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Audi's 2009 A6 is scheduled for a mild redesign, and the future sedan was spotted on public streets nearly free of typical prototype camouflage. Visible is a new front fascia with low, flared intakes similar to the face of Audi's 2008 A5 coupe, and small round foglamps that are intended to disguise the actual rectangular lamps. A close look at the visible taillights reveals an additional blacked-out lamp on the car's trunk, modeled after the Audi A4 and A5's treatment. A thin chrome strip runs the width of the A6's rear, but is likely placed to help camouflage the final design due to its odd placement. The 2009 A6 looks more like the Audi A5 coupe, and that's not a bad thing.
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The muscle-bound 40-something is obviously talking to us, but we can't hear him over his T-shirt that reads, "THE BEATINGS WILL CONTINUE UNTIL MORALE IMPROVES." He takes a couple of steps in our direction and tries again. "Your A4, is that the 2009 Audi A4?" "Yes, it is," we say, pulling the pump's nozzle from the car. "You like?" "You know," he says, quickly folding his arms. "There's only one thing wrong with this car." He pauses and looks right at me. "My BMW 335i can blow its doors off." Our mind races for a comeback, but before we can respond he turns and walks away. Considering his T-shirt and Hulk Hogan-esque biceps, this is probably a good thing. Instead, we just stand there, dumbfounded, watching our rival climb into his black 335i and drive off. "What an a-hole," we say as we return the pump's nozzle to its cradle, spin on the A4's gas cap, click, click and then land our buns into the Audi's perfectly shaped driver seat. And then it hits us. That a-hole is right. Absolutely right. There is only one thing wrong with the 2009 Audi A4, and it's the simple fact that a BMW 335i can blow its doors off.
Still No Slug
Not that the A4 is a slug. Our test car's 265-horsepower 3.2-liter V6 is the more powerful of this all-new sedan's two engine offerings, and it has enough grunt to keep this 2009 A4 feeling sporty. As before, the engine's power delivery is smooth and linear all the way to its 7,000-rpm redline. This is due in part to its direct injection and Audi's revised variable valve lift system (AVS), which allows the engine to breathe more deeply. Still, peak torque doesn't arrive until 3,000 rpm, so the V6 has to be worked fairly hard before you feel any real forward thrust. At our test track, the A4 accelerates to 60 mph in 6.9 seconds (6.6 seconds with 1 foot of rollout like on a drag strip), and makes a quarter-mile pass in 15.0 seconds at 94.7 mph. This is a full second quicker in both tests than the last V6 automatic Audi A4 we tested way back in 2005. Trouble is, it's just OK performance in 2009. It's also a bit lethargic considering our test car's lofty sticker price. The same $45,000 will buy you the 300-hp BMW 335i that hits 60 mph in 5 seconds flat when equipped with a six-speed automatic transmission like this A4 — and it's faster with the standard six-speed manual. The BMW's 13.6-second quarter-mile run also leads this class. But the Audi isn't outrun only by its Bavarian rival. Despite a V6 that supplies 10 more hp than last year, the A4's oversize grille will be left in the dust by Aunt Sue in her Camry V6. We can't help but be a bit disappointed. The A4 is all new, outside and in. Underneath, too. But its powertrains are not. When the A4 hits the U.S. market this fall, the 300-hp BMW 335i, 306-hp Lexus IS 350 and 306-hp Infiniti G35 will remain the heavy hitters in the class.
All-Wheel Jive
No manual transmission is available with the V6, only Audi's excellent six-speed automatic. All-wheel drive is also standard. This is good. Quattro has been around since the earth cooled, and we're fans. In its present form, the purely mechanical system sends 60 percent of the engine's power to the rear wheels under normal driving conditions. In abnormal conditions, the A4's self-locking center differential redirects that power to the axle with the best traction. It's not the world's most advanced all-wheel-drive system, but it works. The A4's high-speed stability is excellent and its initial turn-in is sharper than Beldar's head. To further improve the A4's ride and handling, Audi's engineers increased its wheelbase by 6.6 inches. This has allowed them to move the front axle forward 6 inches, effectively moving the engine farther back in the car's chassis for better weight distribution. They also moved the battery to the trunk to remove even more weight from the car's nose. Finally, the A4's steering rack has been positioned lower and farther forward for increased feel and precision. Our test car is equipped with the optional 19-Inch Sport package, which includes a firmer sport suspension and stickier Michelin Pilot Sport Tires. It also lowers the car about three-quarters of an inch. Just to make things confusing, however, our test car was mistakenly equipped with the 18-inch wheels and tires from the 18-Inch Sport package.
Awesome in the Turns
Despite this mix-up, this is the best-handling A4 we've ever tested. Its slalom speed of 70 mph and skid pad performance of 0.86g essentially match the numbers generated by the super high-performance Audi RS 4. Impressive. And the A4 feels good doing it. This is a very sharp, communicative sedan and it's fun to throw around. Exhibiting impressive pedal feel, consistent response and minimal idle stroke, the A4's new brakes are also fantastic. They not only stop the sedan from 60 mph in just 107 feet (that's supercar territory), but they never overheat. But don't trade in your BMW 3 Series just yet. The Audi's all-wheel-drive system might add stability to its road manners, but it also adds weight. At 3,870 pounds, this small sedan weighs 300 pounds more than its rival BMW, and you can feel that extra mass when wringing its neck on a mountain road. Terminal understeer at the limit also remains a problem with the A4, but that's to be expected in an all-wheel-drive car with 55.5 percent of its weight over the front tires.
Still the Best Interior
That additional wheelbase does more than improve the 2009 A4's ride and handling, because it also gives this little sedan some useful rear-seat legroom at last. No, we're not kidding. Human adults with actual lower extremities now fit in the A4's rear seat. Still, the place you want to be is behind the A4's three-spoke steering wheel. The sedan's interior is all-new and now resembles the larger A6 sedan and Q7 sport-utility. No bad thing. The design of the A4's interior sets a new standard for small premium sedans. Not only is it fantastically comfortable, but also it looks beautifully modern and wonderfully constructed — nothing feels cheap. Every switch, knob and surface has been executed with the same wonderful obsessive-compulsive disorder we've come to expect from Audi's interior design geeks. Function is improved, too, especially the controls for Audi's optional MMI (Multi Media Interface), which has a wide range of functions, including the car's navigation and sound systems. It makes iDrive seem like a cruel joke. Our test car is also equipped with the optional 505-watt Bang & Olufsen audio arrangement that feeds 10 channels of sound through no fewer than 14 speakers. We have no complaints.
Plenty of Gizmos
Our test car has also been equipped with the optional radar-supported automatic cruise control (ACC), the company's parking system (APS) and Audi Side Assist (ASA), which warns you if there's a car in your blind spot. They all work as advertised, but seem unnecessary if you just pay attention and drive well. We can't say the same for the optional Audi Drive Select (ADS) system. Oh, it, too, works as advertised, but it also makes this a better driver's car. With the push of a button the system will vary the engine, transmission, steering and suspension characteristics to suit the driver's preferences. There are three settings for each: Dynamic, Auto and Comfort. After much experimentation we found ourselves setting the engine, transmission and steering in Dynamic for the most response, and the suspension in Comfort to take the edge off the ride harshness in the city. Our only problem with the system is that it defaults to the Auto settings every time you start the car. It shouldn't. It should default to Individual, which are your custom choices. As it is, you need to push the button every time you climb behind the wheel. Dumb.
Oh, So Good
The first Audi A4 hit the U.S. market back in 1994. At the time, Audis were a little less desirable than acute diarrhea. But the car was good. So good, Americans quickly forgot all about 60 Minutes and unintended acceleration, the poisonous combination that had all but sunk the German car company during the early 1990s. Americans wanted the A4. In 1994, Audi sold 12,575 cars in the United States. By 1996, total Audi sales were up to 27,379, largely on the back of the A4. And they've been on the rise ever since. The A4 is Audi. It's the car that saved the company 14 years ago and it remains its best-seller today. Changing it is risky. Flub it and Audi would turn back its clock more than a decade. But the 2009 Audi A4 is no flub. It's easily the best A4 ever. Audi has been an artistic success for a long time, but it hadn't quite unlocked the secret to big-time commercial success in America. With the new 2009 A4, Audi has cracked the code at last.
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Audi already has convertible versions of its A4 and TT coupes, so it's not exactly a stretch to assume a drop-top version of the new Audi A5 coupe will be coming down the pipeline. A natural for going cabriolet, expect to see Audi chopping the top on both the A5 and sporty S5 trims. Unlike the 2009 Infiniti G37 convertible, the new A5 and S5 cabriolets are expected to use a folding soft top instead of a more complicated and heavier retractable hardtop. Both the current A4 cabriolet and new TT roadster use similar soft-top mechanisms. Powertrain options for the A5 and S5 convertibles will likely remain the same as the coupe offerings. For the A5, that means a 265-horsepower 3.2-liter V6 with a six-speed manual transmission or Audi's manually shiftable Tiptronic six-speed automatic. The S5 convertible would share the coupe's beefy 354-hp 4.2-liter direct-injected V8 with the same tranny options. With the A5 coupe starting life as a 2008 model, expect to see the A5/S5 convertible arrive next spring as a 2009.
New 2009 Audi TT Clubsport Low Prices Lease Payment Limited Edition Models Available with Worldwide Delivery
REIFNITZ, Austria — Audi appears to be gearing up for a limited-production run of its red-hot TT Clubsport Quattro, first shown a year ago as a concept at the 2007 Wörthersee Tour. For this year's enthusiast meet, the open-cockpit two-seater is being shown in production-ready garb.
Audi has made mainly detail changes to the car, including a strip of LED daytime running lights under the headlamps, a larger windshield with thicker A-pillars, beefier rollover bars and revised mirrors and rear bumper. The powertrain is impressive: The familiar turbocharged 2.0-liter TFSI four-cylinder engine has been massaged to deliver more than 295 horsepower and is mated to a seven-speed S tronic dual-clutch gearbox. The car sits on a wider track than the production TT and rides on 255/35R19 sport tires. The cockpit is clad in orange leather with orange-and-white graphics on the instrument cluster. Shift paddles, door pulls and pedals are made of aluminum. The exterior is finished in Suzuka Gray. In typically coy German PR-speak, the company notes that "small-series production of this model cannot be ruled out."
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What's New for 2008
After a one-year hiatus, the Audi TT returns for 2008. Fully redesigned, the new model features evolutionary styling, a more sophisticated chassis and a new four-cylinder engine. It's also wider and longer, but extensive use of aluminum has reduced curb weight compared to the previous-generation TT. It's hard to imagine that the basic shape of an overturned bathtub with some flashy aluminum bits on the inside could have such an impact on automotive design. But that is indeed the case with the Audi TT. One of the most original-looking vehicles to come out in the past 10 years, the TT has rightfully earned its place as a Germanic icon.For some drivers, however, iconic style only goes so far. A redesign of this sport coupe and roadster has been sorely needed, as the original TT's Golf-derived hardware filed for official geriatric status some time ago. For the 2008 model year, the Audi TT finally receives its first full redesign since its U.S. debut eight years ago.The new 2008 Audi TT is longer by almost 5 inches and a bit wider and taller. Wheelbase and front/rear track dimensions have grown by about 2 inches. But because of the extensive aluminum content in the TT's structure (69 percent by weight), torsional rigidity is up and overall curb weight is down.As before, the TT relies on either a turbocharged four-cylinder or a normally aspirated V6 for power. The four-cylinder is Audi's latest direct-injection mill, but the V6 is a carryover. A new suspension design and electric-assist steering rack with speed-sensitive assistance are said to improve handling precision. Audi is also offering new adaptive "magnetic ride" dampers that automatically adjust within milliseconds to improve both ride quality and handling.With the previous TT's interior and exterior designs being its most endearing aspects, Audi has logically chosen to keep the updates purely evolutionary, especially on the outside. The look is a little more masculine now and features Audi's latest signature single-frame grille. A retractable rear spoiler rises at highway speed to reduce aerodynamic drag.Inside, the TT coupe is still a "2+2," which means two front seats and two rear seats that really only qualify as such for those 5 feet tall and under. Audi does say that the cockpit is roomier overall, however. The look is modern but still contains the TT's distinctive (and now oft-imitated) metallic highlights and typically high-quality materials. The roadster's top is again fabric but now folds flat, dispensing with the need for a tonneau cover.Overall, we think the 2008 Audi TT is a pretty impressive choice for a new sport coupe or roadster. But there are factors to consider before signing up at your local Audi dealership. If you're really only interested in performance, there are cheaper ways to go about it (Mazda RX-8, Mustang GT, Nissan 350Z). Similarly, BMW's 335i or Z4 and Porsche's Boxster/Cayman can outdo the TT in terms of power or rear-drive handling excellence. Still, for someone wanting a broad combination of performance, sophistication and style, the TT comes highly recommended.
Body Styles, Trim Levels, and Options
The 2008 Audi TT is offered as a coupe-styled sport hatchback or roadster. The trim levels, 2.0T and 3.2 Quattro, indicate the type of engine. The TT 2.0T comes standard with 17-inch wheels and run-flat tires, a manually operated soft top for the roadster, a CD player, leather seats, a tilt/telescoping steering wheel and full power accessories. Selecting the Premium Package adds automatic top operation for the roadster, a multifunction steering wheel, powered and heated front seats, an auto-dimming rearview mirror and a six-disc CD changer. The 3.2 trim essentially comes with the Premium Package as standard.Stand-alone options include 18-inch wheels with high-performance tires, xenon headlights, a navigation system, a dedicated iPod interface, Bluetooth connectivity, adjustable-suspension dampers, rear park assist, satellite radio, and upgraded leather upholstery. There's also an S-line package with styling enhancements, 19-inch wheels, and on the manual-transmission 3.2, a short-throw shifter.
Powertrains and Performance
The front-wheel-drive 2.0T model comes with a turbocharged 2.0-liter four-cylinder engine that develops 200 horsepower and 207 pound-feet of torque. The Audi TT 3.2 Quattro features all-wheel drive and a 3.2-liter V6 maxing out at 250 hp and 236 lb-ft of torque. With AWD, torque is normally split 85/15 front to rear, with up to 100 percent of engine torque being applied to one end or the other if needed. For now, the 2.0T comes standard with a paddle-shift automated manual transmission (formerly known as DSG, now called Audi's "S-tronic"). A regular six-speed manual will likely be offered later. The 3.2 Quattro can be fitted with either a six-speed manual transmission or the six-speed S-tronic.
Safety
Every 2008 Audi TT comes with antilock disc brakes, stability control, front chest-and-head protecting side airbags, front knee airbags and a tire-pressure monitor.
Interior Design and Special Features
The cockpit space benefits from the car's larger dimensions, including more front and rear shoulder room and rear knee room. New elements include three circular center dash vents instead of the previous two; a new shift knob and smaller-diameter steering wheel, which has a flat bottom like the wheel in the RS 4; and more supportive front seats. With its rear hatch configuration and fold-down rear seats, the coupe's luggage area is both accessible and ample. The two-seat roadster has a lightweight, fabric-trimmed convertible top. It incorporates a rigid plastic panel, and when the top folds down flush with the rear bodywork, this piece functions as a hard tonneau cover. Naturally, the TT roadster's convertible top has a multilayer headliner and a glass rear window to help create a quiet, warm interior in bad weather.
Driving Impressions
Overall, the 2008 Audi TT drives dramatically better than the previous generation and feels much more responsive. Ride quality, especially with the new magnetic ride dampers, is improved, too. Some drivers might find the new steering rack to be devoid of feel, but there's no denying its precision. In most situations, the 3.2 Quattro is the better variant; it's faster and able to deal with wet weather much more effectively. But the 2.0T is still a surprisingly enjoyable companion, as its torquey, if not particularly soulful, engine puts less weight over the front wheels and allows the car to steer nimbly around corners.
Pros
Upscale interior, distinctive design, available all-wheel drive, superb sequential-shift manual transmission, coupe's hatchback utility. For someone wanting a small coupe or roadster that provides a balanced combination of performance, sophistication and style, the 2008 Audi TT comes highly recommended.
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What's New for 2008
The 2008 Audi S8 receives minor upgrades. The exterior sees restyled foglights and taillights as well as side mirror-mounted turn signals, while the cabin receives more aluminum accents and the addition of satellite radio and heated rear seats to the standard features list. Get a bunch of wealthy car enthusiasts talking about ultra-performance sedans and they'll typically start spewing four-letter?well, just four letters: AMG and M. The former refers to Mercedes-Benz's in-house tuning division and the latter to BMW's. However, there's another letter worthy of inclusion among those "19th hole" conversations: S. As in Audi's S badge, which signifies a performance-enhanced version of a given model.aving been around more than a few years now, Audi's S team has baked up a number of sweet automotive pastries, among them the S8. Certainly the 2008 Audi S8 is most tempting, as it comes stuffed with a Lamborghini-derived V10 engine along with a roomy, handsome cabin and every luxury feature one could want.The S8 is a high-performance version of the standard-wheelbase A8 (as opposed to the longer "L" version), and sends its 450 horsepower to all four wheels via a six-speed automatic transmission and Audi's Quattro all-wheel-drive system. Car geeks may note that the V10's peak output isn't as high as it is in the high-strung Lambo Gallardo, as it has been tuned for a broader powerband that's better suited to a luxury car. No worries about performance -- this executive express can sprint to 60 mph in the mid-5-second range and will effortlessly run at autobahn speeds all day long.More than just a powerhouse engine, the S8's features list also includes a sport-tuned adjustable air suspension, 20-inch alloy wheels, upgraded brakes, unique styling tweaks (including distinctive front and rear fascias) and aggressively bolstered, multiadjustable front sport seats.Of course, potential buyers will want to look at all their options. Hardcore driving enthusiasts will probably gravitate toward a BMW Alpina B7, which boasts blistering performance along with sports-car handling. Mercedes-Benz offers the S63 AMG with more than 500 hp, though like the B7, it's considerably more expensive than the Audi S8. If quietly clicking off miles at a rapid clip is more one's style than clipping apexes, there is the Jaguar XJR, which charms with its classic styling and plush cabin. With its sexy Italian style and Ferrari-sourced V8, the Maserati Quattroporte is another strong choice.The 2008 Audi S8 sits squarely in the middle of this group, not as overly sporty as the B7, though more so than the Jaguar. Compared to all but the XJR, the S8 lists for around $20 to $30 grand less. In the real world of city traffic and a 70 mph maximum speed limit, the finely crafted Audi S8 doesn't give much away to its pricier rivals. And let's face it; those well-to-do folks chatting it up at the country club didn't get to be that way by ignoring value.
Body Styles, Trim Levels, and Options
The 2008 Audi S8 is a high-performance version of Audi's A8 luxury sedan. The S8 comes one way -- loaded. Standard features include unique front and rear fascias, 20-inch alloy wheels, bi-xenon adaptive HID headlights, full power accessories, dual-zone automatic climate control, a navigation system and Bluetooth connectivity. Additional standard features include a sunroof, a power tilt-telescoping steering wheel, a trip computer, auto-dimming mirrors, two-tone leather seating, heated/power front seats, heated rear seats and a Bose audio system (with satellite radio and a glovebox-mounted CD changer).Options include keyless start, adaptive cruise control, rear climate control, a premium Bang & Olufsen audio system, front-and-rear park assist with a back-up camera, power door-close assist, upgraded leather upholstery and a power rear sunshade.
Powertrains and Performance
The Audi S8's 5.2-liter V10 makes 450 hp and 398 pound-feet of torque. That thrust is sent to all four wheels through a six-speed automatic transmission that allows manual gearchanges via paddles behind the steering wheel. We've clocked the 0-60-mph sprint in 5.6 seconds. Top speed is electronically limited to 155 mph.
Safety
Antilock disc brakes, stability control and a full complement of airbags (side curtain, front-seat side, rear-seat side and dual front knee) are all standard. A front and rear park-assist system is optional.
Interior Design and Special Features
Beautifully designed and furnished, the Audi S8's interior is hard to fault. Alcantara covers the ceiling and rear package shelf, and along with leather, aluminum and wood accents lends a sumptuous feel to the cabin. Double-paned side windows contribute to the hushed ride while devouring interstates, while the 16-way adjustable sport seats provide long-trip comfort and twisty road support in equal measure. Audi's MMI (Multi Media Interface) control for the climate and audio systems is fairly intuitive, unlike the systems in its homeland competitors. Trunk capacity stands at 15 cubic feet, while a ski pass-through adds versatility.
Driving Impressions
Crack the whip and the V10 engine pulls hard from idle to redline without letting up. The power delivery is so linear that the performance is deceiving -- the S8 is even quicker than it feels. The automatic provides smooth and quick changes, although it can hesitate a bit when prodded for a downshift. Take matters into your own hands via the steering-wheel shift paddles and the transmission responds quickly to your commands.The S8 rides slightly lower on a sportier variation of the A8's adaptive air suspension. It still offers four suspension profiles to choose from -- Automatic, Comfort, Dynamic and Lift -- but each level rides a bit firmer compared to the standard A8 setup. In any mode, the handling is confident with minimal body roll, and the ride quality is impressive, especially for a car wearing 20-inch alloy wheels.The only dynamic downside to the 2008 Audi S8 is brake pedal feel. Though the S8 certainly has capable stoppers (halting the 4,600-pound sedan in 112 feet from 60 mph), brake pedal feel is too soft upon initial application and somewhat out of step with the solid, confidence-inspiring sensation of the chassis as a whole.
Pros
Turbine-smooth and potent powertrain, plush and roomy cabin, loaded with luxury features, tasteful styling upgrades don't scream "performance model." Although the 2008 Audi S8's impressive overall performance still falls short of some rivals, its combination of weather-beating all-wheel drive, stealthy exterior styling and considerably lower price make it a solid choice for a premium luxury sport sedan.
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What's New for 2008
Changes are light for the 2008 Audi S6. Satellite radio is now standard, while Audi's lane departure warning system is now optional. Scale can be a real bugger sometimes. The Eiffel Tower sure seems tall until you realize that a glorified TV antenna in Canada called the CN Tower is nearly twice as tall. Or, your husband may seem hunky until Ocean's 11 comes on and the hubby is reduced to a level somewhere south of a clock-tower-dwelling hunchback. With its exotic V10 engine and various other sport-tuned components, the 2008 Audi S6 performance sedan is a fine machine that offers its driver a mix of high-speed fun and comfortable on-road demeanor. Yet when compared to its prime competitors, the BMW M5 and Mercedes-Benz E63 AMG, the S6 starts to suffer significantly from scale.Putting aside its lofty competition for a moment, the 2008 S6 has a lot going for it -- specifically, the 435-horsepower, 5.2-liter V10 engine that's based on the V10 found in the Audi-owned Lamborghini Gallardo exotic sports car. Despite having less power, the S6 version features a fuller power band that's more befitting a luxury sport sedan. Further enhancements over a regular A6 include significant suspension tuning, larger wheels and brakes, unique styling elements and aggressively bolstered front seats.The rest of the S6 is typical Audi. The only transmission is a six-speed Tiptronic automatic transmission with steering-wheel-mounted shift paddles, while its ubiquitous Quattro all-wheel-drive system should appeal to those who want maximum performance and maximum bad-weather traction. Inside, the cabin is constructed with the same impeccable panache and quality that sets the regular A6 apart in its class. All together, the 2008 S6 is a package that offers a lot of goods for a price that's at least $11,000 less than its two German rivals.However, the question therefore arises, how important is value for shoppers of high-performance sedans? If one can afford an S6, are the extra thousands needed to buy an M5 or E63 AMG that prohibitive? We'll leave those answers to your checkbook, but price aside, the S6 simply does not measure up with the BMW or Benz. Both out-accelerate the S6 by a second or more in the 0-60-mph sprint and the quarter-mile. Both are far more at home on twisty roads than the Audi, which is pudgier and more nose-heavy, lacking the light-on-its-feet feel of the other two. Plus, its stiff ride makes it less comfortable than its hard-core competitors. It's far from a clock-tower-dwelling hunchback, but to the 2008 Audi S6, scale is still a real bugger.
Body Styles, Trim Levels, and Options
The 2008 Audi S6 is a high-performance version of Audi's A6 midsize luxury sedan that comes in one loaded trim level. Standard equipment includes 19-inch wheels with performance tires, a sport-tuned suspension, upgraded brakes, adaptive bi-xenon headlights, a sunroof, a power tilt/telescoping steering wheel, dual-zone automatic climate control, heated front sport seats with driver-side memory, leather upholstery, Bluetooth, Audi's Multi Media Interface (MMI) system and a Bose surround-sound system with satellite radio and a six-CD changer in the glovebox.Optional equipment includes the Technology Package that contains a navigation system, voice recognition, keyless ignition and rearview camera with parking sensors. The Warm Weather Package includes power rear and manual side window sun shades, and a solar sunroof that uses solar energy to power a ventilation system that cools the interior. Stand-alone extras include adaptive cruise control, heated rear seats, iPod integration and a no-cost option for less aggressively bolstered front seats.
Powertrains and Performance
The 2008 Audi S6 is powered by a 5.2-liter V10 that produces 435 hp and 398 pound-feet of torque. It sends that power to all four wheels via a six-speed automatic transmission that includes Tiptronic automanual shift paddles behind the steering wheel. In performance testing, we clocked the S6 going from zero to 60 mph in 5.7 seconds, with a quarter-mile run of 14 seconds. Fuel economy is 14 mpg city and 19 mpg highway.
Safety
Standard safety equipment on the 2008 Audi S6 includes antilock disc brakes, stability control, all-wheel drive, front-seat side airbags and full-length side curtain airbags. Optional safety equipment includes rear-seat side airbags, a rearview camera and Audi's Lane Assist lane departure system. In crash testing performed by the Insurance Institute for Highway Safety, the Audi A6 (on which the S6 is based) scored the highest possible rating of "Good" in both frontal-offset and side-impact tests.
Interior Design and Special Features
Trimmed in leather, aluminum and birch wood accents, the S6's cabin upholds Audi's reputation as a builder of some of the finest automobile interiors. The S6's front sport seats are heavily bolstered to provide support during aggressive driving on a twisty road. The MMI control interface allows the driver and front passenger to operate entertainment, climate, communications and navigation functions. There's a steep learning curve involved, but the system is notably more intuitive than BMW's reviled iDrive. A split/folding rear seat with a pass-through provides additional cargo capacity should the trunk's 15.9 cubic feet not be enough.
Driving Impressions
Weighing nearly 4,500 pounds, the 2008 Audi S6 is no lightweight, and this is most noticeable when attacking a twisty road. Although steering is crisp, body roll is well controlled and handling is confidence-inspiring, the S6 just doesn't have the nimble feel of its lighter rivals. Around town, the sport suspension calibration gives a stiff-legged ride, quite out of character for an Audi and again not equal to the more forgiving yet still very capable setups of the M5 and E63 AMG.
Pros
Smooth powertrain, great brakes, well-equipped and beautifully crafted interior, standard all-wheel drive. The 2008 Audi S6 is a well-crafted sports sedan, but when compared to its two key competitors, it falls behind in terms of maximum performance and driver enjoyment.
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Audi has been serious for decades, busily bringing us such engineering breakthroughs as the five-cylinder engine, all-wheel drive, the aluminum chassis, direct fuel injection and competition-prepared diesels. It's been like science class. At least the lab projects have been impressing the neighbors and even winning races at Le Mans.
But with the 2008 Audi S5, the technoid visionaries of Ingolstadt have finally lightened up. After all, we're Americans. We're just a simple people. Speed and style are what sell.
Nuvolari Returns From the Past
Audi has figured out that a coupe should be beautiful, not merely exclusive. Even as the typical German sedan has become a beast with swollen fenders and a massive grille, designed to bludgeon the meek out of the fast lane on the autobahn, the 2008 Audi S5 has a different look. Its curving contours are leaner, more expressive and more energetic. The face of the new Audi coupe comes from the midengine Audi R8 sports car, and the rest has been inspired by the 2003 Nuvolari showcar. The S5 version of the coupe is set apart visually from the conventional A5 by a radiator grille painted in platinum gray and inlaid with chrome trim, more aggressive bumpers, outside mirrors painted silver and four oval tailpipes. Overall, this is a car that makes its luxury statement with color and chrome, a look that sets it apart from its German counterparts, the BMW 6 Series and Mercedes-Benz CLK-Class.
A New Way of Going Down the Road
The A5 begins with the structure of the A4 sedan, and it's broadly similar in size, though predictably lower and wider. At the same time, the wheelbase has been stretched 4.1 inches, which comes from relocating the differential for the front wheels ahead of the clutch. Now the front wheels are carried by a lightweight, aluminum suspension with five links on each side, which is rigidly attached to the body by a separate subframe. Meanwhile the rack-and-pinion steering assembly also has found a new home close to the centerline of the wheels. When you pencil it out, these changes have a huge impact. There are 5.3 fewer inches of front overhang, so there's less mass leading the front tires down the road, and that means the car is more responsive to steering inputs. The coupe also distributes its 3,807 pounds more evenly, 58 percent front/42 percent rear. And finally the steering is crisper, more direct.
It's in Your Hands
There's a new, down-the-road sense in this car that you can feel as soon as you take the steering wheel. The S5 feels alert, completely different from an A4 sedan or even an RS4. It's a difference you can measure on the test track. On the skid pad, the S5 balances easily on its 255/35ZR18 Dunlop Sport Maxx tires. It hangs on until you reach 0.91g, which is a fraction more than the Audi RS4 sedan achieves. More important, the S5 maintains its poise even at the limit, and a quick dab at the throttle is enough to change its cornering arc. The S5 balances nicely through the slalom as well, recording a speed of 68.6 mph, which compares to the RS4 sedan's 70.6 mph. The steering effort of the Audi coupe's speed-sensitive system is a little light, and it's overmatched by the quick turn-in from the chassis and tires, yet the car's overall responsiveness inspires complete confidence. Gone is the vague, on-center steering action that has characterized other Audi models. This coupe fits the way real Americans drive. It's meant to travel enormous distances at high speed, undeterred by the character of the road or the nature of the weather. As the sporting version of the Audi coupe, the S5 has had its suspension snubbed down to a fairly tight calibration, a measure to keep the inevitable torque reaction of all-wheel drive from disturbing your sense of command and control through the steering wheel. As you'd expect, these standard 19-inch, 35-series tires are pretty aggressive, though, and they'll patter across the ridges between the concrete slabs on the freeway or across broken pavement.
A V8 That's Perfect for America
Yet it's the engine that dominates the S5, just as it should in a sporting coupe. Audi's 4.2-liter V8 appears once again here, calibrated this time to deliver 354 horsepower at 7,000 rpm and 325 pound-feet of torque at 3,500 rpm. This long-stroke V8 doesn't have a very sexy reputation, yet it's brilliant in both character and performance. It pulls from very low rpm just like an American-built V8, and then it has another dimension of power that carries you to its 7,000-rpm redline. The tractability of this engine perfectly suits an automatic transmission, yet we still prefer the crisp throttle response that comes with a six-speed manual transmission. The shift linkage combines fairly long, light-effort throws with firm engagement, so it's easy to use. Even so, the engine has such authoritative power as you roll on the throttle there's not much need for shifting. If you want to triumph over time from a standing start, you dump the clutch at 4,500 rpm, sense a bit of wheelspin from the front tires followed by a stern kick from the rears, and 60 mph comes up in 4.9 seconds. You pass through the quarter-mile in 13.3 seconds at 104.6 mph. This compares to the 420-hp Audi RS4's 4.7-second acceleration to 60 mph and its quarter-mile pass of 13.2 seconds at 106.8 mph. Since the Audi V8 will carry this car all the way to an electronically limited top speed of 155 mph, the S5 has brakes that are up to the task, and this car with its standard 17-inch discs comes to a halt from 60 mph in just 110 feet.
Traveling in a Coupe
The Audi S5's interior rejects conventional German austerity for a warm, expressive look, and everything feels wonderful. A panoramic sunroof (it tilts up, but the shape of the roof prevents it from sliding open) also brings more light into the interior. Audi has also managed the transition to mobile electronics with far more flair and good sense than its competitors. The navigation screen is high in the dash, yet it doesn't look like someone abandoned a microwave oven up there. And the Audi MMI system continues to be the best of these systems, as the central control knob and its surrounding buttons create an interface that quickly becomes intuitive. At about $2,000, the Audi S5's optional, 505-watt Bang & Olufsen audio system seems like a ridiculous affectation at first, but the interior is such a nice place you'll be thinking up excuses to go out to the garage at night and listen to music.
There's a Message in Style
At the moment, official pricing for the 2008 Audi S5 has not yet been announced, though we understand $53,000 is a reasonable estimate. This would peg it to the price of a Mercedes-Benz CLK550, which the Audi S5 resembles in character far more than the $74,700 BMW 650i. For decades, Audi has been an artistic success in America, but it's also been largely unencumbered by commercial success. It's reinvented itself over and over again, trying to find the magic fairy dust that will make people notice. The 2008 Audi S5 will grab people by the neck and make them pay attention. It has the commanding presence of a BMW 6 Series, runs with the Audi RS4 sedan and sits there at the same price as a Mercedes CLK. Here in America, we're simple enough to understand speed and style. The 2008 Audi S5 is a classic American coupe, ideal for a country where the distances challenge you. You know, purple mountains majesty, amber waves of grain and all that. The science nerds in Ingolstadt must take their vacations here.
How does it sound: A-
Oddly enough, the S5's B&O audio system sounds better than a very similar system found in the Audi S8. With the S5's smaller cabin, we expected just the opposite. The bass is rich and deep with some of the warmth and precision we'd expect from a premium stereo, although it could use more kick. Even so, the well-rounded bass anchors the sound nicely and adds depth to everything from Jars of Clay to Gorillaz. Midrange sounds good and rounds out the space nicely. Separation is impressive thanks to 12 speakers pumping sound into a fairly intimate cabin. The highs add detail to the music, but the overall sound tends toward too bright. At higher volumes, this brightness can be overwhelming, although the highs are not quite as taxing or tedious as in the S8, since the S5 doesn't have the sedan's gimmicky pop-up tweeters. Speakers that pop out of the dash might be great for impressing your buddies, but maybe they don't necessarily produce great sound.
How does it work: A
Much of the credit for this audio system's ease of use is thanks to Audi's excellent Multi Media Interface or MMI. Navigating radio stations, CDs from the six-disc changer and even your iPod is intuitive and almost effortless. Adjusting the sound character or various DSP settings is also easy thanks to the MMI. The centrally located round knob is excellent. The access buttons surrounding it have been revised slightly ? each control now has a slightly raised edge that makes it possible to use them without looking down. The MMI can be confusing while you're scrolling through a list. You have to scroll the wheel down in order to move up in track number. The MMI is also especially useful when listening to satellite radio as artist, song title and channel name are all logically displayed.
Special features: Audi offers an iPod-specific connection that includes a small storage compartment in the glovebox and full control of the device. It also charges the iPod while you listen. Artist, song or album info can be displayed through the MMI screen and you can let the system simply play through your library or a selected playlist. It's a great feature but for some reason it's not possible to use in Shuffle mode, one of the iPod's best features. Audi hasn't released specific prices but our sources say the price should be closer to $2,000 rather than the $6,300 price of the S8's B&O audio system. Given the price and performance of this system, we say get it.
Conclusion:
This is the best application of the in-car B&O system yet. The likely $2,000 price makes it one of the best buys for any factory in-car audio system. It's exactly what you'd expect from a car like the S5 - great sound and an excellent interface.
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What's New for 2008
There is a new, limited-production RS 4 Cabriolet model for 2008. A pair of new trim packages are the only changes to the Audi RS 4 sedan.
Introduction
Audi made a giant leap when it shoehorned a V8 into a compact luxury sedan with the S4. To make sure it wasn't quickly outdone by its perpetual rivals from Munich and Stuttgart, the 2008 Audi RS 4 is its pre-emptive strike of sorts, boasting a manic 420-horsepower V8 attached to a tweaked version of the Quattro all-wheel-drive system that skews power to the rear wheels. Beyond its fiercer V8, the RS 4 further differs from the relatively tame S4 via a more sporting chassis, bigger brakes and 19-inch wheels. These additions create a car that is simply superb in all the areas that make a top-notch performance car: acceleration, braking, ride quality and cornering. For 2008, the RS 4 sedan is joined by a Cabriolet model that will be available in limited numbers. With the same supremely powerful V8 squeezed under its hood, the RS 4 Cabriolet should provide some of the most topless fun one can have outside the Playboy mansion. Like the tamer S4, the convertible version has less aggressively bolstered sport seats and a slightly different interior design, as well as obvious reductions in body rigidity. As BMW and Mercedes prepare to up the ante in the ever-increasing horsepower war with their respective new M3 and C63 AMG, Audi can rest assured that it already has a thoroughly awesome weapon ready for battle. In a comparison test, we even picked the RS 4 over the BMW M5. The shocking price tag attached to the 2008 Audi RS 4 (and its new competitors) will probably make some people think twice about ponying up that much for a compact sedan, but between its power, agility and utility, the Audi makes a rational case for itself against similarly priced sports cars and larger luxury sedans.
Body Styles, Trim Levels, and Options
The 2008 Audi RS 4 is a compact ultra-performance car based on the Audi A4, and it's available in sedan and convertible body styles. Standard features include 19-inch wheels with 255/35 high-performance tires, Dynamic Ride Control suspension, xenon headlights, Recaro sport seats with power adjustment (the Cabriolet has less aggressive, non-Recaro seats) and front seat heaters. Silk napa leather upholstery, carbon-fiber cabin trim, dual-zone automatic climate control, a 10-speaker audio system with six-disc CD changer, a sunroof (on the sedan, obviously) and rear park assist are also standard.A premium package is optional on the sedan and includes auto-dimming mirrors, a navigation system, an upgraded Bose audio system with satellite radio, heated rear seats, Homelink, a power rear sunshade and Bluetooth capability. These items are all standard on the limited-production RS 4 Cabriolet. Integration for an iPod is a stand-alone option on the sedan and a no-cost option in place of the standard six-CD changer on the Cabriolet. The Titanium and Audi Exclusive Packages add special exterior and interior trim features to the RS 4 sedan.