Super SUV Test: Audi Q7 4.2 V8 quattro

The buzzword among many premium motoring enthusiasts now seems to be 'Sport', 'Dynamic Drive' or some term to describe the sporty suspension option for adjustable damping rates by way of mechanical, hydraulic, electro-hydraulic, electro-magnetic, hydro-pneumatic or some other combo systems. In the Audi Q7, this is done with an air suspension set-up, unlike the newly launched Audi A4 (B8) 1.8 TFSI.



The Q7 is one big imposing vehicle, measuring more than 5 metres from end to end. Think Mercedes-Benz R350 L (not the M-Class) but taller with larger wheels. This is truly luxury SUV motoring in one chunky tech-laden package. The Porsche Cayenne and VW Touareg could not come close to this sheer gargantuan presence. One thing is certain though, most of these cars will likely have paved tarmac as their staple diet, and possibly a very valuable weapon against frequent flash floods in urban Kuala Lumpur/Petaling Jaya.


As you can see below, the 2.3 tonne behemoth still manages a sub 8.5secs century sprint, thanks to 440Nm worth of torque at 3500rpm driving through the quattro 4WD system. Without going into specific figures, let's just say the writer managed to clocked well past the 2nd rung of triple digits velocity with ease, where the V8 stayed flexible and relaxed at cruising. I know this will sound cliche but there really is no replacement for displacement here. (An Audi TT Coupe 2.0TFSI tested back to back soon proved that). I reckoned the 345bhp at 6800rpm delightfully aided in catapulting such sheer bulk to lofty speed.










Huge wing mirrors splendidly practical (above).





Torque split on the Q7's quattro driveline is 60% bias towards the rear axle and it has clearly improved handling balance and on-road feel (RWD-esque). Much like its VAG 'sibling' the VW Touareg, this tall wonder take bends flatter than you would expect it to be. However, I found the Adaptive Air Suspension best left to its own devices in 'automatic' mode where a good balance (slight sporty biased though) with ride quality found somewhere in between 'dynamic' and 'comfort'. Dynamic mode lowers the SUV by 15mm truly improved cornering prowess but your family would not approved of the Q7 going on pock-scarred or badly patched roads in this setting.









As usual, Audi's artwork at play here in the intrument panel cluster (above). Beautiful.




Sadly, the Q7 in this petrol 4.2L V8 form is rather a misfit in today's fuel prices. Needless to say it guzzles benzene like there's no tomorrow despite Audi's application of direct fuel injection, FSI. Law of physics dictates that you need that much of force to move such a bulk of steel along with passengers and baggages, while there are 8 combustion chambers to fill and burn fuel with, in full combo and in real time.

All is not lost though, the luxurious interior of leather, aluminium and soft trims along with Audi's ever impeccable fit and finish makes the Q7 a classy automobile indeed. The icing on the cake must be its unbelievably medium-sized hatchback like handling despite its bulk. That to me is enough to put the Q7 in a class of its own. Here's looking forward to the Audi Q5!



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New Audi TTS Coupe

Click on image to enlargeAudi AG has revealed the most wicked version of its iconic TT coupe - the Audi TTS. Also available as a rag-top Roadster, this top-of-the-line TT isn�t powered by a souped-up 3.2L V6 nor a 4.2L V8. Instead, the very same 2.0L TFSI motor that powers the entry-level TT is now boosted to deliver a near-astronomical 272hp. As such, the TTS Coupe is able to zip from 0 - 100 km/h in just 5.2 seconds (S-Tronic coupe version) and marches on to an electronically-limited top speed of 250 km/h.



The TTS Coupe represents the Audi brand's Vorsprung durch Technik ("advancement through technology") in its very latest form. The TFSI engine in the TTS which brings forth the successful merger of both gasoline direct injection and turbocharging in one powerful and efficient package, has won triple successive �Engine of the Year� accolades since 2005. Apart from its breathtaking output 272hp, its peak torque of 350 Nm constantly on tap between 2500 and 5000rpm, makes the compact and lightweight four-cylinder powerplant ever so impressive.

The same block from the iconic VW Golf GTI and �basic� TT Coupe 2.0 has been reengineered and strengthened in a number of key areas to enable even higher performance operation in the TTS. Upgrades have been made to the engine block, the cylinder head, the pistons, the connecting rods and the turbocharger, which can build up as much as 1.2 bar of relative air pressure. The intake and exhaust systems have undergone elaborate honing to allow the refined four-cylinder engine to both breathe freely and generate a powerful, resonant soundtrack (read: growl and burble). An optimized and highly efficient intercooler lowers the temperature of the compressed air, producing a crucial increase in the quantity of air supplied for combustion.

Not only is the power output astounding, the sporty-sounding TFSI motor has an average fuel consumption of just 8.0L/100 km in the Coupe when mated to a six-speed manual transmission, while the figure for the roadster averages 8.2 l/100. These figures are improved by 0.1 and 0.2 l/100 km respectively, if the optional S-Tronic aka DSG dual-clutch transmission is fitted.

S-Tronic, which employs dual clutches, is capable of performing extremely quick gear shifts at high engine loads and rev speeds; consequently, the time taken to sprint from zero to 100km/h is cut by a further 0.2secs in both the Coupe and Roadster. Loss-free transfer of power to the road is the task of the standard quattro permanent all-wheel drive that enables the TTS to accelerate quicker and with greater stability than its rivals. At the heart of this system is a hydraulic multi-plate clutch that works faster than ever thanks to a new pressure reservoir.

The TTS is standard fitted with yet another high-tech device � Audi�s magnetic adaptive damping system. This gives the driver the choice of two characteristic settings: "Standard" mode is designed for a well balanced, comfortable ride, whereas in the "Sport" setting the TTS harnesses all of the potential of its sports suspension - which lowers the body by 10mm - to deliver uncompromisingly dynamic handling. Its front suspension is mainly made of aluminium, while the efficient technology of the precision electromechanical steering also helps to improve fuel consumption considerably. The sports car is safely brought to a standstill by the high-performance braking system with its 17-inch discs, hooked up to gorgeous and sporty 18� S-Line aluminium alloys.

Sharper handling and agility of the TTS can be attributed to the hybrid construction of its body. Steel is used at the rear end, while the front and centre sections of the body are built from lightweight aluminium. ASF (Audi Space Frame) technology optimizes axle load distribution and reduces the overall weight. As an example, the manual Coupe weighs just 1,395 kgs, which equates to a power-to-weight ratio of 1hp for every 5.1kg.

The Audi TTS instantly stands out as the dynamic flagship of the TT model line with special bi-xenon units showcasing a horizontal strip of LED daytime running lights. Inside, occupants are hugged by sports bucket seats stitched in a mixture of Alcantara and Silk Nappa leather while bits of real aluminium are tastefully inserted on the dashboard, glovebox, centre console and door trims.

Related posts:
http://newbiecars.blogspot.com/2007/06/new-audi-tt-20tfsi-coupe.html
http://newbiecars.blogspot.com/2007/07/first-drive-23-minutes-in-audi-tt-coupe.html

*Watch out for a full road test of the 2nd generation new TT Coupe 2.0 TFSI soon.

Picture above by Paul Tan.

Audi quattro: 27 years and counting...

By Dr Long

As the pioneer of four-wheel-drive technology, Audi set the transmission benchmark as early as 1980 with the launch of the Quattro coupe at the Geneva International Motor Show. Its enduring success on rally courses and racing circuits around the world proves that an innovation like the quattro is truly a practical technological application.

Prior to this, only a few exotic cars with a very small production volume and heavy off-road vehicles had permanent 4-wheel drive. By 1982, the Audi 80 quattro was the first volume production car to have permanent all-wheel drive (AWD). Audi celebrated the one millionth quattro car leaving its production line in 2001. And as they say, the rest is history. This figure is doubled by 2004 with quattro models having permanent all-wheel drive in conjunction with ESP (Electronic Stability Program), adaptive air suspension, Torsen centre differential, Haldex coupling, electro-hydraulic multi-plate clutch and aluminium chassis, among other things. Audi celebrated its 25 years of quattro in 2005 with its famous �gecko� motif plastered on its safety driving training cars.

On the permanent all-wheel drive quattro, power is distributed as needed to all four wheels. This system provides high levels of active safety, and dependable traction on virtually all surfaces as well as excellent road holding, even in cross-winds. It is superior to manual all-wheel-drive systems because of this �permanent safety advantage�. The Audi RS4 and S4 quattro drive, with asymmetric/dynamic distribution of torque, transfers up to 100 percent of available driving torque to the front or rear axle if required.

It�s easy to see why all-wheel drive has the �unfair� advantage over conventional driveline at only the front or rear axle. Normally, two-wheel driven cars, either FWD or RWD, have accelerative forces handled by just two wheels. Apart from this forward driving force, these pair of wheels also has to tackle cornering and braking forces. As such, we can foresee that eventually all these forces can easily overwhelm the pair of tyres� grip limit, especially at high speed around corners while accelerating away. All-wheel-drive system like Audi�s quattro system distributes the engine�s torque to all FOUR wheels, thereby apportioning the accelerative forces by 50% lesser on each tyre. As a result, each wheel gets a higher reserve for handling �extra� cornering forces before losing grip and breaking away, grappling for traction.

So how well does Audi quattro work in a country like Malaysia where we NEVER experience snow or blizzard? Well, the writer had a �revision� with an A4 2.0 TFSI quattro recently.

Audi TFSI-powered A4s have always been great on the straights, highways and even mildly curved trunk roads. The power of turbocharging plus direct injection is always welcomed - with a smirk or grin - for those quick sprints and fast (and safer) overtaking manoeuvres. However, the substantial 280Nm worth of torque powering just the front wheels can be caught a little too busy especially when you hit tighter corners.

So, the A4 quattro�s driveline must be the cure that will address such ailments, yes? To a certain extent, I do admit that all-wheel drive provided a nicer balance to the A4�s chassis � and possibly weight distribution as well. However, the engine�s power is much sapped off, especially when driven in regular �D� mode. More often than not, you get that bogged-down feeling, attributed to the AWD hardware�s extra weight and permanent-four wheels propulsion.

On the highways, I would have preferred the alive-n-kicking feeling of its front-wheel driven brethren. But that�s only half the story since the quattro-specced A4 is undeniably the one to have when the sky starts to pour. Having driven on the N-S highway one dark and wet evening, I found the quattro confidently tracking on the third lane, overtaking cars as if the tarmac was dry. No wicked or rage-fuelled driving here, I was just unknowingly piling on momentum as if nothing mattered! Honest.

On winding roads, the permanent-four driveline felt busier as you exit corners. This makes the quattro quite a handful to handle. (Two Mercedes-Benz ASE 2007 trainers mentioned something about AWD vehicle having a little less �safety reserve� in extreme handling situations even though they did admit it has better handling and of course, higher levels of grip. I wonder what the �safety reserve� was all about.) The handling difficulty is compounded by the fact that the A4 has an unpleasantly - and undesirably - light and almost lifeless steering. Traction was aplenty � as is torque in 'S' drive mode - around the regular hilly bends that I tackle almost every weekend. Admittedly, I do appreciate the extra road holding forte but the A4�s suspension was acting like it had a mind of its own. With repeatedly tight left-right-left-right handers thrown in succession, the dampers were loosening up a bit too much to rein in the associated suspension rebounds incisively. As a result, there were even a little twitch and pitch to things. The much wanted taut and composed body control were sadly, missing.

Notwithstanding the fact that I may not have the required advanced driving skills to take the quattro to the maximum around those hilly B-roads, I still find myself more aligned towards RWD dynamics. While I admit the A4 quattro did handled better than the regular FWD A4 TFSI multitronic, I reckoned most of us with regular/standard driving skills would do better in the other two junior executives from the alternative Teutonic brands. Well, maybe the upcoming 2008 all-new Audi (B8) A4 has other technical trickery up its sleeves?

Related post:

http://newbiecars.blogspot.com/2007/05/2007-all-new-audi-a4-b8.html

Audi A4 TFSI - To Quattro or Not to Quattro?

Normally two-wheel drive cars, either FWD or RWD, have accelerative forces handled by just two wheels. Apart from this forward driving force, these pair of wheels also has to tackle cornering and braking forces. As such, it�s easy to see that all these forces can easily overwhelm its grip limit, especially at high speed around corners while accelerating away. All-wheel-drive system like Audi�s Quattro system distributes the engine�s torque to all FOUR wheels, thereby apportioning the accelerative forces by 50% lesser on each tyre. As a result, each wheel gets a higher reserve for handling �extra� cornering forces before losing grip and start screeching.

Well, the above law of physics applies to the Audi 2.0TFSI Quattro as well.
This is my take on the car after having spent a weekend with it�

The first thing that strikes you when driving off in this Quattro is that this A4 is noticeably less hurried on the go. My feeling is that it may be a second or so slower to the century dash. Overtaking times felt laggardly slower too. But all is not lost since the drive seemed more �civilized� with none of the CVT start-lag of its multitronic sibling. Apart from this, the ride and damping of this Audi came across as definitely more pliant and comfortable � somewhat baffling since we would have expected this higher performance Quattro version to have harder suspension settings. There was hardly any lateral sway on cornering � a trait so evident in most two wheels driven cars. No hint of understeer even upon hard driving on winding coastal roads. Alright, alright�maybe just some front tyres� squeal! With the Quattro driveline putting some more weight and drive towards the rear, this sedan somehow feedback as being more balanced. Grip levels were phenomenal with its permanent 4WD mode. Road hugging abilities on hilly B-roads is so excellent that I found it �strange� taking some cornering lines that I normally take in my usual rides, at higher speed without breaking a sweat . Handling would be naturally superlative too if not for the strangely light and vague steering feel � quite unnerving initially. However, as I got used to this undesirable rack �settings�, I began to accommodate reasonably well. Yet, I wished that the Audi engineers dialed in more feel and weight to the scheme of things here.

Manual gear changes weren�t as swiftly engaging as the multitronic�s 7-speeder. This is after all a 6-speed torque converter with �tiptronic� functions but I supposed I could live with marginally slower up-shifts of cogs, if I were to own this junior exec.
Braking performance is similar to the regular FWD sibling. Rotors bite seem just as reassuring but there were less of the disc-grabbing tendencies felt earlier in the other B7 TFSI multitronic. The brake pedal is placed a tad too high though, for smooth migration of your foot from the gas pedal. Some awkward �higher-lift-and-cross� pedals� action warranted here.

On the highways, I have got to admit that speed would build up quicker in the �plain� TFSI variant, with lower engine revs at any given expressway speed. Yup! I reckon that the multitronic CVT would be more efficient here. The Quattro is no slow coach but like I said before, just more mild mannered � due to the extra weight and the same 2.0 TFSI output of 200bhp and 280Nm driving the rear axle as well. In fact, the engine sounded quite hoarse (due to the �busier� driveline?) when stretched but then again maybe it�s just psychological. Breaching the speed limit also exposes some wind noise in this test car. Close examination of the door-window frames revealed a gaping rubber lining at the right B-pillar � corresponding to the rear window frame.

Having put in a few hundred kilometres over a couple of days, I had found the Quattro to be relatively frugal on fuel. In all fairness, I hardly drove the car in �S� mode this time around. Some of the noticeable bugbears of this A4 � upon closer scrutiny � are the somewhat soft and springy switches for power windows and also of the front reading lights. They felt flimsy and loose to operate, a letdown to the overall superb built quality of this Audi. I also wish for rear side storage pockets on the door trim, which are mysteriously absent for an automobile of this price.

Other than that, I guess it�s worth paying the RM15k premium over the �standard� TFSI multitronic. Not so much for the �quattro� badges� bragging right but for the extra refinements in ride, comfort, composure and power delivery. Heck! I was pleasantly surprised when my family attested to some of those attributes too over the test drive period. If only Audi AG reworked this award-winning 2.0 TFSI engine to churn out 261bhp and 350Nm, just like for its upcoming Audi S3, because this A4 Quattro�s drivetrain and chassis could definitely handle more!




Written by: Dr. SP Long
28th September 2006.
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