Audi allroad Review 2013

Posted by Blogger Kingdom 0 comments





By Judy Colman

The hills around Denver, Colorado were alive with music, but not with the voices of the von Trapp family. This music emanates from the humming engines of Audi’s eighth version of their ‘B’ Segment lineup – the Audi A4, S4, A5, S5 and, again, the Audi allroad.
For 2013, Audi reintroduces the allroad, last available in the US in 2005. This new version replaces the A4 Avant in Audi’s model line. Now based on the A4 platform rather than the A6, the new allroad is faster and more energy efficient than its predecessor. A 211 horsepower, 2.0-liter, direct-injection I4, turbocharged engine provides plenty of oomph to tackle the Rockies while still delivering 23 (combined) mpg. 258 lb.-ft. of torque are generated at 1500 rpm. Audi links the 2.0T motor with an eight –speed Tiptronic automatic transmission. A manual transmission is not currently available. We tested quattro, Audi’s permanent all-wheel drive system, when afternoon thunderstorms all but obliterated the roadway. Grip on the slick, mountain curves never wavered on the standard 18-inch wheels shod with 245/45 all season tires.
The 2013 allroad receives the distinctive Audi “Singleframe” grille with vertical chrome struts and angled upper corners. That feature appears also on all ‘B’ Segment cars for a homogeneous look. Newly designed headlamps, fog lamps, side mirrors, taillights, and exhaust add to the fresh appearance. The new allroad’s longer wheelbase adds ride comfort and an additional 1.5 inches of ground clearance. That and a widened track makes off road trekking a little easier. Body cladding, traditionally a matte finished gray/black is also available in full paint finish.

Technology abounds in the 2013 allroad. If you are travelling at less than 19 mph, the Audi Adaptive Cruise Control system can fully stop the car if it senses a collision. An electromechanical power steering system, Audi Dynamic Steering, replaces a traditional hydraulic system. It requires no additional energy from the engine, if it is travelling in a straight line, and thereby reduces emissions. Factory installed wireless internet, called Audi Connect, a 3G online connection, is now available on the allroad as well as all ‘B’ Segment models. Paired with Audi’s MMI Navigation, Google Earth maps will be joined in 2013 with Google’s street view technology. While you’re busy looking at the mountain scenery, your tech-obsessed passengers can take full advantage of their electronic toys. Your allroad is now a Wi-Fi hotspot capable of connecting up to 8 devices. Who said the hills aren’t alive with music, and games, and movies, and texting?
Despite the fact that the 2013 allroad is now based on the smaller A4 platform, overall height increases by 2.3 inches offering more front passenger headroom than in previous models. Driver seat memory, heated front seats, a panorama sunroof, and an available sports interior package welcome passengers. The revised instrument cluster looks modern and crisp. Fold down the 40/60 split rear seat and load the 50.5 cu. ft. of cargo space with everything you need for your mountain adventure. Interior design is sophisticated and refined. Standard leather seating alone puts allroad ahead of its rivals, notably the BMX 328i xDrive and the larger Volvo XC70.

Three trim levels of the 2013 allroad are available: the Premium starting at $39,600, the Premium Plus starting at $42,900, and the Prestige model at $48,800.
Because the 2013 allroad has few competitors in the market, Audi is betting the American public is again ready for this revised version. As an alternative to the crossover or small SUV, the Audi should appeal to anyone needing a little extra space without compromising handling and comfort. The hills may not be alive with “Do-Re-Mi” but maybe with a little Zac Brown Band, or Black-Eyed Peas, or the sweet sound of a 2.0T motor humming up a mountain pass.

BMW 650i Coupe Review 2012

Posted by Blogger Kingdom 0 comments





By David Colman
For: Do-It-All Nature, Space, Grace, Pace
Against: Exterior Rear View Mirrors Too Small
If you need a sportscar and a high performance sedan, look no further than Bimmer’s 650i. Granted, it’s a tad pricey at $101,675. But if you perceive it as 2 cars in 1, you’re on the right reasoning track. If you’re willing to alot $50,000 for each purpose the 650i fulfills, then you’ve saved yourself from buying an extra car. Let’s examine this genteel beast from the sportscar perspective first. Are 400hp and 450 lb.-ft. of torque enough to slake your thirst for V8 twin turbo power? They should be, considering the 650i will turn 107mph in 13.4 seconds through the quarter mile, and post a 0-60mph time of 5.1 seconds on its way to an electronically limited top speed of 150mph. If that isn’t serious sportscar territory, than nothing is.
But what about the handling? In a word, superb. BMW’s Driving Dynamics Control (DDC) system, which is standard on this car, allows you to dial up just the right amount of steering feedback, suspension control, throttle response and traction control permissiveness you need when pushing the performance envelope. An easily accessible button on the standard “Fine Line Oak Wood” center console allows you to bump the default DDC setting from Comfort to Performance or Performance+. If you hold the button down for 10 seconds in the Performance+ setting, you disable Dynamic Stability Control (DSC), putting your enthusiasm and talent in control of the situation. You’ll want to be exceptionally careful in this DSC-deleted Performance+ mode, because many of the safety net override systems are disabled, making it possible to lose control of this heavy and powerful vehicle if you don’t know what you’re doing.
 
Even though it weighs 4,380 pounds, the 650i feels much more agile than its weight would lead you to believe. That’s because a number of optional systems work in consort seemingly to defy the limits imposed by mass and gravity. Leading the way is Integral Active Steering ($1,750) which really translates into 4-wheel-steering. As you enter a turn, the rear wheels cock slightly in the direction of the turn to augment the adhesion of the huge 20 inch diameter alloys and Dunlop Sport Maxx run-flat DSST tires (245/35/20 front, 275/30/20 rear) which are standard on this model. At 37mph, rear wheel steering turn entry enhancement ends. Further aiding handling agility is the ingenious Active Roll Stabilization ($2,000), which tailors anti-sway bar tension according to need. The faster you drive, the stiffer the sway bars become.
Now let’s examine this coupe’s contribution to family harmony. Although access to the rear seats is by definition limited in any 2-door vehicle, this BMW does its best to make back seat usage feasible and comfortable for all concerned. An oversized latch on the top of the front seats allows back seaters to tilt their way into the plush pair of rear lounge chairs. Even better are the exquisitely crafted front 20-way power Multi-contour chairs, complete with Nappa leather covering and optional ($500) 3-stage heaters. The commodious 16.1 cubic foot trunk, unencumbered by the need to house a spare tire thanks to the run=flat Dunlops, will hold enough baggage to take three adults and their suitcases across country. And what a fine trip it promises to be. On the open highway, the twin turbo V8 settles into a relaxed gate that nets you 23 MPG. Slip the Dynamic Driver Control system into Comfort+ mode, and the 650 metamorphoses from a backroad burner to a freeway cruiser extraordinaire. The optional Bang & Olufsen Premium Sound Package ($3,700) provides an endless array of entertainment options, from 1 year of free Sirius Radio to iPod and USB integration. So if you need a concert hall on wheels with the ride comfort of a ‘60s Cadillac, then give this Bimmer a close look. Because it’s the very same car that will run with a Turbo Porsche on any backroad of your choice.

2012 BMW 650i Coupe
  • Engine: 4.4 liter V8, Direct Injected and Twin Turbocharged
  • Horsepower: 400hp at 5,500rpm
  • Torque: 450lb.-ft. at 1,750rpm
  • Fuel Consumption: 15 MPG City/23 MPG Highway
  • Price as Tested: $101,675
  • Star Rating: 9.5 out of 10 Stars
2012 BMW 650i Coupe2012 BMW 650i Coupe2012 BMW 650i Coupe

2012 BMW 650i Coupe2012 BMW 650i Coupe2012 BMW 650i Coupe2012 BMW 650i Coupe2012 BMW 650i Coupe2012 BMW 650i Coupe

Posted by: D.Colman

Audi A8 Hybrid New 2013

Posted by Blogger Kingdom 0 comments
2013 Audi A8 Hybrid
If silent travel is chief among your priorities for an ecofriendly vehicle, the Audi A8 hybrid is not for you. There isn’t much in the way of quiet, electric-only operation, which makes sense, of course, given that this isn’t a fully electric car. (You can run solely on electrons for about two miles at a constant 37 mph, and if you awaken the engine, EV mode will reengage automatically when you relax on the accelerator. Top speed in all-electric mode is 62 mph.) And although you might never notice its internal-combustion heart beating if you dawdle at or below the pace of traffic, the engine brings attention to itself with a subdued but noticeable growl once you call for any real power.
The sucking, squeezing, banging, and blowing noises come from the VW Group’s ubiquitous 211-hp, 2.0-liter four-cylinder, teamed here with a 54-hp electric motor that’s integrated with a ZF eight-speed automatic transmission. Electrical storage capacity is provided by a 1.3-kWh lithium-ion battery pack. Power is sent only to the front wheels. Combined and at full steam, the powertrain delivers 245 hp and 354 lb-ft of torque. This system is almost identical to the one offered in the A6 and Q5 hybrids.
We Suppose That’ll Do
We estimate the A8 hybrid can reach 60 mph in about 7.2 seconds; Audi claims a drag-limited top speed of 146 mph. It is not governed, and we found you can easily reach 155 or more mph on downhill sections of the German roads on which we drove. This kind of performance should be sufficient for most markets and customers. But it does not compare to the relentless power you feel when you step on the throttle of the 2011–12 BMW ActiveHybrid 7 (since neutered for 2013) or Lexus LS600hL. Nevertheless, piloting this A8 can be satisfying for hybrid lovers who drive without urgency. At that point, this A8’s hybrid system goes about its business unobtrusively. Up to 99 mph, you can do what VW Group brands like to call “sailing,” that is, if you take your foot off the gas, the electric motor doesn’t aggressively recapture energy, allowing for a smoother coasting experience. You’ll be all smiles at the gas station. At 37 mpg in the European combined cycle, the A8 hybrid is the most efficient gasoline-powered luxury sedan. For comparison, on the same test cycle, the Mercedes-Benz S400 hybrid gets 30 mpg, the LS600hL returns 25 mpg, and the 2011–12 ActiveHybrid 7 achieved 25 mpg. (We estimate ratings for the A8 hybrid on the somewhat more realistic EPA cycle at 24 mpg city and 34 highway.)

During spirited driving, you can feel the electric motor lending a hand, a welcome boost during quick passing maneuvers as long as the batteries aren’t depleted, which happens all too quickly. As for when the road begins to bend, it isn’t much fun to test the A8 hybrid’s limits. We love piloting any A8—and we include the sporty S8 here—and it’s our reigning champion in the segment, but this is the least dynamic of the bunch. Even with 290-ish pounds of hybrid gear, at an estimated 4150 pounds, the car isn’t very heavy versus its competition. But with power routed only to the front wheels, this hybrid relentlessly and gracelessly pushes through corners; we wished for Quattro. There is only one other front-drive A8 variant: the Europe-only 204-hp, 3.0-liter V-6 diesel version, which incidentally gets even better combined mileage than the hybrid at 39 mpg on the EU cycle. The brakes are relatively numb, but the transition from electric recuperation to hydraulic braking is well camouflaged.
Other A8s Make More Sense
Otherwise, the A8 hybrid is an exceedingly comfortable long-distance cruiser, and its four-cylinder-based powertrain is sufficient if performance and bragging are not your main objectives. But how much sense does the hybridization make? Its drawbacks include extra weight and complexity, the gas tank shrinks from 23.8 to 19.8 gallons, and trunk space is down from 18 cubic feet to a far-less-usable 11.8.
Audi is bullish about the A8 hybrid's potential in the European market and particularly in China, but it doesn’t believe enough buyers could be found in the U.S. to justify bringing it here. In Europe, it costs less than the 372-hp, 4.2-liter V-8 Quattro but more than the diesel 3.0 TDI with either front-wheel drive or Quattro, as well as the 290-hp version of the gas-fired 3.0T Quattro. All of these, in our opinion, would be more attractive choices, and American A8 buyers looking to scratch an efficiency itch will get by just fine with the 3.0-liter diesel model scheduled to arrive in the next year or so.

July 2012 || BY JENS MEINERS || MULTIPLE PHOTOGRAPHERS

Ford Focus ST 2013 New

Posted by Blogger Kingdom 0 comments

Perhaps the new benchmark in performance compacts.

Once the SVT Focus departed in 2004, we were left staring across the Atlantic wishing for a hot version of Ford’s small car. Now, the Focus ST is here. You can walk into a Ford showroom and plunk down a deposit on 252 horsepower of automotive glee, with deliveries starting later this summer. Consider the Focus ST less of Ford’s answer to the Volkswagen GTI and more of a challenge, throwing down the gauntlet for rights to the sport-compact performance crown.
Fresh and Ready
Our first taste of the Focus ST came at Ford’s Lommel proving grounds in Belgium, where we sampled the tail-happy chassis tuning and electronic wizardry of the torque-steer compensation system from the passenger’s seat. Since then, a few tweaks have been made to the final product. The active sound symposer, a sound tube with a separate throttle body that pipes intake noise straight into the cabin, has been tweaked to offer a deeper tone. On-center steering response has been tightened up in accordance with the ST’s sporting mission, as has the shift lever.
The rest of the details remain unchanged, although the output numbers, now SAE certified, have seen slight upticks. Ford’s turbocharged 2.0-liter EcoBoost four-cylinder sits under the hood, with a unique intake and exhaust. The aforementioned 252 hp comes at 5500 rpm. Maximum torque is 270 lb-ft at 2700 rpm, and an overboost feature helps preserve a nearly flat torque curve by allowing higher turbo pressures for up to 15 seconds at a time. The front brakes are bigger than on a standard Focus, the suspension is lowered 0.4 inch, the springs and dampers are specially tuned, and the rear suspension is revised with a unique mount for the anti-roll bar.
What’s more, as Ford promised, the Focus ST has the same mechanical specification worldwide, right down to the 235/40-18 Goodyear Eagle F1 Asymmetric tires. Which is not to say our Focus ST is outfitted identically to those in every other market—most notably, U.S.-market STs do not come standard with the Recaro seats shown in the model at auto shows. Those come as part of the $2385 ST2 package, which also includes automatic climate control and an 8.0-inch touch screen. For an extra $4435, the ST3 package adds heat and full leather to those seats, plus amenities such as HID headlights, LED daytime running lamps, and navigation.
Consider the Recaros mandatory—they hug your sides slightly tighter, you sit a little deeper than in a regular Focus. As such, you can look at the ST’s base price not as the advertised $24,495 but instead the $26,880 required with the ST2 package included. Even so equipped, the ST matches up favorably in terms of price and features against the Volkswagen GTI and Mazdaspeed 3, as well as Subaru’s WRX and BRZ, Ford’s own V-6 Mustang, and the rest of the crowded sub-$30,000 performance segment.
In the absence of those vehicles for a direct comparison, the Focus ST is, well, pretty amazing. Our drive route took us through southern France, and on both highway and two-lane mountain roads, the Focus appears to fulfill the promise of the affordable daily-driver performance car. When you first sit down in the driver’s seat, you notice the unique interior pieces immediately. A trio of gauges—oil temperature, boost pressure, and oil pressure—sit atop the dashboard. The steering wheel is covered in soft leather with wax paper–like grippiness and thin, high-density foam padding underneath. Less obvious is the stability-control switch in front of the shift lever, absent on lesser Foci, which toggles between full on, sport mode, and fully off.

Willing and Able
The ST proves easy to drive in traffic, with plenty of low-end torque and an easy-to-master clutch and shifter. At higher speeds, the cabin is quiet, as is the exhaust. Drop from sixth to third gear, though, and a smooth engine note fills the cabin—almost a refined blat. The steering—electrically assisted via a rack-mounted motor—is quick at 1.8 turns lock-to-lock. This is partially due to the variable rack, and partially due to the lack of steering angle; the Focus ST’s biggest fault may be its appalling 39.4-foot turning radius. The quick steering feels natural during cornering, and it dials in its substantial heft as well as any electric system.
Hold your right foot down long enough, and the ST will rev past redline to a soft 6800-rpm fuel cutoff. Sweeping up through the rev range is smooth and linear, and feels stronger than the horsepower rating suggests. Ford claims a 0-to-60 time of 6.2 seconds, which seems conservative—we’re thinking something more like six flat. The torque-steer compensation does a decent job, but a tug on the wheel can be provoked with a quick hit of the throttle. Considering all the twist routed through the front wheels, though, we find the system effective.
Equally impressive is the suspension, which handles bumps with a single up-down motion. It’s stiff enough for some head toss when the road undulates heavily, but it’s a worthwhile trade-off for the handling. As we suspected from our preview, this is a car that goes exactly where you point it, all the more remarkable due to its front-wheel-drive layout. And the tail-happy nature is still present, although it’s less prevalent in the dry than during the damp day in Lommel.
Let’s get back to the ST’s main competitors, the GTI and the Mazdaspeed 3. Both have powertrains that essentially date back years to previous generations. That speaks to the essential goodness of both cars, especially in the case of the 10Best-winning VW, but it also gives the impression that neither company is much interested in making significant progress.
The Focus, then, exploits some of that weakness. Where the GTI can be criticized—a softness in suspension and brakes when pushed hard, some lack of power—the ST simply cannot. And where the Mazdaspeed shows its rough edges—wheel-wrestling torque steer and a harsh ride—the ST is smooth. In terms of feel, the Ford splits the gap between these two cars, delivering a good deal of the creamy usability of the VW and much of the balls-out raucousness of the Mazda. An inevitable comparison test will show where the Ford ranks in direct competition, but we can say with certainty that the Focus ST should be on any car enthusiast’s shopping list.
By. BY MICHAEL AUSTIN, June 2012