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    William Maley

    Geneva Motor Show: Audi TT Take Three

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      Take Three On The TT


    Ladies and Gentlemen... May we present the 2015 Audi TT.

    If you're scratching your head and wondering, wow it looks like the current model except for a new front end, you're not the only one. It appears the new TT is an evolution of the current model with some elements of Audi's quattro and Sport quattro concepts. Meanwhile inside, Audi designers made some radical decisions. The most obvious decision is no center display in the center stack. Those duties are handled by a new multifunction LCD screen in the gauge cluster. Another interesting decision is the climate controls placed on the center of the air vents.

    Power will come from three different engines:

    2.0L TDI four-cylinder: 184 horsepower and 284 pound-feet of torque

    2.0L TFSI four-cylinder: 230 horsepower and 272 pound-feet of torque

    2.0L TFSI four-cylinder: 310 horsepower and 280 pound-feet of torque (TTS)

    All models will have a six-speed manual as standard, while the two 2.0L TFSI engines will have a six-speed dual-clutch S-Tronic transmission as an option. Front-wheel drive is standard across the range, while quattro is available except for the TDI model.

    Audi isn't saying at this time when the TT will be heading to U.S. and what powetrains it will have. We'll likely have that information down the road.

    Source: Audi

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

    Press Release is on Page 2


    Emotion, dynamism and high-tech – The new Audi TT

    Audi TT and Audi TTS celebrate world premiere at Geneva Motor Show

    Compact sports car impresses with its design and driving dynamics

    Member of the Board of Management for Technical Development, Prof. Dr. Ulrich Hackenberg: "Offering drivers a technology experience that is even more compelling"

    A completely revised edition of a modern classic is ready to take center stage: The Audi TT and Audi TTS will celebrate their world premieres at the Geneva Motor Show (these vehicle are currently not available for sale. they do not yet have a general type approval and are therefore not covered by Directive 1999/94/EC.). The third generation of the compact sports car is again captivating, with its emotional design and dynamic qualities. The new Coupé is characterized by the use of innovative technologies in its engine and in its control and display concept, including the Audi virtual cockpit.

    "The Audi TT is the epitome of an authentic design icon and a top-performance driving machine," explains Prof. Dr. Ulrich Hackenberg, Member of the Board of Management of AUDI AG for Technical Development. "With the new generation, we are making this technology even easier for the driver to experience – just as they would expect from a real sports car."

    Exterior design

    When the first-generation Audi TT came on the market in 1998 it was a design revolution – its strictly geometrical, formally coherent design language made it an icon with huge charisma. For the third TT generation, the Audi designers have returned to many of these ideas and placed them in a new context that is as dynamic as it is diverse.

    The front of the new TT is dominated by horizontal lines. The Singleframe grille is much broader and flatter than that of the previous model, with a powerful line dividing it into two zones. Starting in the top corners of the grille, sharp contours run in a V across the hood, which bears the four Audi rings – as on the Audi R8 high-performance sports car (combined fuel consumption in l/100 km: 14.9 – 12.4 (15.79 – 18.97 US mpg); combined CO2 emissions in g/km: 349 – 289 (561.66 – 465.10 g/mile). The air intakes feature struts that direct part of the flow away from the front to the flanks.

    The flat headlights give the new TT's face a determined look. Xenon plus units are standard, and Audi can optionally provide LED headlights or ones in pioneering Audi Matrix LED technology, where the high beam is generated by controllable individual LEDs. On both versions, there is an unmistakable contour created by the separating strip in the headlights, which is illuminated by light guides.

    The Matrix LED headlights consist of 12 LEDs and include another Audi innovation: dynamic turn signals that light up sequentially in the direction in which the driver is steering. The predictive cornering light uses navigation data to move the cone of light into the curve before the steering wheel is turned.

    From the side, the new Audi TT is equally lean and muscular; it rests low on the road as if ready to pounce. At 4.18 meters (13.71 ft), the Coupé is almost exactly the same length as its predecessor, though its wheelbase has grown by 37 mm (1.46 in) to 2,505 mm (8.22 ft), making for especially short overhangs. It is 1,832 mm (6.01 ft) wide, and has the same height as the previous model at 1,353 mm (4.44 ft).

    A lot of the details of the new Audi TT's profile are reminiscent of the first-generation of the modern classic. The contour of the sill creates a striking refracting edge, while the broad wheel arches form their own geometric bodies. The front wheel arch breaches the line of the hood, which continues over the door as a tornado line and runs almost horizontally through to the tail as a strong body shoulder.

    The flat greenhouse gives the impression of being an independent unit and the slight kink in the rear side window gives it additional tension. The fuel flap on the right side panel is the classic circle and surrounded by socket screws; a light tap on the TT logo and the flap opens. This shape is again reminiscent of the first-generation TT. What is new is that there is no tank lid beneath the flap. This means that there is nothing to be unscrewed and the pump nozzle slots straight into the tank neck, just like in motor racing.

    Specifically at the tail, horizontal lines underline the impression of the new TT's sporty width. Together with the LED and Audi Matrix LED headlights, the tail lights also have dynamic turn signals. Another parallel to the front headlights: the strip in the tail lights, which also form a daytime running light contour – another Audi innovation. The third brake light is an extremely narrow strip positioned under the edge of the rear spoiler. It plays an essential part in defining the tail light silhouette.

    At a speed of 120 km/h (74.56 mph) a spoiler extends from the trunk lid to improve both air resistance and downforce. All models have two large round exhaust tailpipes. These are again reminiscent of the original TT. Like all Audi S models, the TTS exhales through four oval tailpipes.

    The optional S line exterior package makes the design of the bumpers, air intakes, Singleframe grille, sills and the rear diffuser even sharper and sportier. And handling is even more dynamic, with 18" wheels and a body that rests 10 mm (0.39 in) lower.

    Body

    Lightweight construction is one of Audi's greatest areas of expertise. The second-generation Audi TT already featured an Audi Space Frame (ASF) body made from aluminum and steel. For the new TT, Audi has systematically taken this composite construction principle even further, in line with the idea: the right amount of the right material in the right place for optimal functions.

    The Coupé's underbody structure has optimized axle loads and is made of modern, high-strength and ultra-high-strength steel alloys. In the sections of the passenger cell that are subject to the most structural stress, form-hardened steel panels, which are both ultra-high-strength and light are used – these constitute 17 percent of the body's weight. The side sills and roof frame are made of extruded aluminum profiles that are integrated into the structure using cast aluminum nodes. This structural principle creates a very rigid and safe bodyshell. The aluminum side sections and roof complete the structure. The hood, doors and trunk lid are also made of this light metal.

    All in all, the Audi engineers have, for the second time in a row, succeeded in significantly reducing the unladen weight of the Audi TT. At the first model change in 2006, up to 90 kg (198.42 lb) were saved, and the 2.0 TFSI engine variant of the new TT weighs just 1,230 kg (2,711.69 lb). This makes it around 50 kg (110.23 lb) lighter than its predecessor.

    The low overall weight is further proof of Audi's expertise in lightweight construction. It impacts positively especially on acceleration, handling and fuel consumption.

    Interior

    Clearly structured volumes with a taut surface and light, almost floating lines – the interior is the embodiment of the new Audi TT's pure sports car character. As with the exterior, horizontal lines and surfaces emphasize the width of the interior. The center tunnel console, which supports the calves when driving fast through bends, and the door panels have similar flowing shapes.

    The rule was once again: "less is more." Clear, purist lines underscore both the lightness and the uncompromising sportiness of the Audi TT's interior. Two other ingenious design and technically innovative tricks enabled the designers to create an instrument panel that is impressively slender: The instrument cluster and the MMI screen have been combined to form a central, digital unit – the so-called Audi virtual cockpit. In addition, the controls for the air conditioning system are positioned directly in the air vents.

    Seen from above, the instrument panel resembles the wing of an aircraft; the round air vents – a classic TT feature – are reminiscent of jet engines with their turbine-like design. The vents also contain all the controls for the standard air conditioning system and the optional automatic air conditioning system (standard in the TTS). The controls for seat heating, temperature, direction, air distribution and air flow strength are located at their center; the setting selected is shown on small displays in the automatic air conditioning system. The horizontal control panel is located under the central air vents. The 3D-designed toggle switches activate the hazard warning lights, Audi drive select and the assistance functions.

    The standard sports seats in the new Audi TT have integrated head restraints and are positioned lower than in the predecessor model. Compared with the seats in the predecessor model, they are more than five kilograms (11.02 lb) lighter. As an option – and as standard in the TTS – there are newly developed S sport seats with highly contoured and pneumatically adjustable side sections that are exceptionally comfortable and provide excellent support.

    The new multifunction steering wheel has a flattened rim, and aluminum-look clasps encompass the spokes. It also has a driver airbag that takes up 40 percent less space without compromising safety, and hence emphasizes the sense of visual lightness.

    Countless details demonstrate the high standards which Audi places on interior design and craftsmanship. They include the newly designed, split gear lever, the very precisely engaging MMI rotary pushbutton and the finely finished loudspeaker covers with light guides in the optional Bang & Olufsen sound system.

    As a 2+2 seater, the new Audi TT is a sports car that is highly suitable for everyday use. The trunk has a capacity of 305 liters (10.77 cubic ft), which is 13 liters (0.46 cubic ft) more than before, and can be extended by folding the rear seat backrests forward.

    Colors and equipment

    The new Audi TT offers a far more distinct and colorful range of colors than its predecessor. There are 11 exterior colors, one of which is exclusively for the S line. Seven of the colors in the range are new for the TT, and two of these are completely new for Audi: Nano Gray and Tango Red. There are also two additional paints available for the TTS – crystal-effect Panther Black and the highly expressive Sepang Blue.

    There is a completely new range of colors for the interior, too – the Audi TT and the TTS each offer three interior colors to choose from. For the first time, Audi is offering a two-tone interior including sporty contrasting stitching for S line models.

    The equipment for the new Audi TTS includes extended interior elements that add individually selectable color accents to the S sport seats clasps, the sides of the center console and the rings of the air vents. Customers with exquisite taste have many options for customization. Upholstery in various cloths and leather grades are available for the seats, as well as three leather packages. The S sport seats have characteristic diamond quilting in the center section.

    One special highlight is the exclusive design selection which comprises a combination of two fine leather colors: dark murillo brown on the seats and a slightly metallic shimmering stone-grey pearl on the armrests, knee supports and cowl. Alternating contrasting stitching, dark aluminum, matching paint for the extended interior elements and a special woven floor mat are further features of this elegant upholstery and trim.

    For the TTS, the Audi designers have come up with an innovative technical laser texture for the wings of the instrument panel: It has a honeycomb-patterned, slightly raised surface that gives the Audi TTS a unique sporty feel.

    Controls and displays

    The operating concept for the new TTS has been revised from the ground up – in line with the consistent sports car character, all the elements focus on the driver. There are two variants of the multifunction steering wheel available. Drivers selecting the top version can activate almost all functions from the steering wheel without taking their eyes off the road.

    The second control unit is the likewise newly developed MMI terminal on the console of the center tunnel. Two toggle switches activate the navigation/map, telephone, radio and media menus. There are two buttons on both sides of the central rotary pushbutton, supplemented by a main menu and a back button. The driver can easily enter destinations using the touchpad on the top of the rotary pushbutton (from the Connectivity package upwards) – the MMI touch recognizes your personal handwriting. It is also possible to scroll through lists or zoom in on maps.

    The menu structure of the MMI resembles that of a smartphone, including the free-text search. All important functions can be accessed directly. One special highlight is the MMI direct search. This enables you to start writing immediately when navigating, without having to use a set form. In most cases, inputting four letters is enough for you to see relevant destinations throughout Europe. The two side buttons activate context-dependent functions (right button) and options (left button). The operating logic is easy to understand and conveys a completely novel "joy of use."

    Alongside the operations possible using the control panel, the Audi TT offers a further possibility: the voice control system. Audi is also breaking new ground in this area, too. For the first time in the Audi TT, natural voice controls are used that enable simple commands – such as "Take me to Munich" or "I want to talk to Sabine" – to control the vehicle systems without having to take your hands off the steering wheel.

    Instead of the conventional analog displays, the new TT has the Audi virtual cockpit on board – this fully digital instrument cluster sets new standards with its dynamic animations and precise graphics. Drivers can choose between two display modes: In the classic view, the speedometer and rev counter are in the foreground; in "infotainment" mode the virtual instruments are smaller. The space that becomes free as a result provides ample room for other functions, such as the navigation map. In the Audi TTS there is a third, sporty mode. Here, the centrally positioned rev counter dominates the display.

    With a resolution of 1,440 x 540 pixels, the 12.3" TFT screen boasts brilliantly sharp images. At work in the background is a Tegra 30 graphic processor from market leader Nvidia's Tegra 3 series. At the lower edge of the Audi virtual cockpit, the displays for outside temperature, time and mileage are permanently visible. Warning or information symbols may also appear there.

    Engine

    (All consumption and output figures are provisional)

    Audi offers the new TT and TTS with three different four-cylinder engines with turbocharging and direct injection. Their power output ranges from 135 kW (184 hp) to 228 kW (310 hp). The two TFSI gasoline engines and the TDI combine athletic power with trailblazing efficiency. The start-stop system is a standard feature.

    For the launch of the TT, the 2.0 TDI will be available with manual shift and front-wheel drive. It delivers 135 kW (184 hp) and torque of 380 Nm (280.27 lb-ft). The new sports car can thus accelerate from 0 to 100 km/h (62.14 mph) in 7.2 seconds and reaches a top speed of 235 km/h (146.02 mph). Standard fuel consumption is a mere 4.2 liters per 100 km (56.00 US mpg), which translates into CO2 emissions of 110 g/km (177.03 g/mile), a new record low level in the sports car world.

    The 2.0 TDI features two balancer shafts in the crankcase, adjustable camshafts and a common rail injection system delivering maximum pressure of 2,000 bar. The Audi TT 2.0 TDI meets the Euro 6 standard and, thanks to its high efficiency, bears the "ultra" label.

    The 2.0 TFSI is available in two versions – a 169 kW (230 hp) version for the TT and a 228 kW (310 hp) version for the TTS. In both versions it unites various ultramodern technologies – the additional indirect injection supplementing the direct injection of the FSI, the Audi valvelift system (AVS) to adjust the valve stroke on the exhaust side and thermal management, which uses a rotary valve module and an exhaust manifold integrated into the cylinder head.

    In the Audi TT, the 2.0 TFSI delivers torque of 370 Nm (272.90 lb-ft) from 1,600 to 4,300 rpm. It accelerates the Coupé – which has a six-speed manual transmission and front-wheel drive – from 0 to 100 km/h (62.14 mph) in 6.0 seconds, and on up to an electronically governed top speed of 250 km/h (155.34 mph).

    On the version with six-speed S tronic and quattro all-wheel drive, the key figures are as follows: the sprint from 0 to 100 km/h (62.14 mph) takes 5.3 seconds; top speed is 250 km/h (155.34 mph); fuel consumption of 6.8 liters per 100 km (34.59 US mpg) and CO2 emissions of 159 g per km (255.89 g/mile). The dual-clutch transmission shifts through the six gears without any noticeable interruption in traction, and in manual model it can be controlled by paddles on the steering wheel. In the "efficiency" mode of Audi drive select, the S tronic selects freewheel as soon as the driver takes his or her foot off the gas pedal.

    The Audi TTS is a peak performer. It covers the standard sprint in 4.7 seconds; its top speed is electronically governed at 250 km/h (155.34 mph). The 2.0 TFSI produces 380 Nm (280.27 lb-ft) of torque at an engine speed of between 1,800 and 5,700 rpm. Controllable flaps in the exhaust system modulate the sporty sound and make it even richer. A manual transmission is standard. The S tronic option includes launch control, which regulates maximum acceleration from a standstill.

    quattro drive

    In the new Audi TT, quattro permanent all-wheel drive delivers additional stability, traction and driving fun. It has been consistently advanced and optimized especially for the new TT. Its electro-hydraulically controlled multi-plate clutch is mounted on the rear axle. The special pump design reduces weight by around 1.5 kg (3.31 lb) compared with the previous model. The distribution of drive torque between the axles is controlled electronically within fractions of a second.

    The intelligence of quattro drive – in other words, the software that determines precisely the possible torque distribution between the front and rear axles – is a completely new development especially for the TT. The innovative control philosophy continuously senses the ambient conditions, driving status and the driver's wishes. This means that the ideal distribution of torque is calculated and the TT's dynamic drive characteristics enhanced in every situation.

    By networking quattro drive with Audi drive select, the driver of the new Audi TT can adjust the all-wheel-drive properties to suit his or her individual requirements. In "auto" mode, this produces optimum traction and balanced driving dynamics. In "dynamic" mode, torque is distributed to the rear axle earlier and to a higher degree, which means that driving dynamics are enhanced further, especially on surfaces with low friction coefficients.

    Alongside optimizing the driving dynamics, the advances made to quattro drive also focused on the subject of efficiency. In the drive select "efficiency" mode the torque distribution is adjusted to optimize the level of efficiency. Determining driving conditions and driver type precisely allows for efficiency-optimized all-wheel-drive control – which can even result in the temporary shutdown of the quattro drive system. In this operating state, the intelligent software carefully monitors the driving situation and activates the all-wheel drive before torque is once again required at all four wheels. In this way, quattro drive provides optimum efficiency along with a level of traction and dynamic handling that is typically quattro.

    Chassis

    The chassis also reflects the technological expertise behind the new Audi TT. The front suspension is based on a McPherson system; aluminum components reduce the weight of the unsprung chassis masses. The four-link rear suspension can process the longitudinal and transverse forces separately.

    One particular highlight is the new third generation of the adaptive damper control system, Audi magnetic ride. Compared with the previous version, it has been improved in terms of characteristic spread, control dynamics and precision as well as user friendliness. Audi magnetic ride can be adjusted to three settings (comfort – auto – dynamic) via Audi drive select and, at the press of a button, either makes the compact sports car hug the road more tightly or lets it glide smoothly across the road irrespective of which mode the driver selects. Magnetic ride technology delivers ultra-swift wheel-selective control of the damper forces, which means that in all driving situations there is optimum contact between wheel and road.

    In this way, the new Audi TT's superb driving dynamics are further optimized, and body control also ensures good comfort behavior. The system is unique in this market segment. Audi magnetic ride is standard on the Audi TTS and is available as an option for all other TT versions.

    Another highlight is the standard progressive steering – its rack is designed such that the ratio becomes more direct as the steering is turned. In this way, the new TT can be steered agilely and precisely with little movement of the steering wheel in downtown traffic and on winding country roads. The electromechanically driven and thus highly efficient progressive steering adapts its assistance to speed and forms the basis for the optional assistance systems – Audi active lane assist and park assist.

    With its elaborate chassis design and firm setup, the new Audi TT handles superbly in all situations. The body is lowered by 10 mm (0.39 inch) on the TTS, with the S line sport package and with the adaptive damper control system, Audi magnetic ride.

    The dynamic driving system known as Audi drive select is an option for the new Audi TT, but standard on the TTS. It controls the engine characteristics and the steering assistance. The driver can choose between comfort, auto, dynamic, efficiency and individual modes. In addition, Audi drive select influences several optional modules – the S tronic, quattro drive, the Audi magnetic ride system, which at the press of a button makes the compact sports car hug the road even more closely, and the engine sound. In efficiency mode, Audi drive select influences the air conditioning and the start-stop system accordingly.

    There are 11 different wheel versions available. The TT 2.0 TFSI and the 2.0 TDI come as standard with 17" forged wheels in five-spoke design, each of which weighs only 8.7 kg (19.18 lb), and with size 225/50 tires. On request, Audi can supply other wheel designs with diameters of 17", 18" or 19", and tires up to 245/35 R19. quattro GmbH also offers wheels with a diameter of up to 20".

    The front discs are ventilated and, depending on engine version, have a diameter of up to 338 mm (13.31 in). The new electromechanical parking brake that the driver actuates by pressing a button is integrated into the rear braking system. The TTS uses newly developed aluminum fixed-caliper brakes to slow the front wheels; these are five kilograms (11.02 lb) lighter than on the predecessor model – another example of Audi's expertise in lightweight construction.

    The electronic stabilization control (ESC), which can be switched off either partly or completely, perfectly complements the car's sporty handling. When driving through bends, torque vectoring takes effect. If required, the drive torque is distributed from the inside front wheel to the outside front wheel (front-wheel drive) or, on quattro models, to the rear wheels, too. Thanks to the difference in propulsive forces, the car turns very easily into the curve, which is helpful for the driver. In this way, bends can be navigated with great precision and neutrally. This significantly boosts the TT's dynamism and stability. Sport mode supports particularly sporty driving, facilitating steering and control when drifting.

    The way that all components interact and harmonize enhances agile handling and consequently the driving pleasure that an Audi TT offers – just as you would expect of a sports car.

    Equipment

    All versions of the new Audi TT Coupé come with a generous range of standard equipment. Alongside those features already mentioned above, the MMI radio and the electromechanical parking brake deserve a special mention. The options include – alongside the S sport seat with numerous leather and trim variants – the convenience key, hold assist, high-beam assist, the LED interior lighting package, front seat heating, and the storage and luggage compartment package.

    As regards infotainment, customers can choose from various options. The connectivity package boasts a touchpad, MMI touch. At the top of the modular range is the MMI Navigation plus with its large flash memory, two card readers, DVD drive, Bluetooth interface and voice control system. The T30 chip from market leader Nvidia's Tegra 3 series, which is used in the new generation of the modular infotainment platform, controls all navigation and multimedia functions in the car and, together with the processor, presents all content in the Audi virtual cockpit.

    The Audi connect system complements the MMI Navigation plus perfectly – it connects the new TT to the internet using the fast LTE transmission standard. The integrated Wi-Fi hotspot means passengers can surf the internet and e-mail as they please, while the driver can rely on the customized Audi connect services.

    The infotainment package is rounded out by attractive components. The Audi Phone Box smoothly links a cell phone to the car. Its centerpiece is a universal planar antenna which is integrated into the storage tray in the center armrest. Thanks to close-range coupling, the phone communicates with the flat planar antenna, which uses an amplifier to transmit the signals to the car antenna.

    The Bang & Olufsen Sound System features a 14-channel amplifier and 12 loudspeakers; the woofers in the doors gleam in the dark thanks to an adjustable, discrete light conductor.

    Powerful assistance systems make driving the new TT an even more pleasurable experience. As an option the car can be equipped with Audi side assist, which uses rear-mounted radar sensors to help drivers change lane more safely; camera-based traffic sign recognition; Audi active lane assist, which helps the driver if required by steadily correcting steering or warning him or her if there is a danger of unintentionally drifting out of lane and the park assist system with display of surroundings, which independently guides the car into suitable spaces.

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    Exterior - Nice Evolutionary

    Interior - FAILURE

    Why a failure?, they have taken most basic items that allow even the passenger to interact with, AKA Music/stereo and put it only in the drivers control. With today's distractions from cell phones, eating, drinking, etc. Now they want to only have the driver with the control of the system, I do not see this being a success. Only dictator like drivers will love this full control of everything.

    I do not expect this to be a success and foresee Audi having to do a 1yr rebuild of the interior dash. This is no different than Honda's failure with the civic causing a rush to redo it after one year.

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    Exterior hasn't changed much over 3 generations, but sometimes that works for cars. The interior is boring and spartan, and who really wants a front wheel drive sports car that costs $45k. Just go buy a Golf GTI and save the money.

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    This is yet another recent vehicle that open comment on it looking like the previous generation has occurred.
    Been saying for years we're at the 95% percentile of auto design- here's mounting evidence.

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    The lack of a center stack is refreshing, but the console is so tall, it's of no advantage.
    It looks nicely finished, but design-wise it's a mishmash with little cohesion. The air vents are a bit much.

    My biggest gripe would be the uber-ubitquitous 3-spoke steering wheel trimmed in aluminum with the bottom spoke having a hole thru it : a slight variation on at least 20 other wheels just like it. Homogenization in full overdrive.

    I would agree if the controls are all driver-controlled that's not the way to go, but the TT is going to be a single-occupant car probably 98% of the time anyway.

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    The interior is perfection for me. A driver's car should always have a driver's oriented interior.

    The exterior... Eh, Audi is starting to loose its imagination. They were at their best 5 years ago and it's been a downward spiral since. The front fascia is starting to become a copy and paste disaster, while the body of each car continues to be ever so slightly massaged. It's becoming difficult to tell each Audi apart from one another.

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    I agree Blackviper that the driver should have ease of access to all controls, but having no access to the front passenger I think is a mistake also.

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      A brand spanking new Audi S5 Sportback starts at $52,000 and it being German, the options are expensive and expansive. Although I would recommend the Premium Plus, if you want a head-up display, adaptive cruise control, and parking assist, you must go for the $59,000 Prestige. You can get a Black optic package that changes some of the exterior trim to black, hence the name. Ventilated seats cost $550 with the Warm weather package and a heated steering wheel is $750 in the Cold weather package. Final cost: $63,000, over $10,000 more than the Genesis and Volvo. 
      Now for the nerd talk of performance and driving dynamics so if you really don’t care, just go to the last sentence in this paragraph. We have the most powerful car, the Genesis G70, with a turbocharged 3.3-liter V6. Stats: 365 HP and 376-pound feet of torque. 0-60: 4.5 seconds. Next, the Volvo T6. The T6 uses a turbocharged and supercharged 2.0-liter inline 4. Stats: 316 HP and 295-pound feet of torque. 0-60: 5.9 seconds. Finally, the Audi S5 Sportback. Under the hood is a turbocharged 3.0-liter V6.  349 HP and 369-pound feet of torque. 0-60: 4.5 seconds. What does this mean? Two cars are fast, and one car isn’t. There we go.
      All vehicles have a sports feature that can change the noise of the engine inside, change how the steering feels, and how much more the engine will rev. If you’re into engine and exhaust noise, the Genesis is king. It is also the most powerful and feels the sportiest when going around a bend or going onto an on-ramp or wolfram. The Volvo has the worst sounding engine and there is a lot of lag because of the unusual engine. Volvo only uses 2.0-liter engines and it really hurts in terms of performance and it is more about cruising than going on twisty curves. Audi’s S5 Sportback is like the G70 in terms of engine noise and performance. Both are quick with V6 engines. In the Audi, the engine sounds good, but the steering feels disconnected. It handles alright but doesn’t feel special.

      Interior and infotainment systems are where the Genesis fall behind. The interior does feel luxurious, but the Volvo crushes it. A small infotainment system does it no justice. Volvo’s interior is gorgeous, but the infotainment system does something I hate: it controls almost everything. Why can’t there be regular controls for the climate control? Audi uses digital dials which are simply amazing and it has the best infotainment system. 
      Now we get to what the title implies: Who should get which car?
      Genesis G70 3.3T: This is the car you get if you are all about those stats and performance. The interior may be lacking a bit, but the standard features make up for that downfall. Its exterior styling is a bit bland so style gurus will want to look elsewhere. Otherwise, this is a wonderful job and I think Genesis should be proud. 8/10
      Volvo S60 T6: Simply put, this isn’t a sports sedan. Instead, it is a great long-distance cruiser with so many safety features it can almost drive itself. It has the best looking exterior and interior, but the infotainment system and droning engine let it down. Volvo is doing an amazing job creating beautiful looking vehicles, but I wish they didn’t only use 2.0-liter engines. 7/10
      Audi S5 Sportback: New, it’s the most expensive but as a used car, you can get one for a little over $50,000 with around 30,000 miles. Why get this? Because it’s all about that badge, baby! It does have a great interior and the best infotainment system. It ties the Volvo for a beautiful exterior as well. If you can find one as a certified pre-owned vehicle or CPO, you can save about $10,000. 8/10

      My personal favorite part: It’s performance facts time!
      Genesis G70 3.3T: Turbocharged 3.3-liter V6. Stats: 365 HP and 376-pound feet of torque. 0-60: 4.5 seconds.
      Volvo T6: Turbocharged and supercharged 2.0-liter incline 4. Stats: 316 HP and 295-pound feet of torque. 0-60: 5.9 seconds.
      Audi S5 Sportback: Turbocharged 3.0-liter V6.  349 HP and 369-pound feet of torque. 0-60: 4.5 seconds. 
      What is your opinion? Which car do you think would suit you, and do you own the Audi, Genesis, or Volvo? Leave a comment below.
       

      View full article
    • By Anthony Fongaro
      Germany. Known for impeccable engineering, German vehicles usually have cutting-edge technology and are status symbols. Sweden. The Swedish are known for safety, and even though the only brand from Sweden is Volvo, they want to have a sleek design while making vehicles easy to drive. South Korea. In my opinion, South Korea is doing a great job with their vehicles. Creating Genesis as a stand-alone brand was genius because they can have vehicles close to or competing with the Germans while costing thousands of dollars less.
      What vehicles did I choose from these three countries? First, we have the Genesis G70. The particular G70 I am talking about is the G70 3.3T. It can compete directly with the Germans in terms of performance and safety features. Next, we have the Volvo S60 T6. It ties the Audi S5 Sportback in terms of exterior and interior looks and follows the tradition of being a Swedish car that focuses on safety which a hint of performance. The powertrain may be a little odd, but I’ll discuss engines and performance later. The black sheep here is a used Audi S5 Sportback? Why this car and not an S4? Simple, the S4 is too plain. The S5 Sportback is a good-looking car with performance similar to the Genesis, but a new one’s cost puts it in a different bracket.
      There is a reason why I’m using these vehicles. Price and performance. First, price. Options I look for such as blind-spot monitoring, adaptive cruise control, digital displays, all-wheel-drive, and heated/ventilated seats push up the prices for these three from $50,000-$53,000. Although the G70 and Volvo can be bought for around $40,000, a few options bump their prices up. Let’s dive into what I recommend for each car.
      Not a surprise, the Genesis G70 comes in at $50,000. You can get a Sport Package, but I would go with the Prestige Package because it has a heads-up display, surround-view monitoring that makes parking easy, and advanced safety features with a feature to not his pedestrians. That last feature is very helpful in a city like Chicago with Chicagoans crossing the street anywhere. 
      Volvo’s S60 T6 has three trim levels, and I would go with the Inscription. You can pick an interior that isn’t just black as well as a Harman Kardon sound system. Two packages I recommend are the Luxury Package which gives you massaging seats, ventilated seats, and upgraded Nappa leather. The Advanced Package grants you the ability to use Pilot Assist, an almost semi-autonomous system which houses every safety system a car can have. 
      A brand spanking new Audi S5 Sportback starts at $52,000 and it being German, the options are expensive and expansive. Although I would recommend the Premium Plus, if you want a head-up display, adaptive cruise control, and parking assist, you must go for the $59,000 Prestige. You can get a Black optic package that changes some of the exterior trim to black, hence the name. Ventilated seats cost $550 with the Warm weather package and a heated steering wheel is $750 in the Cold weather package. Final cost: $63,000, over $10,000 more than the Genesis and Volvo. 
      Now for the nerd talk of performance and driving dynamics so if you really don’t care, just go to the last sentence in this paragraph. We have the most powerful car, the Genesis G70, with a turbocharged 3.3-liter V6. Stats: 365 HP and 376-pound feet of torque. 0-60: 4.5 seconds. Next, the Volvo T6. The T6 uses a turbocharged and supercharged 2.0-liter inline 4. Stats: 316 HP and 295-pound feet of torque. 0-60: 5.9 seconds. Finally, the Audi S5 Sportback. Under the hood is a turbocharged 3.0-liter V6.  349 HP and 369-pound feet of torque. 0-60: 4.5 seconds. What does this mean? Two cars are fast, and one car isn’t. There we go.
      All vehicles have a sports feature that can change the noise of the engine inside, change how the steering feels, and how much more the engine will rev. If you’re into engine and exhaust noise, the Genesis is king. It is also the most powerful and feels the sportiest when going around a bend or going onto an on-ramp or wolfram. The Volvo has the worst sounding engine and there is a lot of lag because of the unusual engine. Volvo only uses 2.0-liter engines and it really hurts in terms of performance and it is more about cruising than going on twisty curves. Audi’s S5 Sportback is like the G70 in terms of engine noise and performance. Both are quick with V6 engines. In the Audi, the engine sounds good, but the steering feels disconnected. It handles alright but doesn’t feel special.

      Interior and infotainment systems are where the Genesis fall behind. The interior does feel luxurious, but the Volvo crushes it. A small infotainment system does it no justice. Volvo’s interior is gorgeous, but the infotainment system does something I hate: it controls almost everything. Why can’t there be regular controls for the climate control? Audi uses digital dials which are simply amazing and it has the best infotainment system. 
      Now we get to what the title implies: Who should get which car?
      Genesis G70 3.3T: This is the car you get if you are all about those stats and performance. The interior may be lacking a bit, but the standard features make up for that downfall. Its exterior styling is a bit bland so style gurus will want to look elsewhere. Otherwise, this is a wonderful job and I think Genesis should be proud. 8/10
      Volvo S60 T6: Simply put, this isn’t a sports sedan. Instead, it is a great long-distance cruiser with so many safety features it can almost drive itself. It has the best looking exterior and interior, but the infotainment system and droning engine let it down. Volvo is doing an amazing job creating beautiful looking vehicles, but I wish they didn’t only use 2.0-liter engines. 7/10
      Audi S5 Sportback: New, it’s the most expensive but as a used car, you can get one for a little over $50,000 with around 30,000 miles. Why get this? Because it’s all about that badge, baby! It does have a great interior and the best infotainment system. It ties the Volvo for a beautiful exterior as well. If you can find one as a certified pre-owned vehicle or CPO, you can save about $10,000. 8/10

      My personal favorite part: It’s performance facts time!
      Genesis G70 3.3T: Turbocharged 3.3-liter V6. Stats: 365 HP and 376-pound feet of torque. 0-60: 4.5 seconds.
      Volvo T6: Turbocharged and supercharged 2.0-liter incline 4. Stats: 316 HP and 295-pound feet of torque. 0-60: 5.9 seconds.
      Audi S5 Sportback: Turbocharged 3.0-liter V6.  349 HP and 369-pound feet of torque. 0-60: 4.5 seconds. 
      What is your opinion? Which car do you think would suit you, and do you own the Audi, Genesis, or Volvo? Leave a comment below.
       
  • Posts

    • I for one would like to see what ultimately happens with the CT6; Cadillac only announced its production at D-H would end, and they’ve moved a model lines’ production to another plant before.  I would immediately have voted to not do the CT4 and put the CT5 & 6 together in LGR. And there’s room for all 3 lines at LGR as it is ( nevermind there being room at D-H). CT6 has been a great success in it’s segment, after a long break of Cadillac not fielding a model there.  In some months, audi can only sell about 120 A8’s, and that model’s been around for decades.
    • Damn True. GM decides things on the fly like a hooker on Saturday night...... 😮 
    • Chassis, platform, architecture, whatever you want to call the mechanical running gear.  That is the expensive part, you need to spread that around and CT6 doesn’t have that luxury. Lamborghini is over 50% SUV at this point, it is ridiculous it that is the way it is now.  That is why Cadillac should have been building Omega platform SUVs rather than a full size sedan with a turbo 4 engine CT6 that was doomed to fail from the start.
    • Should have done an Escalade-V years ago.  FCA sells garbage with a Hellcat engine for $75k or whatever they cost.  What would otherwise be fleet sale rental cars sold for nearly triple the price.  Cadillac could easily get $125k for an Escalade-V and all they would have to do is put on a supercharger, bigger brakes, beef up the suspension, and add some trim or  V badges to spice it up.      I also think Cadillac could put a Blackwing V8 in an SUV the size and weight of an XT5.     A slow V8 powered SUV.  Cadillac should have at least 1 SUV that is sub 4 second 0-60 and probably should have 2 but they won’t attract enough buyers anyway so 1 will do the job.
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