2011 Audi R8 Spyder 4.2 FSI
I shocked myself by not loving this 2011 Audi R8 Spyder with the 4.2-liter V8. I still like it a lot, so don't get me wrong--it's gorgeous to look at inside and out, well-built and plenty fast. The cockpit is comfortable, and it's easy to drive hard because there's traction galore. I came nowhere near its maximum; one really can't on public roads on a drive home and back to the office. I thought the chassis was nice and stiff for a ragtop, and there's insane stopping power that doesn't upset the chassis in the slightest.
So why don't I love it? Because it doesn't move me like a Porsche 911 Turbo convertible (which, to my astonishment, costs less than this) or even an S, and for this kind of dough it should. The R8 has a comfortable, Audi-like ride, almost like that of the company's sedans, when you're just cruising along. The R8 can be driven like any ol' car, as sedately as you'd like.
And that's the thing: It feels like a lot of other Audis. In other words, in terms of tactility and feel through the pedals (and outright surges of power), the Porsche just performs on a level that this Audi simply can't achieve. The 911 family just feels more alive than this car.
I realize it's stupid to say, "Well, I can get the Porsche for less." People in the market for the Audi can probably afford the Porsche as well, and in fact, that might be the ultimate solution--have both.
We had plenty of time with the R8 coupe with the V8 during our long-term stint a couple years back. While I loved that car for its looks and its ability to play the part of comfortable cruiser and world-class corner carver when pushed, a drive of the 5.2-liter V10 version ruined the lesser R8 for me a little.
The extra thrust from the V10 makes you wonder why Audi even bothers throwing the V8 in this car. A flagship performance car should move you and make your jaw drop. The V8 just doesn't do that to me. Of course, I do know why Audi offers the 4.2 as the base-price difference between the V8 and the V10 on the Spyder is a hefty $33,300.
No matter, I was still impressed with this Spyder's chassis, which is impressively stiff without the fixed roof above you. You can thank reinforcements to the sills, tunnel, pillars and floorpan. Granted, I didn't push the car particularly hard on my damp night, but the car felt R8-solid.
2011 Audi A3 2.0 TFSI Premium
I've gone on record dozens of times saying how much I love this chassis and engine combination in the 2011 Audi A3. I do think it's a little pricey, but this is a nice little car if you're willing to part with the extra dough to move up from a Volkswagen to what an Audi will cost you.
The build quality is among the best in the biz (the back seat is a little tight), it's the right size and it's plenty fast enough. It drives like a little sportster around town. Jump on the gas from a light and there is a little bit of turbo lag at the lower revs, but boost builds quickly and the engine has good response above 3,000 rpm. It drives like a bigger car on the freeway. It's clearly tuned for autobahn speeds. Composed is the word that comes to mind.
The seats are above average, and I found a nice comfortable driving position.
I enjoyed my drive in the A3; I always do. But I don't see one tempting me away from a Volkswagen GTI.
If you need a car without a third pedal, it's hard to go wrong with this combo--it's one of my favorite small-car powertrains. The torque of the turbocharged four-cylinder really moves the A3 along with authority, and once you've driven the S tronic six-speed you'll wonder how other manufacturers can get dual-clutch transmissions so wrong. (Ford, I'm looking at you.)
Inside, the Audi feels upscale but not overly so. What was a premium small-car interior two years ago is now just competitive, thanks to the onslaught of upgraded compacts such as the Ford Focus. Similarly, interior room is nothing special. Despite its almost wagon-esque exterior design, this is a compact hatch, a truth immediately apparent as soon as one pops the fifth door.
Perhaps the larger problem is that the Audi A3 really is priced at a premium to other really good small cars. More than $31,000 for a vehicle in this category stings a bit, particularly when as much as $1,500 of that price is wrapped up in options such as metallic paint, heated seats and Bluetooth capability, which I'd expect to find included in a compact with a base price just shy of $30,000.
I'd imagine that's why I see so few A3s on the road. Most folks cross-shopping them probably end up either swallowing the few extra grand to move up to an A4 or they look at other larger competitive options at the same price point. As Wes mentioned, squeezed between the GTI and the A4, it's hard to make a solid case for an A3.
2011 Audi A5 2.0 TFSI Premium Plus Coupe
It seems to me that the 2011 Audi A5 coupe is the best-looking Audi aside from the hardtop R8. It has the purposeful nose of the brand with only two doors and the swoopy roofline. When it came out I was immediately impressed. The new wheel choices that debuted for 2011 nicely set the exterior package off.
The base price is about where you would expect it, at just less than $40,000. The Premium Plus trim adds some convenience features, but nothing I couldn't live without. However, I would miss the xenon headlights, but that's about it.
The Sport package is a must. It adds the sport suspension, big wheels and sport seats. If you only checked that box, you could get out of the dealership for less than $40,000. It does surprise me that you can't get a V6 in the A5 anymore. The turbocharged 2.0-liter does its job well, and the gas-mileage bonus is probably worth the drop in power. The A5 never felt sluggish, but a bit more grunt would have been welcomed. At least the coupe gets either the manual or the eight-speed automatic, and not the CVT like the A5 cabriolet.
On the subject of transmissions, this one has the six-speed manual. The throws seem long and a little sloppy. The second-to-third shift in particular seems difficult to hit with any sort of gusto. Lots of elbow movement. The clutch pedal has a lot of travel, too. I moved the seat up so my left foot could hit the floor, which put me pretty close to the wheel.
Other than that, it's a comfortable ride. Even over the potholes on way home, the car wasn't upset. The sport suspension is stiff but doesn't beat you up. The steering is sharp as a tack. There are only a few curves on my commute home, but the A5 ate them up. I wish I had a bit more time with the Audi coupe, and a longer ride home.
Sorry to make this sound like a broken record, but I'm an Audi A5/S5 coupe fan, too. The lines on the car are both simple and seductive. Everything flows together so well, from the integration of the Audi's company grille to the simple bodylines. It's a great-looking coupe.
On top of that, it's a hell of a driver. As Jake points out, Audi doesn't offer the V6 in the A5 anymore, leaving the turbocharged four-cylinder as the sole engine option--which isn't terrible because it's a great engine. Some people might have a problem dropping more than $40,000 for something packing “only” a four-cylinder, but with fuel-economy figures becoming more vital, you probably should get used to your luxury coupe or sedan being powered by a four-banger.
As pointed by others, there is a slight hesitation before the engine comes alive to offer a healthy surge of power. I'm going to say it is turbo lag instead of a lazy throttle tip-in. Get past that, and this engine moves this near-3,600-pound vehicle with no problems, especially when you can wind it up with the six-speed manual at hand. The gearbox is fluid and easy to use; I had no problems grabbing gears at anytime.
Even with the sport suspension, I have to give the BMW 3-series coupe the nod when it comes to dynamics. Steering on the Audi is light and responsive but not quite up to that of the BMW. The A5 is still fun to throw around and it responds admirably and can certainly handle more power as we've experience in the S5. And there is a RS5 over in Europe that needed to come to the U.S. yesterday. The brakes are strong with solid pedal feel.
From a ride-comfort standpoint, the A5 is better than the BMW with its harsher suspension setup and awful run-flat tires. For a daily sports coupe, the Audi would be in my garage over the BMW. The Audi delivers performance that you can exploit on a daily basis without being hauled off to jail (well, at least too easily), looks spectacular and boasts an interior that's comfortable and well built.
Audi E-tron Spyder
I shocked myself by not loving this 2011 Audi R8 Spyder with the 4.2-liter V8. I still like it a lot, so don't get me wrong--it's gorgeous to look at inside and out, well-built and plenty fast. The cockpit is comfortable, and it's easy to drive hard because there's traction galore. I came nowhere near its maximum; one really can't on public roads on a drive home and back to the office. I thought the chassis was nice and stiff for a ragtop, and there's insane stopping power that doesn't upset the chassis in the slightest.
So why don't I love it? Because it doesn't move me like a Porsche 911 Turbo convertible (which, to my astonishment, costs less than this) or even an S, and for this kind of dough it should. The R8 has a comfortable, Audi-like ride, almost like that of the company's sedans, when you're just cruising along. The R8 can be driven like any ol' car, as sedately as you'd like.
And that's the thing: It feels like a lot of other Audis. In other words, in terms of tactility and feel through the pedals (and outright surges of power), the Porsche just performs on a level that this Audi simply can't achieve. The 911 family just feels more alive than this car.
I realize it's stupid to say, "Well, I can get the Porsche for less." People in the market for the Audi can probably afford the Porsche as well, and in fact, that might be the ultimate solution--have both.
We had plenty of time with the R8 coupe with the V8 during our long-term stint a couple years back. While I loved that car for its looks and its ability to play the part of comfortable cruiser and world-class corner carver when pushed, a drive of the 5.2-liter V10 version ruined the lesser R8 for me a little.
The extra thrust from the V10 makes you wonder why Audi even bothers throwing the V8 in this car. A flagship performance car should move you and make your jaw drop. The V8 just doesn't do that to me. Of course, I do know why Audi offers the 4.2 as the base-price difference between the V8 and the V10 on the Spyder is a hefty $33,300.
No matter, I was still impressed with this Spyder's chassis, which is impressively stiff without the fixed roof above you. You can thank reinforcements to the sills, tunnel, pillars and floorpan. Granted, I didn't push the car particularly hard on my damp night, but the car felt R8-solid.
2011 Audi A3 2.0 TFSI Premium
I've gone on record dozens of times saying how much I love this chassis and engine combination in the 2011 Audi A3. I do think it's a little pricey, but this is a nice little car if you're willing to part with the extra dough to move up from a Volkswagen to what an Audi will cost you.
The build quality is among the best in the biz (the back seat is a little tight), it's the right size and it's plenty fast enough. It drives like a little sportster around town. Jump on the gas from a light and there is a little bit of turbo lag at the lower revs, but boost builds quickly and the engine has good response above 3,000 rpm. It drives like a bigger car on the freeway. It's clearly tuned for autobahn speeds. Composed is the word that comes to mind.
The seats are above average, and I found a nice comfortable driving position.
I enjoyed my drive in the A3; I always do. But I don't see one tempting me away from a Volkswagen GTI.
If you need a car without a third pedal, it's hard to go wrong with this combo--it's one of my favorite small-car powertrains. The torque of the turbocharged four-cylinder really moves the A3 along with authority, and once you've driven the S tronic six-speed you'll wonder how other manufacturers can get dual-clutch transmissions so wrong. (Ford, I'm looking at you.)
Inside, the Audi feels upscale but not overly so. What was a premium small-car interior two years ago is now just competitive, thanks to the onslaught of upgraded compacts such as the Ford Focus. Similarly, interior room is nothing special. Despite its almost wagon-esque exterior design, this is a compact hatch, a truth immediately apparent as soon as one pops the fifth door.
Perhaps the larger problem is that the Audi A3 really is priced at a premium to other really good small cars. More than $31,000 for a vehicle in this category stings a bit, particularly when as much as $1,500 of that price is wrapped up in options such as metallic paint, heated seats and Bluetooth capability, which I'd expect to find included in a compact with a base price just shy of $30,000.
I'd imagine that's why I see so few A3s on the road. Most folks cross-shopping them probably end up either swallowing the few extra grand to move up to an A4 or they look at other larger competitive options at the same price point. As Wes mentioned, squeezed between the GTI and the A4, it's hard to make a solid case for an A3.
2011 Audi A5 2.0 TFSI Premium Plus Coupe
It seems to me that the 2011 Audi A5 coupe is the best-looking Audi aside from the hardtop R8. It has the purposeful nose of the brand with only two doors and the swoopy roofline. When it came out I was immediately impressed. The new wheel choices that debuted for 2011 nicely set the exterior package off.
The base price is about where you would expect it, at just less than $40,000. The Premium Plus trim adds some convenience features, but nothing I couldn't live without. However, I would miss the xenon headlights, but that's about it.
The Sport package is a must. It adds the sport suspension, big wheels and sport seats. If you only checked that box, you could get out of the dealership for less than $40,000. It does surprise me that you can't get a V6 in the A5 anymore. The turbocharged 2.0-liter does its job well, and the gas-mileage bonus is probably worth the drop in power. The A5 never felt sluggish, but a bit more grunt would have been welcomed. At least the coupe gets either the manual or the eight-speed automatic, and not the CVT like the A5 cabriolet.
On the subject of transmissions, this one has the six-speed manual. The throws seem long and a little sloppy. The second-to-third shift in particular seems difficult to hit with any sort of gusto. Lots of elbow movement. The clutch pedal has a lot of travel, too. I moved the seat up so my left foot could hit the floor, which put me pretty close to the wheel.
Other than that, it's a comfortable ride. Even over the potholes on way home, the car wasn't upset. The sport suspension is stiff but doesn't beat you up. The steering is sharp as a tack. There are only a few curves on my commute home, but the A5 ate them up. I wish I had a bit more time with the Audi coupe, and a longer ride home.
Sorry to make this sound like a broken record, but I'm an Audi A5/S5 coupe fan, too. The lines on the car are both simple and seductive. Everything flows together so well, from the integration of the Audi's company grille to the simple bodylines. It's a great-looking coupe.
On top of that, it's a hell of a driver. As Jake points out, Audi doesn't offer the V6 in the A5 anymore, leaving the turbocharged four-cylinder as the sole engine option--which isn't terrible because it's a great engine. Some people might have a problem dropping more than $40,000 for something packing “only” a four-cylinder, but with fuel-economy figures becoming more vital, you probably should get used to your luxury coupe or sedan being powered by a four-banger.
As pointed by others, there is a slight hesitation before the engine comes alive to offer a healthy surge of power. I'm going to say it is turbo lag instead of a lazy throttle tip-in. Get past that, and this engine moves this near-3,600-pound vehicle with no problems, especially when you can wind it up with the six-speed manual at hand. The gearbox is fluid and easy to use; I had no problems grabbing gears at anytime.
Even with the sport suspension, I have to give the BMW 3-series coupe the nod when it comes to dynamics. Steering on the Audi is light and responsive but not quite up to that of the BMW. The A5 is still fun to throw around and it responds admirably and can certainly handle more power as we've experience in the S5. And there is a RS5 over in Europe that needed to come to the U.S. yesterday. The brakes are strong with solid pedal feel.
From a ride-comfort standpoint, the A5 is better than the BMW with its harsher suspension setup and awful run-flat tires. For a daily sports coupe, the Audi would be in my garage over the BMW. The Audi delivers performance that you can exploit on a daily basis without being hauled off to jail (well, at least too easily), looks spectacular and boasts an interior that's comfortable and well built.
Audi E-tron Spyder
The Audi E-tron Spyder is a four-wheel-drive, plug-in diesel-electric-hybrid concept car first displayed at last year's Paris motor show.
The one-off open-top car, built at Audi's prototype workshop in Ingolstadt over a period of two months in mid-2010, previews a mid-engine roadster expected to join the Audi lineup as part of ongoing efforts to provide the German carmaker with a more sporting profile.
Nothing is official just yet, but Ingolstadt officials suggest a production version of the E-tron Spyder with a conventional gasoline engine could sit above the Audi TT both in position and price, acting as junior Audi R8.
Decisions are being made on what structure the new car, tipped to wear the name R4, will be based on and which Volkswagen Group company will be responsible for its engineering. Suggestions are that the R4 will be twinned with the rumored baby Porsche--the so-called 550--with development likely to be shared between Audi and Porsche. The two are working together on a Q5-based SUV for Porsche known under the internal working name Cajun.
In concept-car form, the E-tron Spyder is based around a unique aluminum spaceframe, gets an all-carbon-fiber body and borrows chassis components from the TT RS (double-wishbone front suspension) and the R8 (double-wishbone rear suspension). Together with the layout of the new model, Audi is also using its latest concept to showcase a new diesel-electric-hybrid powertrain tentatively set to appear as one of several engine options on the replacement for the Q7 due out in 2015.
At 159.8 inches long, 71.3 inches wide and 43.7 inches tall, the E-tron Spyder is 14.6 inches shorter, 8.6 inches narrower and 5.6 inches lower than the R8. By comparison, the TT roadster is 164.5 inches long, 72.5 inches wide and 53.3 inches high. The original target weight of 3,197 pounds was overshot by 441 pounds, with the concept car tipping the scales at 3,638 pounds.
For a one-off concept car, the E-tron Spyder boasts truly impressive levels of build quality--on the outside, at least. Open up its rear bodywork, though, and you're reminded it is a prototype. Nestled within the engine bay is a sea of electric cables and plumbing for the engine. Among various makeshift measures is the employment of two door latches to hold the rear bodywork in place.
Power comes from a mid-mounted, twin-turbocharged 3.0-liter V6 diesel engine producing 300 hp and 479 lb-ft of torque. Additional performance is provided by a pair of brushless electric motors set up front that provide 88 hp and 260 lb-ft of torque. Together, the E-tron Spyder's diesel engine and electric motors produce a combined 388 hp and a mighty 739 lb-ft of torque, but that latter figure is a little misleading as it is not all available at once, depending instead on engine revs.
The reserves of the diesel engine were originally planned to be channeled to the rear wheels via a seven-speed, dual-clutch gearbox located behind the engine. However, packaging concerns meant it was replaced by Audi's stepless Multitronic CVT. The pair of electric motors, meanwhile, drive through a single-speed transmission to the front wheels, a layout which gives the new Audi part-time four-wheel drive.
Power for the motors is supplied by a 9.1-kilowat-hour battery mounted above the electric motors in the nose of the car. It is claimed to give the E-tron Spyder an all-electric zero-emissions range of about 31 miles at speeds up to 37 mph. Recharging of the battery occurs via regeneration under braking and trailing throttle, and by plugging in to a wall socket.
In combined diesel-electric mode, the E-tron Spyder is theoretically capable of hitting 62 mph in just 4.4 seconds and reaching a top speed limited to 155 mph--figures that place it between the TT RS and the R8
2012 Audi A7 3.0 TFSI Prestige
This 2012 Audi A7 Prestige is a beautiful car with stunning lines that had strangers walking up to me asking what it was. Guess those four big rings in the grille were missed by the admirers. And inside, the car is just as sweet, with supple leather, beautiful wood inlays and satin metal finishes. The car is stunning inside and out.
And there's nothing to quibble about with what's under the hood, either. The 3.0-liter supercharged V6 was packed with enough motivation to keep my commuting interesting. But this clearly is a cruiser rather than any sort of sports car. But that's OK, as this is one car that is just fine getting by on its great looks.
A couple of minor annoyances that we've seen before on Audis include a brake pedal that didn't engage until it was nearly to the floor. That's not a secure feeling when you need some instant stopping power. And at times, the throttle was touchy with an almost light-switch-like feel: either on or off. But overall, this car is a gem.
The Audi A7 is a simply gorgeous car that breaks boundaries and oozes luxury. I was lucky enough to spend a weekend with this beauty and I came away impressed, to say the least.
First off, the streamlined nature of this car creates contours that disguise the typical sedanlike qualities. The rear is so tapered that at first glance, most would deem this a coupe. This seems to be a growing trend, and the A7 is one of the best at achieving this look.
The interior puts just as much emphasis on form and function, resulting in a modern, impeccably designed cabin that is also inviting and easy to utilize. The mixture of the beige leather seats, wood trim, and black and silver accents separated by swooping lines create a dynamic yet clean layout.
The trunk is button controlled and provides ample space for an average amount of storage. I moved some more boxes to my house this weekend, and the A7's capacity worked out just fine. Obviously this car isn't catered toward moving a large amount of stuff, but it easily accommodates everyday needs.
As far as technology goes, this A7 is chock-full of it. The hidden display that pops up when started features navigation with satellite imagery from Google Earth, which is a huge bonus for the directionally challenged such as myself. The front and rear sensors with notification graphics that pop up onscreen are also accommodating, as is the blind-spot assist and the backup camera. While driving a friend to our favorite flea market, she wondered why her seat felt chilled and was amazed by the seat-cooler function, as well as a slew of other bells and whistles housed in the A7--including the bold look of the LED running lights and the spiral-shaped taillights.
Audi reveals 2013 Allroad at Detroit auto show, refreshes lineup
The Allroad is back. Audi revealed a new version of its highly capable wagon on Monday at the Detroit auto show, and it will arrive in showrooms this spring.
The Allroad is based on A4 underpinnings and will replace the avant variant in Audi's U.S. lineup for the 2013 model year. The Allroad hasn't been sold sold here since 2005.
The wagon draws power from a 2.0-liter TFSI engine rated at 211 hp and 258 lb-ft of torque that works with an eight-speed Tiptronic transmission and quattro all-wheel drive. Prominent styling features include a single-frame grille with vertical uprights and matte or body-colored wheel arches and bumpers.
Function is fortified with stainless-steel skid plates and side sills, and there also are elevated roof rails.
The Allroad is wider, taller and has more ground clearance than the A4 avant. The Allroad has 27 cubic feet of cargo space, 50 cubic feet with the seats folded down.
A panoramic sunroof and eight-way power seats are also basic equipment, with heated seats and upgraded audio among the options. A Sport package offers a three-spoke steering wheel and paddle shifters.
Meanwhile, Audi also announced that the A8 will get a 3.0-liter six-cylinder engine rated at 333 hp, complementing the larger engines offered in its flagship sedan.
The A4, the A5, the S4 and the S5 get freshenings that feature new headlight designs and updates to the bumpers and hoods. The cars also get upgraded technology options, and the S5 coupe now will be fitted with the 3.0-liter making 333 hp, which replaces the 4.2-liter V8. The convertible version already had the engine.
The RS5 also made its U.S. debut in Detroit, after a global premiere at the Frankfurt motor show.
The one-off open-top car, built at Audi's prototype workshop in Ingolstadt over a period of two months in mid-2010, previews a mid-engine roadster expected to join the Audi lineup as part of ongoing efforts to provide the German carmaker with a more sporting profile.
Nothing is official just yet, but Ingolstadt officials suggest a production version of the E-tron Spyder with a conventional gasoline engine could sit above the Audi TT both in position and price, acting as junior Audi R8.
Decisions are being made on what structure the new car, tipped to wear the name R4, will be based on and which Volkswagen Group company will be responsible for its engineering. Suggestions are that the R4 will be twinned with the rumored baby Porsche--the so-called 550--with development likely to be shared between Audi and Porsche. The two are working together on a Q5-based SUV for Porsche known under the internal working name Cajun.
In concept-car form, the E-tron Spyder is based around a unique aluminum spaceframe, gets an all-carbon-fiber body and borrows chassis components from the TT RS (double-wishbone front suspension) and the R8 (double-wishbone rear suspension). Together with the layout of the new model, Audi is also using its latest concept to showcase a new diesel-electric-hybrid powertrain tentatively set to appear as one of several engine options on the replacement for the Q7 due out in 2015.
At 159.8 inches long, 71.3 inches wide and 43.7 inches tall, the E-tron Spyder is 14.6 inches shorter, 8.6 inches narrower and 5.6 inches lower than the R8. By comparison, the TT roadster is 164.5 inches long, 72.5 inches wide and 53.3 inches high. The original target weight of 3,197 pounds was overshot by 441 pounds, with the concept car tipping the scales at 3,638 pounds.
For a one-off concept car, the E-tron Spyder boasts truly impressive levels of build quality--on the outside, at least. Open up its rear bodywork, though, and you're reminded it is a prototype. Nestled within the engine bay is a sea of electric cables and plumbing for the engine. Among various makeshift measures is the employment of two door latches to hold the rear bodywork in place.
Power comes from a mid-mounted, twin-turbocharged 3.0-liter V6 diesel engine producing 300 hp and 479 lb-ft of torque. Additional performance is provided by a pair of brushless electric motors set up front that provide 88 hp and 260 lb-ft of torque. Together, the E-tron Spyder's diesel engine and electric motors produce a combined 388 hp and a mighty 739 lb-ft of torque, but that latter figure is a little misleading as it is not all available at once, depending instead on engine revs.
The reserves of the diesel engine were originally planned to be channeled to the rear wheels via a seven-speed, dual-clutch gearbox located behind the engine. However, packaging concerns meant it was replaced by Audi's stepless Multitronic CVT. The pair of electric motors, meanwhile, drive through a single-speed transmission to the front wheels, a layout which gives the new Audi part-time four-wheel drive.
Power for the motors is supplied by a 9.1-kilowat-hour battery mounted above the electric motors in the nose of the car. It is claimed to give the E-tron Spyder an all-electric zero-emissions range of about 31 miles at speeds up to 37 mph. Recharging of the battery occurs via regeneration under braking and trailing throttle, and by plugging in to a wall socket.
In combined diesel-electric mode, the E-tron Spyder is theoretically capable of hitting 62 mph in just 4.4 seconds and reaching a top speed limited to 155 mph--figures that place it between the TT RS and the R8
2012 Audi A7 3.0 TFSI Prestige
This 2012 Audi A7 Prestige is a beautiful car with stunning lines that had strangers walking up to me asking what it was. Guess those four big rings in the grille were missed by the admirers. And inside, the car is just as sweet, with supple leather, beautiful wood inlays and satin metal finishes. The car is stunning inside and out.
And there's nothing to quibble about with what's under the hood, either. The 3.0-liter supercharged V6 was packed with enough motivation to keep my commuting interesting. But this clearly is a cruiser rather than any sort of sports car. But that's OK, as this is one car that is just fine getting by on its great looks.
A couple of minor annoyances that we've seen before on Audis include a brake pedal that didn't engage until it was nearly to the floor. That's not a secure feeling when you need some instant stopping power. And at times, the throttle was touchy with an almost light-switch-like feel: either on or off. But overall, this car is a gem.
The Audi A7 is a simply gorgeous car that breaks boundaries and oozes luxury. I was lucky enough to spend a weekend with this beauty and I came away impressed, to say the least.
First off, the streamlined nature of this car creates contours that disguise the typical sedanlike qualities. The rear is so tapered that at first glance, most would deem this a coupe. This seems to be a growing trend, and the A7 is one of the best at achieving this look.
The interior puts just as much emphasis on form and function, resulting in a modern, impeccably designed cabin that is also inviting and easy to utilize. The mixture of the beige leather seats, wood trim, and black and silver accents separated by swooping lines create a dynamic yet clean layout.
The trunk is button controlled and provides ample space for an average amount of storage. I moved some more boxes to my house this weekend, and the A7's capacity worked out just fine. Obviously this car isn't catered toward moving a large amount of stuff, but it easily accommodates everyday needs.
As far as technology goes, this A7 is chock-full of it. The hidden display that pops up when started features navigation with satellite imagery from Google Earth, which is a huge bonus for the directionally challenged such as myself. The front and rear sensors with notification graphics that pop up onscreen are also accommodating, as is the blind-spot assist and the backup camera. While driving a friend to our favorite flea market, she wondered why her seat felt chilled and was amazed by the seat-cooler function, as well as a slew of other bells and whistles housed in the A7--including the bold look of the LED running lights and the spiral-shaped taillights.
Audi reveals 2013 Allroad at Detroit auto show, refreshes lineup
The Allroad is based on A4 underpinnings and will replace the avant variant in Audi's U.S. lineup for the 2013 model year. The Allroad hasn't been sold sold here since 2005.
The wagon draws power from a 2.0-liter TFSI engine rated at 211 hp and 258 lb-ft of torque that works with an eight-speed Tiptronic transmission and quattro all-wheel drive. Prominent styling features include a single-frame grille with vertical uprights and matte or body-colored wheel arches and bumpers.
Function is fortified with stainless-steel skid plates and side sills, and there also are elevated roof rails.
The Allroad is wider, taller and has more ground clearance than the A4 avant. The Allroad has 27 cubic feet of cargo space, 50 cubic feet with the seats folded down.
A panoramic sunroof and eight-way power seats are also basic equipment, with heated seats and upgraded audio among the options. A Sport package offers a three-spoke steering wheel and paddle shifters.
Meanwhile, Audi also announced that the A8 will get a 3.0-liter six-cylinder engine rated at 333 hp, complementing the larger engines offered in its flagship sedan.
The A4, the A5, the S4 and the S5 get freshenings that feature new headlight designs and updates to the bumpers and hoods. The cars also get upgraded technology options, and the S5 coupe now will be fitted with the 3.0-liter making 333 hp, which replaces the 4.2-liter V8. The convertible version already had the engine.
The RS5 also made its U.S. debut in Detroit, after a global premiere at the Frankfurt motor show.
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