BMW Service, Repair and Consignment Sales Redwood City - 2015 BMW i8 [w/video] - Bosch European Redwood City - (650) 368-3000

 

The most important thing to keep in mind while driving BMW's all-new i8 is that it's not a product of the company's vaunted M division.

Sleek sports-coupe design, carbon-fiber construction and blistering acceleration may cause automotive enthusiasts to drool, but the i8 has not been conceptualized, engineered or assembled to be another one of BMW's world-class track stars. Instead, the i8 has been hatched as a progressive sports car from the Bavarian outfit's new i division, which "represents visionary electric vehicles and mobility services, inspiring design and a new understanding of premium that is strongly defined by sustainability." Think of it as thrilling, but with an engaging environmental twist.

It's nearly impossible to walk up to the i8 without stopping twenty feet short and taking in its styling. There's no other production car as visually fascinating – this BMW is showroom-ready sculpture that captures all of the essence of the Vision Efficient Dynamics Concept that wowed crowds at the 2009 Frankfurt Motor Show. The wind sees it as a 0.26 drag coefficient, but humans will study its beautifully crafted carbon fiber and glass panels and realize they're in the presence of the future.

To keep weight to a minimum, BMW has chosen to build its i8 with an aluminum chassis that runs the length of the vehicle. Mounted atop the alloy structure is a carbon-fiber reinforced plastic (CFRP) passenger cell, which is covered in aluminum and composite body panels. The automaker has taken weight savings to the extreme by using foam plastic climate-control ducting (which also provides acoustic benefits), lightweight aluminum wiring (instead of copper), aluminum bolts and screws (instead of steel) and chemically hardened glass on the rear window that is thinner, lighter and more durable than its laminated equivalent. Hoist a showroom-ready i8 onto a scale and it weighs 3,285 pounds – about the same as a Honda Accord. That's rather impressive considering its complex powertrain.

Butterfly doors add to the visual appeal, but as they lift up and away, they increase the effort required to drop into the passenger compartment, becoming useless as handholds to help clear the thick door sills. Ingress and egress is a leg-splayingly awkward affair (women in skirts and men in kilts will have to practice their boarding procedures). Once inside, the 2+2 cabin is remarkably comfortable for both driver and front passenger – I wouldn't put anyone in the tight back seats. The thin but well-padded bucket seats have been mounted on rails with generous travel, allowing my six-foot, two-inch frame the opportunity to be positioned comfortably with ample head, torso and shoulder room. The low, legs-out driving position is excellent.

As one would expect, the i8's propulsion system is as unique as its exterior styling and construction – it essentially has two drivetrains. In the rear of the chassis is a 1.5-liter, direct-injected and turbocharged three-cylinder combustion engine, a tuned version of the powerplant also found in the new 2014 Mini Cooper. Mounted over the rear wheels and fed from an 11.1-gallon tank beneath the rear passenger seat, it's rated at 231 horsepower and 236 pound-feet of torque. The combustion engine is mated to a six-speed automatic gearbox driving only the rear wheels. At the front of the chassis is an electric motor, borrowed from BMW's i3 EV, rated at 96 kilowatts (129 horsepower) and 184 pound-feet of torque and mated to a two-stage gearbox exclusively driving the front wheels. Combine the two drivetrains, and total system output is 362 horsepower and 420 pound-feet of torque with through-the-road all-wheel drive. Fuel economy should be stellar, but BMW has yet to disclose any official numbers for the North American market.

At startup, the i8 defaults to Comfort mode, which manages both motor and engine to provide a very good balance between sporty driving and strong fuel economy. Those seeking more range will toggle the Driving Experience Control switch to Eco Pro, while those wanting the liveliest driving experience will need to choose Sport. Lastly, the operator is able to run Comfort and Eco Pro purely in electric mode, providing five different driving choices.

In Comfort, and with a light-to-moderate accelerator foot, the i8 moves effortlessly as a front-wheel-drive electric vehicle. With an audible accompanying whine from the motor up front, the i8 is surprisingly quick off the line (it feels as if torque is deliberately rationed to prevent wheel spin at launch) and it pulls enthusiastically to cruising speeds. Despite being eight inches longer and five inches wider than aPorsche 911 Carrera, the i8 is agile and zippy through traffic – decidedly fun, even. Best of all, it will run up to 75 miles per hour in this configuration – meaning it's capable of handling all aspects of a daily commute, from city to highway, without taking a sip of gasoline.

It's capable of handling all aspects of a daily commute, from city to highway, without taking a sip of gasoline.

Thanks to a refrigerant-cooled 5.2-kWh battery mounted on a rail in the aluminum chassis between the passengers, pure EV range is up to 22 miles. To replenish, the plug-in hybrid i8 can be recharged using a BMW iWallbox, a public charging station or at a wall outlet. At best, charge time is 1.5 hours from a 220-volt Level 2 charger. A 120-volt (12A) household circuit is capable of providing a charge in 3.5 hours.

BMW has nailed the driving position and the innovative use of recycled and environmentally friendly components within passenger compartment is awe inspiring, but all is not perfect in the i8's cabin. Build quality is exceptional and its advanced forward-looking ergonomics are very good (most of the switchgear locations are similarly shared with the rest of the automaker's models), but there is an overall lack of storage and poor outward visibly. The two cupholders are in the rear seating area, there are no door pockets because of their theatrical opening mechanisms, and only a small cubby or two (both too small for a mobile phone) within the driver's reach.

Outward visibility is unencumbered looking forward, but seriously hindered over each shoulder, as everything aft of the driver's ear is blocked by thick pillars or stylish wings. Lastly, the view through the innovative rear glass – the same material that is on the face of many smartphones – is slightly distorted. Thankfully, the exterior mirrors and a backup camera provide a better perspective of the world outside.

Its nearly silent soundtrack is the first of several reminders-by-omission that the i8 is not a product of BMW's M division.

Slamming down the accelerator pedal while in Comfort awakens the rear-mounted combustion engine, which wrenches on the back wheels to provide additional thrust. Let off the accelerator, and it immediately goes back to sleep. Curiously enough, the 1.5-liter is nearly silent in this mode, requiring that the driver watch the visual display on the flat panel and listen acutely for its exhaust note – a whimper barely audible over the wind and tire noise. Its nearly silent soundtrack is the first of several reminders-by-omission that the i8 is not a product of BMW's M division.

Those seeking to optimize fuel economy will likely run i8 in Eco Pro with EV mode activated. The vehicle will then systematically exhaust its battery and switch to combustion power. As such, the vehicle operates in an "efficiency optimized" role, with non-essential electrical loads (e.g. air conditioning, heated seats, etc.) reduced to maximize range. Although life would be blissful driving the i8 in this mellow hypermiling configuration – spending hours waving at folks offering thumbs-up, taking pictures and showing praise upon BMW's excellent design – more challenging roads require all systems to be operating at 100 percent. BMW calls this Sport mode, and it's predictably my favorite of the five.

Sport, enacted by simply toggling the shift lever to the left, changes the i8's dashboard theme from a cool blue to a more urgent red, while immediately calling the combustion engine to duty. An unexpected – but pleasingly throaty – roar accompanies the engine. Three cylinders have never sounded so good, and that's at least partially because BMW engineers tell us that the powertrain music is a mixture of true exhaust sound and an augmented audio track playing through the cabin speakers. With the i8 now exposing more of its muscular and athletic side, I make a beeline towards the highway in search of more challenging roads.

With both the motor and engine providing thrust, the i8 is a space-age rocketship. BMW is quoting a 0-60 sprint in about 4.2 seconds and an electronically limited top speed of 155 mph (accomplished under propulsion from both powerplants), and driving yields no reason to doubt those numbers - it is very quick. Power delivery appears to be deliberately regulated to available grip, so it launches slowly (no wheelspin) and then abruptly picks up speed. The smooth little 1.5-liter triple works beautifully with its automatic gearbox, snapping off rapid upshifts and blipping the throttle on the way back down. Credit the engine's very low rotating mass with its impeccably quick response.

Bolted to the aluminum chassis is a double-track control arm front axle and a five-link rear axle – aluminum alloy is used extensively to keep weight to a minimum. The dampers are electronically adjustable (BMW's Dynamic Damper Control) based on the selected driving mode. Stopping is tasked to disc brakes at all four corners (four piston calipers up front, with single piston calipers in the rear), with a regenerative system to recover kinetic energy under deceleration. I was taken aback by the pedal feel, which is too springy for my taste, but the regenerative system is integrated seamlessly.

The i8 pulls strongly, with the sweetly audible soundtrack of the combustion engine complementing the g-forces pressing me into the seat.

The i8's construction is unlike any other BMW, and its ride is, too. Its comportment is firm, even with the dampers in their softest setting, but the chassis is so stiff that unexpected harsh impacts or bumps don't unsettle it – wheels encounter impacts and then immediately move to their next tasks. Overall, the cabin is quiet at speed. Wind noise on the highway is low, with subtle tire noise being the most obvious offender (an optional 280-watt Harman Kardon audio upgrade will easily staunch the din).

Turning off the highway, it's time to nudge the transmission selector back into Sport for a climb into the mountains. The i8 pulls strongly, with the sweetly audible soundtrack of the combustion engine complementing the g-forces pressing me into the seat. Actuating the steering wheel-mounted paddles effectively cracks off gear after gear, with lightning speed, with a snarl from the back end as each ratio is engaged. I take the first few corners cautiously and then start to push the BMW harder and harder.

As is the case with all vehicles, higher speeds and more aggressive driving tends to reveal issues that otherwise go unnoticed. Throttle response, which felt quick around town, suddenly feels slightly delayed – there's a brief, tenth-of-a-second pause as the computers calculate at which end to apply the power. Feedback from the steering wheel, which had felt good around town, also comes across as less communicative – especially as more steering angle is dialed in – and turn-in loses some of its sharpness. The i8's platform continues to be nicely balanced and offer flat cornering (it boasts a 50/50 weight distribution and a center of gravity just 18 inches off the pavement), but it understeers heavily as the front tires quickly become overworked.

Choosing wheels and tires is a delicate compromise between aerodynamics, rolling resistance, weight and ultimate grip. The i8's standard tire fitment pairs lightweight forged 20-inch alloys at all four corners with 195/50R20 tires up front and 215/45R20 tires in the rear. Thankfully, my test car arrived wearing optional – and marginally wider – Bridgestone Potenza S001 tires, sized 215/45R20 front and 245/40R20 rear (BMW will not use run-flat tires on this model – huzzah!). Despite their "ultra-high performance" designation from the manufacturer, they are simply too narrow for a sports car role – especially those tasked with holding the coupe's shapely nose on the proper line. At just such a moment, mid-corner in a canyon run, with arms dialing-in far more steering that the front wheels are delivering, the driver is again reminded that the i8 is not a product of BMW M. Truth is, an M6 would laugh off the identical challenge. And do it on cold rubber.

Not a single person at BMW's i division would so much as blink when I later question them about this car's tires. Each smiled and reminded me that the i8 has been executed almost exactly as originally planned, and that the letter M never came up during its development – i models reside at the other end of BMW's lineup, with the standard models occupying the space between. The team's mission was not to build a new flagship sports coupe, but to design a "distinctly forward-looking and sustainability-focused sports car" that provides a "revolutionary interpretation of BMW's hallmark driving pleasure."

Focused on that mission, I believe that the engineering team at BMW's i division has nailed it. Even though the BMW i8 doesn't really break any new ground in terms of hybrid innovation or set new fuel-efficiency records, the aluminum and carbon-fiber coupe is a stunning leap forward in terms of build construction, powertrain integration, overall driveability and styling. Each of its minor shortcomings are overshadowed by its sensually sculpted lines, and its real-world performance – the manner in which most owners will actually drive it – is engaging and very enjoyable.

While conventional high-end sports coupes need not fret about the i8, a warning goes out to the Tesla Model S – the green movement may have just found its provocative new sweetheart.

Image Credit: Copyright 2014 Drew Phillips / AOL

autoblog

by Michael Harley

http://www.boscheuropean.com

Range Rover Service, Repair and Consignment Sales Redwood City - 2014 Land Rover Range Rover Sport - Bosch European Redwood City - (650) 368-3000

"No Land Rover has any business sounding like that!"

My dad's words hung in the air like the few stray puffs of exhaust trailing in my wake as I motored away from him following a nice dinner. His parting statement to me really summed up the experience of driving this Chile Red Range Rover Sport. This is a vehicle unlike anything else Land Rover has ever built – and it needs to be. The Sport has been the British marque's best-selling vehicle since it went on sale in 2005 – even in its predecessor's final full year of sales, 2012, it still netted a four-percent bump. That kind of staying power needs to be preserved.

Doing that would be difficult, though, as Land Rover launched a pair of particularly notable products before it was time to redesign the Sport. The Range Rover Evoque has set the design benchmark for the Land Rover brand, while the all-new, fourth-generation Range Rover was the best sport utility vehicle Land Rover has ever built, and arguably one of the very best on the road, full stop.

The task seemed clear, then: build a worthy successor to an SUV that customers have been clamoring to buy for the better part of decade, while also adding the design chutzpah of the Evoque and living up to the class-leading standards set by its big brother.

By now, you have a fair idea of how Land Rover has done. Senior Editor Steven Ewing's initial foray witha right-hand-drive Sport in Wales was overwhelmingly positive in both on and off-road testing. But I believe in double-checking, and as our only review involved driving on the wrong side of the road in a UK-spec vehicle, it seemed like a good idea to secure a Sport for a tough-sledding Michigan winter (yes, that's why the photos for this story were taken in southern California) and see what's what.

Land Rover continues to offer its phenomenal 5.0-liter, supercharged V8 in the 2014 Range Rover Sport.

Like the previous model, Land Rover continues to offer its phenomenal 5.0-liter, supercharged V8 in the 2014 Range Rover Sport. A completely unnecessary but wholly gratifying 510 horsepower can be called up, along with 461 pound-feet of torque. Unlike the old Sport, whose engine was mated to a six-speed automatic, ZF's stellar eight-speed automatic distributes power. This paddle-shifted automatic doles out the grunt to all four wheels via a permanent four-wheel-drive system, which in my tester benefits from both an electronically locking center and rear differential.

The two diffs can be locked and unlocked automagically, in turn, by Land Rover's second-generation Terrain Response system. This latter serves as the nerve center of the Rover's off-roading systems, and offers drivers seven preset modes in my Supercharged model: Auto, General, Grass/Gravel/Snow, Mud/Ruts, Sand, Rock Crawl and Dynamic (the latter setting isn't available on V6 models). The default setting, Auto, is an overarching mode that completely removes the guesswork from managing the other settings. A week with the vehicle would prove that I don't much care for it, but I'm a control freak.

I've always liked the look of the first-gen Sport, but there's little denying that there was far more LR3/LR4design DNA in that vehicle than the Range Rover it purported to be. This new vehicle is clearly inspired by its Evoque kid brother, rather than the full-sized Range Rover, and there's none of the old LR3/LR4 left in either its appearance or beneath the skin. This is no bad thing.

There's none of the old LR3/LR4 left in either its appearance or beneath the skin. This is no bad thing.

As you can see, the Chile Red and black exterior theme on this tester has been thoroughly carried out. Not only is it equipped with a Santorini Black roof, but thanks to its optional Dynamic Package, the mirrors, grille and "Range Rover" badging are blacked out as well. Subtle it isn't.

That's kind of the idea, though, and the narrow, wraparound headlights and their LED accents help out. The profile is accented by a sleeker version of Land Rover's typically upright greenhouse, thanks to the more aggressively raked windshield, along with the dramatic belt- and rooflines of the new Sport. A small side grille and a strongly styled side sill are the other main attractions of the Range Rover Sport's profile. In back, squarish, wraparound taillights look like they've been plucked and plumped from the Evoque.

One of my primary criticisms of the old Sport was its cabin – a point of view not helped after sitting inside the spectacular new Range Rover. This new model, fortunately, is considerably better than the vehicle it replaces. Material quality is greatly improved, with a dash that's covered almost exclusively in leather, save for a strip of mesh that runs level with the instrument cluster and houses the push-button start, central air vents and glovebox release.

The cabin overall is quite well laid out, with everything in easy reach.

The center console, home to the shifter, climate control and Terrain Response system controls, is rendered in high-quality textured aluminum on my tester, though other finishes are available. Weirdly, the knobs in the cabin have a real sense of solidity and quality to them, while the buttons – particularly those below the infotainment screen – feel comparatively cheap, both in terms of appearance and in action.

The cabin is quite well laid out overall, with everything in easy reach. The steering wheel is finished in high-quality leather, and like the Evoque and fullsize model, it wears a "Range Rover" badge in the center. I wouldn't have minded a slightly smaller-diameter wheel, however, as it would have lent a bit of credence to the Sport's mission as a more driver-focused offering.

Being a Range Rover, the Sport offers up quite a high seating position, which is a great aid to visibility all around. Those seats, meanwhile, are heated, cooled and offer 14-way adjustability, while being extremely supportive in nearly any situation. Ingress and egress are hampered only by the vehicle's high ride height, a factor that can be mitigated by lowering the air suspension.

Even with incremental improvements, the infotainment still feels like a last-generation product.

Indeed, the biggest issue I had with the interior was with its navigation screen. Land Rover claims it's an eight-inch display, but it almost feels like they're talking about the total enclosure and not the screen itself. The undersized screen is made worse by the optional 12.3-inch TFT display used as the main instrument cluster – the latter is a delight to use, but kind of shows up the center stack screen. More annoying than any size issue is Land Rover (and Jaguar's) infotainment and navigation software, a touchscreen system that has been confounding users for years now. Even with incremental improvements, it still feels like a last-generation product – the touchscreen is unresponsive, the graphics are unattractive and its options limited.

Now, you can get a Range Rover Sport with a supercharged V6. You should not do this. Yes, you'll save quite a lot on gas. Yes, the overall cost of your vehicle will be lower. And yes, I suppose there's an argument for environmental responsibility to be made, but you'll be missing out on so much more.

The availability of 510 hp and 461 lb-ft leads to a raucous SUV driving experience that may only be matched by the pricier turbocharged Porsche Cayenne models. The Sport goes from docile to savage with little effort, although it takes some practice to distribute all that fury smoothly. Throttle tip-in is a bit sluggish and weirdly, it almost feels like a turbocharged mill when trying to aggressively get off the line. The pedal needs to be fed in gradually, rather than just deploying a full boot from a standstill. At speed, though, the throttle feels decidedly sharper and the power is just as abundant.

The availability of 510 hp and 461 lb-ft leads to a raucous SUV driving experience.

Of course, acceleration is helped by the transmission. I'm sure you're sick of all the talk about ZF's excellent gearbox, but it bears repeating how good this particular calibration is, with snappier, well-timed downshifts and right-now upshifts. There's not much hunting between gears, either, which is part of what contributes to the Sport's potency when accelerating at speed. While manual mode is quite good – the immediacy of its shifts is complemented by the snappy action of the wheel-mounted paddles – I was totally content leaving the gearbox alone to make its own decisions.

Despite all the good things I have to say about this engine's actual performance, there's another reason you should buy it over the V6: it sounds brutal. Remember what my dad said above? Hell, it's probably everyone's reaction the first time they hear the Sport at flank speed. This large, off-road-read SUV, which can ford 33 inches of water, sounds like a Jaguar XKR. It's intoxicating.

That said, the Sport is not a sports car, and therefore, it should be rather quiet when just cruising along. It is, kind of. My tester's 21-inch wheels weren't the greatest when it came to road noise, so if it's a major concern, I'd suggest downsizing to the Supercharged model's standard 20-inch hoops, if only to curb the occasional impact harshness brought on by their thinner sidewalls.

There is some squatting and diving under hard acceleration and braking, but at this point, it seems to be an almost intentional and intrinsic Land Rover quality.

To be fair, the affect those 21-inchers have on the Sport's ride comfort aren't massive. This is quite a smooth rider thanks to its standard air suspension, adaptive dampers and active roll control. There is some squatting and diving under hard acceleration and braking, but at this point, it seems to be an almost intentional and intrinsic Land Rover quality, a designed-in character-preserving foible. Considering the Sport is designed to plow through trails and forests that make even the roughest Detroit roads look freshly laid paths of asphalt, the potholes and imperfections provided by Old Man Winter were hardly a challenge for my big, red Rover. Nearly every impact is nicely smothered, barely registering in the cabin beyond a dull thunk.

Where the Sport really impresses, though, is how it feels in the bends. For a 5,100-pound SUV, its handling is both sharp and neutral. Throw the Range Rover Sport into a bend, and it takes a set and claws through the turn. Switch to Dynamic mode, and the suspension hunkers down and the torque vectoring kicks in, switching up the 50/50 split and allowing even more power to be put down upon corner exit. What's surprising is that even the feedback remains fairly impressive. You don't know exactly what the grip levels are like, but you have a pretty fair idea of how hard you can push before things get expensive.

Normally, at this point, I'd mention the off-road prowess of the Sport. Unfortunately, being December, I didn't have a chance to go off road (Ewing's review has a great recap of the Sport's off-road chops). I did, however, test the Sport out in some slick, icy, white stuff and found it more than up to the task. This was a seriously sure-footed steed on Michigan's icy roads, whether manually switched to Grass/Gravel/Snow or left in Auto.

The Sport's newfound sense of agility is provided not just by this generation's aluminum-intensive chassis and body construction, it's also aided by its steering. The electric power-assisted rack feels rather natural in its weighting, building progressively from its somewhat light on-center effort and into something with some degree of heft behind it. You'll still know you're driving a 5,100-pound vehicle when working the Sport's tiller, but it never feels like a real hindrance. While the steering remains light on center, it's not easily swayed by potholes or imperfections, lending nicely to the chassis' overall sense of stability. Feedback isn't quite as good as a Porsche Cayenne, but there's sufficient chatter from the steering to know what the front wheels are doing – you can tell enough about the road surface to make really informed steering inputs.

Opt for the Supercharged V8 Sport, and you'll get the most aggressive braking package on offer – 15-inch front rotors and 14.3-inch rears with red-painted Brembo calipers. Braking was, not surprisingly, very confident.

As I said above, there are a number of very good arguments in favor of the six-cylinder. I discovered one of them, the V8's fuel economy, first hand. It's possible to return the V8's 14-mile-per-gallon city EPA estimate, but I'm not wholly certain how anyone might net the 19-mpg highway figure. My average sat around 15 mpg, thanks in no small part to my heavy right foot and the big engine's ear-pleasing racket. I suspect if driven civilly, 16 or even 17 mpg is possible. At 17 mpg city and 23 highway, the V6 is rated significantly better, but either way, this is a vehicle for OPEC magnates, not Greenpeace supporters.

Pricing is the other argument against the supercharged V8. The bottom line on the Supercharged model starts at $79,100. Of course, that figure can climb rapidly, thanks to options like larger wheels, a healthy array of premium paints and some optional extras and packages. Extra-cost goodies for my tester included adaptive cruise control ($1,295), Santorini Black roof ($650), black headliner ($350), 19-speaker Meridian audio ($1,950), rear-seat entertainment ($2,000) and that gorgeous Chile Red paint ($1,800). Land Rover also was nice enough to add a pair of packages. The $2,500 Dynamic package (TFT gauge cluster, 21-inch wheels, red brake calipers, black exterior accents) and $3,545 Luxury Climate Comfort and Visibility Pack (including the aforementioned 16-way power seats, cooler box, adaptive headlights and heated windshield) led to an as-tested price of $94,085 including a $925 destination charge. Expensive, to be sure, but considering that the equivalent Cayenne Turbo has a base price of $110,400, the Sport is almost something of a value play.

It's this bizarre bargain that would put me behind the wheel of one of these Solihull SUVs were I doing the shopping. The Range Rover Sport offers an incredible amount of versatility in a decidedly handsome wrapper – it's a luxury car of the highest order, yet paradoxically, it's a vehicle fully capable of delighting your inner driver while also possessing the ability to dispatch any terrain thrown its way. It may not be cheap, but it's the complete package.

As it turns out, my dad was wrong – this Range Rover Sport has every right to bellow about how good it is.

source: autoblog

by Brandon Turkus

http://www.boscheuropean.com

Audi Service, Repair and Consignment Sales Redwood City - Review of the 2013 Audi Allroad - Bosch European Redwood City - (650) 368-3000

 

Mention the name "Allroad" to most automotive enthusiasts, and it's likely to conjure up images of the Audi A6 Allroad Quattro, first introduced in 1999. That car-like alternative to a sport utility vehicle was based on the German automaker's A6 Avant wagon. But unlike its luxurious road-going sibling, the Allroad was an on- and off-road variant fitted with an advanced height-adjustable air suspension for additional ground clearance, rugged tires on oversized wheels to improve off-pavement grip and unpainted flared fenders and bumpers to protect it from rugged use. That original A6 Allroad arrived with Audi's powerful twin-turbo 2.7-liter V6, more to offset its increased weight than to boost performance, and was eventually offered with a 4.2-liter V8 before it was discontinued in 2005.

Fast forward eight years, and Audi has introduced its replacement – now based on the smaller A4 Avant wagon.

A quick overview reveals that the new Allroad is smaller, less technically advanced, and it lacks its predecessor's focus and capability. Those traits aren't necessarily negative, as they appeal to a very different audience. But do they make this model less desirable?

As Audi seems to satisfy those craving luxury and utility with its Q5, Q7 and upcoming Q3 crossovers, we should be pleased with the arrival of the Allroad. It does, after all, mark the reemergence of the A4 Avant wagon on our shores. And those who yearned for a wagon should be beaming, as the conversion from standard Avant to gussied-up Allroad resulted in very little compromise.

Compared to the discontinued A4 Avant, which left us after the 2012 model year, the new-for-2013 A4 Allroad features a handful of cosmetic enhancements to distinguish it from the crowd. In addition to being treated to the A4's mid-cycle facelift, the wagon boasts the automaker's "singleframe" grill with vertical chrome slats and angled upper corners on its nose, and a stainless steel skid plate on its chin. The stainless rails are fitted to each side, contrasting with the flared fenders (now offered in a variety of finishes, including body color). The rear features twin round exhaust pipes and a lower stainless skid plate valance. Audi's alu-optic raised roof rails, running parallel down each rain gutter, are also standard.

The interior, with the exception of its larger 50.5 cubic foot trunk (measured with the second row of seats folded) and optional power-operated liftgate, is nearly identical to that of the standard A4 sedan. As you recall, that model was improved for 2013 with more upscale switchgear, higher quality trim materials and a new, optional three-spoke steering wheel.

 

Dimensionally, the Allroad is wider and taller than the discontinued A4 Avant. By the tape, the exterior width has grown by 0.5 inches and the wagon has 1.5 inches of additional ground clearance (bringing it up to 7.1 inches overall). Audi didn't include towing information in its US press packet, but European models are rated to pull about 4,000 pounds, according to information we learned during our First Drive.

Today's four-cylinder engine makes as much torque as the original Allroad's twin-turbo 2.7-liter V6.

Audi fits the A4 Allroad with its proven 2.0-liter turbocharged inline four-cylinder engine, a mill shared with several of its other models, rated at 211 horsepower and 258 pound-feet of torque in this application. There are no other powertrain offerings, but those focused on numbers will realize today's four-cylinder engine makes as much torque as the original Allroad's twin-turbo 2.7-liter V6, yet it does so much more efficiently. The direct-injected engine, longitudinally mounted ahead of the front axle, sends its power to a traditional eight-speed automatic mated to Audi's Quattro permanent all-wheel-drive system. Under normal conditions, torque is split with a rear bias (40:60), but the three-differential system will automatically distribute power to the axle that needs it more.

The suspension is independent, with a five-link design and a fixed calibration unique to the Allroad. The brakes are ventilated discs up front, with solid discs in the rear, both with single-piston sliding calipers over iron rotors. Standard are 18-inch five-spoke alloy wheels, wearing 245/45R18 all-season rubber (19-inch wheels are optional). The steering uses electric assist – no surprise here, since that's what all the other A4 models have for 2013.

As it does with the majority of its lineup, Audi offers the Allroad in three different flavors: Premium, Premium Plus and Prestige. Premium models arrive with standard features including leather upholstery, power driver and front passenger seating, dual-zone climate control, panorama sunroof and a 10-speaker 140-watt audio package. The Premium Plus adds equipment like Xenon headlamps, power tailgate, heated/memory seating, three-zone climate control and iPod interface. The range-topping Prestige features Audi's multi-media interface (MMI) navigation; a Bang and Olufsen 14-speaker, 505-watt audio system; keyless ignition; blind spot warning and upgraded xenon headlamps with cornering control.

Our test vehicle, an Allroad Premium Plus model in Ibis White over a Black interior, had a base price of $42,900. There were no options other than a mandatory $895 destination charge that brought its as-tested price to $43,795.

The cabin of the Allroad is indistinguishable from its A4 sedan sibling, which isn't necessarily a bad thing. Switchgear is logically placed and easy to find after being acclimated (the rolling volume control drum on the steering wheel, with a push-to-mute function, is one of the best in the industry). Models not equipped with Audi's Multi Media Interface (MMI) system have their infotainment controls on the center stack, a location that is less convenient than on the navigation-equipped vehicles, where it is located on the console behind the shifter

Audi's interior quality and choice of materials across its lineup is nothing but first-rate, and the Allroad makes no exception. Standard trim is aluminum, and it contrasts well with the high-quality black plastic and leather inside the passenger compartment. However, if we were to lodge one complaint, it would be that the new bright polished aluminum surrounds on the vents and switchgear is lost against the silver trim (higher trims offer contrasting wood).

The seats are comfortably firm, flat and lacking much in the way of bolstering. Even so, the driving position is fine for folks of all statures, thanks to the fact that the steering wheel manually tilts and and the center armrest moves forward and back, not to mention being adjustable for height. There are two differently sized cupholders in the console, both with sprung arms to hold beverages securely, and pockets in the doors hold good-sized water bottles. The second row is folding, of course, with a 60:40 split providing additional floor length for larger objects – there is no ski pass-through, though. The trunk itself is carpeted, with an opaque vinyl roll-out cover, metal tie-downs on each corner, a light and 12v outlet.

Keeping in mind that the Allroad is based on a discontinued compact wagon sharing platforms with a sedan, its passenger appointments are accommodating but not spacious. Second-row passengers will likely find their knees touching the seatback, and three abreast is a shoulder-to-shoulder affair. Five passengers will find more room than they would in aMercedes-Benz C-Class sedan, but the BMW 3 Series is larger than both (for the record, Audi's own Q5 crossover is larger than all, providing its occupants with much more wiggle room).

Where the Allroad excels is on the road, as it drives like a portly A4 Quattro sedan, and that's actually a very fine compliment.

Tipping the scales at 3,891 pounds (about 200 pounds heavier than the sedan), the extra weight of the wagon only costs it a couple tenths in the benchmark sprint to 60 miles per hour (Audi quotes 6.5 seconds, and it felt every bit that quick from behind the wheel). The eight-speed automatic is plenty smooth, and its tall gearing helps the five-passenger vehicle earn decent EPA fuel economy estimates of 23 city and 27 highway.

Highway travel was effortless mile after mile. The engine was muted, and there was little vibration coming into the passenger compartment. Straight-line stability was near perfect at higher speeds, too. And Audi's Quattro is unbelievably reassuring, regardless of the weather or road conditions (the additional ground clearance seemed to add an extra margin for safe passage). While the previous-generation A6 Allroad was more capable off the pavement, the all-new Allroad is indeed more agile around town, quicker in the sprint and more fuel efficient.

When pushed hard, this upmarket wagon felt every bit as tightly sprung as the standard A4 sedan, but there was more body roll in the corners as its higher center of gravity worked against it. Most would never call the Allroad sporty, but it embraced spirited driving on just about any road. At the limit, the first to protest were the Audi's all-season tires, which was followed by expected understeer. The handling traits were a gentle reminder that this is a compact family hauler and not a sports car. On that note, the electromechanical steering was light and lacked communication, but felt very accurate (it's not a deal-breaker).

Before you answer that question, consider why BMW and Mercedes-Benz have a difficult time selling compact wagons in the United States – the rise of the crossover. That said, there still remains a perfect customer (or two) for the Audi Allroad, but we can't help thinking most everyone else would be better served by another offering.

For argument's sake, forget the BMW X3 and Mercedes-BenzGLK and focus on the Audi Q5. The new Allroad and Q5 both share Volkswagen Group's Modularer Längsbaukasten (Modular Longitudinal Platform), the identical 2.0-liter engine and the same all-wheel drive Quattro drivetrain. They drive similarly, and fuel efficiency is closely matched too (amazingly, the Q5 is more aerodynamic – 0.33 coefficient of drag vs. 0.36 in the Allroad). But when compared line-by-line, the Q5 provides more ground clearance, more shoulder room, more passenger room and more luggage space. And, of course, there are the subjective advantages of driving a vehicle with a raised ride height, taller front valance and a shorter overall length when parking or pulling into a garage.

We will happily praise the new 2013 Audi Allroad to all who ask, but think that there are wiser choices out there for many. Unfortunately for this compact wagon, its fiercest competitor just happens to reside on the other side of the showroom.

Image Credit: Copyright 2013 Michale Harley/AOL

Autoblog

by Michael Harley

http://www.boscheuropean.com

Porsche Service, Repair and Consignment Sales Redwood City - Are you the next Porsche 911 GT3 RS or GT2? - Bosch European Redwood City - (650) 368-3000

Porsche typically keeps to a suitably fast schedule when it comes to rolling out increasingly hard-core performance versions of the 911. After the 997 Carrera debuted in 2004, the GT3 version followed in 2006, and by the end of the 2007, Porsche had rolled out both the GT3 RS and GT2 versions. Then the facelifted 997.5 came out in 2008 and it was back to the start: the GT3 came in 2009, the GT3 RS andGT2 RS in 2010, and the GT3 RS 4.0 in 2011. But things have slowed down some with the latest 991 generation.

The new Carrera came in 2011 and the GT3 followed in 2012. By recent history's example, we should have at least two more hardcore models by now, but we don't. Maybe the engineers in Zuffenhausen have had their hands full fixing the spontaneous-combustion issues with the existing GT3, or maybe their attentions have been focused elsewhere altogether. But if these spy shots are anything to go by, it seems like they're back on the job.

Now we don't know if this prototype foreshadows a new GT3 RS or a GT2, but it sure looks more hard-core than the existing GT3 that many purists have derided as too soft, what with its automatic transmission and four-wheel steering.

What's the difference between a GT3, GT3 RS or GT2? We're glad you asked (even if you didn't). The GT3 is a more performance-focused version of the 911. The GT3 RS takes things a step further, but keeps the naturally aspirated engine. The GT2 packs twin turbochargers, like the 911 Turbo but without all-wheel drive. Porsche seems likely to do one or the other, and this could be either. But whichever it is – with the turbos or without, manual transmission or dual-clutch – it promises to be one of the most formidable performance machines on road or track.

Image Credit: CarPix
Source: Autoblog
by Noah Joseph


http://www.boscheuropean.com

VW Service, Repair and Consignment Sales Redwood City - Volkswagen Golf R 400 Concept is an even hotter hatch - Bosch European Redwood City - (650) 368-3000

 

Several years ago, Volkswagen showed up at the annual Wörthersee expo with what could only be described as a concept worthy of pants-wetting excitement – at least, for hot hatch enthusiasts like me. What VW had done was shoehorn its twin-turbocarged, 6.0-liter W12 engine behind a Golf GTI's front seats, creating the GTI W12 650 – a car that could hit 60 miles per hour in 3.7 seconds and top out at a stunning 201 miles per hour. Of course, the thing never saw production, but Volkswagen's tendency to build hilarious hot hatch concepts hasn't stopped, many of which have also graced the Wörthersee show. And I've been smitten every time.

It goes without saying, then, that I'm grinning from ear to ear while reading over the spec list for this Golf R 400 Concept that'll be unveiled this week. No, it doesn't have a crazy, twelve-cylinder engine, but it does use a modified version of the same 2.0-liter turbocharged inline-four that powers the rest of the lovely GTI and Golf R range, mated to Volkswagen's tried-and-true, six-speed dual-clutch gearbox. Here, the 2.0T is tuned to produce 395 horsepower (or 400 PS, hence the name) and 332 pound-feet of torque, which means this all-wheel-drive concept can reportedly hit 62 miles per hour in just 3.9 seconds – only two-tenths of a second slower than the 6.0-liter W12 monster from 2007. God bless the modern turbo-fours.

Visually, the Golf R 400 looks like any hotter-hatch should, with a 20-millimeter lowered stance, unique 19-inch wheels, and some oddly cool, Lemon Yellow accents. Inside, that gray-and-yellow theme carries over, with awesome seats, Alcantara everywhere, and fine leather trim. It doesn't stray too far from the production Golf R's interior, and that's fine with me.

In fact, much of the Golf R 400 isn't too drastic of a departure from the already-awesome Golf R. And while Volkswagen says the 400 "reflects the sporty potential of the model series," it's got far more production potential than the W12 650 that made me giddy all those years ago. Fingers crossed, folks

source: Volkswagen
Autoblog
by Steven J. Ewing


http://www.boscheuropean.com

Mercedes Benz Service, Repair and Consignment Sales Redwood City - Mercedes to roll out S65 AMG Coupe in July - Bosch European Redwood City - (650) 368-3000

 

We're still a couple of weeks away from the public debut of the new Mercedes S63 AMG Coupe  but already we're receiving word of an even more powerful version in the works. That, of course, would be the S65 AMG Coupe – the twelve-cylinder version of the latest S-Class Coupe, two-door counterpart to the S65 AMG sedan and replacement for the outgoingCL65 AMG.

Like the four-door version rolled out back in November, the S65 AMG Coupe would be distinguished from less powerful vehicles (which, lets face it, is just about everything) principally by its engine: a massive, 6.0-liter twin-turbo V12 that produces 621 horsepower, 738 pound-feet of torque and cares as much about global warming as an oil-shipping mega-tanker.

Because Merc's 4Matic all-wheel drive system can't handle that much torque, the ne plus ultra coupe would (like the S65 sedan but unlike the S63 coupe) be offered only in rear-drive form. That means it will have that much more trouble getting the power down to the road, but since the Magic Body Control suspension is similarly incompatible with 4Matic, the flagship coupe will get that trick suspension.

According to company insider site Mercedes-Benz Passion, when the S65 AMG Coupe will be rolled out in July, Mercedes will also begin offering the 'lesser' S63 coupe (with its relatively paltry 577 hp and 664 lb-ft) in rear-drive/active suspension form as well, giving buyers in search of the ultimate performance luxury coupe an extra choice to ponder as they speed down the Autobahn.

UPDATE: Mercedes spokesman Christian Bokich confirms in correspondence with Autoblog that, S65 aside, the S63 AMG will be offered only in 4Matic all-wheel-drive form in the United States, just like the sedan.

source:  Mercedes-benz-passion.com
Autoblog
by Noah Joseph


http://www.boscheuropean.com

BMW Service, Repair and Consignment Sales Redwood City - BMW M5 turns 30, celebrates sideways - Bosch European Redwood City - (650) 368-3000

BMW has a secret, and it's not telling. The brand's M Power blog is celebrating the 30th anniversary of the M5 and is taking a look back at previous models of its Autobahn-storming sedan, but it says that it will end "with a surprise." The celebration kicks off with a short video showing the latest M5 making some smoky donuts.

The original M5 debuted in 1985 and was the company's most expensive model at the time. Still, it packed a 3.5-liter six-cylinder generating a claimed 282 horsepower (286 PS), which was rather potent in its day. The company touted it as the world's fastest production four-door sports sedan at the time.

BMW won't reveal the surprise until it has chronicled all five generations of the M5, but it wouldn't be shocking to see an anniversary edition model appear sometime later this year. Scroll down to check out the video of the muscle sedan celebrating its birthday the only way it knows how.

source: autoblog

by Chris Bruce

http://www.boscheuropean.com

Range Rover Service, Repair and Consignment Sales Redwood City - Land Rover Range Rover Sport RS hides behind wacky camo - Bosch European Redwood City - (650) 368-3000

There's an old episode of Top Gear where Jeremy Clarkson describes the Stig as having a tattoo of his face... on his face. Some say that Land Rover has followed a similar theme for the camouflage on thisRange Rover Sport, which features a number of images of other Range Rover Sports on it. Ignoring the wild camo on this Sport, though, these images provide us with yet another look at the even hotter version of the middle child of the Range Rover line, rumored to be called the Sport RS.

The biggest giveaways to this Range Rover's sportier pretenses are the quad exhausts integrated into the rear bumper and the gaping intakes in the front fascia (we suspect the Sport RS' fording ability is down, relative to the standard model). Eagle-eyed readers can also see the uprated brakes, complete with bright blue calipers. Under hood should sit the same 550-horsepower V8 found under the hoods of cars like the Jaguar XKR-S, XFR-S and F-Type R.

Now, it's still unclear as to where the hotter Range Rover Sport will debut. The 2014 New York Auto Show, which is just about three weeks away, seems a likely contender, considering that the standard Sport debuted there last year. That said, Land Rover enjoys very, very high demand in China, which makes the Beijing Motor Show at the end of April a strong possibility, as well. Regardless, we should hopefully expect to see this new Range Rover soon.

Image Credit: CarPix

Source: Autoblog

by Brandon Turkus

http://www.boscheuropean.com

Porsche Service, Repair and Consignment Sales Redwood City 2013 Porsche Cayenne GTS: The Jalopnik Review - Bosch European Redwood City - (650) 368-3000

An incredibly long time ago, the entry-level Boxster was the best selling car in Porsche's entire line-up. The problem was that the wee little roadster wasn't generating the profits that Porsche needed to lay the groundwork for a successful future.

That's why Porsche performed the most heinous act in the history of purebred sports car makers: They introduced the Cayenne SUV. Porsche purists threatened to jump from rooftops and 911 owners refused to acknowledge the Cayenne's existence. But that didn't stop the truck from becoming a massive success.

And now we have the second generation Cayenne GTS, the split personality SUV for the person that wants a sports car but also needs to take the kids to soccer practice. It's a brilliant truck, but is it also a brilliant Porsche?

In one way the GTS is the 911 GT3 of the Cayenne family. In another, more accurate way, it isn't really close. The GTS gets the most powerful naturally aspirated V8, the most aggressive suspension setup, and the fastest shifting automatic gearbox in the line-up. That makes it GT3-ish. It's also a truck. That makes it not GT3-ish.

Porsche's intent is for the GTS to be the sportiest Cayenne you can buy today. It marries on-road dynamics with off-road ability, though if you ever see one off-road it's probably because someone flipped it off the road and into a ditch.

The first generation Cayenne looked a bit like Porsche took a 911, put it in Photoshop, and stretched every dimension to create an SUV. It was awkward. The second generation car tones down that stretched 911 styling to make it go in its own direction.

The restyled car looks smaller and more aggressive, but the gaping maw is a little much for my tastes. There are also bulges all over the place that seem to be trying to convince the outsider that it's sporty. "I really am sporty, y'know! I have flared fenders. My hood has a powerdome!"

The Cayenne continues the new Porsche tradition of covering the entire interior with buttons. The center console has buttons and switches for everything. I mean everything. It can be confusing at first, but once you get used to it it's actually intuitive and easier to operate than an iDrive.

The suede covered seats are truly excellent. They're comfortable and very well bolstered. The car I drove didn't have Porsche 18 way adjustable seats. Instead, it just had adjustable lumbar. That's it. Most surfaces like the seats, roofliner, and steering wheel are covered in Alcantara, that ever so lovely suede material that I can't keep my hands off of.

It also has a simply gigantic panoramic roof, which I'm indifferent about. Sure, it lets in tons of light, but it also reduces stiffness. The GTS is supposed to be the sportiest Cayenne. Doesn't cutting a giant hole in the roof work against that that whole "sporty" thing? I think so.

You might think that the Cayenne is a bit of a heavy ride. And you'd be totally right. At 4,597 pounds, the GTS isn't a featherweight. It's also 44 pounds heavier, not lighter, than the Cayenne S, which is a less sporty variant.

Thankfully the GTS shifts faster than the other Cayennes thanks to some techno wizardry in the eight speed gearbox. A higher output 420 horsepower version of Porsche's 4.8-liter V8 doesn't hurt either. Porsche says the GTS sprints to 60 in 5.4 seconds, and I think that's a conservative number. If you want to accelerate while at speed, the GTS will drop down a handful of gears like a boss and then sprint up to your desired speed.

I wasn't expecting the $17,000 price premium would make the GTS considerably faster than the Cayenne S, and it isn't, but it is at least marginally quicker.

The Cayenne GTS has 14.2-inch discs in the front with 13-inch discs in the rear. They haul the truck down from speed pretty nicely. The pedal is solid and feels pretty good. I did wish for a bit more initial bite.

I also felt they were a slightly outclassed by the weight of the Cayenne at high speeds. Then again, if someone takes the GTS to the track, they need to reconsider what they buy for a track car.

The GTS gets the most aggressive suspension setup of the entire Cayenne range. Porsche has tuned the ride to be pretty stiff in normal mode. A stab at the sport button lowers the air suspension and really stiffens up the ride. We're talking 911 levels of stiffness here. The steering also gets weightier (that's a fun way to say heavier), which is a nice touch. I tended to put it in sport a lot.

On the highway in normal mode, the steering is nice and light and the suspension is super compliant. It's a great cruiser.

Engine: 4.8-liter V8P

Power: 420 HP at 6,500 RPM/380 LB-FT at 3,500 RPMP

Transmission: 8-speed automatic

0-60 Time: 5.4 Seconds

Top Speed: 162 MPHP

Drivetrain: All-Wheel Drive

Curb Weight: 4,597 pounds

Seating: 5P

MPG (cty/hwy): 14/21

 

In terms of SUV handling, this thing gets a 17 out of 10. I have never, ever driven a truck that handles like the Cayenne. There are two decreasing radius two lane on-ramps that I frequently drive on to get to the highway. This is my normal opportunity to pass a whole gaggle of cars around the outside that have drivers that aren't sure what handling is. I didn't think the Cayenne would be any good here.

I was so wrong. The freaking truck was so planted around these corners. It also instilled more confidence than many performance cars I drive. Seriously. The GTS is on another planet when compared to other SUVs.

The Cayenne is so poised through the twisties that you'll totally forget that you're driving an SUV, which can be dangerous. Body roll is minimal and grip is plentiful. Honestly, the tires (my test car had Pirelli winter rubber on board) are what let it down.

I could have driven it faster, but that's when the achilles heel would arise: exceeding the Cayenne's limits. No matter what you are told, this is still a heavy, tall truck. If you turn off the nannies and something goes wrong, it'll go very wrong.

I was initially disappointed with the eight-speed box in the GTS. I was longing for my beloved friend, PDK. But over time I realized that PDK just wouldn't be suited to the Cayenne at all. The auto box is smoother and more forgiving. It's also better for fuel economy.

In sport, it did return very quick, PDK-esque shifts and downshifts were also fast and rev matched. My qualm is that there is only one Cayenne where PDK would be appropriate, and it is the GTS. I did come to appreciate just how smooth and fast the eight-speed auto was, but I still prefer PDK.

source: http://jalopnik.com/5981922/2013-porsche-cayenne-gts-the-jalopnik-review
by Travis Okulski


http://www.boscheuropean.com

Jaguar Service, Repair and Consignment Sales Redwood City - Chris Harris finds the Jaguar F-Type R Coupe rather drifty - Bosch European Redwood City - (650) 368-3000

Our own Matt Davis may have called the new Jaguar F-Type R Coupe "one heady rascal," but our review was disappointingly short on drifting, tire smoke and general, English shenanigans. You know, the sort of things that Chris Harris from Drive excels at.

Actually, relative to Harris' other reviews, this one is rather serious. There's a good recap of the F-Type on the road, with Harris referencing the car's "great bottom" and "amazing ass," quite frequently. Surprisingly, Harris says the more powerful F-Type R is just "incrementally" faster than the 495-horsepower F-Type V8 S Convertible. Following the on-road portion, it's off to the track. You can probably predict what goes on there. Overall, aside from some quibbles, Harris has nothing but praise for the newest cat.

We've got the entire video available below. Scroll down, 

source: autoblog

by Brandon Turkus

News Source:/drive via Youtube

http://www.boscheuropean.com

Audi Service, Repair and Consignment Sales Redwood City - 2014 Audi A7 TDI - Bosch European Redwood City - (650) 368-3000

If you're a frequent reader of car reviews (my money says you are), you've no doubt come across prose about how a car "checks all the right boxes." It's a common phrase – I'm guilty of using it myself. And I'm about to use it again.

You see, I've just spent a week with the 2014 Audi A7 TDI, shown here against the backdrop of sunny SoCal, even though my stint was spent slopping through this absolutely wonderful winter we've been having in Detroit. If you're one of our podcast listeners, you've already heard me wax poetic about the A7 TDI, and the more I reflect on this diesel darling, the more I firmly believe that this car absolutely, without a doubt, checks all the right boxes.

Well, almost all of them, anyway.

Driving Notes

I'll spare you the lovey-dovey paragraphs about the Audi A7's design. Long story short: it's gorgeous. There's nothing about the TDI model that alters the visually stunning A7. (Those decals are a press fleet special, don't worry.) I particularly love the look of this car with these larger, optional 20-inch wheels, and while white is hardly my first choice, the crisp Glacier paint is subdued enough to really let the A7's flowing lines do the talking. Beauty? Box checked, indeed.

Obviously, the big story here is the fitment of Audi's 3.0-liter turbo-diesel V6, tuned to 240 horsepower and 428 pound-feet of torque in this application, the latter of which comes on strong at just 1,750 rpm. Running through an eight-speed automatic, and hitting the ground via Audi's Quattro all-wheel-drive system, this force is enough to power the 4,266-pound A7 TDI to 60 miles per hour in 5.5 seconds. That's actually quite quick, when you think about it. To wit: that's the same 0-60 time as a base Porsche Boxster.

The way the A7 TDI applies its power is what really makes this package special – there's just a mass of torque, way down low, and with the eight-speed automatic keeping things chugging below 2,500 rpm, that twist is always readily available. That transmission is a smooth operator, and I never felt a desire to use manual mode. I cannot recall a single time when the eight-speed misbehaved or wasn't keeping things moving along with speed and efficiency.

Which brings me to the huge box-checking point of this A7: fuel economy. Audi estimates this thing will muster up 24 miles per gallon in the city, 38 mpg highway and 29 mpg combined. Go easy on the highway, and you'll easily see numbers around 40 mpg. In fact, my average for the week bested the combined rating: I saw just over 34 mpg in a pretty even mix of driving.

The steering is good, but not spectacular. The chassis is well-tuned, but designed for comfort above all. And as I've said the more relaxed characteristics and shift patterns of the 3.0 TDI and eight-speed transmission are a nice fit for this setup. The car is still pretty involving to drive, yet as a daily diver, there's no situation in which the A7 TDI feels too harsh or firm.

That can also be said for the car's all-weather prowess – something I put to work during my loan of the car. Audi's Quattro all-wheel drive is just as stellar as ever, and when combined with relatively decent ground clearance and proper winter tires (Dunlop SP Winter Sport rubbers, here), the A7 proved to be unstoppable in the crummy stuff.

Comfortable, too – the A7 interior is unchanged for the TDI, and is just as lovely as it is across the board. Audi's onboard tech is top-notch (my friends still get a huge kick out of the Google Earth navigation integration), the seats are comfortable, natural wood inlays look (and feel) great, and the cabin easily seats four adults with plenty of breathing room.

So, where's the rub? Naturally, the bottom line. The whole A7 TDI package starts at $66,900, which isn't unreasonable, but then adding things like the Bang & Olufsen sound system, Prestige trim, Driver Assistance pack, 20-inch Sport pack (which requires adding the 19-inch Sport pack, for some reason), and more, you end up at $81,395, including $895 for destination. And that's without goodies like the ultra-cool full-LED headlamps. For comparison, the not-as-sexy BMW 535d xDrive I tested earlier this year came in at $68,725 with all the same, if not more, kit. Is that gorgeous design really worth $13,000?

The A7 TDI is absolutely the car I'd have in the segment. There is almost nothing it cannot do. But that ability comes at a price.

Image Credit: Copyright 2014 Drew Phillips / AOL

source: autoblog

by Steven J. Ewing

http://www.boscheuropean.com

Porsche Service, Repair and Consignment Sales Redwood City - Porsche 911 GT2 RS vs. Mercedes SLS AMG Black in battle of who can shred more rubber - Bosch European Redwood City - (650) 368-3000

We might be looking at the end of an era in European performance models. Mercedes-Benz is doing away with the SLS in favor of a rumored smaller and cheaper SLC, and Porsche has said that a new 911 GT2 isn't necessarily a sure thing, which means another 911 GT2 RS is even farther away. In its latest video, Evo's Jethro Bovingdon pits the ultimate versions of these German sports coupes against each other and finds two of the fastest cars the magazine has ever lapped around its track.

In one corner, there is the Mercedes SLS AMG Black Series that sits as the pinnacle of the company's halo model. It relies on the classic setup of a V8 mounted in front powering the rear wheels. On the other side, there is the 911 GT2 RS with a turbocharged flat-six mounted at the back, spinning the rear wheels. It was conceived to be Porsche's ultimate expression of a turbocharged 911, and while it's a few years old, Bovingdon shows that it's up to the task of racing a more modern rival.

Both of these rear-wheel-drive monsters are more than capable of some fantastically smoky power-slides, but they also show how great the last generation of sports cars was. Scroll down to check out the video.

source: www.autoblog.com

by Chris Bruce

http://www.boscheuropean.com

VW Service, Repair and Consignment Sales Redwood City - Are you a Volkswagen GTI Club Sport? - Bosch European Redwood City - (650) 368-3000

Volkswagen has been getting pretty racy with its development programs over the past few days. We're still excited about the possibilities offered up with the Golf R Wagon spy shots we caught a few days ago, and now we have a potentially hot new GTI variant to sink our teeth into.

The unsubtle hot hatch seen here would appear to be some kind of stripped and tightened Club Sport version of the current GTI. Revised wheels, a lowered stance and a slightly deeper chin spoiler all hint at a package that is perhaps focused on a quasi-track tune for the VW. Oh, of course the massive rear wing is a nod in that direction as well, though its tacked-on appearance has us crossing our fingers that there's a more production-friendly version en route.

You'll probably notice that the car is wearing "Wiechers Sport" decals on its panels, as well, calling out a German tuning company. Our spy shooter believes that these may be a bluff, as the car is wearing official VW plates and was stationed at the company's facility at the Nürburgring. He also mentions that the same sort of stickers were applied to the Scirocco R when it was testing.

There's a decent chance that this GTI Club Sport – or whatever it ends up being called – will make a splash at the always-exciting Wörthersee at the end of May. Stay tuned for more as we have it.

Image Credit: CarPix

Autoblog

By Seyth Miersma

 

http://www.boscheuropean.com all

Porsche Service, Repair and Consignment Sales Redwood City - Porsche finally moving ahead with flat-four engine - Bosch European Redwood City - (650) 368-3000

When Porsche released the first Boxster in 1996 and the first Cayman in 2005, the idea was to create an entry-level model for the German automaker's sports car range. The latest iterations of both closely related models, however, have begun to encroach dangerously on the 911's territory, particularly in their newest GTS specifications. That could be about to change, however, with the introduction of a four-cylinder engine for the compact mid-engined coupe and roadster.

According to Automotive News, Porsche is finally preparing to launch a new boxer four engine in the Boxster and Cayman, following years of speculation. The engine would be based on the same architecture as the company's famous flat six, but with two fewer cylinders to cut weight. Don't expect it to cut much in the way of performance, however: Porsche chief Matthias Muller indicates that the new engine could produce as much as 395 horsepower – significantly more than even the 340-hp flat six in the Cayman GTS, suggesting that the engine could even find its way into the 911 as well.

It's no more clear which markets would get the four-cylinder engine, either. But wherever it is offered and in whichever form, it wouldn't be the first time we'd see a Porsche with a four-pot engine. Not by a long shot. Both the classic 912 and 356 were powered by boxer fours, as was the 914 - not to mention the 718 pictured above and the iconic 550 Spyder. The front-engined 924, 944 and 968 packed inline-four engines, but the last of those were discontinued in the 1990s. The prospect of a four-cylinder Boxster/Cayman has been rumored for many years now, most recently joined by the possibility of a four-pot Macan as well.

 

News Source: Automotive News - sub. req.

AutoblogBy Noah Joseph

 

http://www.boscheuropean.com