Audi R8 Review

2008 Audi R8 quatrro Coupe
There I was, having fun, fun auf die Autobahn, when nature called. A location southeast of Stuttgart, I took the wrong exit and found myself outside the door of Audi’s Neckarsulm plant. A large sign proclaimed the brutally Bauhaus industrial complex ground zero for the German auto maker’s R8 supercar. I was immediately convinced I was destined to park one in my garage. Of course by then I had been chasing R8 ownership for more than three years. So do good things come to those who wait?
Flash forward to Vegas. I look at a number of carefully prepped aluminum-bodied R8′s shimmering in the desert heat, HUNC low to the ground, looking clearly sinister in the winter sun. The German coupe’s over-large mal occhi stare out from a form is not entirely unlike a Ferrari F430, but obscured by all kinds of dents, immediately and intake.
The R8′s “blades” – contrasting colored tape Halving the R8′s profile like enormous pieces of duct tape looks just as jarring in real life as they do in the pictures. But the car’s rear end is a thing of beauty; a synthesis of the Italianate style and Germanic precision projecting pure power.
The R8′s interior shares the family very similar to the upcoming TT for my taste, from its door pulls to the undersized, satellite navigation screen for the dreaded Multi-Media Disconnect unit. Despite the haptic sky-buttery leather, textured aluminum, carbon fiber accents, plush Alcantara-It is a bit like sitting inside a Zero Halliburton.
Thanks to the R8′s panoramic front windshield, at least feels like a BIG briefcase. For a mid-engine sports car, rear visibility is better than expected, somewhere between terrible and really bad. Backup sensors and the camera comes standard. Very grateful.
The 3,439 pounds. Holsters Audi R8′s 4.2-liter FSI V8, good for 420 horsepower and 317 lb.-ft. of torque. Helping well heeled potential customers do the math, Audi’s product specialists, who set a 200-mil route through Nevada’s Valley of Fire, and gave access to Las Vegas Raceway.
On the open road, the R8 is a serene machine. Despite low gearing, road and engine noise levels are subdued enough for everyday wear. My tester was hit with a couple of squeaks and rattles; an early indication of problems or provide journalists the opportunity to abuse Audi’s horsepitality. Anyway, in a roadway, the R8′s ride quality is excellent, even without the optional ‘Audi magnetic ride’ adaptive damper system.
When you press the R8 exhaust note morph from metallic rasp to the barrel chested roar of the Banshee wail. The endless mechanical aria is a welcome alternative to standard-issue audio system, which is slightly better than an A4′s ICE. And while we are here, the R8′s armrest is poorly positioned for long-term comfort and cupholders are useless.
The Lamborghini Gallardo donated his paddle shift transmission to the R8. At low speed, smooth shifts are quick unmöglich. While Audi’s R-electronic system is not as bad as BMW’s SMG cog swap (what is?) Is it far less comfortable as Audi’s DSG world. To make it worse, the R8′s paddles are too small and made ugly ass plastic. I briefly drove the six-speed manual version and prefer it for expanded civilian Jaunt.
Cruise Passengers note: storage is notable by its absence. Audi will sell you a fantastic seven piece set of fitted luggage for around 5,000 euros (which is more beautiful than anything else in the car). But hey, long-distance love is not the R8′s main mission.
The track is the R8′s true métier. Zero to sixty in 4.2 seconds says this sucker moves. Equally important, the Coupe changes direction with sufficient to elicit an refloating gleeful cackle from the most jaded track addict. Even with the ESP traction control disengaged, have Quattro-equipped mid-engine motor’s back-end out of alignment is almost as hard as trying not to.
Too much speed into a corner? Back from the accelerator and nose Tucker neatly in line. Composure through long sweepers at speeds of 100 + km / h is just as exemplary. And the R8′s binders are phenomenal: endlessly reassuring combination of power, feedback and measured graduation.
At the Vegas circuit, max attack e-gear shift was fast yet smooth. Unfortunately, Audi put the e-gear indicator in the witness protection program. Yet flogging the R8 around a track and then run the home may be the new owner’s new favorite pastime.
The R8′s handlers claimed the R8 will open a new automotive segment: affordable exotica. Yes, yes, as quickly and conscientiously as the car is that the R8 is struggling to surpass the dynamic benchmark set by the equivalent price Porsche 911 Turbo.
While the rear-engined German is faster than the R8, the visual malicious Audi definitely possess the X factor needed to make a suitable alternative to the father of all daily Super Cars. In time, the battle lines will move closer. Call me a speed-crazed way victim, but I can not wait.

Audi A6 Review

2008 Audi A6 3.2 Quattro Sedan Shown
Luxury-car customers who love value has long Hurray Audi A6. And in true Audi fashion, the medium-sized A6 gives you a lot for a very competitive price.
One of the A6′s main strengths is its luxury cabin. Materials are first rate and the overall design is nothing less than class leaders. Its winter-weather capability is another plus. A6s is available with Quattro all-wheel-drive system, which distributes power to all four wheels, making icy roads more manageable.
But the car’s most compelling asset value concerns. In terms of overall quality, the Audi A6 is right up there with other medium-sized luxury cars, but it costs thousands less. A used A6 represents an even more affordable proposal.
There have been three generations of the Audi A6, and all are worthy choices. If there is a disadvantage to the A6, it is that it has not been the most athletic choices in its segment. Its engines were a little light on low-end torque through the years, and compared to other athletic sports sedan and wagon, handling is skewed towards more luxury than performance. But these quibbles pale in the face of this car’s undisputable merits. Offering premium refinement at a respectable price, A6 is an excellent choice.
Current Audi A6
With its clean lines and over dimensional lattice, the current Audi A6 is one of the most significant medium-sized luxury cars on the market. It exists both as a sedan and a wagon. A6 wagon – called Avant – is one of the few medium-sized luxury cars on the market, and with a 34-cubic-foot cargo bay behind its rear seat, it makes a practical yet elegant choice for families with a large dog or double stroll in tow.
Those who buy A6 sedan can choose between two trim: base 3.2 and top-of-the-line 4.2. Carts are available only in the 3.2 trim. Standard equipment is generous, and as we have come to expect from the Audi A6′s interior is a case study in attractive designs and quality materials. LINEUP The options include a high-end audio system, voice-activated navigation system and Bluetooth phone connectivity. Most can be accessed via Audi’s easy to use Multi Media Interface (MMI) vehicle management system. It sounds complicated, but with its logical menus and ergonomically designed, all-in-one control knob, MMI is relatively easy to learn.
As for performance, Audi A6 is available with either a 255-hp V6 or a 350-horsepower V8 engine. The engines are smooth and refined, though the V6 is taxed by the A6′s 4000-pound curb weight. Acceleration is certainly acceptable, but most other V6-equipped luxury cars are faster. A6 rides comfortably on the highway, and while it is not the most sporting car in its class, our editors like its predictable, mobile sensor through the corners. As far as transmissions go, both a constant variable transmission (CVT) and a six-speed automatic are offered. A6 can be equipped with either front-wheel-drive or Audi’s Quattro system.
The current Audi A6 is representative of the third generation model, which goes to 2005. Overall, the third generation car is by far the best package of weight-gain style, entertaining driving dynamics and opulent furnishings. They are considering use third-GEN models must remember that the car’s V8 (available in 4.2 trim) got an upgrade a couple of years in the cycle. A6′s current 350-hp V8 does not debut until 2007 and prior to that V8 models are delivered 335 horsepower. Model 2007 also marks the debut of the car available iPod integration and a rearview camera.


Former Audi A6 models
The second generation A6 sedan came on the market in 1998 and has benefited from a ground-up redesign, a new version of Avant wagon debuted the following year. This was the first Audi A6 to ride on a stretched version of the highly regarded A4 platform. For the first two years, only a naturally aspirated V6 was available, but in 2000, Audi added a spirited twin-turbo-charged V6 and a torque-rich V8 engine LINEUP sedan. Since the acceleration tend to be sluggish with the base V6, especially on hefty A6 Avant Quattro Wagon, Audi began offering a larger and more powerful 3.0-liter six-cylinder in 2002. Transmission choices included a five-speed automatic and a CVT (which was introduced in 2002). In our editorial reviews, we praised the heavenly cabin, and all-wheel-drive utility offered by the second generation A6, and nothing panned its nonlinear steering. Taken together a solid choice for used car shoppers.
The original A6 came out in 1995 as an easily revised version of the old Audi 100 sedan and wagon. Although prices on used A6 models from this era are convincing low, consumers should be aware that only one engine – a 172-hp V6 – is available on these cars. With the lightest A6 sedan weighing from 3,400 pounds, acceleration is modest at best. But much like newer Audi, the A6 was nicely appointed, and offered a choice of front-wheel-drive or Quattro all-wheel drive.

Acura TSX Review

2008 Acura TSX Sedan
The Acura TSX is a relatively new vehicle in the entry-level luxury sport sedan segment. Consumers who want a sedan, there are traces remain silent and a little more upscale than the typical family sedan will find plenty to like. Acura’s least expensive sedan is an ideal choice for daily use given his entertaining driving characteristics, high-quality interior and generous level of standard features. And like most Acura vehicles, TSX boasts a high degree of refinement, a reputation for above-average reliability and good value for the dollar.
One drawback to the Acura TSX is that we suspect many people do not perceive it as being as prestigious as owning more established cars from European carmakers. It is probably a function of car news, his Honda roots and its four-cylinder engine. But overall, our editors keep it very high, and suggests that entry-level luxury sport sedan buyers to give it consideration.

The Acura TSX has room for five passengers. Almost all of the car’s high-end features come standard. This includes such topics as 17-inch alloy wheels, HID headlamps, heated power-adjustable driver and passenger seats with driver memory, leather upholstery, an eight-speaker, 360-watt audio system with XM Satellite Radio and an in-dash CD changer; Dual -zone automatic climate control, and a sunroof.
Anti-lock brakes, stability control, front side-impact airbags and side curtain airbags for all outboard passengers are also standard. An impressive DVD-based navigation system with voice-activated software is the only option.
To power the front-wheel-drive TSX is based on a 2.4-liter, four-cylinder engine. Compared with the six-cylinder engines found in other entry-level luxury sports sedan, this four-cylinder comes up somewhat short in terms of torque output, but is competitive in terms of horsepower. From TSX road tests, we found that the engine will be revved a bit higher to get sufficient acceleration at low speeds. Buyers can choose either a smooth-shifting six-speed manual transmission or a five-speed automatic.
In consumer reviews, Acura TSX owners often say that they were in the market for other premium-make models, but ended up with Acura because of its reasonable price and generous feature list. They also liked the car’s high fuel efficiency and fun-to-drive character. But they will also note that the four-cylinder engine to be revved often and believe that this quality may turn off some potential buyers.
These buyers researcher purchase of a used Acura TSX will find that only small changes have been made since the car’s 2004 introduction. For the 2005 model year, Acura added XM Satellite Radio, heated door mirrors and a four-way power passenger seat to the standard features list. The steering wheel-mounted audio and cruise control also been backlighted lighting.
2006 Acura TSX features smaller engine, function and styling changes. The 2.4-liter, four-cylinder engine was modified to produce slightly more power and navigation system achieved faster processing and additional points of interest. Bluetooth connectivity and an MP3 player auxiliary jack was also new. Exterior enhancements for the 2006 TSX include redesigned front and rear fascia, new side thresholds, foglamps and new alloy wheels.

Audi A5 Review

Where Audi really needs to improve his game was in the driver’s involvement department. With A5, it has done so. The coupe features a long road, its steering has been engineered from scratch, the Quattro 4WD is biased towards the rear and front axle has been moved forward 120mm to counteract during teas. All this work has had the desired effect.
The A5 offers meaty steering, good turn-in and impressive, a better sense of balance than the company’s storage RS4. Thanks to its 4WD traction, the car is also very efficient through corners – especially slow them. The problem is, it does not provide the same feedback and sharpness as its arch-rival, BMW 3-Series. If you choose the optional Sport pack would improve things – but would also hurt the ride quality. By default, Audi is comfortable, especially on highways where it has a quiet ride forgiving. As for engines, the 3.0-liter TDI has been developed, and now delivers more power. It does not feel like a normal diesel – it is more flexible, with good and minimal diesel-like rattles. It draws interest from less than 1500rpm and chastened to an impressive 5200rpm. 0-60mph in 6.2 seconds is potent, but the gearbox is springy and sends vibrations.

Marketplace
The A5 is impressive in the metal. It is best viewed from a distance, where you can appreciate the subtle line that forms the car’s shoulder, and the radical currents that roof down into the trunk, which ends in a very small lip spooler. If anything, we believe that the reverse is more successful than the generic nose, and the front-end is distinguished from other Audi by the standard xenon headlights with their dramatic LED lights running. Up close, the first thing you see is how little the A5 is the roof. When you open one of the relatively short doors, you seem to have to dip much lower to get within inches but it’s a full four-seater – finally, it is a return to a market left Audi in 1996. Built on the Modular Longitudinal Platform that will underpin the next A4, the Audi offers a wide range of engines, including the 3.0-liter TDI we tested, plus a 2.7-liter TDI, a 3.2-liter V6 petrol and the magnificent 4.2 – liter V8 S5. There simply is the only body style. His rival is the BMW 3 Series Coupe – this car is a competitor of this model in absolutely every respect, and you know Audi has benchmarked its Munich counterpart to the nth degree. The Mercedes CLK is an alternative, such as the Peugeot 407 Coupe left field.


Owner
The interior is completely new for the A5. We expect that elements of the design to appear on the next A4, but in the meantime, the Audi’s cockpit looks and feels unique. But that’s not to say it’s perfect. The new key is rather clumsy, the switches for the electric windows click uncomfortable and the heating controls are fiddly. Nevertheless, the cabin of a quality is of the opinion, while the wraparound dash is strengthened this effect and gives a feeling of space. You will not benefit if you sitting on the rear bench tight, but while you struggle to your feet under the front seats. But what are taken from the rear legroom is given to the load bay – the A5 of the 455-liter luggage compartment is huge. It’s pretty economical too, while retained values very beautiful.

Acura TL Review

2008 Acura TL Sedan
The Acura TL is a medium-sized, entry-level luxury sedan, and it is currently Acura’s best selling model. Although TL typically does not provide the excitement or the prestige of competing European sports sedan, it counters with exceptional value and above average durability and reliability.
Consumers are interested in buying the Acura TL should be aware that there are three generations of the car. The current generation is the sportiest and most desirable because of his chiseled exterior styling, firm suspension tuning, powerful V6 and optional six-speed manual transmission. Almost all of TL’s luxury features come standard, including a surround-sound audio system. Its interior is remarkable for its quality, design and materials.
Like most sports sedan, the TL is very usable on a daily basis and can perform well in almost any role. According to our editors, the current TL is “a well built, high performance, feature-laden entry-level luxury sports sedan, which should please most consumers shopping in this market.”
These attributes also apply to the earlier years of the third generation Acura TL, which covers 2004-2006 models. Consumers are interested in a used or certified pre-owned TL would do well to look after these years. There is not much difference between them in terms of features or hardware. Please note that Acura revised V6′s horsepower rating downward starting in 2006. But this review was a regulatory issue, and does not reflect a change in acceleration capability.

According to Acura owners who have posted comments to Edmunds.com, the Acura TL is a “fantastic car” that yarns recognition of its “overall combination of performance, comfort, quality and technology.” Owners will take his ride comfortable yet sporty, “and say that with an” amazing “home stereo system and a long list of standard features – including satellite radio and Bluetooth handsfree phone compatibility – the” fun factor in this car is quite unique. ” Others praise the car’s interior styling and its “fantastic” navigation system – “I’m in love with the navigation system. I have found my soul mate.” But some owners want sedan was available in a wider range of colors, others pine for “better seating comfort.”
The second generation Acura TL was built from 1999 to 2003. Although not as exciting as the current model, our editors gave their elders very positive reviews during its course. Improvements were made throughout this period, and the car had a number of SL first, including Honda’s VTEC variable valve timing and a GPS navigation option. The powerful Type-S version, which debuted in 2002, should strongly consider buyers interested in increased efficiency. Regardless of specific trim level, just about any use second-generation model will work well.
The original Acura TL debuted in 1996 as a replacement for the popular Acura Vigor. Two versions were offered: a 2.5 with a 2.5-liter inline five-cylinder engine and a 3.2 with a 3.2-liter V6. The 2.5 and 3.2 TL models were available during the first generation’s run, which lasted largely unchanged, although 1998. As there is now a small price difference between the two, we suggest that consumers are interested in a first-generation TL used to go to the more powerful 3.2.