Audi Q7 is our clear favorite, compared to the utes that share its running gear, the Porsche Cayenne and the Volkswagen Touareg. The Q7’s the only one with a third-row option, for one, and its suave styling trumps the plain look of the Touareg and the dowdy, ungainly Cayenne. And when we road tested it last year, we favored the Q7 over the BMW X5, saying “Despite its beefy stats and tons of equipment, Audi’s first true SUV is a lighter, nimbler piece than its data sheet spells out. Among its colleagues,ews only the Range Rover Sport approaches its sense of style and deft blend of on- and off-road personalities.”

It holds true in the 2008 model year, as the Audi’s luxe interior continues to impress us, and the pals we chum around in it. The Q7 has stunning interior materials for a sport-ute. The carpeting in the cargo area is better than most “custom-built” homes we saw while gawking this month, and they’re bordered in high-quality trim, with bits of chrome even apparent behind the second-row seats. I’m not a big user of third-row seats, but with them folded down the Q7’s cargo hold would easily swallow two weeks’ worth of luggage.

This time around, we found a little less to like about the six-speed Tiptronic automatic. It’s a little quick to dodge around the gears, and the throttle tip-in it set to feel quick–but it can feel jumpy in city-street driving.Another disappointment in any SUV of this size is fuel economy, and in this the Audi’s doesn’t disappoint. City mileage is tagged at 12 mpg — and on the highway it doesn’t get much better, at 17 mpg.

My test vehicle carried a base price of $59,375, with a generous helping of standard gear ladled on, including a navigation system, the third-row seat, Sirius, a rearview camera, and a power tailgate. Options including an air suspension, a panorama sunroof, chrome wheels and voice-activated navigation, pulled the tally to $66,775.

If that tab for the Q7 doesn’t make you blink, the few minor quibbles we have with its transmission should be easy enough to overlook. But Land Rover’s Range Rover Sport is a good alternative in this sky-high price range.

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(from Audi Press Release) Audi is presenting a revolution in the top class at the Detroit Auto Show 2008 – the first 12-cylinder diesel engine in a high-performance roadgoing sports car. The V12 TDI with a displacement of six liters powers a concept car based on the Audi R8. This unit generates a huge 500 hp and 1,000 Newton-meters (737.56 lb-ft) of torque. Audi is writing a new chapter in diesel technology with this power unit. Equipped with the expertise that Audi has built up through its motor sport activities, the R8 V12 TDI in matt “Grace Silver” embodies superb road handling, pioneering technology and fascinating design.

The V12 TDI is closely related to the engine in the Audi R10, the two-time Le Mans winner – so it catapults the Audi R8 into supercar terrain concerning performance too. It sprints from zero to 100 km/h (62.14 mph) in just 4.2 seconds and its top speed is well over 300 km/h (186.41 mph). The peak torque, reached at only 1,750 rpm, paves the way for effortless acceleration that is unrivaled even at this level.

The new V12 TDI belongs to Audi’s family of V engines but has the ideal included angle for this engine type of 60 degrees between cylinder banks. Its highlights include the new chain drive layout that includes the two newly developed high-pressure pumps for the common rail injection system.
Its sound is as thrilling as you’d expect in a sports car of this caliber. For all the subtle smoothness that typifies this design principle, the twelve-cylinder unit is full-bodied and equipped with energetic overtones that make no secret of its performance potential.

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Audi couldn’t quite wait ’til Detroit to show its production-bound TTS - the much-anticipated high-performance version of the TT line that also marks the TT’s tenth anniversary.

Most notably, there’s a lot more power under the hood, a 2.0-liter ‘TFSI’ four-cylinder engine that makes 272 horsepower. The engine, according to Audi, takes gasoline direct injection and turbocharging and “blends them to form a perfect partnership.” Peak torque is an impressive (for a 2.0-liter four) 258 pound-feet, between 2500 and 5000 rpm. With the new engine tune and extra power, the two-liter has also been strengthened and extensively reengineered, and the intercooler has been optimized, with maximum turbocharger boost dialed up to 17.4 psi - exceptionally high for a production vehicle.

A six-speed manual is standard-equipment for Europe, but all U.S. models get the available six-speed S tronic DSG gearbox - which shifts faster than a standard automatic transmission - cuts the zero-to-62-mph time by two tenths of a second. S tronic now also has a new pressure reservoir for the DSG unit’s multi-plate clutch system allows it to pull off shifts even faster.With the S tronic, the TTS Coupe will be able to accelerate from zero to 62 mph in only 5.2 seconds and on to an electronically limited top speed of 155 mph. Accelerating from 80 to 120 mph in fourth gear takes only 4.4 seconds - a testament to the engine’s broad torque curve.

U.S. pricing has not yet been announced, but based on the European prices mentioned in Audi’s release (Coupe starting at 44,900 euros), the U.S. Coupe will likely start in the upper $40k range. The TTS will go on sale in early summer for Europe, late November for the U.S., as a 2009 model.

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This image shows how the Audi A7 cabriolet could look when it arrives in showrooms in late 2009.

The car, which will go on sale a few months after the saloon model, is expected to feature a conventional soft-top roof in order to preserve the car’s boot and rear passenger space.

Engine choices are expected to be similar to those of theAudi A6, and include a 255bhp 3.2-litre V6 and a 350bhp 4.2-litre V8.

A Lamborghini-derived 435bhp V10 unit is also expected to be included in the range, linked to quattro four-wheel-drive.

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Introduction
Passion over practicality? When one is shopping in the luxury sport coupe segment, most definitely. Luxury sport sedans provide virtually identical performance and comfort plus extra practicality, but sometimes the passionate pull of a coupe’s swanky body style is too strong to resist. And when it comes to style, not much else in this class can match the 2008 Audi A5 coupe.

All-new for this year, the A5 (as well as its high-performance sibling, the S5) is instantly desirable thanks to its curvaceous sheet metal, which performs the rare task of being both elegant and muscular. Backing up this bionic Jaime Summers-like bod is Audi’s direct-injected V6 that makes 265 horsepower, a six-speed transmission (manual or automatic) and Quattro all-wheel drive.

Although much of the A5’s platform is shared with the A4 sedan, there are a few key differences that further the coupe’s sporting intentions. Among those tweaks are a new front suspension design, a longer wheelbase and a repackaging of the engine, transmission and steering rack. The result is improved weight distribution and handling, for more precise steering feel and action. These upgrades are slated to make it on the next-generation A4 sedan as well.

A key advantage for those who live with slippery weather conditions is the A5’s all-wheel drive, a feature shared only with the BMW 335xi. With a 40/60-percent front-to-rear power split, the Quattro system provides a rear-wheel-drive car’s crisp handling dynamics along with the extra grip of all-wheel drive. Other Audi assets include an expectedly handsome cabin filled with luxury features such as triple-zone climate control and finely finished leather and wood trim.

The 2008 Audi A5 faces some tough competition, however, in the form of the BMW 335i coupe, Infiniti G37 and Mercedes-Benz CLK350. The G37 is the bargain of the group, with its class-leading power and low price tag, though it lacks the warm cabin and overall polished demeanor of the A5. The Audi’s countrymen rivals tend to be more expensive — especially the Benz, which starts out at six grand more than the A5. Really, there’s not a bad one in the bunch. Just as long as you know you’re choosing passion over practicality.

What’s New for 2008
The 2008 Audi A5 is an all-new midsize luxury sport coupe. Based on the Audi A4 sedan, the A5 promises more engaging handling than any recent mainstream Audi and comes wrapped in seductive sheet metal.

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Following the leaked Audi roll out schedule until 2012 in Quattro Quarterly, we now have an artist rendering of the Audi A5 Sportback. The model is planed for September 2009 and will proceed with Audi’s aim to differentiate the A5 into a separate model family.

Before the A5 Sportback, there will be A5 Cabrio, and A4 Avant in March 2008. Obviously, the A5 Sportback will not remain a two-door as the coupe, but rather a five-door configuration. However, in order to be distinguished form the A4 Avant, the car might propose more sleek design in the rear with a more spacious cabin. The A5 Sportback will be equipped with bigger engines than the A4 Avant, such as 4.2 V8, although, the most sporty version will be the RS 5, which is expected to debut in early 2009.

Audi’s plan to catch sales and production up to BMW and Mercedes-Benz consists of enlarging the product range with 18 new models. That move will help the company reach 1 million vehicles sales in 2010 as those 18 new models will help push demand for the exotic niche models such as the Audi A5 Sportback. The A5 Sportback will be positioned between the Avant models of the A4 and A6.

(more…)

Buying an Audi sedan without Quattro all wheel-drive is like dating a Swedish brunette. That said, there’s nothing wrong with the right brunette, Bergman movies notwithstanding. And Audi makes and sells plenty of products where only the front wheels are driven, from economy cars to its aufwendig TT. In fact, Audi’s UK website proudly proclaims “a front-wheel-drive car is in principle more controllable and tracks better than conventional rear-wheel drive.” OK then, in advance of the all-new A4 headed our way in ‘09, let’s have a look at the Audi A4 2.0T and see if we can get past the FWD thing.

Under the guidance of northern Italian designer Walter de’Silva, Audi’s products preserve the straight, clean lines that BMW and Mercedes abandoned in pursuit of Picasso-esque titillations. The A4 maintains the simplicity of form and absence of affectation that has marked this marque’s models for decades. It’s proof positive that Audi understands understatement like Ferrari groks glamor.
The A4’s interior has no such Achilles heel. The design is two steps forwards, one step back; the splendid red-on-red gauge read-outs are back, along with the square steering locus and the all-work-no-play center stack. The A4’s quality materials continue to defend and extend Audi’s rep for haptic happiness, with controls that snick with precisely measured sensual satisfaction.

Of course, no one’s perfect. A garish, silver piece of trim bisected my test A4’s interior; presumably inspired by a bath tub ring. Worse, the A4’s rear accommodations are still cramped enough to make an A4 owner covet a relatively measly Malibu. If your passengers are neither large or numerous, the A4’s handsome cabin remains the standard to which all other automobile manufacturers can– and do– aspire.

Once underway, Audi’s 200-horse powerplant displays minimal turbo-lag and stumps-up enough twist to keep on keeping on on the highway. Enough is enough, but no more; the 3428lbs. A4 is no pocket rocket. That’s partly because the front wheel-drive A4 I tested came with a CVT (Continuously Variable Transmission)– no “proper” autobox is available. In any case, the sprint from rest to sixty takes about eight seconds.An A4 2.0T sans all wheel-drive is nothing more than a comfortable, boring sedan that gets reasonable mileage.

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