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    NEW #Audi-SQ5 UNVEILED Say goodbye to the diesel, as Audi’s hot SUV gets a 3.0 V6 turbo, with 354bhp… / #Audi-Q5 / #Audi / #2017 / #MLB-Evo / #Audi-MLB-evo / #Audi-Q5-FY / #Audi-SQ5-FY

    The SQ5 has been a huge success for Audi and the recently unveiled second-generation model looks set to be an even more enticing prospect. The big news is that the diesel engine has been dropped in favour of the 3.0 V6 turbo unit from the S4/S5. That means this mid-sized SUV will produce 354bhp and 500Nm, and be capable of the 0-62mph sprint in just 5.4secs. With plenty of midrange shove, mated to quattro drive, that should make the SQ5 a very rapid machine. Power is delivered via an 8-speed tiptronic gearbox, with Audi drive select modes allowing the driver to tailor the characteristics to their own tastes.

    As well as the class leading quattro drive system, a sport differential and active air suspension are both available as options, controlled by the drive select module.

    Styling wise, the new A5 architecture is a subtle evolution of the previous model and the SQ5 continues the understated, yet purposeful design language of the original model. The new family grille, which is wider and shallower, blends into the new headlights, while S-specific air intakes help distinguish the SQ5. At the rear, quad tailpipes are built into the lower valance for a very clean look. LED lights with dynamic turn signals are standard. The press shots show a Misano red model with black details, which looks particularly effective. Panther black has been reserved exclusively for the SQ5. The stock model comes with 20in wheels but 21s can be specified in five different designs, as an option. The interior is kitted out with leather/Alcantara seats, an S-multifunction steering wheel with fine Nappa available, as well as a range of attractive inlays.

    No word on pricing yet, but the SQ5 should be available from the middle of 2017. We’ll keep you updated.
    Subtly aggressive styling is key.
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    Audi S5 Audi’s mid-sized coupe seemed a little flat on its European launch. So does it come to life in the UK?

    When we first drove Audi’s new S5, in Portugal, it felt balanced, quick and supremely assured. What it failed to convey on those sun-baked roads outside Porto was a sense of adjustability and, for want of a better word, fun. Now it’s back for a second shot, this time on the colder, damper and altogether more challenging roads of the UK, to see if there’s an entertainer hidden beneath those chiselled lines.

    First, a recap. For the new S5 a 3-litre turbocharged #V6 replaces the outgoing car’s #supercharged-V6 unit. It produces 349bhp and 369lb ft – 21bhp and 44lb ft more than before. As you’d expect from a performance Audi, there’s four-wheel drive, specifically the latest Quattro system, which features an electronic clutch to control the centre diff. But the biggest change is the gearbox. Out goes the seven-speed dual-clutch unit, in comes an eight-speed torqueconverter automatic. Our test car is also fitted with Audi’s electronically controlled rear sport differential – a £1200 option.

    Grey seats, black leather and carbonfibre make the interior a slightly gloomy place, but it oozes quality. There’s very little fuss or decoration and the dash layout and centre console will be familiar to A4 drivers. Audi’s virtual Cockpit is also now available in the S5, its 12.3-inch multi-function display replacing the traditional instruments behind the steering wheel.

    The new engine ignites with a subtlety and restraint that characterises the S5. There’s no burst of revs, no pops or crackles; it just hums away, idling quietly. At low revs all you hear is a distant burbling from the exhaust, but this V6 is eager to spin and as engine speed rises, a deep growl percolates from the exhaust, complemented by a faint whooshing from the turbo.

    This isn’t the most distinctive engine and Audi hasn’t engineered-in any histrionics to compensate for the lack of character. It feels honest, though, and you have to respect it for that. Don’t mistake the lack of theatre for a shortage of substance, though. With gearchanges that are quick most of the time, if not as snappy as a DCT’s, the S5 will reach 62mph in a claimed 4.7 seconds, which is two-tenths quicker than the model it replaces.

    In typical Audi style the new S5 will cover ground without fuss or drama when driven briskly, but where we found it a little flat on its feet during our first drive, in the right conditions – i.e. in the wet – you can encourage the S5 to demonstrate its (well hidden) exuberant side. Lean on the grip the front axle and tyres generate – and there’s plenty to call upon – and when the nose is turned in, lift off the throttle and dab the brakes. While the nose will stay hooked, the rear will arc wide, then you just need to reapply the throttle to neutralise the fun.

    There’s a sense you’re tricking the S5 into behaving in this extrovert way, and that’s because you are, but pair the S5’s turn-in grip with its overwhelming corner-exit performance and stability and it deals its trump card: making devastating progress along almost any road. Fun? No. Impressive? Mightily so.

    In essence the new S5 fulfils your expectations of a 2017 performance Audi: safe, secure, predictable and faster than the competition. But it can deliver more, and satisfaction can be had from teasing the S5 when it’s at its limit. Ultimately, though, if rapid progress is your thing, the S5 has plenty going for it, but if you prefer a car that offers a challenge, you may prefer to look elsewhere.

    ‘There is a sense that you’re tricking the car into behaving like an extrovert’

    Technical data specification #Audi-S5-Coupé / #2017-Audi-S5-Coupé / #2017-Audi-S5 / #Audi-A5-Coupe / #Audi / #2017 / #V6 / #Audi-A5 / #Audi-A5-Typ-F5 / #Audi-A5-F5 / #Audi-S5-Coupé-F5 / #Audi-S5-Coupé-Typ-F5 / #Audi-S5-Typ-F5 / #Audi-S5-F5 / #Audi-A5-Coupé-Typ-F5 / #Audi-Typ-F5 /

    Engine V6, 2995cc, turbo
    CO2 170g/km
    Power 349bhp @ 5400-6400rpm DIN
    Torque 369lb ft @ 1370-4500rpm DIN
    0-62mph
    4.7sec (claimed)
    Top speed
    155mph (limited)
    Weight 1615kg (220bhp/ton)
    Price UK £47,000

    + Chassis rewards commitment
    - Plain engine
    Rating 3.5
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    ‘If you are told that a certain person has designed a car, then this will be wrong. Cars are designed by teams, not individuals’. #Audi-TT #design / #Audi / #2016 /

    This was one of the first things which Dany Garand said when I spoke to him in Ingolstadt, just after the new TT had first been shown to the public at Geneva. In fact, Dany is the leader of the team which is responsible for the design of the TT, but he emphasises that it is very much a team effort. As with most other new Audis, it took six years from the initial briefing meetings to the actual production of the car and the first four were spent on finalising the design, while the last two were concerned with turning the designers’ ideas into a production vehicle.

    Garand explained that one must not look upon the new TT as a development of the Series 2 TT. This is far from the truth and the initial meeting about the styling of the car showed that there was a need to go back to some of the basic design features of the original model which many regarded as more sporting than its successor.

    As a result, there are certain styling features which are throwbacks to the original TT. When the Series 2 was introduced, it was clear that there was no longer a sharp division between the panel beneath the rear window, and the rest of the body. Instead, there was a smoother line with no evidence of a notch. Now, the original theme has been pursued, with a definite change of contour just beneath the rear window.

    Although the styling of the area beneath the rear screen has reverted to something close to that of the original TT, the construction method is entirely different. When the first TT was produced, the top cabin section was welded to the basic body and so that crease between the two sections was actually a weld line, both sections being steel. Now that aluminium panels are used, the crease has been re-introduced, but there is no joint, the whole area being a single aluminium panel.

    The side sills no longer flare upwards towards the rear and are much more parallel to the ground, emphasising the solid stance of the new model. The roof is longer and flatter than before, and the lengthened wheelbase, a consequence of the MQB modular platform, brings the wheels closer to the extremities of the body. With virtually all Audis, the designers keep to a ratio of one third for the top section with the roof and windows, and two thirds for the body below the waistline. This proportion is an essential part of the styling character of Audis. With the new TT, however, the ratio has been pushed just a little further, with the top section occupying just less than one third of the side view, and the area below it being higher. This slight change in proportions makes the TT look more sporting.

    I asked Dany whether any thought had been given to giving the TT flared wheel arches, rather than the ‘stuck on’ sections which have been characteristic of the first two models. He explained that this idea had been explored, as were many different options, but it was felt that the ‘separate’ wheel arches had become a characteristic of the TT and it would be unwise to change them. Exactly the same argument applied to the point where the front wheel arches cut into the sides of the bonnet. Because the bonnet is now an aluminium pressing, it has less strength than the earlier steel panels and so there was some pressure to do away with this notch as it might weaken the bonnet. In the end, though, the cut-out was retained.

    Another feature which is a throwback to the first TT is the use of two tail pipes, one at either side. Admittedly, the lowpowered versions of the original TT had just one tailpipe, but the Series 2 had a pair at one side and it was felt that the twin pipes of the original made more of a statement about the character of the car. That is why the new model has two pipes, and these are the same for all models, with the exception of the TTS which has two pairs of pipes, but at the same positions. And, whereas the Series 2 TT had a rather bland version of the original TT fuel filler, that fitted to the new car is much more like the earlier version.

    I asked Dany about the front end of the new TT, suggesting that, with its aluminium transverse ribs, the grille of the TTS looked rather heavy. He explained that the design team wanted the TTS to be immediately recognised for what it is, and so the front end, with the more decorative grille, and the back end with its four tailpipes, would make it distinctive.

    I think that moving the four rings to the bonnet itself, like the R8, has been a good move, but I still feel that the front grille is too dominating. Notice that the bevels at the top corners are bigger and more sharply executed than any other Audi so far. Throughout our conversation, Dany constantly referred to the ‘tension’ in the design. When I asked him to explain this he pointed out that all the major styling lines, like the tornado line which runs down each flank, are tightly drawn and that every aspect of the styling gives the impression that there is no wastage. One small feature shows the difference between this model and the two previous designs. The tornado line does not drop as it gets to the back of the car, but blends in with the shape of the rear light units Much the same is true of the front end styling, which has been devised so that it looks less rounded that before.

    The more I looked at the new TT, the more I realised that the design team’s efforts to give it more of the feel of the original, and a more sporting character, have certainly worked. It will be interesting to see what TT enthusiasts think when they get a closer looks at the new TT in the flesh. I have a suspicion that it will be well received and the Series 2 may well be regarded as the ‘soft’ one.
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    / #Audi-4-Rings-Ownership-Program / #Audi / #2016 / #Audi-4-Rings

    If you’re dreaming of driving down the road in a spanking brand new Audi, now is the perfect time to head on down to the PGA Cars Audi dealership near you.

    With the Audi 4 Rings Ownership Program, you can get drive home your new #Audi-S3 , #Audi-A5 or #Audi-Q5 with FREE periodic maintenance service and oil service for two years and FREE comprehensive insurance with acts of nature and personal accident coverage.

    You can also avail of #PGA Car’s financing program with zero percent (0%) interest and up to five (5) years to pay with FREE chattel mortgage fee. So, drop by the #PGA-Cars Audi showroom in Greenhills, Bonifacio Global City (BGC), or Alabang and enjoy the good life driving around in your new 3Audi S3, A5 or Q5!
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    What’s New AUDI / #Audi-Q3 / #Audi / #2016 /

    The Audi Q3 has received an equipment upgrade, with a navigation system now standard on S line editions. With a 6.5-inch colour screen, the SD-card based system features sevendigit postcode recognition and is controlled either by the dashboard-mounted dial or voice control. Previously the system would cost an extra £495 as an optional extra, and prices have been hiked by £500, effective immediately. This takes into account a general rise in prices of the entire Audi range, meaning that Q3 S line prices effectively remain static, whereas other versions cost more. The cheapest Q3 S line 2.0 TDI 2WD costs £27,690, while the 181bhp 2.0-litre #TDI #Quattro #S-tronic is priced at £34,180.
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