Audi has announced that its Lunar Quattro has a ticket to ride on a moon-bound spaceflight booked for late subsequent year. Refined, finessed, and now 18 pounds lighter, the automaker’s plucky moon rover is bound for a rendezvous with an additional extraplanetary car.
That 1, however, is a 1970s model.
Given that Audi announced its desire to land a 4-ring rover on the moon early last year, 16 of its prime experts have place their brains together assembling a battery-powered lunar automobile equipped with certain-footed all-wheel drive. Moon dust, as we all know, is terrible for traction.
It’s not boredom that’s compelling Audi to make this trip. The automaker, operating with the German space travel company Part-Time Scientists, hopes to beat out 15 competing teams to win the Google Lunar XPRIZE. To win, a team should land a rover on the moon, drive it a minimum of 500 meters (about a third of a mile), and send back images.
To make up for the expense of improvement, the prize contains a $ 30 million payday. Not bad, but spaceflight ain’t low-cost.
With two 66.1-pound Audi Lunar Quattros at the prepared, all that is left is the trip. And it is a loooong trip — 385,000 kilometers, or about 240,000 miles. Yesterday, the automaker announced that PT Scientists has secured a launcher booked via Spaceflight Inc., which should lift off near the finish of 2017. Space News reports that the launch automobile will nearly definitely be a SpaceX Falcon 9 booster, which is how Elon Musk worms his way into this story.
In contrast to a NASA mission, the Google Lunar XPRIZE does not concern itself with mineral samples and the effects of weightlessness on tiny screws in space. Simply, the mission is all about obtaining there, period.
Still, the Audi team doesn’t plan to ignore space history or science. There’s extra space in the probe, so the group plans to ship gear for NASA, the European Space Agency and Wikipedia. Also, the two rovers are headed to meet up with a relic of the previous — the Apollo 17 Lunar Rover left behind in the Valley of Taurus-Littrow following the last manned moon mission in 1972. That automobile was constructed with the aid of General Motors.
A U.S. regulator has come across another emissions-cheating device on a Volkswagen Group product. This is not much more of the exact same — rather, it is an entirely different apparatus used on autos until effectively after the company’s diesel emissions scandal became public expertise.
This is not a wonderful time for Volkswagen to be caught with its pants down for not disclosing anything they had been already in huge trouble for. With the company trying to wrap issues up with the Department of Justice, the new report from German outlet Bild am Sonntag could sour things.
According to the paper, the California Air Sources Board found the new emissions-cheating application four months ago. Sonntag claims the computer software was installed in vehicles with certain automatic transmissions, and sensed whether a car’s steering wheel was being turned. A stationary wheel is indicative of a stationary platform, like these employed for testing purposes.
During these circumstances the car ran a different shifting system, a single that reduced carbon dioxide emissions and all round fuel consumption. Turning the wheel 15 degrees in any direction canceled the program entirely, returning the car to its typical mode for road use.
The paper states that the device had been implemented in several hundred thousand Audi cars equipped with automatic transmissions, like the Q5, A6, and A8. The usage of the device was discontinued in May of 2016, which is a complete eight months after Volkswagen’s emissions scandal became public expertise.
Nether CARB or Audi have been available for comment on this morning’s report.
A German newspaper claims that Audi will get back 25,000 U.S. autos sold with a 3.-liter diesel V6 engine.
According to a story published in Der Spiegel, the automaker has determined the cars can not be fixed, Reuters reports. A total of 85,000 Audi, Porsche and Volkswagen automobiles include the exact same emissions-cheating defeat device identified in the automaker’s 2.-liter TDI engines, which are currently in the procedure of being purchased back.
The brief report claims the impacted automobiles are “older-generation cars” that will not pass emissions tests, but does not specify which models.
Audi USA claims the Environmental Protection Agency’s notice of violation extends to 5 models sold in the U.S.: the 2009-2016 Q7 and 2014-2016 model year Q5, A8L, A7 quattro and A6 quattro vehicles. Of these, the Q7 is the most plentiful.
In response to the report, the automaker released a statement from its American workplace:
“We are functioning tough with U.S. regulators to reach an agreement an authorized resolution for affected three.-liter V-six TDI cars and thank our clients for their continued patience. The Court has scheduled a status conference for November 3, 2016 to go over the matter further.”
Till now, all of the three.-liter autos stayed have been in limbo as parent organization Volkswagen sought out a fix for the high-end models, hoping to avoid a costly buyback. The fines and buyout fees associated with the two.-liter buyback leading $ 16.five billion.
In August, the U.S. District Court judge overseeing Volkswagen’s American settlement issued an ultimatum demanding the automaker show regulators a repair for the three.-liter engine and forcing it into settlement talks. Regulators soundly rejected a preceding fix proposal. Audi previously mentioned any fix would contain software updates and modifications to the vehicles’ emissions equipment.
The question now is: how a lot of non-Audi models will now grow to be subject to a buyback?
With front-wheel drive, a 2.-liter turbocharged 4-cylinder engine, and a seven-speed dual-clutch transmission, the all-new 2017 Audi A4 Ultra’s EPA highway fuel economy figure is 37 miles per gallon.
Audi says, “No other luxury sedan in its competitive segment provides higher EPA-estimated city or highway mileage” than the new fuel-sipping A4, which the Environmental Protection Agency rates at 27 mpg in the city and 31 mpg combined.
The EPA scores the rear-wheel-drive BMW at 32 mpg city and 42 highway and the 330e at a combined 72 mpge equivalent. Audi presumably excluded these non-entry-level, uniquely powered models from the “competitive segment” definition.
The A4 Ultra, which improves upon the regular front-wheel-drive 2017 Audi A4’s 25/33 mpg ratings, is reduced to 190 horsepower and 236 lbs-ft of torque from the usual A4’s 252 horsepower and 273 lbs-ft.
Non-diesel rivals such as the BMW 320i, Mercedes-Benz C300, and Lexus IS200t have combined EPA fuel economy ratings of 28, 28, and 26 miles per gallon, respectively. Even the Audi A4’s little A3 brother maxed out at a combined 27 mpg in MY2016.
Such as delivery charges, pricing for the 2017 Audi A4 Ultra begins at $ 35,850 in Premium guise — a $ two,400 savings compared with the typical front-wheel-drive A4 2.0T — and $ 39,650 for the Premium Plus.
Audi also makes use of the Ultra badge on a specifically higher-mileage version of the Audi A3 e-tron.
Despite sharing the comfort of a corporate umbrella, it appears that two standoffish German luxury tends to make are now pushing the beds together.
According to the German publication Autobild (through Autoguide), Audi is tapping Porsche’s expertise to create a new efficiency automobile, designed to occupy the vast gap in between the TT and R8 supercar.
Carrying the R6 moniker, which Audi trademarked in 2012 to created sure people kept their paws off it, the midrange sports vehicle is getting developed by a group that draws experience from both brands. The vehicle would ride atop a mid-engined Porsche Cayman/Boxster platform.
Creating a new platform for a single car would be a pricey affair for Audi, which explains the interest in Porsche.
Audi does not want a badge-engineered knockoff, so there’s significantly speculation more than what the end product would appear like. Autobild assumes that all-wheel drive and an Audi engine will be needed to differentiate the R6 from its Porsche brethren, on a mechanical level, at least.
Porsche has announced a line of four-cylinder engines for its smaller sized offerings, but those are horizontally-opposed mills (flat fours), so there’s a query of whether an Audi engine could fit in a Boxster-primarily based car. Though the report mentions a turbocharged 5-cylinder possibility, the dimensions of the vehicle will figure out if the R6 — if built — becomes a fast 5.
We not too long ago reviewed the 2016 Volvo XC90, the long overdue redesign of Volvo’s family hauler. Very first introduced as a 2002 model, the XC90 was a teenager by the time it was finally replaced. Oddly enough, it is a similar story with the Audi Q7.
In response to Volvo’s then-new XC90, Audi began development of the seven-seater Q7 in 2002, which later hit the market place in 2005. It received a facelift in 2009, but the fundamentals of the slab-sided Audi remained. Eleven years later, and at about the same time as the new XC90, Audi has finally reinvented the Q7 as a sort of soft-road A8 Avant.
Can it compete against the new XC90 for the hearts and minds of luxury-minded households?
Exterior You’d be forgiven for considering this Q7 is but another refresh of the original model, as its resemblance — the result of Audi’s “brand unifying styling” — exhibits historical roots. Even complete redesigns have to stick to the “one sausage various lengths” style philosophy.
The Q7’s grille and headlamps are much more angular than prior to, providing the front end some needed masculinity, and the tail lamps achieve Audi’s new Y-shaped light pipes. The all round impact is a sharpening of the desirable lines located in the 2016 model without breaking any new ground.
It is not just sheetmetal that Audi replaces for the new Q7. The seven-seater is built upon Audi’s new MLB two platform, which was produced for the Bentley Bentayga and the majority of Audi’s future models. Although the huge Bentley is the largest expression of MLB, the Q7’s 199.7 inch length is notably longer than the BMW X5 and just 4 inches shorter than an Escalade.
Interior Although the outdoors is a variation on a theme, the interior goes all-in on the latest gadgetry — from an available full-LCD instrument cluster to a large touchpad for “finger writing” entry and far more active security gadgets than I care to name.
The general look is a tiny busy compared to the minimalist Volvo or even the X5. The dash is bisected by an huge bank of air vents styled right after the Audi 5000 that stretch from the gauge cluster all the way to the passenger door.
Audi’s new front seats are much more comfortable than the base thrones in the BMW or Mercedes, although the up-level seat beats the competition’s premium alternatives by a hair. That mentioned, the new seat design in the XC90 trumps this comfort, no matter whether we’re talking base or optional seats.
Where the Q7 shines is in its second row. It is enormous. Sporting a 40/20/40-split style like we see in the Volvo, the seats offer a smidge much more space and my backside discovered them much more comfy. The trade-off is a third row that’s less comfortable than the XC90, even though it is a substantial improvement more than the cramped way-back in the X5.
Solidifying the Q7’s status as the luxury alternative to a minivan, you will discover 5 sets of latch anchors for child seats. In addition, the second row is wide enough to strap a Graco Classic Ride 50 seat in the middle and nonetheless flip/fold the outboard seats to hop in the rear. That is essential since moving the second row out-of-the-way is a more involved two-step process than the 1-step fold/slide mechanism we see in comparable Volvo, Acura, and Infiniti models.
Infotainment 2017 requires MMI to a new level. Utilizing the exact same 12.3-inch LCD disco dash as the TT, the Q7 adds an eight-inch LCD front and center. Audi decided to limit some of the “virtual cockpit” characteristics observed in the TT, but the system functions similarly all round. The LCD cluster offers a wide-screen map view with Google satellite imagery and infotainment readouts, but method and automobile settings have to be adjusted with the show in the dash.
Perhaps the biggest adjust is the addition of Apple CarPlay and Android Auto support. With out a touchscreen, these interfaces work a small differently than in mass-market sedans. As a outcome, it actually feels significantly less polished than the implementation in the 2016 Accord.
Audiophiles will be content to hear that the base audio technique is a nicely balanced, ten-speaker setup with a regular CD player. Our tester had the mid-level, 19-speaker Bose branded technique, which adds speakers in locations you by no means believed you’d discover them. This isn’t the prime-finish method. That’d be the insane 23-speaker, 1,900-watt Bang & Olufsen method for a cool $ five,000 over the Bose program.
Powertrain Even though we have been told that a two.-liter turbo 4-cylinder engine will at some point be the base engine, the only engine at launch is a three.-liter supercharged V6. Cranking out 333 horsepower and 325 lbs-ft of torque, it tops the three.-liter turbo in the X5 and the turbocharged and supercharged four-banger in the Volvo. Mated to a standard ZF eight-speed automatic and Quattro all-wheel drive, the Q7 will tow up to 7,700 pounds when appropriately equipped.
Drive With 333 horses under the hood and a ZF transmission coordinating the energy delivery, you’d assume the Q7 would be sprightly, and you’d be appropriate. Our tester scooted to 60 miles per hour in six.1 seconds, simply besting the six-cylinder X5 and base GLE whilst tying with the lighter, nine-speed equipped MDX. What may surprise you is how close the 2016 Volvo XC90 came — just 3/10ths slower.
Audi’s Quattro integrates the center and front differentials into the transmission case, the side effect of this is that the complete engine and torque converter ride in front of the front axle. This placement signifies that the Q7 carries a higher percentage of its weight on the front wheels than primarily each rear-wheel-drive competitor and, interestingly adequate, the new XC90 as well. Nonetheless, don’t confuse front-heavy weight distribution with front-wheel-drive power bias. This AWD system sends the majority of the energy to the rear wheels unless needed. The XC90 can never send much more than 50 % of its power to the rear wheels unless a front wheel slips, and the new SH-AWD technique in the MDX is far less aggressive at sending energy to the rear than it was ahead of, which now defaults to a front-wheel-drive bias unless you’re genuinely pushing it hard.
When the new Q7 was launched, Audi trumpeted a significant 700 pound reduction in curb weight. Even so, by the time the Q7 made it to America, it gained about 275 pounds back, placing the 2017 model a cupcake away from five,000 pounds. That is a significant distance from the new XC90 at four,394 pounds, or the MDX at a comparatively slim 4,286. Even though the Q7 has a powerful rear energy bias and our model came equipped with optional rear-wheel steering and wide 285-width tires, the Q7 nevertheless felt large and heavy on winding mountain roads. Our model was equipped with the optional adaptive air suspension which, like all air suspensions, makes the Q7 really feel “boatier” than it otherwise would. In contrast, the front-wheel-biased Volvo feels nimble and greater balanced in neutral handling scenarios. On the flip side, the rear-wheel steering makes effortless perform of parking lot maneuvers that would be multi-point turns in the Volvo or Acura.
The EPA prices combined fuel economy at 21 mpg, which is primarily the very same as the XC90. Nonetheless, most likely thanks to the weight and the general drivetrain design, we averaged 19.five mpg — below what we saw in the Acura or Volvo.
At $ 55,650 to start (inclusive of a $ 950 location fee), the Audi is $ 100 a lot more than a base X5, but is far much better equipped. In addition to the normal third row, the Q7 also attributes common leather seats, all-wheel drive and three zone climate handle, making it nearly $ five,000 significantly less than a comparably equipped BMW. The delta among the Q7 and the new three-row Mercedes GLS is likely to be $ ten,000-$ 15,000. The Q7 is faster to 60 mph than the comparable Germans as well.
On the other side of the segment, the Acura MDX is a significant discount more than the Q7, but ZF’s nine-speed auto is far much less polished than the eight-speed in the Q7. The MDX also feels much less premium in common. Even though a comparable MDX is a $ 9,000 discount more than the Q7, the Audi is practically $ 9,000 nicer.
As anticipated, the toughest competitor for the Q7 is the new Volvo. The XC90 T6 AWD is $ four,000 much less than the Q7, is practically as rapidly, is a hair far more effective and has a far more comfortable 1st and third row. The XC90’s style also strikes me as refreshing in a sea of complex Germanic themes. Whilst the Q7’s drivetrain is far more my cup of tea than Volvo’s higher-strung four-pot, the Volvo’s much more nimble dynamic, much more polished active driving assistants and decrease price tag hold it in the top spot for me. Second place is not a undesirable finish for the Q7, but our tester pushed the $ 4,000 delta among the Audi and Volvo to $ ten,000 with out adjusting for the leather dashboard and door panels you locate in the Swede. With that kind of price tag distinction, the Q7 might be the discount German, but the Volvo is the all around greater folks hauler.
Coupé-like styling is one particular of the largest buzzwords at new vehicle launch parties. Even though this is a lot more of a modern phenomenon, the root of the seemingly contradictory 4-door coupé is older than you may possibly believe.
In 1962, Rover dropped the rear roofline on its P5 sedan and dared to contact it a four-door coupé. In 2004, Mercedes picked up on this concept with the CLS-class Coupe. It was only a matter of time prior to Audi and BMW joined the celebration with the A7 and 6-Series Gran Coupé.
Now, several of you might say we currently have a name for the 4-door coupé. It’s a sedan. I agree with you. Audi isn’t totally convinced by the “coupé” designation either, and they only dare mention it twice in the 62-web page brochure. This signifies the S7 is a $ 12,000 styling exercise atop a tasty and a lot more practical S6.
Exterior The way BMW, Mercedes and Audi arrived at their four-door coupés is important to understanding the differences among them.
Mercedes took the E-Class, stretched it, slammed the roofline, removed the sills on the doors, pinched the rear end and — voila! — say hello to the CLS. Audi did anything similar with the A6 but took things a step additional by reworking the rear finish to accommodate its signature liftback. BMW didn’t “coupe-ify” the 5-Series. Alternatively, it took the existing six-Series two-door and stretched it until it could accept a second set of doors. Though Audi describes the S7 on occasion as a five-door, it is hard to inform from the outdoors because the rear is made to hide the truth that the glass lifts with the trunk lid.
Audi subscribes to the “same sausage, diverse lengths” school of design — except with the R8 and the A7/S7. Whilst the front end is nevertheless very significantly the identical as the S6, the rear end is a lot a lot more dramatic with powerful lines and creases replacing the “bubbly” theme employed by some Audis. 2015 brings new LED headlamps and taillamps with a “Y” shaped accent strip bisecting the module reminiscent of Volvo’s Notion Coupe and XC90. (In case you had been questioning, the Volvo idea came 1st.) The rest of the conversion from S6 to S7 consisted of adding normal LED headlamps, removing the window sills and integrating a spoiler into the liftback that pops up at 80 mph so the cops know you are speeding to reduce rear-finish lift at larger speeds.
Interior The relation of the S7 to the A6, the CLS to the E-Class and the Gran Coupé to the 6-Series is critical on the inside.
BMW positioned its 6-Series 2-door decently above the 5-Series and priced it $ 17,000 larger than the least costly 5. This signifies while the A7 and S7 use an interior that is largely shared with the $ 46,200 A6 2.0T, and the CLS shares its insides with the $ 52,650 E250, the 650i Gran Coupé has an interior shared only inside the six-Series line and largely special from both the 5-Series and the 7-Series — though some parts are shared. As a outcome, the interiors of the Mercedes and Audi four-door coupe just don’t really feel as particular or as distinctive as the BMW. This distinction is most notable in the design of the dashboard. The S7 gets the head-up display that is optional on the A6. Unlike most luxury vehicles that use a slightly diverse dashboard design when HUD equipped, Audi tacks a massive “donut” on top of the gauge binnacle to residence the projection unit.
Although headroom is far more restricted up front than numerous luxury sedans that are this identical length, there is nevertheless adequate room for my 6-foot frame and a six-foot-5 passenger. The back seat is a various matter. Like the BMW and Mercedes, there just isn’t adequate area for a 6-foot passenger to sit comfortably for any length of time. Though the A7 will seat three shorter people in the back, the S7 loses the middle seat, dropping the total seat count to four. This tends to make the S6 the much more practical individuals carrier as it has a generous quantity of rear headroom and legroom.
Although rear passenger space is surely much less sensible compared to the A6/S6, Audi compensates with a much more sensible cargo region. Thanks to the liftback design and rear seats that fold practically flat, you can truly jam a barbeque from your neighborhood home improvement shop in the back, or a large flat screen Tv. The difficult tonneau cover is less hassle-free than a roller-shade style unit, but it offers a lot more separation from your luggage when the rear seats are latched in location.
Infotainment Audi’s MMI infotainment system has not too long ago received a key overhaul with new hardware and a faster graphics processor. The new hardware allows for smoother animation and screen changes, but we nonetheless don’t discover expanded voice commands for USB/iDevice media library control like those found in Lexus, Cadillac and Acura autos. The refreshed computer software adds assistance for a few new Net-connected characteristics such as INRIX targeted traffic info and Apple Siri Eyes Totally free assistance. Sadly CarPlay and Android Auto had been not along for the ride. On the hardware level, there’s a new LTE cell modem for more quickly downloads and an integrated WiFi hotspot.
The 8-inch LCD at the heart of the system remains unchanged and is still sporting a common aspect ratio, not the widescreen format preferred by BMW. Nestled among the speedometer and tachometer is an optional 7-inch LCD with an expanded feature set that contains a full navigation show with moving 3D map and topographical data. Perhaps the most important change for 2016 may possibly be the simplest: Audi, along with Volkswagen, lastly ditched its proprietary MDI cable. Lifting the center armrest reveals two typical USB ports and you can now connect your device with any old USB cable you have lying around.
Drivetrain Component of the $ 22,000 value difference amongst the A6 and A7 is identified in the sedan to liftback conversion, and portion is under the hood. Although the A6 has to make do with a base 2.-liter 4-cylinder turbo engine and front-wheel drive, the A7 starts off with normal all-wheel drive and a 333 horsepower, three.-liter supercharged V-6. But we’re right here to talk about the S7, which is about $ 12,000 more than the S6. Like the CLS550 and 650i, the S7 makes use of a twin-turbo V8, but Audi chose a smaller displacement of 4 liters vs four.7 in the Mercedes and four.4 in the BMW.
According to some German scientists, Audi’s displacement is the most efficient option. Thanks to the modern miracle of direct-injection, close-coupled turbochargers and intercooling, power is nonetheless a healthful 450 horsepower and 406 lbs-ft of torque, a 30 horsepower bump vs 2015. Even though Audi has the horsepower advantage compared to 402 in the Merc and 445 in the Bimmer, the Audi’s torque is the lowest in the group at 406 vs 443 in the CLS and 480 in the 650i. If that is not sufficient power, Audi will spool the exact same simple creating blocks up to 560 horsepower and 516 lbs-ft in the RS7.
As we’ve come to anticipate from Audi, all S7 models are all-wheel drive, a major distinction from Mercedes and BMW that offer two-wheel drive by default. Under most circumstances, 60 percent of the energy is sent to the rear in the S7, but Quattro is capable of sending as considerably as 80 percent or as small as 20 percent to the rear. In an interesting twist, the 333 horsepower A7 and 560 horsepower RS7 use a ZF-sourced 8-speed automatic, although the S7 uses a 7-speed dual clutch transaxle manufactured by Borg Warner. Apparently, the DCT is rated for a maximum of 406 lb-ft of torque, which explains why power got bumped recently but torque stayed the very same.
Thanks to the effective displacement decision, the torque-converter-cost-free transaxle (that is the correct term because Audi integrates the front axle into the transmission case), a variable displacement system that turns off half the cylinders when not necessary and a common start off/stop method, fuel economy is the highest in this telephone-booth-sized segment. At 17 mpg city and 27 mpg highway, the S7 beats even the two-wheel-drive competition by at least 1 mpg on the highway and matches their rear-wheel drive city numbers. In the real world, generating more than 400 horsepower needs a specific amount of fuel and driving any of them challenging on your favourite road will result in fuel economy in the low teens.
Drive The style of Audi’s all-wheel-drive system pushes the engine and torque converter totally ahead of the front axle, but its weight is a lot more evenly distributed than the CLS 550 4Matic. In fact at 55/45 (front/rear), the S7 is very close to the 650i xDrive’s 53/47 weight distribution. This signifies that the occasional complaints of the “Audi plowed in the corners” doesn’t truly apply to the S7 any much more than it does the Merc or BMW.
Even though I choose the feel of a rear-wheel-drive CLS or 6-Series out on a track, the S7 is the much better handling automobile in the genuine world. Element of the reason is Audi’s tire choice. While most luxury sedans feature a staggered tire design and style, the S7 gets the very same tire on all 4 corners — either 265/35R20s or 275/30R21s as our model was equipped. 265-width rubber is unusually big up front and the list of vehicles that run 275s on the front axle is even shorter. Even though this option would generally lead to heavy steering and possibly reduced steering really feel, we live in an era of electric energy steering so things are pretty numb anyway.
In spite of becoming 300-pounds heavier than the Mercedes CLS 550 4Matic, the wider front tires and common suspension design and style make the S7 quite just the better companion on your preferred winding road. It’s also the more quickly companion. Put the pedal to the floor and the S7 scoots to 60 in a blistering 3.9 seconds. If you’re wondering why this is so far off Audi’s official 4.five second run there are two factors. The initial one is that Audi, like BMW, has been underrating items for a although. Second, Audi never updated their official numbers after providing the S7 a power bump and software program refinements. Searching into the numbers, even the -30 time of 1.3 seconds is extremely short for a car with no a torque converter.
Thanks to the huge front tires, the four,564-pound Audi defies physics by stopping from 60 to zero in a recorded 116 feet. Due to the fact the front tires and brakes are undertaking most of the stopping, the S7 brakes shorter than the lighter CLS550 and the slightly heavier 650i simply because of the wider tires.
That wide rubber on the S7 sets it apart from the S6 as effectively. Audi’s traditional sedan only comes with 255 width rubber from the factory and the distinction in confidence level is noticeable when you start pushing the sedans tougher. The grip on the front axle is particularly extreme and instantly noticeable in the S7 when you are driving the automobile hard on tight corners.
For a performance automobile with a 450 horsepower V-8 and a dual clutch transmission, the S7 is surprisingly civilized. Audi’s most current DCT software program permits low-speed crawl nearly on par with a modern automatic. Almost. Unless I was climbing a steep hill at two mph, it was not possible to tell what was beneath the hood. Also unusual is Audi’s decision of a four-corner air suspension along the lines of the Mercedes S-Class, Range Rover and Jeep Grand Cherokee. Like the off-road alternatives with an air suspension, the S7 makes it possible for a “high-height” mode for improved ground clearance when approaching driveways. Thanks to the air bags, the S7’s ride is also highly polished for this segment. On the down side, air suspensions do really feel “floaty-boaty” when compared to a conventional steel coil setup. The suspension selection makes the S7 the most comfortable for day-to-day driving.
Right after a week with the S7, my thoughts was produced up. If funds was no object, I’d take the 650i Gran Coupé. The 6 has a much more distinctive interior, the rear-wheel-drive dynamic is much more exciting on a track, I favor iDrive to MMI and the ZF 8-Speed auto in the BMW is a hair smoother. For these of us that make our own money, even so, the S7 is the very best overall choose.
The 2016 Audi S7 may not be as special inside, or as tail happy as the 650i, but the BMW is merely not $ ten,000 far better than the Audi. A base 650i expenses about the exact same as our nicely equipped S7, yet it lacks all-wheel drive and isn’t as fast to highway speeds. On the Mercedes side, the S550 is significantly less pricey than the S7 by a couple grand, but it’s not a much better deal. The S7 is at least a few grand nicer on the inside, is quicker and delivers a much more polished ride.
I realise that a few outlets have complained about the S7’s air ride suspension and common all-wheel drive. Whilst I admit the rear-wheel-drive Mercedes and BMW are more fun on a track exactly where you can explore the two-wheel drive dynamics and the Audi’s air suspension feels a lot more boat-like, I do not reside and commute on a track. For the typical purchaser, the S7 is merely easier to reside with. The funny factor is the S7 is so easy to live with and at the identical time so insanely fast that I honestly see little reason to upgrade to the RS7, CLS AMG or M6 Gran Coupé.
There’s just one particular problem: The Audi S6. No, it is not as attractive as the S7 and it doesn’t deal with as effectively either. However, it is about $ ten,000 significantly less pricey when comparably equipped. Much like the S7 vs 650i comparison, the S7 just is not $ ten,000 far better than the S6. Due to the fact of the path Audi took to produce the S7, it does not have a special interior to support soften the blow either. If my money had been on the line, I’d take the S6 and invest the ten grand on wider tires.
Audi supplied the vehicle, insurance coverage and one particular tank of gas for this review
Audi announced last week that owners of its A3 TDI model would be presented the exact same goodwill system offered to Volkswagen TDI owners.
The plan, which began Nov. 20, offers owners the same $ 500 prepaid Visa card that can be employed anyplace and a $ 500 dealership present card that can be utilized at Audi dealerships. 3 years of roadside assistance also will be integrated in the goodwill program.
According to Audi’s diesel data web site, accepting the goodwill package doesn’t preclude owners from suing Audi in the future.
The program seems to operate similarly to Volkswagen’s goodwill system.
Affected owners with Audi A3 TDI vehicles purchased prior to Nov. eight will want to register their auto through VIN number with Audi to receive their package. To activate their gift cards, owners will nevertheless need to go to an Audi dealership to have them activated there.
According to initial reports, roughly 120,000 diesel owners have registered their Volkswagen cars with the automaker to acquire their goodwill package.
Audi is only making offered its goodwill system to owners of A3 TDI cars. Vehicles equipped with Volkswagen’s three-liter diesel engine, which consist of the Q5, Q7, A6, A7 and A8, that Audi admitted used unreported auxiliary emissions manage devices to pass emissions tests are not eligible for the system.
“We are cooperating with authorities to investigate the problems affecting these TDI models,” the automaker mentioned on its site.
In the course of a meeting Thursday among the Environmental Protection Agency, Volkswagen and Audi, officials from the automakers told the regulator an emissions system for three-liter turbodiesel engines is also utilised on 2009 via 2016 model year autos, the EPA mentioned in a statement right now.
An earlier statement from the EPA on November 2 pointed the finger at a restricted number of models and model years equipped with the 3-liter diesels, even though other model years of these same autos are practically identical with regards to their emissions systems.
In the newest statement, the EPA is still calling the emissions program a defeat device, though Volkswagen, Audi and Porsche have however to recant their claim that the emissions system is legal and does not violate emissions laws.
The admission from Volkswagen and Audi explains the confusion knowledgeable by members of a Touareg enthusiast forum. These members were flummoxed the 2014 Volkswagen Touareg was identified by the EPA as employing the auxiliary emissions manage device, though earlier models that utilized the identical drivetrain and ECU were not.
Volkswagen and Audi are supposed to detail to the EPA right now a fix for illegally polluting four-cylinder diesels, even though there’s been no word on no matter whether that has happened or not at the time of publication.
Raphael Orlove over at Jalopnik has fine, fine reporting that the subsequent-generation Audi S4 will sport a conventional eight-speed torque converter automatic alternatively of the company’s 7-speed dual-clutch unit.
The reason? The S4’s new turbocharged, 3-liter V-6 that produces 354 horsepower creates just enough torque (368.8 pounds-feet of torque, to be exact) to disqualify the automated manual. According to Orlove, the automaker didn’t rule out a DSG in the S4’s future, but stated it just won’t be obtainable at launch next year.
Even with the classic eight-speed, the S4 nonetheless packs a punch. According to the automaker, the vehicle will run up to 60 mph in four.7 seconds, and its disconnecting, cost-free-wheeling transmission will support the automobile achieve practically 32 mpg.
According to Audi, the S4 sedan — but not the Avant — will go on sale in the States subsequent year.