Audi A4 - doesn't miss a beat

Audi A4 - doesn't miss a beat

Audi A4 - doesn't miss a beat

Being the flagship of a luxury brand is a cakewalk; you get all of the best stuff crammed into a single package, and your over-the-top nature is more than enough to justify your existence. The lower-priced luxury cars have a harder time of it. There's a careful balance that needs to be struck between representing the marque's core values and attributes and remaining reasonably-priced enough that the riffraff won't think that all the budget went into the badge. There's also the matter of the compact luxury sedan market being one of the most competitive in the industry.

The A4 strikes this balance nicely. It's a well-built, comfortable and competent sports sedan. In base form it's not heavy on the gee-whiz equipment, but there's enough poise and capability to keep you from wondering where your $34,000 went. When pushed the A4 is happy to show off some significant engineering prowess as well. Raise the equipment level and the A4 serves adeptly as a junior luxury sedan.

The A4 is one of the most handsomely proportioned cars Audi's ever built. Everything seems to be just-right, from the large, four-ringed grille and strip of LED driving lights that produce Audi's signature face to the just-right greenhouse and stubby trunk. The standard seventeen-inch wheels are sized just right to give the A4 a sporty look, and the rocker panel has a rising character line in lieu of tacky body cladding to enhance the dynamic, athletic stance. The A4 exudes the same luxury and competence shown by its larger siblings.

The interior is similarly handsome, with a deeply sculpted upright dash. The A4's cockpit is very businesslike; the available navigation system is mounted high up, while the third-generation version of Audi's Multi-Media Interface (MMI) system makes switching between accessory functions easy. Brushed aluminum accents on the instrument panel and console prevent the A4's interior from becoming a black cavern when the darkest of the three interior color choices is selected. Audi provides little touches like touch-to-pass turn signals, steering wheel audio controls and auto-up and down windows that give the A4 a subtle upscale feel. A 505-watt Bang & Olufsen sound system is optional.

The standard engine in the new A4 is Audi's 2.0 liter turbocharged direct-injection four-cylinder. The 2.0 is dramatically responsive--the 211-horsepower peak rating may not be the highest, but the A4 moves out with impressive urge. The direct gasoline injection system and a turbocharger designed to deliver peak torque at low revs mean that responsive power is available at almost any engine speed, and the A4 isn't shy about acceleration. Three transmissions are offered: front-wheel drive A4s get a continuously variable gearbox, while quattro all-wheel drive models offer a choice of six-speed manual or eight-speed automatic gear shifting. The six-speed manual allows the 2.0 to be relaxed at full gallop on the freeway and provides impressive fuel economy; the automatic is available with paddle shifters for more engaging driving.

Connecting the wheels to the road is a sophisticated fully independent suspension. The A4's road manners illustrate the company's racing and sports-car experience, because this car is tossable and responsive without being uncomfortable. It's very difficult to get bad attitude from the suspension, which consists of a five-link arrangement up front and trapezoidal arms at the rear. Lightweight aluminum components help to keep the weight manageable and the A4 responsive. The dynamic steering varies the effort by speed and is equally quick to respond. Anti-lock brakes are standard, as is Audi's ESP stability control system. To further sharpen the A4's edge, Audi offers a Sport package that adds selectable steering and powertrain response and a sport rear differential that "shuffles" torque from wheel to wheel and helps eliminate understeer.

While the A4 is designed for driving enjoyment and will appeal to enthusiasts, it's well-equipped with driver aids that make life in the crowded suburbs somewhat easier, too. The available backup camera provides a clear view to the rear, while Audi's side alert system keeps an eye on the blind spots. Adaptive cruise control is also on the menu. There's even a power trunklid on the options list.

Compact luxury isn't easy to do, thanks to a plethora of capable competitors. As a result, the Audi A4 can't afford to miss a beat. If it does, the BMW 3-Series, Infiniti G37, Mercedes C-Class, Volvo S40 and Cadillac CTS are poised to pounce. Audi's clearly aware of this fact, and the freshened 2011 A4 can easily be said to be at the top of its game. Enjoyable, dynamic performance, a surprisingly powerful yet efficient engine and elegant styling inside and out keep it firmly on my list of desirable real-world vehicles. A4 quattro pricing starts at $32,850 with a manual transmission and $34,140 with the eight-speed Tiptronic.

All specifications are for the 2011 Audi A4.
Length: 185.2 in.
Width: 71.9 in.
Height: 56.2 in.
Wheelbase: 110.6 in.
Curb weight: 3626 lb.
Cargo space: 12.0 cu.ft.
Base price: $32,850
Price as tested: $38,255
Engine: 2.0 liter DOHC turbocharged and intercooled inline four-cylinder
Drivetrain: six-speed manual, all-wheel drive
Horsepower: 211 @ 4300-6000
Torque: 258 @ 1500-4200
Fuel capacity: 17.2 gal.
Est. mileage: 21/31

Audi A8L - First thoughts...

Audi A8L - First thoughts...

Audi A8L - First thoughts...

Evolution – some believe that is what the flagship of any car company should do as the line progresses.
Never, ever make a radical change in the shape, only gradual, leaving the leaps of technology and comfort for underneath and inside.

So it is no surprise that as I strolled up on an Ibis White 2011 Audi A8L parked outside Audi of Jacksonville during its local premiere, I initially discerned a familiar shape – long and lean, with no aggressive body shape or chrome accents. Then I looked closer at it, the trio of black A8 and long-wheelbase A8Ls on the gleaming showroom floor inside, and the silver A8L in the pristine bay behind. As I looked, I saw the details.
* Audi appearance – This is Audi’s D4 (fourth generation flagship) sedan, which does battle with the likes of the Mercedes-Benz S Class, Jaguar XJ and BMW 7 Series. Unveiled in April, it had only been on the road a few weeks when I checked it out. Audi says the regular wheelbase car is positioned more as a “sporty” driver’s car, and is 16.85 feet long, with a 9.82-foot wheelbase. The long wheelbase “balances prestige, sportiness and comfort,” all of 17.28-feet long, about five inches more than the last generation. The one we focused on looks low, but it gains a millimeter in height, and is longer and wider than its predecessor and long-wheelbase competition.

The first change on the new A8 is its more refined single-frame grille that does away with the previous black bumper bar and replaces it with eight chrome bars. It is more prominent, at the start of a more rounded power dome hood, the hooded angular headlights that flank it containing L-shaped LED running lights with inset HID main beams. But we also checked out cars with the optional full LED light set, low beams comprised of 10 individual modules forming an arc over another of 22 white and 22 yellow LEDs for daytime running lights and the turn signals. The look is crystal clear and bright, very sinister on the black cars under spotlights in the showroom and a real eye-catcher – no one will mistake a new A8 for anything else with the new grill and exotic LED lights. Twin chrome lines accent the fog lights, while a design line rises behind them, and then does a sharp curve aft to become a design edge just beneath the windows sill. Flowing wheel arches tightly frame 10-spoke alloy wheels wearing meaty 19-inch Continental -inch rubber, the short front overhang and long wheelbase giving the A8L a long, lean look with more muscle in its shape thanks to a gentle bulge in the upper flanks, and a slight channel below it with an upswept lower sill line. At the rear, a bit less drama and a bit more edge, with a sharper corner under LED taillights, a better-defined bumper with twin chrome-tipped exhausts and an aero edge to the trunk. Those taillights, with 72 LEDs per side, appear 3-D. Some at the event said the rear end doesn’t look like it changed too much, but I liked its evolutionary feel.

The overall shape is lean and more finely detailed, striking without being overwrought. I especially liked the overall muscle the shape shows, with the gentle wheel flares that sit under the shoulder design line and near-fastback rear window flowing into the trunk – very sinister and stylish, especially in silver or black.

* Audi atmosphere – Audi interiors have always been refined, solidly done pieces of functional art, with wood and alloy on top of the usual leather and suede. The fourth-generation A8 evolves that technique. Our A8L had stitched brown leather over tan with glossy dark wood dash and door trim. The four-spoke power tilt and telescoping wheel hosts simple VW-Audi thumbwheel scroll and tap controls for audio, trip computer, voice command and Bluetooth, facing big legible 180-mph speedometer/gas gauge and 8,000-rpm tach/temperature gauge with a 7-inch-wide color LCD screen in the middle for trip computer, navigation and night vision camera displays. Alloy trims the main gauges, with bright white numbers and orange needles.

The dashboard center is simple and clean, wood accented with alloy and a simple round analog clock dead center over a felt-line slide-out drawer. Above, another piece of alloy trim hides the power slide-out 8-inch satellite navigation screen, its functions controlled by the next-generation Audi MMI (Multi-Media Interface) that sits ahead of the new yacht throttle-shaped electronic gearshift. With its padded leather top and asymmetrical design, some of the folks at the premiere didn’t like its shape much. But as soon as I rested the heel of my right hand on it, the alloy knob, main MMI function buttons and the new touch pad fell right under my fingers, so I liked its ergonomic shape and look.

Tap the main function buttons (Navigation, Menu, Telephone, Car, Info and Back) and you can use the MMI touch to trace the letters of a navigation destination, telephone number or even adjust the balance and fade on the stereo. When you are in stereo mode, six presets are there. And all finger tapping gets audio feedback, so you don’t need to look down. It worked fine in the few minutes we had to drive, and I look forward to a full test drive to see if this new MMI, always one of the more intuitive to use, is as easy as it seems.

The power seats up front have three memory pre-sets, and can be had with up to 22 adjustment settings including heating, cooling and massage, and were supportive and comfortable, with great head and leg room. Alloy accented the leather-clad doors with nice map pockets, and all of this was illuminated gently with overhead LED light strips, white, red or amber light accents under the door wood trim and white LED accents in the door kick plates. Discrete LED map lights are also part of the scheme, while traditional red backlighting handles all the controls at night, including the alloy start/stop button behind the gearshift. Base cars get dual-zone climate control, while options include rear a/c controlled off alloy buttons and knobs on the counter-weighted center armrest or in the A8 L W12, a full-length console with a folding table or a refrigerator. And that rear seat has ample head and leg room in the A8, and limo-like room in the A8L after you open its long rear door. There’s manual sun shades for the rear side windows, and a power shade for the rear for comfort and privacy. And for those who really like to travel in style, there is what Audi calls “Business-class” rear seat entertainment with dual 10-inch screens with a separate MMI, media jukebox, Audi music interface and Bluetooth headphones. They work great and show off navigation as well, but look a bit aftermarket sticking out of the alloy and wood trim at the back of the front seats. And some of those who saw it wondered if someone might break one off grabbing it to get out.

Speaking of the audio, the optional Bang & Olufsen Advanced Sound System gets 19 speakers for AM-FM-CD-Sirius XM-MP3/iPod-Bluetooth audio, and more than 1400 watts of power, 400 more than the previous generation. Our brief sample on the road showed it sounded superb and was easy to control via voice or MMI. Other high-tech in this luxury ground craft included Audi lane assist, which vibrates the steering wheel if you drift out of lane. The night vision system uses a thermal imaging camera to identify persons on the road up to 1,000 feet ahead of the car, displayed in the LCD screen between the gauges. If you get too close, the person’s image is outlined in red and a warning sounds. Get too close to a car and the car warns you, starts pre-braking and tightening seat belts, and will even brake automatically in order to minimize a rear-end collision. Audi side assist warns you of cars in your blind spot with amber LEDS in the sideview mirror which strobe if you hit the turn signal and try to change lanes. A new online service works with Google and the car phone to capture news and current information on weather or points of interest off the Internet, even images and information from Google Earth as part of a navigation route. The driver uses these services with his or her cell-phone contract. When you get below 65 miles range, the navigation system will ask if you need to find a nearby gas station, and a voice command does it. In fact, voice command offers the next prompts on the screen.

Overhead, a panoramic glass roof with two glass panels that can be tilted up, the front one opening wide. There also an adaptive cruise control. As for luxury, Valonea leather tanned with plant extracts was soft and lush on the seats, while a hard-wearing but supple buckskin accents the head restraints and gear shift. There’s even wood accents on the roof-mounted grab handles and rear. The power–operated trunk has neatly hidden hinges, a wide opening and so much room one person at the preview event started to climb in as a joke, Audi says there’s room for four full golf bags, with a ski pass-through to the rear seats for long stuff.
· Suffice to say it was beautifully crafted, quiet and very comfortable, with an understated design that had just the right elegance.

*A8 power – Of course, there’s an available 6.3-liter W-12 with 500-hp, and a 0 to 60 time under 5 seconds. Our model had the 4.2-liter V-8 with 372 hp and 328 lb-ft of torque. We got a 30-minute blast in an A8L, and saw 60 mph come up in under six seconds, the 8-speed automatic shifting quickly and precisely into the right gear, with neat kickdowns and a meaty, yet muted melodic V-8 rumble. Audi claims estimated EPA fuel mileage at 17-mpg city and 27-mpg highway, better than the D3 generation and on par with the Mercedes-Benz S400 hybrid, the company claims. Plus, the electronic gearshift had a precision feel and heft, nicer than the mini-toggle on one of its German competitors.
The 1997-2003 D2 A8 was the first series production car with an aluminum space frame, and the 2011 D4 has one where Audi claims a 25 percent increase in static torsional rigidity, with new welding technologies which lead to better fuel consumption and better handling thanks to 40 percent less chassis weight than a comparable steel structure. The wheel control arms are made of aluminum, with five locating arms for the front suspension and a controlled-track wishbone rear suspension, with adaptive air suspension. The result on our short drive, a mixture of urban four lanes and six-lane highway, was supple and comfortable, yet firm and in control. We heard almost no wind noise from the sleek body, while the servotronic power steering system was easy to use at parking lot speeds, yet firmed up nicely at highway speed and during some sporty maneuvering has a direct operating ratio and operates at high efficiency. Audi drive select (standard) let me select suspension, steering, accelerator, 8-speed transmission, sport differential, adaptive light and seat belt tensioner settings in Dynamic, Comfort, Auto or Individual. Tap “Dynamic” and the car hunkers down a bit and feels sportier. We left it in Auto most of the drive.

The quarto all-wheel-drive allots 60 percent to the rear axle and 40 percent to the front. If a wheel slips, the differential sends more torque to the axle with the better traction. The best example was a quick turn from north to sounthbound, where it cornered as if on rails with none of the understeer squeak I should have heard, and no body roll. Other electronic nannies include ESP stability control with electronic all-wheel-drive torque vectoring. The disc brakes also had a precision pedal feel and scrubbed speed off well – can’t wait to try them more without a co-pilot.

Suffice to say, for a sports sedan that’s an inch or two longer than a long-wheelbase BMW 7-Series, Lexus LS460 or S-Class Mercedes-Benz, two of which I’ve tested in recent months, our short test drive revealed a long Audi that has great road manners.
* A8 added up - Built in Neckarsulm, Baden Wuertemberg, Germany, the Audi A8 starts $78,050, with the 4.2-liter V-8, 8-speed Tiptronic transmission, MMI and touch technology, 19-inch alloy wheels, adaptive air suspension and other goodies. The A8L starts at $84,000, and added: $6,300 Bang and Olufsen advance audio system, $3,000 drive assistance package (adaptive cruise with stop and go, lane assist, side assist, pre-sense plus and multi-function steering wheel with shift paddles), $2,300 night vision, $2,000 premium package (22-way power front seats and wood inlay on their seatbacks), $1,300 panoramic sunroofs and $800 dual-pane acoustic side glass. Final price - $100,375. The aforementioned Lexus has a 360-hp V-8 and a luxurious ride, with lots of tech, for $30,000 less, while the closest rival in feel, tech and presence is the 400-hp BMW 740iL, which costs about the same. The beauty queen in all this class may be the new 206.6-inch Jaguar XJL, which was about $82,000 when we tested it recently and hit 60-mph in 5.2 seconds thanks to its base 385-hp V-8.

* Bottom line – Audi says the premium luxury car segment had a 39 percent drop in sales last year, but the new A8 will reverse that trend. Sleeker, with detailed design changes that make it three inches longer and two inches wider, yet faster and with better fuel mileage and more standard equipment (8-speed auto transmission, pre sense basic, keyless go, power trunk, etc.), they might be right. It looked like an Audi should, with a commanding presence due to the redesigned grill. It’s shape looked great under the spotlights at my night visit, felt comfortable in all seating positions, has a silky precision feel to its alloy controls, and a commanding feel on the road. Let’s see if those impressions hold up when I go out on a longer second date.

Audi A6 - Audi introduces a totally new A6

Audi A6 - Audi introduces a totally new A6

Audi A6 - Audi introduces a totally new A6

The new Audi A6: high tech in the executive class

INGOLSTADT, Germany, - Once again, Audi sets the standard: The new A6 will arrive at dealerships in early 2011. The successor to the world’s most successful executive sedan features groundbreaking solutions in every area of technology. An intelligent combination of materials renders the body unusually light; operation is easy, despite a wealth of functionality; and the range of assistance and multimedia systems is extensive. The new A6 series starts with five powerplants generating between 130 kW (177 hp) and 220 kW (300 hp) of output: two gasoline engines and three TDI units. The Audi A6 hybrid will follow at a later date; it combines the power of a large V6 with the fuel efficiency of a four-cylinder unit. A number of drivetrain options are also available. The Audi drive select dynamic handling system for all TFSI and TDI versions has been expanded to include an additional mode – the “efficiency” program.

Audi S4 - high performance and high style

Audi S4 - high performance and high style

Audi S4 - high performance and high style

When it comes to pure driving excitement, it doesn't get much better than Audi's S4. Exceptional handling, jackrabbit quickness, pleasing looks and a cabin worthy of transporting royalty coalesce, creating a driving experience of the first order.

Probably the S4's closest competitor is BMW's 3-Series. At $46,725, the entry-level S4 Premium is roughly $3,000 more than the 335i xDrive. For that extra dough the S4 has more horsepower and torque, better fuel economy, and a few more standard features such as leather seating with Alcantara (a suede-like material) inserts, heated front seats and a split-folding rear seat. Both sedans are all-wheel drive.

Although on its Web site Audi lists the $52,825 S4 Prestige as a second trim level, it showed up on the window sticker of my test S4 as a $6,100 option package on the Premium. No matter, really. The bottom line is the same. In addition to upgrading the already notable 10-speaker audio system with its CD player and auxiliary input jack with a Bang & Olufsen-tweaked 14 speaker setup, the Prestige group includes 19-inch alloy wheels in place of the 18-inch ones, keyless entry/start, Audi MMI Navigation Plus with voice control, auto-dimming rearview and outboard mirrors, and driver's seat memory.

Having taken a sabbatical for 2009, the S4 returned this year sporting the updated lines the A4 received in its redesign last year. Perhaps the most glaring change from the 2008 S4 to the current model is under the hood. Previously a 340-horsepower 4.2-liter V8 supplied the S4 its go. A 333-horsepower 3-liter supercharged V6 now does the work. The few missing ponies were sacrificed for a good cause. Torque is up from 302 pound feet to 325 pound feet.

Additionally, fuel economy has taken a significant bounce. The V8-powered S4 delivered an EPA-estimated 13 mpg in the city and 20 mpg on the highway. With the supercharged V6 those numbers improve to 18 mpg city and an impressive 28 mpg on the highway. That's pretty good for a nearly 4,000 pound AWD sedan that Audi says can zoom from a standstill to 60 miles per hour in under seven seconds (6.4 seconds with the six speed manual transmission).

A $1,400 option, the seven-speed S-tronic transmission hustles engine production to all four wheels. Audi calls its AWD system, Quattro and S-tronic is Audi speak for a dual-clutch driver-shiftable automatic. Dropping the extra cash for the seven-speed also adds steering wheel-mounted shift paddles. Under normal road conditions sixty percent of power goes to the rear wheels and forty percent to the front. In slippery conditions the bulk of the power is automatically transferred to the axle of the wheels with the most traction.

My test S4 had the S-tronic. When in automatic mode, the shifts were timely and smooth. Transitioning to manual mode kicked the driving experience up a notch, particularly when tracking the twisties in the foothills of the Blue Ridge Mountains. In addition to its AWD, the S4's dogged road-hugging capability is enhanced by its fully independent four-wheel suspension featuring a multi-link arrangement both front and rear.

Adding $3,950 to the total, Audi's Drive Select includes active suspension damping and a Sports rear differential that splits torque between the rear wheels.

Four-wheel antilock disc brakes are standard. Related safety features include stability control, traction control, emergency braking assist and electronic brakeforce distribution.

Also in line with key competitors like the 3 Series and Mercedes-Benz C-Class, the S4's interior dimensions are sufficient to accommodate four adults comfortably and five if absolutely necessary. At 35.2 inches, rear-seat legroom in the S4 exceeds that in both the 3 Series and C-Class. Front-seat legroom is virtually the same at 41.3 inches. Likewise the S4's trunk space is the same as the 3-Series with 12 cubic feet. Folding the rear seat boosts cargo capacity to 34 cubic feet.

Audi excels in maximizing the passenger experience. The quality of the materials and the care with which they are assembled translate into sumptuous living spaces. Providing outstanding lateral support, the eight-way power-adjustable front sport seats are firm and comfortable. Front and rear seats are heated. You can upgrade to full leather seats for $1,000. Alloy accents compliment yards of leather. Key gauges are large and round. Audi replaced the A4's four-spoke steering wheel with a three-spoke one that features redundant audio controls.

Audi's MMI multimedia interface system uses a control knob located on the center console just aft of the gear shift lever to control certain systems like navigation and audio. A seven-inch LED color display keeps the driver up to date on system information. It has voice-activation capability.

All S4s come with a power sunroof, automatic wipers, full power accessories, automatic xenon headlights and three-zone automatic climate control. Six airbags are standard with rear-seat side airbags offered as a $350 option.

Qualifying for the S4 driving experience does require a sizable financial commitment; but if your idea of getting from place to place includes both luxury and a certain amount of sportiness, this Audi easily meets those demands. Exhilarating to drive, easy to look at and exceedingly comfortable, the S4 manages to deliver what most enthusiasts traditionally expect in a sports sedan plus an unexpected extra: decent fuel economy. 

Audi TT Roadster - The Elegant Sports Car

Audi TT Roadster - The Elegant Sports Car

Audi TT Roadster - The Elegant Sports Car

The Audi TT delivers a high level of satisfying sportiness as interpreted by Audi, a German luxury automobile manufacturer. The TT is a small 2 seater that’s definitely fun to drive in a high class elegant way.

There are 2 body styles that the TT is offered in. The coupe has the best performance creds simply because of its rigid body structure. But the roadster/convertible’s near immediate access to top down driving is really hard to resist.

The styling on the TT is both striking and elegant. One glance communicates what the car is all about. Its sporty, its fun but it’s also festooned with up-scale design details and cues. There are many interesting and entertaining elements to this car. Everything from the brushed metal fuel filler cap to the dual looped functional roll bars sets the car apart.

The interior is also a study in design. The steering wheel’s racecar-like flat bottom is actually very nice feeling. The Bose audio system is optimized for top down driving. The optional baseball-glove leather interior is truly unique. It’s like sitting in a giant catcher’s mitt and yes it is comfortable.

Our test TT Roadster was the base model, Quattro all wheel drive, S-Tronic transmission and Prestige trim level with the ball-glove interior. With the convertible top up, the car offered a very comfortable driving experience. With the press of a button, the power top folded into its storage space and the open air party begins.

The base model TT is powered by a 2.0 liter turbocharged 4 cylinder engine good for 200 horsepower. This is a high efficiency direct injection motor that also yields an EPA highway economy rating of 29 miles per gallon. Audi has a leading edge 6 speed S-Tronic transmission which is an automatically shifting manual transmission. It uses dry clutches like a manual transmission rather than a torque converter but the shifting is done either automatically or with paddle shifters. There is no clutch pedal. The result is very efficient transmission with no slippage and excellent fuel economy.

The TTS is the performance variant of the TT. It is more athletic and its turbocharged 2.0 liter engine produces 265 horsepower and can rocket the car to 60 miles an hour in a mere 5.1 seconds. Amazingly, it also gets the coveted 29 mpg fuel economy rating.

The TT is both fun and elegant. With its efficient power train and miserly consumption, it’s guilt-free sporting at its best.

Audi A5 convertible - an award winning wind in the hair ride

Audi A5 convertible - an award winning wind in the hair ride

Audi A5 convertible - an award winning wind in the hair ride

We predict that soon you will see more and more manufacturers downsizing engines — including the makers of luxury vehicles — to help meet the upcoming fuel economy requirements. For instance, Mercedes has announced that the C-Class will again get a 4-cylinder engine.

Ford has developed and is starting to extensively use twin turbocharging technology allowing it to replace V-8 engines with V-6 powerplants and V-6 engines with 4-cylinder variants in its entire fleet including its high-end Lincoln products.

General Motors has just started selling a 4-cylinder version of the highly acclaimed 2010 Buick LaCrosse. And the new Regal will feature 4-cylinders as well

The 2011 Hyundai Sonata and the Kia Optima will arrive this year minus a V-6 engine, a naturally aspirated 4-cylinder or a 4-cylinder turbo the only powerplant choices.

The goal here is to increase the average fleet mileage while squeezing more power out of smaller, but more fuel-efficient engines and the possibilities appear endless, but the industry is in the very early stages of reaching a high measure of efficiency while eliciting great gobs of performance from internal combustion engines.

Perhaps no luxury-car maker stands out more than Audi with its award-winning 2.0-liter turbocharged 4-cylinder engine. It is the only engine now offered in the company’s best-selling A4, and for 2010 it becomes the base engine in the A5 coupe and all-new soft-top convertible.

The engine is so good Audi discontinued the larger 3.2-liter V-6 previously available in the brand’s entry-level A3 5-door sedan for the 2.0-liter. And although it isn’t the class leader in horsepower the little turbo is still one of the sweetest and smoothest engines it its segment. In fact the engine was honored as one of Ward’s Automotive’s “10 Best Engines” for the fifth straight year.

In announcing the engine as a winner once again, Ward’s noted: “Seat time is all that is necessary to appreciate our infatuation with this magnificent example of German engineering. It oozes with practical, yet elegant, technology, including the optimized variable turbocharger that debuted last year, along with Audi’s new valve-lift system….”

If you are a “performance enthusiast” you may be saying, forget it, there’s just no place for a 4-banger in a luxury car. Nonsense, before you make this statement, we advise a test drive in the A5. Your mind might be changed. The engine in our view is the perfect mix of sports-car feel and luxury-car sensibility.

By the numbers the engine makes 211 horsepower and a whopping 258 pound-feet of torque that peaks at 1,500 rpm and holds steady all the way to 4,000 rpm. Using our seat-of-the-pants “expertise” and after scouring various magazines and on-line sites, we have determined a 0-to-60 time of around 7.0 seconds and a quarter-mile time of about 15 seconds for the front-drive convertible, which comes mated to a continuously variable automatic transmission.

Perhaps the icing on the cake — in front-wheel drive the A5 convertible is rated at 23 mpg in city driving and 30 highway with a combined rating of 26 mpg on premium fuel. Opt for quattro (all-wheel drive) — which comes with a standard six-speed automatic — and the mileage is still a reasonably respectable 20 mpg in the city and 26 mpg on the highway.

For the power hungry — who may not be so power hungry when gas prices inevitably work its way back up in the future — Audi offers two options. The company’s very good 3.2-liter V-6 making 265 horsepower is available. Gas mileage is 18/27 with a combined 21. Also available is the S5 Cabriolet with a 3.0-liter supercharged V-6 churning out 333 horsepower. Gas mileage isn’t bad considering the horsepower at 17/26, but be aware of the $59,000 base price.

Forget the cutting-edge performance. We could live quite nicely with the delightful new A5 2.0-liter droptop. It’s one of the most comfortable open-air machines we’ve driven in recent times with good road manners and very adequate performance as noted above.

While the A5 acquitted itself nicely in our seven days behind the wheel, we must note that it is not a road carver in the likeness of a BMW 335i. The ride and handling are turned more for comfort and cruising.

Beyond that, the A5 comes with a stunning interior. Audi’s reputation for high-quality and impeccable fit and finish is enhanced with the new cabriolet. Surfaces have a low-gloss luster, and the cockpit shows the company’s mastery of mixing plastic, leather, and wood in the right proportions.

The A5 can be purchased with extremely comfortable sports seats, reminding us of some Saabs of the long-ago past. The $2,400 Comfort Package in out test vehicle added the ventilated and heated seats, upholstered in stunning milano “Cinnamon Brown” leather. The package also includes head-level heating elements built into the front seats for cold-weather top-down driving.

Audi is bound to encounter criticism for continuing with a soft top when most luxury convertibles have gone to a retractable hard-top design. But the soft top saves weight and we found its triple-lined construction keeps the interior as quiet as a steel-top vehicle. And it will open — and close — in an amazing 15 seconds at speeds up to 30 mph.

Passenger space is an issue. Leg room is at a premium in back, but we found three can ride comfortably if the front passenger powers the seat up a bit over half way. Trunk space is a decent 11 cubic feet, and the rear seat folds flat for extra cargo space.

Safety includes antilock brakes, stability control, front airbags and driver and passenger seat-mounted head and thorax side airbags, and pop-up bars in case of a rollover.

Optional safety features include a lane-departure warning system, blind-spot warning, radar-based cruise control, adaptive headlamps and rear parking sensors. Opt for navigation, and a very useable backup camera is included.

The A5 2.0-liter cabriolet starts at $42,825 including destination. While standard equipment abounds, there are numerous attractive options that can run the price skyward.

Our test car with the aforementioned comfort package, a $3,500 premium package, and a $2,400 navigation package brought the bottom line to $51,525.

Base price on the quattro with the 6-speed auto is $44,925 including destination.

The new A5 is just what we would be looking for if shopping for a compact luxury convertible. And the 4-cylinder engine makes great sense with few compromises.
And one other thing — Kelly Blue Book has bestowed the A5 with the “Best Resale Value” award in the luxury car category.

Audi A3 TDI - Named Green Car of the Year

Audi A3 TDI - Named Green Car of the Year

Audi A3 TDI - Named Green Car of the Year

In early December 2009, I was out at the Los Angeles Auto Show. One of the highlights was the announcement of the Green Car of the Year. The 2010 Audi A3 TDI won the award.

The Audi TDI is a clean diesel vehicle that offers exceptional fuel economy and very low emissions. It is a compact luxury car that features a fun-to-drive experience and has the functionality of a five passenger hatchback. The it is the impressive 42 mpg highway that attracts attention. This 42 mpg is the EPA estimate and is a 50 percent improvement over the standard Audi A3 gasoline engine.

The Audi A3 TDI is certified in all fifty states and is powered by a 2.0 liter turbo direct injection. That’s what the TDI stands for – Turbo Direct Injection. The Audi A3 TDI’s engine is positioned transversely, so that the engine drives the front wheels through the transmission. The automatic transmission is an S-tronic dual-clutch style. The entire power-plant produces 140 hp. Overall, the powertrain is capable and smooth.

The 2.0 liter TDI engine is the same one found in the Volkswagen Jetta last year and this year. Last year’s VW Jetta also won the title of Green Car of the Year. The judges obviously are impressed with the mileage and emissions control of the engine.

Inside, the Audi A3 is rather plain, but nicely arranged. The seats are leather with body-holding side bolsters. This is a feature I like because it keeps the driver in place to drive the car during sharp turns. The steering wheel is very thick and has paddle shifters on the under side. In the rear, there is plenty of room for two adults. It has adequate headroom, though not quite as much as its VW cousins like the Jetta.

Other finalists for Green Car of the Year were the Honda Insight, Mercury Milan Hybrid, Toyota Prius, and Volkswagen Golf TDI. The Golf used to be called the Rabbit. This is the fourth year of the Green Car Awards and I have been fortunate to have been at two of the award ceremonies.

Ron Cogan, editor and publisher of the Green Car Journal commented, “The Audi A3 TDI offers it all… this quiet, clean diese engine delivers loads of low-end torque and a fun-to-drive experience…”

The Audi A3 TDI has a base price of just under $30,000, but that will be quickly offset with the savings in fuel economy. The price combined with a great 42 mpg mileage rating makes the Audi A3 TDI worth more than just a second look. Stop by a VW or Audi dealership and give the Audi A3 a third glance as well. You might be impressed for more than just the fact it won Green Car of the Year at the Los Angeles Auto Show.

Audi R8 Spyder 5.2 FSI quattro - Breathtakingly dynamic open-top driving

Audi R8 Spyder 5.2 FSI quattro - Breathtakingly dynamic open-top driving

Audi R8 Spyder 5.2 FSI quattro - Breathtakingly dynamic open-top driving

- Audi high-performance sports car with lightweight cloth top
- Distinctive styling, carbon fiber body parts
- Mid-mounted V10 engine producing 386 kW (525 hp) and exceptional performance

Exceptional performance and breathtaking dynamism coupled with the intense sensations of open-top driving: Audi presents the R8 Spyder 5.2 FSI quattro. Its lightweight cloth top opens and closes fully automatically; several body parts are made of a carbon fiber composite material.

The V10 engine produces 386 kW (525 hp) and launches the open-top two-seater to 100 km/h (62.14 mph) in 4.1 seconds on its way to a top speed of 313 km/h (194.49 mph). Featuring technologies such as the Audi Space Frame (ASF), quattro permanent all-wheel drive, full-LED headlights and with an innovative seatbelt microphone available as an option, the R8 Spyder 5.2 FSI quattro is the new top-of-the-range Audi.

The Audi R8 Spyder 5.2 FSI quattro makes a powerful statement. The sculptured lines of the emotion-packed, high-performance sports car are a fascinating and unique interpretation of its dynamism. Unlike the Coupé, the Spyder does not have sideblades behind the doors. The side panels and the large cover over the storage compartment for the cloth top are made of a carbon fiber composite. Two arched cowls, which extend to the spoiler lip and include large, integrated air vents, give the rear of the open-top two-seater a powerful profile.

Like every open-top Audi, the R8 Spyder 5.2 FSI quattro has a cloth top – an uncompromising solution for a high-performance sports car. The soft top’s approximate weight is a mere 30 kilograms (66.14 lb); it thus keeps the vehicle’s total weight and center of gravity low. The top takes up little space when open and is a harmonious design element when closed. It tapers off to two slim fins extending to the trailing edge of the car, emphasizing the elongated silhouette.

The electrohydraulic soft top opens and closes in 19 seconds, even while driving at speeds up to 50 km/h (31.07 mph). When opened, it folds like a Z into its storage compartment over the V10 engine. The compartment cover opens and closes automatically. The heated glass window, which is separate from the cloth top, is lowered into the bulkhead. It can be independently raised and lowered at the press of a switch, with the top up or down. An additional net-like wind deflector comes standard and can be latched into the bulkhead behind the seats in two easy steps.

The top, which comprises an outer skin of a leakproof textile fabric and the headliner, is fully compatible with high-speed driving. When driving at moderate speeds with the top up, interior noise levels in the R8 Spyder are barely higher than in the Coupé. The bulkhead includes integrated rollover protection in the form of two strong, spring-tensioned plates. Head/thorax side bags in the backrests protect the passengers in the event of a side impact. Full-size airbags stand at the ready in the event of a head-on collision. In a rear-end collision, the integral head restraint system reduces the risk of whiplash injuries.

In the version with manual transmission, the R8 Spyder 5.2 FSI quattro weighs only 1,720 kilograms thanks primarily to its aluminum Audi Space Frame (ASF) body. Despite reinforcements in the area of the sills, the center tunnel, the rear wall, the floor pan and the A- and B-pillars, the body weighs only 216 kilograms (476.2 lb) – just 6 kilograms (13.23 lb) more than that of the R8 Coupé. The high stiffness of the ASF body, which includes an integrated engine frame of ultra-lightweight magnesium, provides the foundation for the car’s dynamic handling and superior safety.

Close attention to detail: the design

Numerous details demonstrate that the Audi designers put their hearts into the design of the R8 Spyder 5.2 FSI quattro. The air inlets in the nose, which direct air across the three radiators, and the lip of the front skirt are painted high-gloss black. The struts in the broad, low, single-frame grille are finely coated with chrome. The standard full-LED headlights are technical works of art. Their reflectors resemble open mussel shells; the daytime running lights appear to be a homogeneous strip, but actually comprise 24 individual LEDs that form a curve at the lower edge of the headlight.

The full-LED headlights from Audi are unmatched by its international competitors. Light-emitting diodes are used for the low beams, the high beams, the daytime running lights and the turn signals. With a color temperature of 6,000 Kelvin, the LED light is very similar to daylight, making it easier on the eyes when driving at night. Additional strengths include excellent light distribution, long service life and extremely low energy consumption.

The side sills of the R8 Spyder 5.2 FSI quattro are broad and angular. V10 badges on the flanks allude to the power of the engine. A dark surface between the rear lights emphasizes the car’s width. The chambers of the lights are colored dark red, with LEDs generating a three-dimensional light pattern. The exhaust system ends in two large, oval tailpipes, and the fully lined underbody ends in an upturned diffuser. The rear spoiler extends automatically at higher speeds.

Audi offers the R8 Spyder 5.2 FSI quattro with a choice of three colors for the top. The body is available in eleven paint finishes, with metallic and pearl effect finishes standard. The windshield frame is coated with anodized aluminum.

Sporty luxury: the interior

The open-top two-seater from Audi features a generously spacious interior. The three-spoke leather multifunction sport steering wheel is flattened at the bottom as in a race car, and the low-mounted, electrically adjustable seats guide and support the body perfectly.

Quality of fit and finish is extraordinary and the controls are clear and logical. The standard driver information system includes a lap timer for recording lap times. The instruments and the gear lever knob feature red rings. The pedals, the footrests and the shift paddles of the optional R tronic are in aluminum look. Highlighting the list of standard equipment are a generous full-leather package featuring Fine Nappa leather, an excellent sound system from Bang & Olufsen, a deluxe automatic air conditioning system and heated seats. Six different interior colors are available.

Many additional fine features documents the top status of the Audi R8 Spyder 5.2 FSI quattro. The leather for the seats are colored with pigments that reflect the infrared component of sunlight, which keeps the seats up to 20 degrees Celsius (68 degrees Fahrenheit) cooler.

Door sill strips coated with aluminum and adorned with black satin finish applications impart an air of luxurious sportiness. Three storage compartments are integrated into the rear bulkhead, one of which contains the optional CD changer or Audi music interface, if desired. There is a front compartment for 100 liters (3.53 cu ft) of luggage.

The latest version of the navigation system plus with MMI operating logic is also standard in the R8 Spyder 5.2 FSI quattro. It features higher resolution and particularly fast route calculation. The system’s most visible new feature is the high-resolution, 6.5-inch display. The topographic view can be scrolled in any direction. The system can be combined optionally with a rearview camera that serves as a parking aid.

Audi offers custom extras, such as exclusive leather packages and special inlays. A worldwide first is the optional seatbelt microphone for the hands-free unit, which makes it possible to talk on the phone even with the top down on the highway. Three small, flat microphones are integrated into both seatbelts. At least one of them is ideally positioned relative to the speaker when the belt is on. There is a fourth microphone in the windshield frame.

Uncompromising power: the engine

The Audi R8 Spyder 5.2 FSI quattro, which was developed in cooperation with quattro GmbH, dazzles with uncompromising performance. The V10 engine with the aluminum crankcase, much of which is hand-built, follows in the grand motorsports tradition at Audi. The normally aspirated engine produces 530 Nm (390.91 lb-ft) of torque at 6,500 rpm. Peak output of 386 kW (525 hp) is reached at 8,000 rpm, and the rev limit is not reached until 8,700 rpm. Specific power output is 100.9 hp per liter of displacement; each hp only needs to move 3.3 kilograms (7.28 lb) of weight.

Performance reflects this awesome potential: 0 – 100 km/h (62.14 mph) in 4.1 seconds; 0 – 200 km/h (124.27 mph) in 12.7 seconds; top speed is 313 km/h (194.49 mph) with the six-speed manual transmission. As load and revs increase, the engine unfolds the rich, unmistakable Audi ten-cylinder sound – a powerful, throaty roar with musical undertones.

The 5.2-liter engine features FSI direct fuel injection. The high 12.5:1 compression ratio that this enables contributes to the high performance and good fuel efficiency. Equipped with a manual transmission, the R8 Spyder 5.2 FSI quattro consumes an average of 14.9 liters of fuel per 100 km (15.79 US mpg) – a good figure given its power. With R tronic, this figure improves to 13.9 liters (16.92 US mpg). Dry sump lubrication, another motorsports technology, ensures that the supply of oil is maintained even at the maximum lateral acceleration of 1.2 g.

The Audi R8 Spyder 5.2 FSI is also available with an optional automatic six-speed transmission. The R tronic offers a normal and a sport program as well as a fully automatic and a manual mode. The manual mode allows the driver to make lightning-fast gear changes using the joystick on the center tunnel or with the paddles on the steering wheel. The open-air sports car also comes with “Launch Control” – a program that manages engagement of the clutch perfectly to maximize acceleration at start.

The quattro permanent all-wheel drive features a central viscous coupling and distributes power to all four wheels with a heavy rear bias. It works together with the locking differential on the rear axle to provide significantly greater traction, stability, cornering speed and precision. It is the superior technology – in particular for a high-performance sports car.

Dazzling performance: the chassis

The Audi R8 Spyder 5.2 FSI quattro has a 2.65-meter (8.69-ft) wheelbase and a 43:57 axle load distribution. Like in a race car, there are double triangular wishbones made of aluminum at all four wheels. The hydraulic rack-and-pinion power steering conveys highly precise road contact.

The chassis is tuned for good comfort, thanks in part to standard Audi magnetic ride technology. This uses magnetic fields in the shock absorbers to adjust their response to road conditions within milliseconds and adapt to the driver’s style. The driver can choose between two base characteristics. A sports suspension with conventional shock absorbers is available as an option.

The R8 Spyder 5.2 FSI quattro rolls on 19-inch wheels of 10-spoke Y design. The front rims are shod with 235/35 tires, with 295/30 tires at the back. 305/30 tires are optionally available. The brakes offer impressive performance: The four discs are internally ventilated and perforated, with eight-piston calipers up front and four-piston calipers at the back. Optionally available from Audi are oversized carbon fiber-ceramic discs that are extremely lightweight, robust and long-lived. The ESP stabilization system has a Sport mode and can also be completely deactivated. The brake system includes an assist function that facilitates starting on gradients.

The Audi R8 Spyder 5.2 FSI quattro is built by quattro GmbH at the Neckarsulm plant. The vehicle, including the ASF, is largely hand-built. The open-top two-seater will be launched in Germany in the first quarter of 2010. Its base price will be 156,400 euros. 

Aston Martin Rapide - High dollar, high luxe exotic cruiser

Aston Martin Rapide - High dollar, high luxe exotic cruiser

Aston Martin Rapide - High dollar, high luxe exotic cruiser

Aston Martins have always been deceptive exotics. The word "exotic car" conjures images of svelte Italian sports cars wailing sonorously along the high banks of race tracks and burbling through high-dollar neighborhoods. Aston Martins have traditionally been burlier, bulkier vehicles--no less refined or sharp-edged in terms of performance, but perhaps not quite so delicate. Like Bentley, Aston Martin's history as a "gentlemen's car" injects a hint of manly-man grunt into the high-dollar, high performance chassis.
Interestingly, the new Aston Martin Rapide bucks that trend, cleaving much closer to the dream-car aesthetic and feel of a proper exotic.

This is perhaps somewhat ironic, since the Rapide is also a step away from traditional exotic cars thanks to its four doors. The Rapide is, after all, the first four-door Aston Martin since 1989. With Maserati, Porsche, Bentley and even Rolls-Royce all getting into the ultra-luxury sports sedan game, it's not such a surprise to see that Aston Martin has joined the club. The Rapide offers transport for four passengers, in ridiculous comfort and at ridiculous speeds, should one be so inclined.

Envisioned in 2006, the Rapide kept most of its show-car looks during the transition from sketch to reality. The long nose and grille are unmistakably Aston pieces, but the smoothly wrapped body is more delicate-looking than the muscular Vantage. The powerful Aston lines are there, but there's a watch-like precision to the familiar grille and shoulder lines that suggests a more genteel vehicle than the typical Aston Martin--which is saying something, as your typical Aston Martin all but defines "genteel" these days. The frameless doors split the difference between standard doors and the "scissor" doors favored by exoticars, rising at a gentle angle to the body. Aston calls them "swan wing" doors, and they're designed to avoid parking lot scuffing, as well as looking cool. The body and structure are mostly aluminum and other lightweight metals and composites, keeping this big car's weight to just over two tons.

Step inside this car, and you'll know the difference between a four-door coupe and a sedan. You sit low in the Rapide, and it feels almost like that of a hand-built concept car. That's got a lot to do with Aston Martin's attention to detail. The doors are finely sculpted, and the dash is slathered in a choice of eight rich
materials in a way similar to what you'll find on a concept car. The
leather upholstery is hand-stitched. A broad strip of your chosen material--mahogany, piano-black, bamboo or other trims--and a tallish


console separate the driver and passenger. Handsome ambient lighting
keeps the mood elegant at night. Rear-seat passengers also get individual seating and a wide console. The rear seats also fold flat, allowing the Rapide to carry over thirty cubic feet of cargo. The Rapide takes some introduction; from the sapphire-crystal smartkey to the heated and cooled seats, this is one of those cars that does everything a little bit differently. The pushbuttons for gear selection are mounted in a row across the middle of the dash, making it difficult to quickly select a gear and go. In addition to physical comfort, the Rapide also provides emotional luxury in the form of a 1000-watt Bang & Olufsen sound system. A navigation system, satellite radio and Bluetooth connectivity are standard; a rear-seat entertainment system is optional.
There's no excuse for an exotic car to lack performance, and the Rapide does not need to make excuses. It's powered by a hand-built

6.0 liter V12. The powerplant uses quad overhead cams and a
four-valve layout for traditionally smooth V12 power delivery, and it's mounted far back in the chassis for tighter handling. With 470 horsepower on tap, the Rapide has the capability to be quite rapid,
indeed. Zero to sixty comes up in about five seconds, and Aston
reports a 188-mph top speed. The power gets to the road via a six-speed automatic transmission with a manual mode that's activated by steering wheel paddles.

The structure underneath is no stranger to sporting intent--it's shared with the DB9 coupe. The Rapide is light-footed when the road begins to bend, thanks to double wishbones at all four corners. It's responsive, thanks to an engine layout that keeps most of the heavy components close to the center of the body. Anti-squat and anti-dive geometry is included, and active shocks are part of the package as well. Traction and stability control are standard, of course, and the Rapide is stopped by big six-piston calipers at all four corners.
This is more like a piece of jewelry than an automobile; Aston Martin may have a performance pedigree similar to Bentley's, but the car doesn't feel like it would be happy being driven at ten-tenths. In fact, the Rapide feels more like a concept car than a real, live, roadgoing vehicle, even on the road. Perhaps that's the point.

All specs are for the 2010 Aston Martin Rapide.
Length: 197.6 in.
Width: 84.3 in.
Height: 53.5 in.
Wheelbase:
Curb weight: 4387 lb.
Cargo space: 31.3 cu.ft.
Base price:
Engine: 6.0 liter V12
Drivetrain: six-speed automatic transmission, rear-wheel drive
Horsepower: 470 @ 6000
Torque: 443 @ 5000
Fuel capacity: 23.9 gal.
Est. mileage:

Aston Martin Cygnet - Micro Chic

Aston Martin Cygnet - Micro Chic

Aston Martin Cygnet - Micro Chic

The Aston Martin Cygnet Concept is a bold step towards a new form of transportation; the luxury commuter car, a form of personal transportation that sees the company's core values engage with a new environment.

The Cygnet Concept enhances the marque, pointing to a future of ongoing innovation, design and technology; allowing Aston Martin customers a greater degree of freedom without compromising the levels of design, quality and innovation that embody the brand.

An Aston Martin delivers the pleasure and exhilaration of driving combined with an appreciation of craftsmanship, design and technology. But Aston Martin is also about innovation, forging new links and associations; and bringing the brand's qualities to new sectors of the market.

“Many of our customers have a need for a small car for urban and city use,” says Aston Martin Chief Executive, Dr Ulrich Bez, “The Cygnet Concept brings intelligence, innovation and artistry to the small car market. The Cygnet Concept represents the natural choice for those customers looking for a premium commuter car.”

“Our past, our future and our backbone will always remain sports cars, but the Cygnet Concept will support this by offering our customers a greater degree of freedom in the urban context.”

The Cygnet Concept is the result of a unique and intelligent collaboration, the coming together of two companies that are leaders in their respective fields. The project has required a close intellectual and engineering partnership, resulting in an inventive solution that unites volume and niche automotive engineering.

Aston Martin has always understood the importance of an emotional engagement with its products. As the company continues to innovate and diversify its product portfolio, emotional design will remain at the heart of its strategy, be it through the exhilarating sound of a V12 engine, the unmistakeable silhouette of an Aston Martin sports car or the quality, craftsmanship and skill that is evident in an Aston Martin interior. The Cygnet Concept exemplifies this latter attribute, demonstrating the high levels of detail design and craft that are integral to every Aston Martin, presented within a compact and highly advanced technological package.

The Cygnet Concept is a demonstration of Aston Martin's unrivalled skill at creating hand-crafted interiors. The rich blend of hand-stitched leather, Alcantara and aluminium is shared with Aston Martin's sports cars. The company's extensive experience of traditional processes and richly detailed craftsmanship gives each Aston Martin a unique feel, bringing together detailed design work, high technology and exquisitely tactile materials.

As a luxury commuter car that can slip easily and unobtrusively into the city, the Cygnet Concept is a highly intelligent solution to urban mobility. Using tried and tested technology, together with Aston Martin's acclaimed levels of personalisation and customisation, material quality, craft skill and tactile delight, the Cygnet Concept is innovative and forward-thinking, a genuine solution for future mobility and a natural partner for Aston Martin's line-up of acclaimed luxury sports cars.

Aston Martin - A commuter car?

Aston Martin - A commuter car?

Aston Martin - A commuter car?

The Innovative Commuter Concept Car; ‘Cygnet’ by Aston Martin

Aston Martin has developed a new luxury commuter concept; the ‘Cygnet’ which will offer customers a distinctive, intelligent and exclusive solution for urban travel in style and luxury.

The concept will offer Aston Martin trademark design in a commuter car package based on the critically acclaimed Toyota iQ with a Euro NCAP 5-star safety package.

The ‘Cygnet’ concept represents a creative, environmentally conscious solution, being small, yet with presence – and highly fuel efficient, now combined with the prestige of Aston Martin’s luxury brand ownership.

Aston Martin, the world leader in exclusive niche engineering is collaborating on this concept with Toyota the world leader in volume, quality and reliability. Although vastly different in size, Toyota and Aston Martin share the philosophy of engineering excellence and innovation underlined by a strong passion for cars.

Aston Martin Chief Executive, Dr Ulrich Bez said: “Now is the right time for Aston Martin to take this first bold step to embark on this special project – made possible with the support of an organisation of Toyota’s stature and capability and the intelligent design and perfect city car package of the iQ.”

“Much work is still required, but I am confident that this project could become reality in the not too distant future. This concept – akin to an exclusive tender to a luxury yacht – will allow us to apply Aston Martin design language, craftsmanship and brand values to a completely new segment of the market.”

“The offering of a ‘Cygnet’ with a DBS, DB9 or Vantage is a unique combination of opposites and a novel transport solution allowing intelligent and sensitive mobility on an exclusive and innovative level.”

Aston Martin One-77

Aston Martin One-77

Aston Martin One-77

The much anticipated One-77 is Aston Martin’s definitive sports car, one that epitomises everything Aston Martin from technology, the hand-craftsmanship of the hand rolled aluminium panels to the attention to detail. A culmination of all the marque’s know-how, the One-77 delivers effortless beauty guaranteed to stir the senses with performance potential eclipsing any previous Aston Martin.

With the performance and durability phase of the One-77’s intensive development programme soon to commence, the 79th Geneva Auto Salon provides the perfect stage on which to reveal the remarkable engineering, advanced technology and exotic materials that lie beneath the One-77’s extraordinary exterior.

For Aston Martin’s Chief Executive, Dr Ulrich Bez, revealing the One-77’s secrets is a proud moment: “Right from the very beginning of the project the vision for One-77 was very simple: It had to combine high-technology with hand-built craftsmanship, and demonstrate the unique capabilities and passion of our designers, engineers and technical partners.

“Quite simply it had to be the ultimate expression of Aston Martin. As you can now see, we have achieved that goal in magnificent style.”

Chris Porritt, One-77 Programme Manager continued: “We wanted to create something that wows you as much when you see what’s under the skin as the exterior styling itself. We started by identifying the most technologically exciting front-engined, rear-wheel drive cars in the world: those from the DTM race series. We then applied the principles and technology that feature heavily in their design and translated it to a road car application.”

Consequently the One-77’s structural core is a lightweight and immensely rigid carbon fibre monocoque. Conceived and designed at Aston Martin’s Gaydon HQ, the monocoque, or ‘tub’, has been built in partnership with Multimatic (MTC). As world leaders in carbon composite technology, advanced vehicle analysis and dynamic simulation, MTC brings unrivalled specialist capabilities to the exacting challenge of the One-77 programme.

Employing the classic formula of double wishbones at each corner, the One-77 features inboard suspension front and rear, with pushrods employed to transfer vertical suspension movements to the horizontally mounted spring/damper units. A practice taken directly from racing car design, the main advantages of inboard suspension are a reduction in unsprung weight and the ability to package the suspension components more effectively.

The dampers are fully adjustable and feature advanced Dynamic Suspension Spool Valve (DSSV) technology; a world-first for a road car application. These special valves are state-of-the-art even at the highest levels of motorsport, and use high-precision machined components to enable the shock-absorbing characteristics of the damper to be changed without having to remove them from the car, as is the norm.

Underlining the truly bespoke nature of the One-77, once delivered to its owner, the car’s suspension characteristics will be precisely set-up by Aston Martin engineers to suit their exact requirements, from settings suitable for the ultimate long-distance GT, to a machine capable of conquering the Nürburgring Nordschleife.

While functionality and efficiency are paramount in the design and construction of the One-77’, so too is aesthetic beauty. To this end every single component has been crafted from the finest materials with absolute attention to detail. From the mesmerising weave of the glossy carbon fibre tub and the abstract, sculptural beauty of the dry sump’s oil reservoir, to the unerring precision of the billet machined aluminium suspension mounts, the One-77’s rolling chassis is an automotive masterpiece.

Of course the irony is that the vast majority of these exquisite components will be hidden from view in the finished car, yet each and every piece is a work of art in its own right. It’s this extraordinary workmanship and money-no-object commitment to quality that makes the One-77 unique.

Naturally, such a spectacular chassis demands – and gets - an equally exceptional drivetrain. It comes in the form of an immensely potent 7.3-litre, naturally aspirated V12 engine. Thanks to the adoption of a dry-sump oil system the engine is mounted 100mm lower than in any previous V12-engined Aston Martin road car, which helps keep the One-77’s centre-of-gravity as low as possible. To further aid agility and endow the One-77 with progressive handling and stable, predictable on-limit behaviour, the engine is also mounted 257mm aft relative to the front wheel centreline. In so doing the front-mid-engined layout shared by all of Aston Martin’s current road car range has been taken to a new level.

The One-77’s magnificent power unit is an extreme evolution of the 6.0-litre V12 engines fitted to the DBS, DB9 and new V12 Vantage models. Like the collaboration with MTC for the build of the chassis, Aston Martin has chosen a world-leading partner with which to develop the motor: legendary engine builders, Cosworth. It has proved to be the perfect collaboration, as Chris Porritt explains.

“Our brief to the engine team was for them to take the 6.0-litre V12 as far as it could go, both in terms of output and weight reduction. The targets were a power output of no less than 700bhp with a 10 per cent reduction in engine mass. Incredibly, the Aston Martin and Cosworth engineers achieved a mass reduction of some 25 per cent, and although we’ve yet to complete the final engine calibration work, I’m confident we’ll see in excess of 700bhp. It’s an awesome accomplishment, but one that’s typical of the One-77 project, for it has consistently brought out the very best in everyone involved.”

Wearing Pirelli P Zero Corsa tyres (255/35 ZR20 front, 335/30 ZR20 rear) developed specifically for the One-77, all 700+bhp is transmitted to the road through the rear wheels via a new six-speed gearbox. Controlled via column-mounted paddles behind the steering wheel, this robotised sequential manual is a new generation of Aston Martin’s familiar transmission. Though it is made specifically for the One-77 and features specially strengthened internals to cope with the tremendous power and torque, the lessons learned in its development will ultimately find their way into the company’s series production models.

It’s a mark of the inherent capabilities of Aston Martin’s acclaimed lightweight Carbon Ceramic Matrix brake technology that it has been used as the basis for the One-77’s braking system. The internals of the calipers have been re-engineered to transmit less heat from the brake pads into the brake fluid, while the discs themselves have been developed to ensure the maximum possible contact area between the face of the disc and the brake pads for improved stopping power. Due to the One-77’s increased performance, special attention has also been paid to brake cooling, as the brakes have less time to cool between bursts of acceleration.

With a projected weight of 1,500kg the One-77 will occupy the very highest echelons of road car performance. Top speed is confidently predicted to be in excess of 200mph, with a 0-60mph time in approximately 3.5sec. Perhaps more importantly, thanks to the purity of a front-engined, rear-drive layout, the responsiveness and immense tractability of a naturally aspirated V12 and the low mass, high-rigidity properties of a carbon fibre chassis, the One-77 promises a driving experience of unrivalled intensity and excitement while representing the world’s most desirable automotive art form.

Aston Martin Rapide

Aston Martin Rapide

Aston Martin Rapide

Gaydon, 15th April 2009. The Aston Martin Rapide has moved into the final stages of its development programme, on course for a public debut in late 2009, with the first customer cars due to be delivered in early 2010.

First revealed as the Aston Martin Rapide Concept at the Detroit Auto Show in 2006, the Rapide is one of the most eagerly awaited cars of the year. As Aston Martin's first true four-door production sports car, the Rapide encapsulates the core values of the brand within a elegant, high-powered sports grand tourer, with four full-sized seats, generous accommodation and luggage space and trademark Aston Martin performance.

Aston Martin Chief Executive, Dr. Ulrich Bez said: “The Rapide will be the most elegant four-door sports car in the world. It completes the Aston Martin range conveying our established attributes of Power, Beauty and Soul.

“In 2010 there will be an Aston Martin for every type of sports car customer regardless of the demands of their lifestyle. The Rapide is the most versatile, bringing a new benchmark of luxury and refinement to both driver and passenger.”

The concept received worldwide acclaim for its design as well as strong expressions of interest from customers. Following the purchase of Aston Martin in June 2007, the production version of the Rapide was approved and development began in earnest. Underpinned by Aston Martin's VH (Vertical/Horizontal) extruded aluminium architecture, the Rapide retains the elegant, flowing proportions that are integral to every Aston Martin and remains remarkably faithful to the original design study.

The cohesive design language and elegant form of the Rapide ensure it is a perfect complement to the other cars in Aston Martin's line-up. From the outset, the Rapide was designed with no aesthetic compromise. “We wanted to make the most beautiful four-door sports car in the world,” Aston Martin's Director of Design Marek Reichman stated when the concept was first shown.

The signature elements of Aston Martin's design language translate seamlessly to the four-door format, with key features such as the 'swan wing' doors - rising upwards and outwards as they swing open - facilitating access to the two beautifully trimmed individual rear seats. The bodywork flows effortlessly from front to rear, where a kicked up tail and strong rear shoulders wrap around the wheel arches to create the classic Aston Martin silhouette, enveloping the additional doors, seats for children or two adults on shorter journeys and functional luggage capacity.

Described by Reichman as a lithe 'long distance runner,' compared to the sprinter-like poise of the V8 Vantage and the muscularity of the DBS, the Rapide's lines are a master class in maintaining purity of proportion and vision. Detail design is crucial, with Aston Martin's iconic side strake extended to run through the front doors before blending into the rear door, lending a sense of dynamic thrust to the Rapide's stance.

The Rapide has been subjected to Aston Martin's rigorous testing programme including extreme climate testing and dynamic performance trials at the company's new Nürburgring Test Centre to ensure the Rapide will display the brand's integral high speed abilities. The last stages of endurance testing are now underway with final sign-off expected later this year before a production car is debuted in September.

The Rapide will offer performance purity and the same level of sporting ability as all modern Aston Martins. Powered by a version of Aston Martin's 6.0 litre V12 engine producing 470bhp and 600Nm of torque and, hand built at the company's engine facility in Cologne, the Rapide's rear wheels are driven through a highly responsive Touchtronic gearbox. Performance figures have yet to be revealed, although early indications are that the Rapide will offer class-leading performance and dynamics, alongside new levels of refinement and luxury.

The Rapide will be built at a new production facility in Graz, Austria managed by the acclaimed vehicle manufacturer Magna Steyr and co-ordinated by a fully integrated Aston Martin team from the UK. The new production facility is closely modelled on the Gaydon factory and will combine a sophisticated modern production line with the Aston Martin traditional hand-finishing skills, a proud blend of craft processes and attention to detail. The interior will further develop Aston Martin's skilful use of genuine high quality materials, applied appropriately and effectively to ensure that form always follows function.

“Rapide will exceed expectations to deliver elegance and practicality in a form that will allow driving enjoyment and comfort beyond anything that exists today,” says Dr Ulrich Bez, “The Rapide will exist in a class all of its own, a true Aston Martin with the high performance and dynamic excellence that defines the brand, and a luxurious sporting grand tourer without equal.”

Acura RDX - high tech and satisfying

Acura RDX - high tech and satisfying

Acura RDX - high tech and satisfying

Some station wagons seem to be the best of both worlds – room for five and cargo, yet still fun to drive like the Cadillac CTS wagon, BMW’s 325xi, Audi’s A3 Avant, Volvo’s V50 and Mercedes-Benz’s E350.
But station wagons aren’t a big thing for some now that crossovers have hit the scene, although some drive like an SUV. That’s where Acura made a smart move back in 2007 with the compact RDX back in 2007, calling it a "5-passenger entry premium SUV."


Based on the Honda CR-V, but with Acura’s edgier look, technology and sporty driving ability, its aimed at a customer who wants “a stylish vehicle that offers a higher ‘eye-point’ (driving position) and more cargo flexibility than a sedan,” but also wants the “style, handling and performance of a sports sedan,” sayeth Acura’s press material.

Witness the “transformable utility of the RDX,” now not so alone in the world of sporty compact crossover SUVs anymore.
* RDXterior - The RDX’s birth dates back to 2005 at the Detroit auto show, when Acura unveiled the RD-X concept. Acura believed that the world needed a competitor in the then-new premium sporty crossover class’s sole occupant, the BMW X3. Now there’s Audi Q5, Infiniti EX35, Mercedes GLK350 and Volkswagen Tiguan.
The look was similar to a baby MDX, starting with Acura’s chiseled nose. In 2010, Acura added its new satin alloy guillotine blade grill over a set of slit lower intakes (one feeds the intercooler) with a matte bumper bar, flanked by silver-framed fog lights. Underneath, a pseudo-brush guard. The headlights are slits that flow into the edgy fender above flat-faced wheel fender flares over 10-spoke alloy wheels wearing Michelin Pilot 18-inch rubber. The rising belt line is matched with a softly curved edge that rises off the front fender, while a gentle channel gives the flanks under the chromed door handles some definition over the lightly cladded sill. In back, a spoiler shields the tinted rear window on a composite hatchback with huge LED taillights and a short rear overhang. Under it, twin steel-edged pipes sit in a black lower fascia and accent the edgy bumper. It’s a tight design with a balanced look and fairly short overhang, but nothing as earthshaking as some Acuras have been.

* Acura accommodations – Dark gray over light gray with some pewter finish, all done in padded or soft touch materials - subtle, yet nicely done. You spy the inset three-gauge design with a big central 180-mph speedometer with a trip computer that even shows torque split on the wheels, flanked by 8,000-rpm tach and turbo boost gauge to the left and gas gauge and gearshift indicator to the right, done in white numbers with blue trim. The three-spoke tilt/telescope steering wheel has audio, Bluetooth, cruise, trip computer and voice command buttons – what you’d expect on a vehicle whose emblem is a measuring caliper. The large satellite navigation/stereo/backup camera screen has a 6-disc CD/DVD player down low, plus a very good AM-FM-XM Satellite tuner with MP3 audio input on the system faceplate below, and a USB input for iPods and memory sticks in the top of the multi-level, very deep center armrest storage area. A slit LCD display at the center base of the windshield offers climate control temperature displays, air vent node, clock and stereo information. The good news – Acura’s voice command system controls almost every audio, phone, navigation and climate control function you need, redundantly backed up with the familiar turn and tap knob under the screen and the main (map, audio, menu, info and cancel) function buttons around it. There are also stereo controls underneath, and on the wheel. You can shut off the nanny that verbally confirms button choices as well as tattled when someone unbuckled in the front passenger seat.

The nicely bolstered perforated leather buckets up front had eight-way power adjustments for the driver, and were sporty, supportive and comfortable, with a great driver relationship to controls. Both had dual-level heating too, the driver getting twin memory pre-sets. For a compact, back seat room was good for two adults. The rear seats flip and fold to expand the decent cargo area in back to 60 cubic feet, all hidden under a security cover. Liftover was low, and the sub-woofer in a side rear bulkhead didn’t intrude on space. Fit and finish inside and out was solid, all switchgear working smoothly and either backlit or lit from a blue pinhole LED.

* Acura athletics – The 2.3-liter turbocharged/intercooled in-line four under the hood of our 1,800-mile-old test car was a first for Acura, and its 240-hp output was a blast to drive in, hooked to a 5-speed automatic with sport option and small soft-touch plastic SportShift paddles. The result – a bit of turbo whoosh and wastegate burble as he hit a very quick 60-mph in 7 seconds. A light throttle input means great passing power for a four with precise shifts, the gearing held to fourth in sport shift. The bad side – here’s a four that got V-6 mileage, only averaging 15-mpg on premium.

This small crossover drove like its size, nimble and very sure-footed thanks to (breathe deep) Super Handling All-Wheel Drive, which shifts power to the outside rear wheel to boost cornering and steering. It corners very well, pulling through with minimal body roll and decent grip, a firm set to the supple (independent front/independent multi-link rear suspension) that some thought was a bit too firm, and did offer some sideways jiggle if you cross a speed bump at an angle. It really was almost as nimble as some sedans I’ve tossed around. I have taken one off road as well, and despite no low range, the RDX handled dirt and grass trails OK. The power steering was precise and nicely weighted, while the 11.7-inch front/12-inch rear disc brakes offered a solid pedal feel and good stopping power with no fade after repeated use. It drives like a sports sedan, like an Acura should, with a compact feel.

For safety, dual-stage front airbags, front side airbags and side curtain airbags for front and outboard rear seats with rollover sensor.

* RDX revenue – Acura now offers a front-wheel-drive-only RDX that starts at $32,620. Our all-wheel-drive version with technology package(navigation with voice recognition, Real-Time Traffic with rerouting, Real-Time Weather, 10-speaker surround sound system and rear view camera) was $37,165 with drive-by-wire throttle, remote keyless entry, HomeLink, moonroof, standard 18-inch wheels and leather seats.

For comparison in a now crowded field of compact premium all-wheel-drive crossovers, the RDX’s closest competitors are still the 260-hp BMW X3 (about $38,000), the 270-hp Audi Q5 (about $42,000), the almost-300-hp Infiniti EX35 (about $35,000) or the 268-hp Mercedes-Benz GLK350 (about $36,000) They all drive beautifully, with some serious sport sedan-like abilities within stylish station wagon-like shapes. Some of those shapes don’t mean good back seat or storage room, though. You can also consider the Volkswagen Tiguan (about $32,000), cleanly done but not as sporty.
* Bottom line – Acura developed a great option to the

then-exclusive X3 back when. Now you have a whole menu of premium sporty SUVs to choose from. Despite being there almost first, the RDX is still a very capable asphalt burner that is agile and quick. That said, some of the competition above is all that, if for a bit more.

2011 Acura RDX SH-AWD Technology
Vehicle type - five-door compact sports utility vehicle
Base price - $36,495 (as tested: $37,165)
Engine type - turbocharged/intercooled 16-valve, DOHC i-VTEC 4-cylinder
Displacement - 2.3-liter
Horsepower (net) - 240 @6,000 rpm
Torque (lb-ft) - 260 @ 4,500 rpm
Transmission - 5-speed automatic with paddle shifting
Wheelbase - 104.3 inches
Overall length – 182.5 inches
Overall width - 73.6 inches
Height - 65.2 inches
Front headroom - 38.7 inches
Front legroom 41.8 inches
Rear headroom - 38.3 inches
Rear legroom - 37.7 inches
Cargo capacity - 27.8 cu.ft./60.6 w/rear seats folded
Curb weight - 3,942 pounds
Towing capacity – up to 1,500 lbs.
Fuel capacity - 18 gallons
Mileage rating - 17 mpg city/22 mpg highway
Last word - Sporty, high-tech and very satisfying, but gas mileage only so-so.
By Dan Scanlan - MyCarData