, CO2 and related taxation alone, the diesel looks to be the better pick: both standard-wheelbase and LWB 50 TDIs are capable of 50.4mpg on the combined fuel economy cycle, with CO2 of 154g/km. That will result in a £515 first-year VED bill and £450 a year thereafter, owing to a list price of over £40,000. BIK for 2018-2019 is 34 per cent. In contrast, the petrol 55 TFSI (again irrespective of wheelbase) achieves 36.7mpg combined and 175g/km of CO2. Its own tax figures are £830 in first-year VED and £450 thereafter, and 35 per cent in BIK for 2018-2019. In other words, the petrol will cost you more both to fill and to tax. There are no solid indications on the horizon as yet how taxation and systems like the London congestion charge may change relative to petrol and diesel models, so for the time being the diesel - which also costs less to buy than the petrol - looks like the more affordable car to run. Interior and tech The A8 was the first recent Audi to incorporate a dual touchscreen layout for minor controls. Similar to that used in the Range Rover Velar it’s better to use in practice, with convincing haptic feedback to let you know when you’re using the virtual buttons - from a surprisingly realistic button press vibration to small scrolling clicks. The trick is remembering to use it like actual buttons - as a light touch is no longer enough to activate certain controls. Smartphone-style pinches and swipes can also be used, for example when operating the navigation system. As such systems go, it’s well resolved and a relatively intuitive way of operating the various functions - including but not limited to audio, ventilation and the aforementioned navigation. But we’re still not convinced it’s better than systems operated by physical, tactile controls, such as BMW’s rotary iDrive controller. > Tesla Model S review The Virtual Cockpit instrument cluster remains an excellent setup though, and the rest of the A8’s cabin is excellent. It’s not as sumptuous as that of an S-class and lacks the wow-factor too, but many will prefer the A8’s ruthlessly logical horizontal architecture, beautiful standards of build and excellent materials. [gallery:2] You’ll not struggle to find a suitable driving position given the range of adjustment on offer, and the seats are well shaped - enough to secure you in cornering but wide and flat enough for long-distance comfort. There's plenty of space in the back too, which will surely be this car’s true purpose. The A8 is packed with other technology too. Active suspension is available, and while the most useful daily feature of this setup is the ability to monitor the road ahead and prepare the suspension accordingly (a system we’ve not yet tested), the cleverest feature is an ability to lift either side of the car by 80mm if it detects an imminent side impact - ensuring the colliding car hits the stronger sills of the A8 rather than focusing energy into the doors. A8s also get SAE Level 3 autonomous features - a level where where monitoring of the driving environment, and steering and acceleration/deceleration duties are conditionally autonomous, but the car still needs a driver to intervene in certain conditions. The A8’s take is “traffic jam pilot”, where systems can control the car autonomously at up to 37mph on dual-carriageways and other multi-lane roads in heavy traffic, and offer remote and garage parking functions. Design You won’t need to be an ardent car-spotter to recognise this new car as an A8, even if you might need a little more skill to discern it from the model it replaces. In other words, it looks like a big Audi saloon, neither original nor particularly offensive, even if the new car’s front grille has grown to comically large proportions. Current Audi design trends mean the company hasn’t been able to resist fiddling and tweaking individual panels and the result is a slightly busier shape than before, but by the standards of its closest rivals - the BMW 7-series, Mercedes-Benz S-class and Lexus LS, the Audi is fairly understated. [gallery:11] The exception is that new rear light setup and the Blackpool Illuminations impression it does when you unlock the car, but given it was Audi that started the trend for LED daytime running lights in the last few decades, you can bet that others will adopt the Christmas tree effect too, so you’d better get used to it. The A8 remains a primarily aluminium car, but Audi has also increased use of high-strength steels, magnesium and carbonfibre too. Body strength and torsional rigidity have increased as a result and the body itself is physically lighter than it was before, but the influx of new kit means the A8 as a whole is nearly 100kg heavier than the car it replaces. 3 May 2018

http://www.evo.co.uk/audi/a8

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Refreshed 2020 Audi Q7 Gets Design Tweaks You Can Actually See

The refreshed 2020 Audi Q7 has been unveiled in its European spec. Although Audi is known for making very subtle design changes, you can actually see what has changed on the exterior this time around. Up front, the lower part of the Q7’s fascia gets wider side openings and the grille now sports vertical slats instead of horizontal chrome bars. Audi also reshaped the headlights and gave the LED daytime running lights a cool new pattern, departing from the arrow-like lights of the pre-refresh vehicle.

To give the 2020 Q7 a more rugged look, Audi painted the lower sills, bumpers, and part of the wheel arches in dark grey. Out back, there’s now a full-width chrome strip connecting the redesigned taillights that mimics the headlights’ LED daytime running light pattern. Unfortunately, the trend of fake exhaust tips appears to have reached the 2020 Audi Q7 because it has those same faux exits as the smaller Q5. You can still get a Q7 in a single tone paint job, but it’s only available on the S Line models.

Inside, Audi brought its new generation interior design to the refreshed 2020 Q7, giving it a tastefully minimalist look. The latest MMI interface featuring two large touchscreens has been added, eliminating the pop-up display. Audi also added a new driver assistance feature called adaptive cruise assist, which allows the Q7 to stay in adaptive cruise control even in traffic. An emergency assist system has also been added, allowing the vehicle to come to a stop if it detects that the driver isn’t responsive and warn those around that there’s an emergency.

Under the hood, powertrain choices include the same 48-volt mild hybrid system found in the A6, A7, and A8 sedans. Using a belt-starter generator, the 2020 Q7 can recoup energy during braking and feed it back to the lithium-ion battery. In addition, Audi will also introduce a plug-in hybrid variant of the Q7. In North America, expect the base 2.0-liter turbo-four to carry over as the base engine. The 3.0-liter supercharged V-6, however, will most likely get replaced by the same 3.0-liter turbo V-6 with the 48-volt mild hybrid system found in the A6, A7, and A8. An eight-speed automatic transmission will remain on all models, and all-wheel drive will come standard on the Q7.

Audi updated the Q7’s suspension and added the active roll stabilization option, which helps minimize body motions by adjusting the anti-roll bars based on poor road surfaces. Optional all-wheel steering returns and enables the rear wheels to turn up to five degrees for added stability. The S Line model gets you a specially tuned air suspension system with a 0.6-inch lower ride height.

Expect the refreshed 2020 Audi Q7 to go on sale before the end of the year.

Source: Audi

The post Refreshed 2020 Audi Q7 Gets Design Tweaks You Can Actually See appeared first on MotorTrend.

https://www.motortrend.com/news/refreshed-2020-audi-q7-gets-design-tweaks-can-actually-see/ visto antes em https://www.motortrend.com

[allcarnews]

2020 S7 PRICED 💰 ______________________________________ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ [7/30/19] #ACNafterDark The 2020 Audi S7 is one of the few Audi’s you would actually want to buy in the US instead of in europe due to the engine differences, and now we have a price! The 2020 S7 will start at $83,900 which is around $10k more than the new S6. ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀ 🏁 @Allcarnews Spec Sheet: Under the hood of the North American, Asian and Middeleastern models is a 2.9L TSFI TwinTurbo V6 from the RS5 making 444HP and 443 lb-ft of torque and should do 0-60 on the 4sec range! European markets get a 3.0L electrified V6 diesel making 344HP and 516 lb-ft of torque and can do 0-60 around 5ish sec. All models come with Quattro AWD! 🏁 ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ The S designation gives the models a new S tuned steering system, a new sport suspension, a lowered ride height, massive 15.7in brakes upfront, and an optional adaptive air suspension! There will also be an optional rear wheel steer system, and an optional Carbon Ceramic braking system with increased rear rotor sizes. A sportier S package gets you dynamic all wheel steer along with a Quattro tuned differential! The interior gets a sportier design with a flat bottom S steering wheel, aluminum trim, sports displays in the infotainment system, and more aggressive seats! ________________________________________ ACN EXTRA: V8 powered RS7 is coming! ________________________________________ -Text by @allcarnews -Images by Audi⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ ⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀⠀ #Audi #S7 #S7 #quattro #germany #vw #A7 #RS7 #RS6 #drive #carbon ||#powerful #performance #turbocharged #supercharged #advanced #SupercarsRevamped #Supercar #HyperCar #ItsWhiteNoise #CarLifeStyle #MadWhips #CupGang #Carstagram #BlackList #AmazingCars247 An #allcarnews post https://www.instagram.com/p/B0hqd8xhKla/?igshid=1a5pggd3foten

[privateplates4u]

Audi A8 review - the world's leading limo?

For  Hugely intelligent tech, excellent comfort, nimble for its size Against  Doesn't feel quite as special as an S-class High-tech and slick inside and out, the A8 is an impressive luxury car - if not quite as compelling as an S-class It’s not known for its great drivers’ cars, but the luxury saloon class is the automotive world’s best window into the technology we’ll all be using in the future. As such, you can view the latest Audi A8 as an indication as to what you can expect from the next couple of generations of more exciting cars like the RS4, from haptic touchscreens to semi-autonomy and road-monitoring active suspension. The A8 is also an improvement in its own right over the car it replaces. Technology doesn’t raise as much suspicion in the luxury class as it does with sports cars or hot hatchbacks, and most of the new A8’s features ensure it gets closer to the luxury ideal than its predecessor, from an improved ride quality to a quieter cabin and an even more effortless drive. [gallery:5] It can’t quite entertain us like something smaller and lighter, but the latest A8 also handles better than before, with a nimbler feel thanks to four-wheel steering, while steady improvements in engine technology mean the initial offering of a pair of V6s (petrol and diesel) feel as punchy as they are refined and frugal. Despite all this, the A8 doesn’t quite eclipse the Mercedes-Benz S-class for us. While the Mercedes’ baroque styling isn’t to all tastes and its cabin quality isn’t quite up to the Audi’s level, it’s both more involving and more comfortable than the Audi and feels more special from behind the wheel. Audi A8 in detail Performance and 0-60 time - Healthy power and torque figures overcome a hefty kerbweight (despite the aluminium construction) to deliver strong performance - 0-62mph in 5.6sec for the 55 TFSI. Engine and gearbox - Two engines currently available, both 3-litre V6s, one petrol and the other diesel - the latter sure to be more popular in the UK. Eight-speed Tiptronic automatic is standard. Ride and handling - Four-wheel steering gives the A8 surprising agility and the ride improves on the previous model. It’s as relaxed as ever, too. MPG and running costs - Diesel’s 50.4mpg and petrol’s 37.7mpg are both reasonable, but S-class and 7-series are more frugal still. Interior and tech - Debuted Audi’s new trend for dual central touchscreens with haptic feedback. Usual Audi quality and sense of imperviousness are present and correct. Design - Less cohesive overall than previous A8s but still relatively subdued next to rivals despite the comically large grille. Prices, specs and rivals Just shy of £70,000 will get you behind the wheel of an A8, with the 50 TDI standard wheelbase coming in at £69,100. The 55 TFSI lifts that to £71,000, while the long-wheelbase versions of each add £3995 to those totals. From that point you can quickly ramp up the price with options. Moving from 18-inch alloy wheels to 19s is £1900 and to 20s is £2850. Matrix LED headlights with laser technology are £4900, individual electric rear seats are £3200, ventilated massage seats £1600. S Line trim is available for £4495 which adds 19in wheels by default and sports seats in place of the usual “comfort” ones. > BMW 7-series review Standard kit is comprehensive though: the large but by no means exhaustive list includes LED headlights, leather trim, Virtual Cockpit instruments, navigation, 36 months of Audi’s connected services, adaptive cruise and a head-up display. [gallery:7] The A8’s most obvious rivals are the BMW 7-series and Mercedes-Benz S-class, with left-field alternatives coming in the shape of cars like the Lexus LS, Maserati Quattroporte, Jaguar XJ and - for a select band of customers - the Tesla Model S. Competition among the German trio comes mostly down to personal brand preference, though evo’s own choice would be the S-class, which remains a dominant force in this sector of the market with a mix of luxury, driving characteristics and technology that gives it the edge over the Audi and BMW. The others are more heart-over-head purchases, particularly the ageing but entertaining Jaguar and Maserati. The Tesla lacks the quality and pedigree of the others but probably leads the market in performance and technology.  Performance and 0-60 time Until Audi produces an S8 or reverses its decision not to drop the W12 engine into the car, the 55 TFSI will remain the quickest A8 in a straight line sprint. With little fuss and only slightly less noise the petrol V6 will carry the A8 to 62mph in 5.6 seconds from rest, with the long wheelbase version of the same just a tenth slower. Top speed is limited to 155mph. The diesel isn’t far behind - 0-62mph takes 5.9 seconds here and in contrast to the petrol, there’s no on-paper performance deficit for long wheelbase models. Top speed is, once again, limited to 155mph. > Lexus LS True to the luxury car brief, neither engine feels particularly stressed in its near two-tonne cage. Both the petrol and diesel remain relatively hushed however hard they’re worked - audible certainly, but not concerningly so - and the petrol in particular almost sounds like it’s doing its job in a neighbouring car. Performance is strong too, and you’ll only be left wanting more if you’re exploring the very top of the rev range in each; there’s a hint of breathlessness that admittedly might disappear once the engines are run in. [gallery:6] The petrol’s silken responses make it the more appealing of the duo and there’s a linearity to the performance that makes it easy to access without ever promising actual excitement. The diesel is hardly rowdy but Mercedes’ recent introduction of inline-six diesels (and BMW’s continued use of them) show that a V6 like Audi’s will never quite compete on refinement. With both units delivering their maximum torque figures from little over 1000rpm, there’s effectively no penalty in lolling around at low revs and driving on the torque, but switch to Dynamic mode and both engines seem to work even harder in their mid-ranges with a welcome improvement in throttle response. Few owners will regularly use the gearchange paddles on the back of the steering wheel, but they do make it even easier to access the deepest reserves of urge, and react quickly enough to your gearchange demands. Engine and gearbox Slightly indecisive? Good news, because you currently have a choice of only two powertrains in the A8. Both displace three litres and both are V6s, with one being powered by diesel and the other using petrol. Nice and straightforward. Well, not as straightforward as it might have been given Audi now calls them the 50 TDI and 55 TFSI, but that’s why we’re here. The 50 TDI produces 282bhp at 3750rpm and sends 443lb ft of torque (at 1250rpm) to all four wheels via an eight-speed tiptronic automatic, while the 55 TFSI develops 335bhp at 5000rpm and 369lb ft from a low 1370rpm, also sending its power through an eight-speed auto to Audi’s quattro all-wheel drive setup. [gallery:4] Both use mild hybrid technology. Audi’s take on the tech involves a 48-volt electrical system and a belt-driven starter-alternator, with the ability not just to start and stop the engine, but also cut it on the move for engine-off coasting, and energy recuperation under deceleration. The benefits look bigger in practice than the fairly meagre 0.7-litre cut in consumption (0.15 gallons) every 62 miles suggests. It works out at around 80 miles of the A8 50 TDI’s theoretical 900-mile range on an 82 litre/18 gallon fill. Not bad for the fuel light bingo enthusiasts among us... Ride and handling Ride and comfort are more important in a car like this than handling precision and fun, and this brief has turned out a car that behaves much as you’d expect. The ride quality feels like an improvement on the old model, which itself wasn’t uncomfortable but was always a little more firm than you’d probably wish for from a luxury saloon. Equally, it isn’t quite up to S-class standards when it comes to flowing over rough surfaces, so the A8 always feels a little more like a high-end private hire vehicle than a proper luxury limousine. The tradeoff here is that there’s surprisingly good body control despite the near-5.2-metre length and near two-tonne kerbweight. Body roll is kept to a minimum and the A8 tracks quickly and smoothly through most corners, the weight only starting to take its toll when you ask for quicker direction changes, where it takes a little longer to compose itself. > Best sport saloons 2018 Audi’s fitment of four-wheel steering helps here too. While the smaller A7 is slightly disappointing with the four-wheel steering setup, it makes a bigger difference to the A8, particularly around tighter corners when the rear wheels turn up to five degrees in the opposite direction to those at the front. It shrinks the car usefully, making it feel almost like the much smaller A4 in certain corners - though like others in this class, the A8’s girth forces you to wind back the pace on tighter and narrower roads. [gallery:1] Grip levels are strong and while you don’t get much indication of what the front wheels are doing through the muted steering, there’s enough accuracy and response that the lack of feel isn’t too concerning. And the rest of the time, the steering feels ideal for a car of this type - syrupy smooth and weighted well enough to give an impression of stability at speed. The A8 is of course in its element on the motorway, where only a small rustle of wind noise from the mirrors and a hum from the wide tyres disturbs an otherwise peaceful cabin. MPG and running costs With only two engines currently available you won’t need to burn many calories on deciding which model will best suit your idea of low running costs. On fuel consumption, CO2 and related taxation alone, the diesel looks to be the better pick: both standard-wheelbase and LWB 50 TDIs are capable of 50.4mpg on the combined fuel economy cycle, with CO2 of 154g/km. That will result in a £515 first-year VED bill and £450 a year thereafter, owing to a list price of over £40,000. BIK for 2018-2019 is 34 per cent. In contrast, the petrol 55 TFSI (again irrespective of wheelbase) achieves 36.7mpg combined and 175g/km of CO2. Its own tax figures are £830 in first-year VED and £450 thereafter, and 35 per cent in BIK for 2018-2019. In other words, the petrol will cost you more both to fill and to tax. There are no solid indications on the horizon as yet how taxation and systems like the London congestion charge may change relative to petrol and diesel models, so for the time being the diesel - which also costs less to buy than the petrol - looks like the more affordable car to run. Interior and tech The A8 was the first recent Audi to incorporate a dual touchscreen layout for minor controls. Similar to that used in the Range Rover Velar it’s better to use in practice, with convincing haptic feedback to let you know when you’re using the virtual buttons - from a surprisingly realistic button press vibration to small scrolling clicks. The trick is remembering to use it like actual buttons - as a light touch is no longer enough to activate certain controls. Smartphone-style pinches and swipes can also be used, for example when operating the navigation system. As such systems go, it’s well resolved and a relatively intuitive way of operating the various functions - including but not limited to audio, ventilation and the aforementioned navigation. But we’re still not convinced it’s better than systems operated by physical, tactile controls, such as BMW’s rotary iDrive controller. > Tesla Model S review The Virtual Cockpit instrument cluster remains an excellent setup though, and the rest of the A8’s cabin is excellent. It’s not as sumptuous as that of an S-class and lacks the wow-factor too, but many will prefer the A8’s ruthlessly logical horizontal architecture, beautiful standards of build and excellent materials. [gallery:2] You’ll not struggle to find a suitable driving position given the range of adjustment on offer, and the seats are well shaped - enough to secure you in cornering but wide and flat enough for long-distance comfort. There's plenty of space in the back too, which will surely be this car’s true purpose. The A8 is packed with other technology too. Active suspension is available, and while the most useful daily feature of this setup is the ability to monitor the road ahead and prepare the suspension accordingly (a system we’ve not yet tested), the cleverest feature is an ability to lift either side of the car by 80mm if it detects an imminent side impact - ensuring the colliding car hits the stronger sills of the A8 rather than focusing energy into the doors. A8s also get SAE Level 3 autonomous features - a level where where monitoring of the driving environment, and steering and acceleration/deceleration duties are conditionally autonomous, but the car still needs a driver to intervene in certain conditions. The A8’s take is “traffic jam pilot”, where systems can control the car autonomously at up to 37mph on dual-carriageways and other multi-lane roads in heavy traffic, and offer remote and garage parking functions. Design You won’t need to be an ardent car-spotter to recognise this new car as an A8, even if you might need a little more skill to discern it from the model it replaces. In other words, it looks like a big Audi saloon, neither original nor particularly offensive, even if the new car’s front grille has grown to comically large proportions. Current Audi design trends mean the company hasn’t been able to resist fiddling and tweaking individual panels and the result is a slightly busier shape than before, but by the standards of its closest rivals - the BMW 7-series, Mercedes-Benz S-class and Lexus LS, the Audi is fairly understated. [gallery:11] The exception is that new rear light setup and the Blackpool Illuminations impression it does when you unlock the car, but given it was Audi that started the trend for LED daytime running lights in the last few decades, you can bet that others will adopt the Christmas tree effect too, so you’d better get used to it. The A8 remains a primarily aluminium car, but Audi has also increased use of high-strength steels, magnesium and carbonfibre too. Body strength and torsional rigidity have increased as a result and the body itself is physically lighter than it was before, but the influx of new kit means the A8 as a whole is nearly 100kg heavier than the car it replaces. 3 May 2018

http://www.evo.co.uk/audi/a8

[phezopage]

2019 Audi A6 First Drive: Nimble Enough for Snaking Portuguese Roads

The rise of the SUV means the A6 sedan is not Audi’s best-selling vehicle anymore; it’s the Q5, followed by the Q7.

So why is the A6 so important to the German luxury group when the luxury midsize sedan segment is cratering? This fifth-generation A6, known internally as C8, matters because Audi thinks midsize sedans still matter, and driving dynamics in a sedan will never get old. A6 project leader Christian König describes A6 as the versatile soul of the brand—a car that offers comfort to the Europeans, sportiness to North America, and status in China.

We got our first drive in some European-spec A6s in the craggy hills of the Douro Valley about an hour from Porto, Portugal. These narrow roads contain a bounty of curves that would make California canyon roads envious—making it a perfect place to test Audi’s performance claims. To wit: The A6 is more nimble than its predecessor while offering more tech and a more spacious interior by increasing the wheelbase; overall length grew only 0.8 inch.

Despite new sheetmetal, the look is not a big shift from the outgoing model. It adopts the front end of the A7 with a grille that is wider and lower. There’s also a new chrome line across the rear that connects the taillamps and makes the car look wider.

Built in Neckarsulm, Germany, the 2019 A6 launches with a trio of 3.0-liter turbocharged V-6 engines: a gasoline V-6 that generates 340 horsepower and 369 lb-ft of torque for North America, plus two diesels with varying outputs, which America does not get. The current gasoline V-6 has a supercharger, but Audi is going turbo with this engine series. Audi says the gas V-6 will go 0–62 mph in 5.1 seconds.

All the 3.0-liter engines are mild hybrids with a standard 48-volt system: a belt-alternator starter with a lithium-ion battery. The gas engine is paired with a seven-speed S tronic dual-clutch transmission, though the diesels partner with an eight-speed automatic. Power can surge a bit when you stomp on the gas at lower speeds, but it is a nice, smooth delivery at higher speeds. Quattro all-wheel drive is standard with a self-locking center differential.

The A6 goes on sale in America this fall. After the first model year Audi will add 2.0-liter four-cylinder gas and diesel engines, and China gets an A6L down the road, but timing for these variants is not set. Further down the line, there could be a four-cylinder hybrid or even a plug-in hybrid. A pure electric A6 won’t happen in this generation.

There are a number of suspension offerings: steel spring, steel spring with damper control, sport suspension with steel springs, and adaptive air suspension with controlled damping. The U.S. does not get the air suspension option—although it might show up on the S6. We get the steel suspension with hydraulic adjustable dampers and the sport suspension with stronger steel springs.

Don’t feel too bad. The difference between the steel and air suspensions was barely perceptible. Then again, our drive was on smooth roads. The few patches of rougher pavement we found were easily sopped up by both suspensions. The car experienced little body roll on those twisting roads.

Per typical Audi, drive modes include Efficiency, Comfort, Auto, Dynamic, and Individual, which allow for adjusting the steering, dampers, and transmission shift points.

Portugal’s smorgasbord of winding roads showed off Audi’s all-wheel steering, where the rear axle steers in the opposite direction for a tight turning radius. We can attest to its efficacy from a number of dicey turnarounds on narrow roads we experienced, when the navigation system suggested a questionable route down a narrow cobblestone road with a slope fit for a goat. On straight stretches, having both sets of wheels in line increases stability and tracking. Having said all that, the U.S. does not get the rear steering. It’s being saved for the S6.

It makes a difference. With standard steering, the steering wheel does feel heavier and slightly less responsive to touch. But it does react well, being neither dead nor flighty.

There are up to 39 driver-assist technologies, including adaptive cruise with traffic jam assist. Should traffic clear and you set your cruise speed above the posted limit, the instrument panel flashes the limit with an exclamation mark to visually spank you for flouting the law.

There also is the usual assortment of steering, accelerating, and braking assists to keep the car in the lane and with traffic. The ability to read narrow spaces is new, with the car’s more elaborate array of sensors, radars, and cameras able to better read the surroundings and calculate the center of the lane—as opposed to reading the sides of the lane (or road) and ping-ponging within those boundaries. However, the sensitivity of the lane keep assist was set high on the cars we drove, resulting in an aggressive correction. We are told it will be softened up for the U.S. The pre-collision warning was also set to the max, and many of us experienced sudden warning and braking when it was not truly justified. Again, the settings could change for the U.S. market.

Cameras provide a 360-degree view around the car to check for a parking garage column lurking in a blind spot or to prevent curbing a wheel when parallel parking. We also found a new use for the system when the navigation sent us down the aforementioned narrow goat paths, where the ground vanished below the hoodline in a manner more associated with off-roading a Jeep. We used the feature to ensure we kept an inch clear on each side of the car—especially as we had to turn off the apoplectic parking sensors.

Open the soft-closing door, and you will find comfortable new seats that are ventilated and have a choice of massage settings: not too soft, not too hard, just right. It has an air ionizer with cabin fragrance and soothing ambient lighting. We clambered into a Euro-spec interior with full leather seats and wood trim that essentially matches what we get in the U.S. It’s tastefully done, with a mix of modern, business, and cozy. The cabin is quiet with little road or engine noise wafting inside.

The car can store up to 400 settings for seven people for an eminently customizable driving experience—that is a lot of computing power. A panoramic sunroof will be standard. It has more legroom front and back, trunk space is wider, and you can wave your foot to close the trunklid when your arms are full.

The A6 has Audi’s acclaimed Virtual Cockpit as an optional feature, with its 12.3-inch screen and buttons on the steering wheel to control essential navigation, music, and telephone information. More information is readable on the head-up display. Voice command recognizes natural language such as “I’m hot” to prompt the system to ask if you want the temperature turned down.

Much effort was spent on the sixth-generation MMI touch response user interface. Using haptic touch, the icons on the center console top screen can be moved around and customized like on an iPhone. You also can pinch and zoom the perspective. There is a 10.1-inch top screen on the Premium Plus and Prestige trim levels, but it is 8.8 inches on the base Premium.

All trims have an 8.6-inch center console bottom screen for climate control and convenience functions with shortcuts for phone numbers, radio stations, and destinations. There is a choice of a keyboard to enter a destination or a pad to write what you want. And no more writing a single letter at a time—go crazy with full names or your craving for sushi. However, the screens smudge quickly with your fingerprints.

There will be standard navigation with six map updates over a number of years, as well as an upgraded nav system with the Connect package, which is free for the first six months, and a choice of online services. The Bang & Olufsen audio system is optional, and the A6 features online radio with thousands of stations from around the world.

Pictured: The 2019 Audi A6’s Virtual Cockpit digital instrument cluster.

Like so many of the modern interfaces, there are more functions than many owners will ever use. That’s luxury for you. At times it seems like there are too many layers to access a simple function, but in many cases, once something is customized and set, the driver need not worry about it anymore. One instance: going to the top screen to find the menu to control the climate in the rear seat, which opens the controls on the bottom screen. There is a screen in the rear seat for those passengers to make their own adjustments, as well.

Not sure if this a deal-breaker, but Europe gets remote start; the U.S. does not. Canada gets a remote heater to preheat from the battery.

Apple CarPlay and Android Auto is compatible in a car that is always online with its integrated SIM card. There’s wireless charging. A nice touch: A voice reminded us “your mobile is still in the car” when we were about to leave while the phone was charging in the center console, out of sight.

The more we think about it, König might be right: This is a versatile car, asked to be many things to many people. Our first drive shows it is up to the task.

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[sportscarss]

117 Mind Numbing Facts About Audi A117 Specs 117 | audi a17 specs 17

With the rollout of the 2012 A7, Audi has abutting the growing account of automakers that are either advanced of their time, or activity aback in time (you decide), by introducing midsize auto sedans that are advised to attending like adult action coupes.

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It’s apparently safe to say that this is a new booty on an old abstraction – a auto with a rear bear instead of a accepted block lid, alms added account aback it comes to loading and accustomed baggage and cargo.

Among the accepted offerings in this new agent chic are exceptional models such as the A7, BMW X6 and Acura ZDX, all of which can run advancement of $50,000, and added affordable entries such as the Honda Accord Crosstour and Toyota Venza.

Automakers that accept formed out this new, glassy appearance of five-door sedans are arena on the accepted acceptance of the crossover account agent but are designing these cars to address to those of us who amount administration over versatility (but appetite to accumulate at atomic some admeasurement of the latter).

As my cogent added acclaimed afterwards blockage out the A7, “You could put a breadth of plywood in the back.” And she would, too – she’s the do-it-yourself being in the family, appropriately at home in the aisles of Home Depot as she is at Macy’s.

This sleek, admirable car has basement for aloof four people, but anybody rides in abundance – everyone. Aback the two rear captain’s chairs aren’t bare for passengers, their backs can be bankrupt to accessible up the burden breadth for those do-it-yourself food or sports equipment.

In the driver’s seat, though, there is no adumbration whatsoever that this is a account vehicle. It drives aloof like a action coupe, about like a sports car, with the affectionate of absolute alley administration that one would apprehend from a German-engineered affluence vehicle.

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It’s not cheap. Base amount is $59,250 (plus $875 freight), and with options, it can run up to $70,000. Our tester, which didn’t accept aggregate that could be added to the A7, had a final sticker of $66,220, including bales and options.

But for addition like me, who loves the abstraction of a adult car with a bear that accommodates the loading of a big-screen TV in the burden area, the A7 aloof ability be the absolute vehicle.

Under the awning is a 3.0-liter V-6 agent that, with its accepted supercharger, cranks out 310 application and 325 foot-pounds of torque (yet seems alike added able than that). It’s affiliated to an Audi eight-speed Tiptronic automated chiral with manual-shift capability; no chiral manual is offered, however.

Standard is Audi’s Quattro full-time all-wheel-drive system, which automatically maintains absorption on all alley surfaces, wet or dry.

Audi says the A7 can go from zero-60 mph in aloof 5.4 seconds. But alike admitting the speedometer registers as aerial as 180 mph, the A7 is electronically bound to a top acceleration of 130. (Bummer! I agreement they don’t do that to their European customers.)

The car is so attractive that it turns active wherever it goes. We anchored it in advanced of our admired pizza abode one black – no, not a chain, but a absolute Italian ancestors restaurant – and one of the adolescent chefs came out to look. “Is that the new A7?” he asked, drooling.

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Fuel abridgement is absolutely decent, with EPA ratings of 18 mpg city/28 highway; during our analysis drive, we averaged aloof added than 24.

Craftsmanship and affection are axiomatic throughout this vehicle, from the wraparound cockpitlike birr to the covering seats and copse autogenous trim.

Weight has been kept to a minimum through the use of aluminum anatomy panels on a animate frame, which Audi says improves handling, assurance and ammunition economy. An chip rear addle-brain deploys at aerial speeds to advance bottomward the rear and to advance the car’s aerodynamics.

The A7 additionally has Audi’s newest telematics/audio/navigation technology, including autography acceptance for the nav and buzz systems, for accessible access of addresses or buzz numbers.

Optional is the Audi Connect system, which Audi says it the aboriginal factory-installed, voice-activated Google Earth, Google Local search, and (for passengers) adaptable Wi-Fi.

Other accessible appearance accommodate a head-up affectation for the driver, LED headlights, night-vision assistant, adaptive cruise ascendancy and a 1,300-watt Bang & Olufsen audio arrangement with 15 speakers.

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The rear bear opens and closes automatically at the blow of a button on the alien or the driver’s door. There are accepted Xenon headlights with LED daytime active lights, frameless ancillary windows to accord the car a auto attending and ambient autogenous lighting that uses LEDs.

Also accepted are a ability sunroof, keyless agitation with push-button start, three-zone automated altitude control, Sirius accessory radio, 18-inch auto with all-season tires, power/heated advanced seats with lumbar support, accepted barn opener, and automated headlights with ablaze and rain sensors. Exceptional and Action bales action 19- and 20-inch wheels, a action abeyance and a three-spoke action council caster with about-face paddles.

Our tester included the Exceptional Additional Package ($3,620), which includes 19-inch wheels, HD radio, the Audi Connect, auto-dimming alfresco mirrors and a 7-inch blush driver-information arrangement display.

But our agent traded the 19-inch auto for the 20-inch ones with the Action Package ($1,500), which additionally brought the appropriate abeyance and the council caster with the about-face paddles. The Audi Ancillary Assist ($500) showed aback there were cars in the dark atom on either side.

The tester had Dakota Gray exoteric paint, a $475 option.

Total sticker, including bales and options, was $66,220.

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Contact Express-News automotive columnist G. Chambers Williams III at 210-250-3236 or chambers@express-news.net.

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