#2018 audi a5 sportback specs

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2018 Audi A5 Sportback Release Date, Redesign, Review

2018 Audi A5 Sportback Release Date, Redesign, Review

2018 Audi A5 Sportback Release Date, Redesign, Review – Audi’s A5 Sportback and performance-oriented dual the S5, embody a sporty coupe design, certain to attract individuals who want a car with a bold seem. But Audi believes that some of these consumers could be stymied by the coupe’s abstract design. Enter in the A5 Sportback, in the same manner, twinned with the S5 Sportback, a model that does…

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2018 Audi A5 Sportback Price, Release Date, Review

2018 Audi A5 Sportback Price, Release Date, Review

2018 Audi A5 Sportback Price, Release Date, Review – Delivering new models of cars is a truly vital factor for well-known brand names this kind of as Audi with the 2018 Audi A5 Sportback. This specific car is a single of new car models produced by Audi to become launched inside the forthcoming year of 2017 and 2018. The new A5 as properly as S5 from Audi are amongst the new models with a…

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Exclusive 2018 Kia Stinger GT First Test: Well Stung

The concept of “grand touring” has been around for centuries, and the moniker has been applied to cars since the 1940s, but it’s a term we tend to associate with exotic sports cars. The formula, though, is pretty simple: stylish, comfortable on a long drive, and plenty of power. But there’s no rule that says it has to cost a fortune, and the Kia Stinger GT is absolutely taking advantage of this exception. We’ve driven prototypes at an overseas R & D complex, on a frozen Swedish lake, and on the Nürburgring Nordschleife. Now, finally, we’ve driven a production-spec 2018 Kia Stinger GT on real roads and to our own Auto Club Speedway test track. How does it fare against the German luxury sedans against which it will undoubtedly be compared? Korean-branded cars usually aren’t synonymous with performance, but the rear-drive Stinger GT launches from 0 to 60 mph in 4.8 seconds and clocks the standing quarter mile in 13.3 seconds at 106.9 mph. An emergency stop from 60 mph requires 113 feet, and it’ll pull 0.85 average lateral g on a skidpad. On our exclusive figure-eight test track, the Stinger GT recorded a lap of 26.2 seconds at 0.71 average lateral g. Impressive numbers. It’s pretty good to drive away from the test track, too. Out in the mountains, the Stinger GT exhibits a surprising but intriguing combination of vertical compliance and lateral stiffness. Over bumps, the suspension was soft and the ride of luxury-car quality. In the corners, though, it was stiff with excellent body control. Even when pushing hard, the Stinger GT rode well but dug into corners with little body roll. The power is well-matched to the vehicle and only feels inadequate if you let the revs drop too low. You want those turbochargers working for you, and the best way to do it is to take advantage of the paddle shifters because the transmission isn’t quite aggressive enough for the really twisty roads. “The engine has a fat torque curve, strong in midrange with noticeable lag at the bottom end,” our staff professional racer, Randy Pobst, said during filming for an episode of Ignition—which you can watch right now at Motor Trend OnDemand and YouTube.com/motortrend. “Low revs mean calling ahead and waiting for the power to be delivered. The Stinger is quite powerful, and one must constantly remind oneself that this is a Kia that is tearing up this winding road or on-ramp.” Randy’s critique continued: “The transmission is just not sport-smart enough in automatic, especially on the track. It shifts up, so I just let it. There’s no reason for me to pull that paddle. I just have to remember to downshift on the way in, or else it won’t. The shifting is reasonable. It matches revs. It’s quick.” It’s hard to say whether the transmission programming has changed since I drove a prototype on the Nürburgring or if our mountain roads and the Streets of Willow Springs racetrack are so much tighter that it amplifies the transmission’s inadequacy, but my initial impressions were more positive. As well as we know the Stinger GT can drift in the right conditions, it doesn’t actually want to get wild out in the real world. The suspension tuning is conservative, the default behavior at the limit understeer. It makes the car very stable, never trying to swap ends no matter how hard you drive it. Thankfully, there’s a lot of grip in the front end, so you have to push it very hard to get it to plow. Just driving fast, it feels neutral. You need to be pushing your braking points to the last second and carrying as much speed as possible into a corner to make it cry uncle. Here again, I wonder if the American-market tuning increases understeer versus the European-spec car I drove. Or maybe Randy just carries that much more speed in the corners. It’s probably the latter. The upshot: You’ll never feel a stability control intervention. “What they’ve done is create stability control by tuning the car for a lot of understeer in the middle of a corner,” Randy said. That’s not to say it won’t drift. Turn the computer off, give it a Scandinavian flick and too much throttle, and it’ll do a nice power oversteer or two. It’s just not a hoon by nature. “It seems that the stability control is always learning and adapting,” Randy said. “Even with it turned off, it became more and more invasive as the day wore on, and the wheelspin and sliding woke up the nannies that watch over us hooligans. After a few nice drifts, the car began to resolutely resist power oversteer—a darned shame and frustrating.” In other words, this is a grand touring sedan that actually takes its GT badge seriously. Out on the highway, it’s everything you want on a road trip. It floats over bad pavement while remaining taut and responsive on long, sweeping corners. In a world of Demons and Hellcats, 365 hp might not seem like a lot, but it’s plenty when applied correctly. The in-house eight-speed auto is programmed smartly for real-world conditions, delivering downshifts with little prodding. With the revs up and the turbos spinning, the engine delivers a pleasant surge of power that whisks you past trucks and loafers. It’s a very easy and comfortable car to cover distance in. “The springs and shocks that control vertical motion are quite soft,” Randy said. “But transitional responses are quite well-controlled, likely by relatively strong anti-roll bars, and the ride is still quite compliant. Think ‘older Buick’ ride quality. Surprising for a sport sedan like this.” It’s not just comfortable from the driver’s seat, either. The Kia has 2 to 4 inches of wheelbase over the Germans, and it puts them to good use. There’s ample rear-seat legroom and, despite the sloping roof, headroom for tall people. The front seats, meanwhile, are aggressively bolstered so you can concentrate on those mountain roads when you cross their path. Capable though it may be from seat to steering, and despite testing it on the Nürburgring, Kia insists the Stinger GT isn’t a track car. We took it to a track anyway, and things got complicated. Kia’s press cars at the moment are all preproduction prototypes, and the first car they gave us suffered a power steering failure and had to be replaced. The second car, as it turns out, hadn’t yet had its U.S.-spec springs and dampers installed, and it exhibited considerably more body roll and understeer on the track than the first car. As a result, Randy posted a lap time—1:28.90—that he felt wasn’t representative of what the car could do. With a properly equipped car, Randy believes he could subtract a full second. Things that didn’t change on track: the car’s weight and its braking performance—113 feet isn’t anywhere near a record in our 60–0-mph braking test, but it only tells part of the story. Randy was continually impressed at the durability of the brakes. Throughout a very hot day, the pedal remained consistent, and the steel brakes refused to fade. “The brakes are impressively strong, with a consistent and firm pedal feel that inspires confidence,” he said. “The braking does not upset the chassis, and the pad compound can take the heat.” There will be heat, and not just from the brakes. The Stinger GT is taking on a wildly competitive segment ruled by a small in-crowd. Whether it’s staring down the German triumvirate or the American holdouts, the sport sedan from the value brand has a lot to prove. “For a first effort at a genuine sport sedan, the Stinger is quite an accomplishment,” Randy said. “It clearly is set up for a comfortable ride as a priority over race car dynamics, but in the real world, this makes sense. Even more so among buyers of a big, powerful GT car.” Like no Korean car before it, the Stinger GT speaks the language of the enthusiast. Will they listen? 2018 Kia Stinger GT BASE PRICE $40,000 (est) PRICE AS TESTED $50,000 (est) VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 3.3L/365-hp/376-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,005 lb (52/48%) WHEELBASE 114.1 in LENGTH x WIDTH x HEIGHT 190.2 x 73.6 x 55.1 in 0-60 MPH 4.8 sec QUARTER MILE 13.3 sec @ 106.9 mph BRAKING, 60-0 MPH 113 ft LATERAL ACCELERATION 0.85 g (avg) MT FIGURE EIGHT 26.2 sec @ 0.71 g (avg) EPA CITY/HWY/COMB FUEL ECON Not Tested How does the Stinger stack up? How good are the Kia’s performance numbers for a 365-hp 3.3-liter twin-turbo V-6 with 376 lb-ft of torque and a roughly $40,000 starting price? They seem all right when you consider the Stinger GT falls between a midsize and full-size sedan in dimension and weighs 4,005 pounds. Making a direct comparison is trickier because it’s hard to say exactly what the Stinger competes with. The Chevrolet SS was the most obvious spoiler, but it’s out of production. It started at about $48,000, hit 60 mph in 4.7 seconds, ran a quarter mile in 13.2 seconds at 108.9 mph, stopped from 60 in 108 feet, pulled 0.94 g average on the skidpad, and posted a 24.7-second figure-eight lap at 0.78 g average. You could match it up with the Dodge Charger even though that car is 10 inches longer with a wheelbase nearly 6 inches longer, and it’s 300 pounds heavier. An R/T with the 370-hp 5.7-liter V-8 is cheaper by five grand, but the Kia will dust it everywhere but the skidpad and figure eight—and even then, it’s close. You need the $41,000 R/T Scat Pack with the 485-hp 6.4-liter V-8 if you want to win. And the Kia has a far nicer interior. No, Kia wants a piece of the Germans. After all, the Stinger GT has a hatchback like the smaller Audi A5 Sportback or BMW 4 Series Gran Coupe. (The more appropriately sized Audi A7 is $69,000, in case you were wondering.) The Audi A5 is $43,000 to start, and your only option is the 252-hp 2.0-liter turbo-four. Based on results of the lighter A4, it’s slower, but like the Charger, it just pips the Kia on the skidpad and figure eight. But it’s substantially smaller. The BMW is also smaller but can be had with a turbo I-6 with 320 hp for about $50,000. Based on our test of the lighter 340i sedan, the 440i Gran Coupe is slower than the Kia, full stop. Mercedes-Benz doesn’t make a hatchback sedan (yet), but to smoke the Kia, you’d need to spring for the $54,000 C43 AMG, which clips the Kia in every test but is, again, a smaller package. In other words, the Kia can hang with the big dogs and might have carved out a pretty sharp niche.The post Exclusive 2018 Kia Stinger GT First Test: Well Stung appeared first on Motor Trend.

http://www.motortrend.com/cars/kia/stinger/2018/2018-kia-stinger-gt-first-test-review/

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Kia Stinger review – Don't be put off by the badge, the Stinger deserves your attention

For  Great value for money, real fun and involvement to be had behind the wheel Against  Not a ten-tenths car, four-cylinder engines (both petrol and diesel) make an uninspiring noise In its most powerful V6-powered form, the Stinger works as a real drivers' car. While the four-cylinder models are also enjoyable There’s a case to be made for the enormous Hyundai-Kia group being one of the most exciting car manufacturers right now. Sure, they produce the same range of anonymous hatchbacks and crossovers as other car companies, but they’re also spending money where it matters for the car enthusiast. On one hand you have Hyundai’s i30N. For a company with very little performance car heritage – and that’s being generous – it's astonishing that the i30N has become one of our favourite hot hatchbacks straight out of the starting gate, displacing plenty of long-established names in the process. > Read our review of Hyundai's i30 N And on the other, there’s the Kia Stinger GT. That Kia has gone from producing depressing cars like the Pride supermini and desperate Shuma to a rear-wheel drive sports saloon in the space of two decades is remarkable in itself; that the rear-drive sports saloon is also an engaging and accomplished drivers’ car, while being competitively priced and better-performing than its closest rivals is appealing in itself. Image 16 of 45 Image 16 of 45 With a potent twin-turbo V6 along with four-cylinder petrol and diesel models, there’s also something for (almost) everyone. Sure, spending up to £40k on a car carrying the Kia badge may still put some people off, but in time people will get over their preconceptions just as they have with brands like Skoda - and if Kia keeps producing cars like the Stinger, that may happen sooner rather than later. Kia Stinger in detail Performance and 0-60 time - Performance ranges from brisk – 7.6sec to 62mph for the diesel – to fairly rapid, the V6 achieving the benchmark sprint in sub-5sec. Weight blunts the sensation of speed. Engine and gearbox - A choice of two turbocharged four-cylinders – a 2-litre petrol and 2.2 diesel – plus a 3.3-litre twin-turbo V6. An eight-speed torque converter automatic is standard across the range. Ride and handling - Steering could stand to feed back more to the driver’s hands and the weight impacts body control, but at a less hectic pace it’s impressive indeed – fluid, agile, responsive and throttle-adjustable. MPG and running costs - Combined economy ranges from 50.4mpg for the diesel to 26.6mpg for the V6, but the on-paper figures don’t seem difficult to achieve in the real world. Kia’s 7-year warranty remains a huge selling point. Interior and tech - Hints of Mercedes-Benz to the cabin design. Build quality is good, use of materials less so, but it’s comfortable, quiet and has a great driving position. Technology prioritises usability over flashiness – just as it should be. Design - Turns more heads than any other car Kia has ever produced. Some odd details, but plenty of presence and looks every bit the Audi, BMW and Mercedes rival in the right colour combination. Prices, specs and rivals Stinger pricing begins at £31,995. For some, that alone will be enough to dissuade, as that’s strong money for something bearing the Kia badge. You do get a lot of car for your money though: that price refers to a Stinger GT-Line with the 2.0 T-GDi engine, with 18-inch alloy wheels, leather trim, a heated and 8-way electrically adjustable driver’s seat, navigation, a head-up display, cruise control and – get this – a standard limited-slip differential. Opt for the diesel engine in the same trim and the price rises to £33,895, with GT-Line S trim above this. For £35,495 for the petrol and £37,395 for the CRDi, GT-Line S adds LED headlamps, heated and cooled front seats with heated rear seats, a 15-speaker Harman/Kardon sound system, 360-degree parking cameras and a sunroof. > Audi A5 review Top of the line is the Stinger GT S with the V6 powerplant. At £40,495 it’s well into “for a Kia?” territory, but as well as a sub-5-second 0-62mph time GT S models get 19-inch alloy wheels, Brembo brakes, Nappa leather trim, and electronic dampers. Image 2 of 45 Image 2 of 45 The GT S’s positioning is interesting given its relative price to several key rivals. The closest BMW 4-series Gran Coupe is the 440i M Sport at £45,490, though sacrifice the Gran Coupe’s fastback styling and opt for a 3-series instead and a 340i M Sport is £40,260. It’s enough to make you think, though the Kia out-points the BMW on performance and gives it a real run for its money as a drivers’ car too. Audi’s closest analog is the S5 Sportback, but while it nips under the Kia’s 0-62mph time at 4.7sec, it also differs in sending power to all four wheels and in costing £48,850. Mercedes likewise, whose AMG C43 is as quick off the mark as the Audi and as chunky in the showroom at £45,830, a figure that quickly escalates with options. > Find out how BMW's 340i compares to the Mercedes-AMG C43 If slick styling is your game then Volkswagen’s Arteon may be on your list, rivalling the GT S with a 276bhp 2.0 TSI under the bonnet, all-wheel drive, DSG and R-Line trim for £40,305. It’s stylish and the VW badge still carries weight at this level, but the Kia is much more entertaining to drive and outperforms it at all price points. Kia may be short on badge appeal against the German brands, but for those prepared to overlook such baggage there’s a lot to like. Performance and 0-60 time In the GT S Kia has produced its quickest-ever vehicle, reaching 62mph from rest in 4.9 seconds and going on to a most un-Kia-like 168mph. Just roll those numbers around in your head for a second and then remember what Kia’s road cars used to be like – whatever you think of the Korean brand’s image, the reality of Kia in 2018 is quite appealing. A kerb weight of 1780kg means the Stinger GT S never feels quite as quick as it looks on paper, though the engine’s relatively cultured and undramatic delivery is also to blame – the Stinger is very much one of those cars that delivers its performance deceptively rather than boistrously. > Read about Kia's warm hatch, the Proceed GT It might be more engaging if the engine and four-exit exhaust system produced a more musical note, but the 3.3 will not be regarded as one of the great V6s by automotive historians. It’s certainly not bad and in general driving it’s plenty refined and punchy enough; we’d just like a bit more aural character. Perhaps that’s a job for the facelift, or the aftermarket. Image 27 of 45 Image 27 of 45 The eight-speed automatic transmission is a good partner for the V6 though, slurring changes smoothly when you need it to and responding with suitable urgency if you opt to shift yourself using the paddles on the back of the steering wheel. Our biggest gripe here is that there’s no way of locking the transmission to manual mode, so after around five seconds the ‘box will revert back to its automatic mode. The gearbox works well with the 2-litre petrol and 2.2 diesel too, though neither engine is quite as satisfying in the Stinger as the V6. Much of that is down to the car’s weight, which hampers performance here even more – it takes 6sec to sprint to 62mph in the petrol, 7.6sec in the diesel – but both four-pots are even less comfortable spinning at high revs than their six-cylinder counterpart, and both are rather tuneless when you extend them, even in the Sport and Sport+ modes, which introduce a little more sound into the cabin. > VW Arteon 280 R-Line review If the petrol sounded more like it does in the Hyundai i30N – or the gearbox had shorter ratios to help the car get up to speed with a little more vigour – we’d feel warmer towards it. In some respects the diesel is actually better, the gravelly note in Sport and meaty mid-range suiting the Kia’s chassis, but as a drivers’ car it has to sit bottom of the pile, being just a little too workmanlike and discouraging a press-on driving style. Engine and gearbox Star of the Stinger range is the 3.3-litre twin-turbocharged V6 model, badged Stinger GT S. It’s the one most evo readers will be interested in, offering the strongest performance and the most stirring soundtrack of the trio, and it’s the most potent road car Kia has ever produced. Attached to an eight-speed automatic transmission – standard across the Stinger range – it develops 365bhp at 6000rpm and 376lb ft of torque from 1300rpm all the way to 4500rpm and sends its power (in the UK at least) to the rear wheels alone. > BMW 4 Series review Next up is a turbocharged, four-cylinder petrol with T-GDi badging. With 252bhp (at 6200rpm) it’s clearly not as muscular as the V6, a fact also apparent in the 260lb ft torque figure from 1400rpm. On paper the 2-litre doesn’t seem too far shy of the V6 model in terms of outright performance, but in reality it lacks the bigger-engined car’s easy mid-range thrust and its four-cylinder note is disappointingly bland. Image 8 of 45 Image 8 of 45 Mid-range thrust has always been a diesel strong-point and with a quoted 325lb ft of torque from 1750rpm the 2.2-litre Stinger CRDi diesel has the measure of the 2-litre petrol in this department, if not quite to the same level as the V6 with its 50 per cent greater swept capacity. Maximum power is less than either at 197bhp (at a typically low 3800rpm) which goes some way to explaining the slower 0-62mph time, but the main thing to discourage using the diesel’s entire potential is the usual bugbear of an uninspiring engine note. Instead, the 2.2 sounds, and performs best using the Kia’s paddleshifters to keep the engine spinning away in its mid-range sweet spot. Ride and handling There’s something very satisfying about the way the Stinger gets down a twisty road. While you have to account for its size, which chips away at the fun factor on smaller B-roads, all Stingers pair accurate and well-weighted steering with keen responses, good balance and a useful degree of throttle-adjustability. This combination begins to make sense when you realise who heads up Kia and Hyundai’s dynamics team these days: Albert Biermann, formerly of BMW M division. As with the way the Stinger performs, handling is limited to some degree by the car’s relatively substantial weight. Pushed hard, the weight provides a challenge for the springs and dampers, resulting in slightly ragged body control, a little too much roll, and a tendency to push wide earlier than some rivals. But a notch or two back from maximum attack (this is a “GT” rather than an out-and-out sports car, after all) those problems don’t seem to materialise. You’re still conscious of the Stinger’s weight but the car’s controls and handling characteristics all gel into something that’s both engaging and entertaining. The steering doesn’t bristle with feedback but it does offer some. When combined with consistent and accurate responses, as well as reasonable weighting, you always feel in control of the car’s behaviour. Roadholding is good and all engines (but particularly the V6) give you the option of adjusting the car’s attitude with the throttle – though you’ll need to be in Sport (which relaxes the car’s safety settings) or Sport+ (which relaxes things further) to fully appreciate this, as Comfort mode doesn’t allow any shenanigans. UK roads have slightly undone our initial impressions of the ride quality, but it’s by no means bad even in full GT S spec, even in Sport mode and on that car’s 19-inch wheels. In lesser Stingers on smaller 18in wheels (which still work visually – impressive given how lousy some rivals look in their lower trim levels) it’s better still, riding quite fluently for the most part with just subtle overtones of firmness to remind you that the car has some sporting intent. Image 34 of 45 Image 34 of 45 MPG and running costs It will come as little surprise to learn that the 2.2 CRDi Stinger returns the most palatable fuel economy figures with a combined 50.4mpg and 154g/km of CO2. What might be more surprising is that figures in the 50s aren’t out of the question in real-world driving conditions, specifically on long motorway runs, though high 40s are more likely if you indulge in the car’s performance with any regularity. Next up is the 35.8mpg 2.0 T-GDi, and again numbers in the mid 30s aren’t entirely out of reach. Once again this will drop – think high 20s – if you extend the four-pot, but neither four-cylinder model should be too frightening to fuel. The V6 might be a different matter with its official 26.6mpg, but early indications with our long-termer again suggest mid-20s are possible. All Stingers benefit from one of Kia’s main selling points for new buyers: a seven-year warranty (unlimited mileage over the first 36 months and then 100,000 miles for the remaining period), which will also make two- or three-year old Stingers fairly desirable for subsequent owners. Interior and tech We suspect Kia’s interior designers might have spent some time in recent Mercedes-Benz models, as the Stinger’s centre console looks quite familiar - a trio of round central air vents, an infotainment screen perched atop the dash, and a large, flat-topped gear selector not unlike that used by AMG. Unfortunately the materials Kia has used on its much cheaper car aren’t quite up to the level used by the German premium brands, with an abundance of faux-hide and shiny plastics, though Kia does seem to have spent money where it matters – the steering wheel, gear selector itself, the seats and the doorhandles all feel suitable for a premium market vehicle. Image 9 of 45 Image 9 of 45 The build quality is nothing to sniff at however – nothing squeaks, creaks or rattles and the cabin is sealed well enough to keep wind noise to a minimum – and the driving position is also hard to fault, with plenty of adjustability and supportive seats. You can site yourself nice and low if that’s your preference, and you’d struggle to find any irritations in the layout and operation of frequently-used controls. If anything, Kia’s slightly lower-market position is beneficial here; while you do get a touchscreen, there are still large, easy-to-find physical buttons and knobs for things like heating, volume, and menu access. Design No Kia we’ve ever driven has attracted as many admiring glances as the Stinger. High-profile spots on certain well-known car TV shows have presumably raised the Stinger’s profile, but the bottom line is that Kia’s sports saloon has an eye-catching and attractive shape and plenty of road presence. Its basic form is much like the kind of premium five-door hatchbacks we’ve seen from German manufacturers in recent years - think Audi A5 Sportback, BMW 4-series Gran Coupe and Volkswagen’s Arteon. It’s quickly identifiable as a Kia though rather than a slavish copy, thanks to the company’s unique “tiger nose” grille design, distinctive rear lights and an arc of contrasting trim around the window line. Some of these details jar in certain colours – the reflectors coming off the rear lights and onto the rear arches look like afterthoughts – but in the right colour and trim combinations the Stinger looks distinctive and expensive. Black works very well (particularly with a contrasting red interior) and the blue of evo’s long-term Stinger GT is also particularly attractive in the metal. Throw in great proportions – a long bonnet, short front overhang and longer rear overhang, and a sensible ratio of bodywork to – and you have a car far more desirable than any Kia has produced so far. 2 May 2018

http://www.evo.co.uk/kia/stinger-gt

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The Shocking Revelation Of Audi Price Range | Audi Price Range

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2021 Audi A5 Sportback Price, Specs and Design Review

2021 Audi A5 Sportback Price, Specs and Design Review

2021 Audi A5 Sportback Price, Specs and Design Review – You will find a new product that Audi will launch in 2021, a single of them is 2021 Audi A5. The rumors are remarked that the model might be more than likely began in 2021 with the sports and very successful design. The body is going to be new as well as the cabin.

2021 Audi A5 Sportback

We might not exactly count on looking at their…

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I think #Audi is building cars to a very high level and offering a lot of value for the money... and this 2018 Audi A5 Sportback is no exception.

[carrev]

2018-2019 Audi A4 review The Audi A4 offers technology and quality when compared to its small executive saloon rivals --For Beautiful interior, very comfortable to drive, great interior tech --Against Looks like the old model, not as sporty to drive as rivals, pricey optional extras Launched in 2015, the A4 is one of Audi’s most important models and the current version is one of the best-sellers in the class. The compact executive saloon has a focus on technology and comfort, and this makes it an interesting alternative for those who don’t want the sporty character of the BMW 3 Series. Where the A4 has advanced over the old model is in the way it drives. Audi has listened to customer feedback and made the A4 softer and more comfortable and, as a result, easier to live with. There’s still plenty of performance on offer to keep you entertained, but if you’re after real thrills you're still better off with the Jaguar XE. Where few of the A4’s rivals can compete, however, is inside. The cabin is beautifully crafted and a place than can transform the most arduous journey into an enjoyable one. Audi has been a player in the small executive saloon market for many years now, and the latest Audi A4 is a front-runner in the class. Its main focus is on quality and technology, and it has a host of kit on board that will make the most discerning technophile happy. Under the skin, the A4 uses the VW Group's MLB Evo platform, which features engines that are mounted lengthways under the bonnet, rather than across the engine bay. The MLB Evo platform is lighter than the old car, and the engine is mounted further back to improve weight distribution and improve the A4's handling. The A4 range is available in four-door saloon and Avant estate body styles, but the Audi A5 - which comes in Coupe, Sportback and Cabriolet guises - and the Q5 SUV both use the same platform and majority of engines. There are a wide range of engines on sale in the A4, ranging from the very economical to the hugely powerful. Petrol power comes from 1.4, 2.0 and 3.0 TFSI turbocharged petrol engines. The 1.4 TFSI 150 is a 148bhp motor, while the 2.0 TFSI comes in 190PS and 252PS forms with 187bhp and 249bhp respectively. The 3.0 TFSI 354PS is a 349bhp 3.0-litre V6 twin-turbo unit that is exclusive to the high-performance S4. At the very top of the range, the RS 4 Avant has a 2.9 TFSI 450PS twin-turbo V6 that packs 444bhp and manages 0-62mph in 4.1 seconds. Diesel power is handled by 2.0 TDI and 3.0 TDI diesels. The 2.0-litre version comes in 150PS and 190PS guises with 148bhp and 187bhp respectively, while the 3.0 TDI is badged either 218PS or 272PS with 215bhp and 268bhp. A six-speed manual is standard on the 1.4 TFSI and the two lower powered 2.0 TDIs, while the seven-speed S tronic is available as an option. S tronic autos are standard for the most powerful 2.0 TFSI and lower powered 3.0 TDI, while the more powerful 3.0 TDI and S4 come with an eight-speed Tiptronic auto. Quattro four-wheel drive is found on selected models across the A4 range. It's optional with the 2.0 TDI 190PS S tronic, and is standard with the most powerful 2.0 TFSI, both 3.0 TDIs, the S4 and RS 4. The Audi A4 trim range looks straightforward, but Audi allows you to add all sorts of extras and option packages so you can personalise your car to your heart's content. The basic line-up is SE, Sport, S line and Black Edition, with increasing amount of standard kit the further up the range you go. At the top of the range, the S4 and RS 4 models are standalone models. There are more rivals than ever to the Audi A4. Chief among them are the BMW 3 Series and Mercedes C-Class, while the Jaguar XE and Alfa Romeo Giulia are available if you don't want to conform to the German standard. Elsewhere, the Lexus IS offers hybrid drive and low tax costs, while top-spec versions of the VW Passat and Vauxhall Insignia Grand Sport are trying to muscle in on sales. Engines, performance and drive Supple ride and smooth engines make for a relaxing drive, although the A4 is not the sharpest in its class The fifth-generation Audi A4 moved to a new platform, adopting the VW Group’s MLB Evo architecture. The more advanced chassis is underpinned by multi-link suspension at both the front and rear, and although this differs from the front-end systems on rivals like the Jaguar XE and Alfa Romeo Giulia, the technology and components used are equally hi-tech and modern, while the option of £600 Adaptive Sport suspension gives customers the ability to tailor the set-up. In quattro 4x4 guise, the performance of the A4 offers some stiff competition to its rival the BMW 3 Series. Generally the A4 feels connected to the road in all the right ways and the drive is direct and involving, but it doesn’t feel quite as exciting as the Jaguar XE. Share this video: https://youtu.be/vU4c2pwjBxw SUBSCRIBE HERE https://www.youtube.com/channel/UCm2go1-R8BEb9c4fvWhUCSw?sub_confirmation=1

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2018 Audi A5 Sportback Price, Specs, and Redesign

2018 Audi A5 Sportback Price, Specs, and Redesign

2018 Audi A5 Sportback Price, Specs, and Redesign – Audi’s A5 and performance-driven twin the S5, embody a sporty coupe design, certain to entice those who want a car with a daring look. But Audi feels that some of these purchasers could be stymied by the coupe’s unrealistic design. Get into the A5 Sportback, similarly twinned with the S5 Sportback, a model which not only adds two rear entrance…

[eddiejpoplar]

First Drive: 2019 Audi A6

DUORO VALLEY, PORTUGAL — When I was first given the assignment to attend the Audi A6 press launch, I was feeling more than a little cynical, paradisiacal location notwithstanding. (Seriously, globetrotters, you need to put Porto, Portugal on your bucket list. It’s movie-set Europe come to life.) There was a time when the A6 was one of Audi’s best sellers, but for the last couple of years it’s been gathering cobwebs. I knew Audi had great things planned for the 2019 A6, but however good it might prove to be—and it turned out to be quite good—it would still lack the prestige of the A8, the practicality of the A4, the appeal of the A5, and the raw sexiness of the A7. The A6 would always be a large-ish luxury sedan, and in today’s market, large-ish luxury sedans are on the outs.

So my hopes for the A6 weren’t high and yet, as you can probably guess from this insufferably long setup, I found myself mysteriously won over, even if I didn’t quite understand the attraction.

Let’s back up and cover the preliminaries: The A6 is all-new for 2019, though the pattern is relatively unchanged. The new A6 is roughly the same size as the old one on the outside, but slightly larger on the inside and bears a stiffer structure. Styling-wise, there are no big surprises, except perhaps for the big ugly radar sensors that interrupt the chrome lines of the grille and the fake exhaust ports out back. (Seriously, Audi? Fake exhaust ports? You had to go there?)

On the powertrain side, the 2.0-liter turbo-four has been dropped, though Audi hints that it may return, possibly with a hybrid drivetrain. When US-market A6s go on sale this fall, all will get the familiar 3.0-liter turbocharged V-6 plus a standard “mild hybrid” system. Horsepower is unchanged at 340, but the 369 lb-ft of torque represents a noteworthy 44 lb-ft increase. A seven-speed twin-clutch automatic transmission replaces last year’s eight-speed conventional automatic, and Quattro all-wheel-drive distributes power all four corners.

The delightfully twisty and distressingly narrow roads around Portugal’s Duoro Valley proved to be a good place to test out the A6’s agility. The V-6 had no problem with the steep hills; after the obligatory pause for the turbo to wake up, the engine delivers a broad brand of largely silent thrust. Upshifts and downshifts are prompt and smooth, even at take-off—so much so that I had to double-check the spec sheet to verify that this was, indeed, a twin-clutch transmission and not a traditional torque-converter automatic.

Steering is nearly one-finger light and doesn’t get much heavier when Dynamic driving mode is selected. If I was writing this review five years ago—which, I suppose, would require a time machine—I would have dinged the A6 for that, but the older I get, the more I appreciate light steering. Feedback isn’t a strong suit, but as I tossed the A6 through the near-constant string of bends, I felt like I was in perfect control. I was also grinning like the proverbial idiot.

Audi only had German-spec cars for us to drive, though they tried their best to keep them as close to US-spec as possible. One place where they failed was the suspension: They teased us with both air- and steel-sprung cars, though the air suspension reportedly won’t make it to the US. I am a huge fan of air springs, as they provide the best possible mix of comfort and handling, but after sampling both setups on the same roads, I can honestly say we aren’t missing out on much. The air suspension did a slightly better job of damping out small bumps and seemed to transmit less road noise into the cabin, but handling was pretty darn near a toss-up.

Speaking of road noise, that’s another big change for the A6: It’s incredibly quiet on the open road. Part of that is down to the lightweight hybrid system, which allows the engine to shut down for a few minutes at a time at highway speeds. I never noticed the tach dropping to zero, but I may have been too busy marveling at the scenery with my drive partner. Still, even with the engine online, the A6 is as quiet as a Buick, thanks largely to double-pane glass and improved door seals that block out wind and road noise.

I’ve yet to touch on what may be the biggest news in A6-land: A tech package to beat the band. The 2019 A6 will (finally!) offer Audi’s Virtual Cockpit as an option. VC is a wide-screen dash panel that, among other tricks, allows you to shrink the gauges and display a full-width moving map with Google Earth imagery. This remains the coolest dashboard I have ever seen.

I’m not quite so enamored of the new Multimedia Interface (MMI), also found in the 2019 A7 and 2019 A8. It uses two touch-screen monitors, a 10.1” panel up top and an 8.6” screen below for the climate controls. (Low-end A6s will get a slightly smaller screen up top.) This is Audi’s first touch-screen display, and it responds to touches with haptic feedback (a slight vibration of the screen) along with a muted click from the speakers. Basic navigation functions are no more complex than any other German car; one nifty addition is that you can write out letters or even entire words on the lower screen (say, for programming a destination), as you used to do on the Audi’s old touch-pad.

But aside from its use as a writing tablet, I’m less fond of the lower climate-control screen. I must interject that I think the new A4 and A5’s climate controls—which use dials for the temperature, metal toggle switches, and monochrome display icons that enlarges as your fingers get near the buttons—are the pinnacle of perfection. The A6’s touch panel requires a long glance away from the steering wheel to find the right spot, and while it’s supposed to let you tap or swipe to change temperature or fan speed, it’s way more finicky than it ought to be.

It also adds additional layers of complexity. Let’s say you want to fiddle with the rear A/C. First, press one of the icons on the lower screen, which brings up a menu on the upper screen. Next, press “REAR”, which brings up the rear A/C controls on the lower screen. Now you can make all the adjustments you want, but you also need to manually close the menu on the upper screen. And if you think my explanation is needlessly complex, try using it while darting down narrow, curvy roads and dodging oncoming Renault panel vans driven by young men more interested in their phones than avoiding head-on collisions.

Audi has a great system in the A4, so why make it more complex? Audi’s answer is that they expect most buyers to use their voice-response system, not just for the A/C but for all secondary controls. At one staffer’s urging, I tried pressing the voice button and saying “I’m cold”—but instead of turning up the heater as he expected, it attempted to give me directions to the nearest courthouse.

That said, the plethora of screens all go dark when the car is shut off, and the effect is exceptionally cool. This brings me to another nifty A6 feature: The ambient lighting package, which includes light-piping on the doors and center console and a backlit Quattro badge on the passenger’s side of the dash. The colors can be changed, and if you select Dynamic mode, the lights on the center console go red or blue as you turn the temperature up or down—a feature almost cool enough to make me want to use the A6’s overly-complex A/C controls.

As a guy who spent years writing for car-consumer pubs, I always liked the old A6’s value-for-money equation. Audi hasn’t announced pricing, but they did tell us that the A6 will get genuine leather upholstery as standard (as opposed to the leatherette used in entry-level Bimmers and Benzes) as well as a panoramic sunroof. It’s early days for speculation, but I’d be surprised if the A6 doesn’t undercut similarly-equipped 5s and E-Classes by a significant margin.

That said, I don’t expect the A6 to be a particularly strong seller. SUVs are where the action is, and Audi buyers seem perfectly content to spend the extra dough for the similarly-sized and significantly sexier A7. If the expected gas-price Armageddon comes to fruition, it’s likely the strong-selling Q5 and A5 Sportback will be the beneficiaries. The 2019 Audi A6 is a car whose time, in the US at least, has come and gone. Still, this new version is compelling enough to make me care about it—and considering how little I expected when I first set out on this adventure, that’s saying a lot.

2019 Audi A6 Specifications

ON SALE Fall 2018 PRICE $56,000 (est) ENGINE 3.0L turbocharged DOHC 24-valve V-6/340 hp@5,000-6,400 RPM, 368.8 lb-ft@1,370-4,500 RPM TRANSMISSION 7-speed automatic LAYOUT 4-door, 5-passenger, front-engine, AWD sedan EPA MILEAGE N/A L x W x H 194.4 x 74.2 x 57.3 in WHEELBASE 115.1 in WEIGHT 3880 lb 0-60 MPH 5.1 sec (est) TOP SPEED 155 MPH

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[privateplates4u]

Kia Stinger review – Don't be put off by the badge, the Stinger deserves your attention

For  Great value for money, real fun and involvement to be had behind the wheel Against  Not a ten-tenths car, four-cylinder engines (both petrol and diesel) make an uninspiring noise In its most powerful V6-powered form, the Stinger works as a real drivers' car. While the four-cylinder models are also enjoyable There’s a case to be made for the enormous Hyundai-Kia group being one of the most exciting car manufacturers right now. Sure, they produce the same range of anonymous hatchbacks and crossovers as other car companies, but they’re also spending money where it matters for the car enthusiast. On one hand you have Hyundai’s i30N. For a company with very little performance car heritage – and that’s being generous – it's astonishing that the i30N has become one of our favourite hot hatchbacks straight out of the starting gate, displacing plenty of long-established names in the process. > Read our review of Hyundai's i30 N And on the other, there’s the Kia Stinger GT. That Kia has gone from producing depressing cars like the Pride supermini and desperate Shuma to a rear-wheel drive sports saloon in the space of two decades is remarkable in itself; that the rear-drive sports saloon is also an engaging and accomplished drivers’ car, while being competitively priced and better-performing than its closest rivals is appealing in itself. Image 16 of 45 Image 16 of 45 With a potent twin-turbo V6 along with four-cylinder petrol and diesel models, there’s also something for (almost) everyone. Sure, spending up to £40k on a car carrying the Kia badge may still put some people off, but in time people will get over their preconceptions just as they have with brands like Skoda - and if Kia keeps producing cars like the Stinger, that may happen sooner rather than later. Kia Stinger in detail Performance and 0-60 time - Performance ranges from brisk – 7.6sec to 62mph for the diesel – to fairly rapid, the V6 achieving the benchmark sprint in sub-5sec. Weight blunts the sensation of speed. Engine and gearbox - A choice of two turbocharged four-cylinders – a 2-litre petrol and 2.2 diesel – plus a 3.3-litre twin-turbo V6. An eight-speed torque converter automatic is standard across the range. Ride and handling - Steering could stand to feed back more to the driver’s hands and the weight impacts body control, but at a less hectic pace it’s impressive indeed – fluid, agile, responsive and throttle-adjustable. MPG and running costs - Combined economy ranges from 50.4mpg for the diesel to 26.6mpg for the V6, but the on-paper figures don’t seem difficult to achieve in the real world. Kia’s 7-year warranty remains a huge selling point. Interior and tech - Hints of Mercedes-Benz to the cabin design. Build quality is good, use of materials less so, but it’s comfortable, quiet and has a great driving position. Technology prioritises usability over flashiness – just as it should be. Design - Turns more heads than any other car Kia has ever produced. Some odd details, but plenty of presence and looks every bit the Audi, BMW and Mercedes rival in the right colour combination. Prices, specs and rivals Stinger pricing begins at £31,995. For some, that alone will be enough to dissuade, as that’s strong money for something bearing the Kia badge. You do get a lot of car for your money though: that price refers to a Stinger GT-Line with the 2.0 T-GDi engine, with 18-inch alloy wheels, leather trim, a heated and 8-way electrically adjustable driver’s seat, navigation, a head-up display, cruise control and – get this – a standard limited-slip differential. Opt for the diesel engine in the same trim and the price rises to £33,895, with GT-Line S trim above this. For £35,495 for the petrol and £37,395 for the CRDi, GT-Line S adds LED headlamps, heated and cooled front seats with heated rear seats, a 15-speaker Harman/Kardon sound system, 360-degree parking cameras and a sunroof. > Audi A5 review Top of the line is the Stinger GT S with the V6 powerplant. At £40,495 it’s well into “for a Kia?” territory, but as well as a sub-5-second 0-62mph time GT S models get 19-inch alloy wheels, Brembo brakes, Nappa leather trim, and electronic dampers. Image 2 of 45 Image 2 of 45 The GT S’s positioning is interesting given its relative price to several key rivals. The closest BMW 4-series Gran Coupe is the 440i M Sport at £45,490, though sacrifice the Gran Coupe’s fastback styling and opt for a 3-series instead and a 340i M Sport is £40,260. It’s enough to make you think, though the Kia out-points the BMW on performance and gives it a real run for its money as a drivers’ car too. Audi’s closest analog is the S5 Sportback, but while it nips under the Kia’s 0-62mph time at 4.7sec, it also differs in sending power to all four wheels and in costing £48,850. Mercedes likewise, whose AMG C43 is as quick off the mark as the Audi and as chunky in the showroom at £45,830, a figure that quickly escalates with options. > Find out how BMW's 340i compares to the Mercedes-AMG C43 If slick styling is your game then Volkswagen’s Arteon may be on your list, rivalling the GT S with a 276bhp 2.0 TSI under the bonnet, all-wheel drive, DSG and R-Line trim for £40,305. It’s stylish and the VW badge still carries weight at this level, but the Kia is much more entertaining to drive and outperforms it at all price points. Kia may be short on badge appeal against the German brands, but for those prepared to overlook such baggage there’s a lot to like. Performance and 0-60 time In the GT S Kia has produced its quickest-ever vehicle, reaching 62mph from rest in 4.9 seconds and going on to a most un-Kia-like 168mph. Just roll those numbers around in your head for a second and then remember what Kia’s road cars used to be like – whatever you think of the Korean brand’s image, the reality of Kia in 2018 is quite appealing. A kerb weight of 1780kg means the Stinger GT S never feels quite as quick as it looks on paper, though the engine’s relatively cultured and undramatic delivery is also to blame – the Stinger is very much one of those cars that delivers its performance deceptively rather than boistrously. > Read about Kia's warm hatch, the Proceed GT It might be more engaging if the engine and four-exit exhaust system produced a more musical note, but the 3.3 will not be regarded as one of the great V6s by automotive historians. It’s certainly not bad and in general driving it’s plenty refined and punchy enough; we’d just like a bit more aural character. Perhaps that’s a job for the facelift, or the aftermarket. Image 27 of 45 Image 27 of 45 The eight-speed automatic transmission is a good partner for the V6 though, slurring changes smoothly when you need it to and responding with suitable urgency if you opt to shift yourself using the paddles on the back of the steering wheel. Our biggest gripe here is that there’s no way of locking the transmission to manual mode, so after around five seconds the ‘box will revert back to its automatic mode. The gearbox works well with the 2-litre petrol and 2.2 diesel too, though neither engine is quite as satisfying in the Stinger as the V6. Much of that is down to the car’s weight, which hampers performance here even more – it takes 6sec to sprint to 62mph in the petrol, 7.6sec in the diesel – but both four-pots are even less comfortable spinning at high revs than their six-cylinder counterpart, and both are rather tuneless when you extend them, even in the Sport and Sport+ modes, which introduce a little more sound into the cabin. > VW Arteon 280 R-Line review If the petrol sounded more like it does in the Hyundai i30N – or the gearbox had shorter ratios to help the car get up to speed with a little more vigour – we’d feel warmer towards it. In some respects the diesel is actually better, the gravelly note in Sport and meaty mid-range suiting the Kia’s chassis, but as a drivers’ car it has to sit bottom of the pile, being just a little too workmanlike and discouraging a press-on driving style. Engine and gearbox Star of the Stinger range is the 3.3-litre twin-turbocharged V6 model, badged Stinger GT S. It’s the one most evo readers will be interested in, offering the strongest performance and the most stirring soundtrack of the trio, and it’s the most potent road car Kia has ever produced. Attached to an eight-speed automatic transmission – standard across the Stinger range – it develops 365bhp at 6000rpm and 376lb ft of torque from 1300rpm all the way to 4500rpm and sends its power (in the UK at least) to the rear wheels alone. > BMW 4 Series review Next up is a turbocharged, four-cylinder petrol with T-GDi badging. With 252bhp (at 6200rpm) it’s clearly not as muscular as the V6, a fact also apparent in the 260lb ft torque figure from 1400rpm. On paper the 2-litre doesn’t seem too far shy of the V6 model in terms of outright performance, but in reality it lacks the bigger-engined car’s easy mid-range thrust and its four-cylinder note is disappointingly bland. Image 8 of 45 Image 8 of 45 Mid-range thrust has always been a diesel strong-point and with a quoted 325lb ft of torque from 1750rpm the 2.2-litre Stinger CRDi diesel has the measure of the 2-litre petrol in this department, if not quite to the same level as the V6 with its 50 per cent greater swept capacity. Maximum power is less than either at 197bhp (at a typically low 3800rpm) which goes some way to explaining the slower 0-62mph time, but the main thing to discourage using the diesel’s entire potential is the usual bugbear of an uninspiring engine note. Instead, the 2.2 sounds, and performs best using the Kia’s paddleshifters to keep the engine spinning away in its mid-range sweet spot. Ride and handling There’s something very satisfying about the way the Stinger gets down a twisty road. While you have to account for its size, which chips away at the fun factor on smaller B-roads, all Stingers pair accurate and well-weighted steering with keen responses, good balance and a useful degree of throttle-adjustability. This combination begins to make sense when you realise who heads up Kia and Hyundai’s dynamics team these days: Albert Biermann, formerly of BMW M division. As with the way the Stinger performs, handling is limited to some degree by the car’s relatively substantial weight. Pushed hard, the weight provides a challenge for the springs and dampers, resulting in slightly ragged body control, a little too much roll, and a tendency to push wide earlier than some rivals. But a notch or two back from maximum attack (this is a “GT” rather than an out-and-out sports car, after all) those problems don’t seem to materialise. You’re still conscious of the Stinger’s weight but the car’s controls and handling characteristics all gel into something that’s both engaging and entertaining. The steering doesn’t bristle with feedback but it does offer some. When combined with consistent and accurate responses, as well as reasonable weighting, you always feel in control of the car’s behaviour. Roadholding is good and all engines (but particularly the V6) give you the option of adjusting the car’s attitude with the throttle – though you’ll need to be in Sport (which relaxes the car’s safety settings) or Sport+ (which relaxes things further) to fully appreciate this, as Comfort mode doesn’t allow any shenanigans. UK roads have slightly undone our initial impressions of the ride quality, but it’s by no means bad even in full GT S spec, even in Sport mode and on that car’s 19-inch wheels. In lesser Stingers on smaller 18in wheels (which still work visually – impressive given how lousy some rivals look in their lower trim levels) it’s better still, riding quite fluently for the most part with just subtle overtones of firmness to remind you that the car has some sporting intent. Image 34 of 45 Image 34 of 45 MPG and running costs It will come as little surprise to learn that the 2.2 CRDi Stinger returns the most palatable fuel economy figures with a combined 50.4mpg and 154g/km of CO2. What might be more surprising is that figures in the 50s aren’t out of the question in real-world driving conditions, specifically on long motorway runs, though high 40s are more likely if you indulge in the car’s performance with any regularity. Next up is the 35.8mpg 2.0 T-GDi, and again numbers in the mid 30s aren’t entirely out of reach. Once again this will drop – think high 20s – if you extend the four-pot, but neither four-cylinder model should be too frightening to fuel. The V6 might be a different matter with its official 26.6mpg, but early indications with our long-termer again suggest mid-20s are possible. All Stingers benefit from one of Kia’s main selling points for new buyers: a seven-year warranty (unlimited mileage over the first 36 months and then 100,000 miles for the remaining period), which will also make two- or three-year old Stingers fairly desirable for subsequent owners. Interior and tech We suspect Kia’s interior designers might have spent some time in recent Mercedes-Benz models, as the Stinger’s centre console looks quite familiar - a trio of round central air vents, an infotainment screen perched atop the dash, and a large, flat-topped gear selector not unlike that used by AMG. Unfortunately the materials Kia has used on its much cheaper car aren’t quite up to the level used by the German premium brands, with an abundance of faux-hide and shiny plastics, though Kia does seem to have spent money where it matters – the steering wheel, gear selector itself, the seats and the doorhandles all feel suitable for a premium market vehicle. Image 9 of 45 Image 9 of 45 The build quality is nothing to sniff at however – nothing squeaks, creaks or rattles and the cabin is sealed well enough to keep wind noise to a minimum – and the driving position is also hard to fault, with plenty of adjustability and supportive seats. You can site yourself nice and low if that’s your preference, and you’d struggle to find any irritations in the layout and operation of frequently-used controls. If anything, Kia’s slightly lower-market position is beneficial here; while you do get a touchscreen, there are still large, easy-to-find physical buttons and knobs for things like heating, volume, and menu access. Design No Kia we’ve ever driven has attracted as many admiring glances as the Stinger. High-profile spots on certain well-known car TV shows have presumably raised the Stinger’s profile, but the bottom line is that Kia’s sports saloon has an eye-catching and attractive shape and plenty of road presence. Its basic form is much like the kind of premium five-door hatchbacks we’ve seen from German manufacturers in recent years - think Audi A5 Sportback, BMW 4-series Gran Coupe and Volkswagen’s Arteon. It’s quickly identifiable as a Kia though rather than a slavish copy, thanks to the company’s unique “tiger nose” grille design, distinctive rear lights and an arc of contrasting trim around the window line. Some of these details jar in certain colours – the reflectors coming off the rear lights and onto the rear arches look like afterthoughts – but in the right colour and trim combinations the Stinger looks distinctive and expensive. Black works very well (particularly with a contrasting red interior) and the blue of evo’s long-term Stinger GT is also particularly attractive in the metal. Throw in great proportions – a long bonnet, short front overhang and longer rear overhang, and a sensible ratio of bodywork to – and you have a car far more desirable than any Kia has produced so far. 2 May 2018

http://www.evo.co.uk/kia/stinger-gt

[thesweatystudententhusiastfan]

New Post has been published on 2018 - 2019 World Car Info

New Post has been published on http://www.carworldinfo.com/2019-audi-a5-sportback-specs-and-price/

2019 Audi A5 Sportback Specs and Price

2019 Audi A5 Sportback Specs and Price – Arriving as being the second technology, it could not these kinds of quite a while to hold back using this 2018 Audi A5 to get unveiled. Some go over it relied on alternatives the company enterprise will release it near mid-2017. They could recognize you might learn some available spy pictures round the online by the design of 2018 Audi A5.

2019 Audi A5 Sportback Redesign

The 2019 Audi A5 exteriors are incredibly very much Audi amplified throughout it. Though you possibly will not see significant amounts of the variation, the leading grille will most likely be famous for its Single frame design. There is not any reluctance the Audi cars are the most beneficial created amidst high-class car designers then one it is worthy of credit rating for. Xenon products and lighting with Instructed time operating indicators are regular these kinds of as 18-” 10-spoke alloy wheels.

The 2019 Audi A5 decorations are many more of the Q7, the A4, and the TT. The truly feel solar panel exhibit and the most obvious details such as the TFT screen. Although it is a characteristic, the majority of us would want always to keep admiring several of you could find it fairly bothersome. There exist a positive ease and comfort on top car seats, and the design is just not diminished someplace else.

There could do headroom and comfort and ease. In the event you fall the rear seating, you get access to the 16 cubic-feet cargo. Consequently, being a customer, you tend never to feel the need to the A5, nevertheless, the A4. The car is entirely the car which will include exactly what it will. The generate dealing with from the Audi could have been elevated, which happens to be regrettable keeping in mind that it must be a coupe. Audi electronic computerized cockpit will be offered with the upcoming technology of A5 and S5 types. Which include a 12.3-” touch-screen demonstrate with built in the navigation with Yahoo Earth images with 4G LTE online connectivity. For more efficient discomfort there is exceptional Pub And& Olufsen audio system with 19-loudspeaker encircle program. For more excellent safeness, there are couple vehicle driver guidance functions. These kinds of as Audi pre-perception fundamental, Audi pre-feeling town, Audi area support, Audi pre-perception back end, Vehicle will get away from support, back go all over targeted traffic help and set much more.

2019 Audi A5 Sportback Specs

The performance of the TFSI engines, to the A5 Sportback, range from 190 Hewlett Packard to 286 Hewlett Packard. Regardless of whether or otherwise, it’s the numerous-acceleration S Tronic or 8-pace Tiptronic, in mixture with front door or Quattro long lasting all-wheel travel – each engine of your Audi A5 Sportback helps make the almost all of professional systems to get highly efficient excellence on the highway. Even though this vehicle will not be anything at all new in the Classic traditional western sector, America will street address it in several methods. Primarily since this is the first five various-doorway hatchback readily available.

2019 Audi A5 Sportback Release Date and Price

We estimate the release date to acquire a spot near to the review of 2019. Whatever several video industry experts in the new design suppose, this has become putting up probably be just one current and stylish vehicle, with a potent engine and manufacturer acknowledgment. We foresee the beginning price to grow about $44.000.

[carphotogallery]

2019 Kia Stinger Review; Price, Interior, Engine Specs

2019 Kia Stinger, The Korean rival of the Audi A5 Sportback expands its range and accommodates a 4-cylinder petrol 255 HP. Discover the price and the technical sheet of the new Stinger 2.0 Turbo.

Recently rewarded by our jury of the Argus 2018 trophies, the 2019 Kia Stinger offered up to then a short range, with two engines only: 2.2 Diesel 200 hp available from 44 400 €, or V6 3.3 bi-turbo…

[crarsports]

27 Precautions You Must Take Before Attending Starting Range Of Audi Cars | starting range of audi cars

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Latest Luxury Cars Price List India | Mercedes-Benz | BMW | Audi – starting range of audi cars | starting range of audi cars

Lexus ES Price in India, Images, Mileage, Features, Reviews – Lexus Cars – starting range of audi cars | starting range of audi cars

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New Audi Cars in India – 27 Audi Model Prices – DriveSpark – starting range of audi cars | starting range of audi cars

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2020 Audi A5 Sportback Price, Specs and Design Review

2020 Audi A5 Sportback Price, Specs and Design Review

2020 Audi A5 Sportback Price, Specs and Design Review– Audi won’t very affirm that this new A5 Sportback is concerning the United States market. Nevertheless rely on account of our company, this will. When it does, it will unquestionably continue the job started because of the grander A7: redeeming the car in the eyes of Americans. That’s why our industry experts backed the tire from the sleek…

[robertkstone]

Hottest Motor Trend Stories of 2017

From a sleek electric car to an insane muscle car with more than 800 horsepower, your MotorTrend.com favorites over the course of 2017 are all over the automotive map. A surprisingly good rear-drive Korean four-door also captivated your attention this year, as did a major update on a very large SUV that’s needed a redesign for a long time.

How many of these stories have you read? Revisit them below.

Read about popular stories from 2016 here

10. 2018 Toyota Camry Prototype Drive Review: Tectonic Shift

The 2018 Camry didn’t win its two comparisons against the also-new 2018 Honda Accord, but the Toyota still represents a huge shift from the automaker that was building bland family sedans by the hundred thousand just a few years ago. The latest version of the best-seller intrigued us enough that we created a Motor Trend exclusive package of stories on the 2018 Camry’s development.

As vehicle performance leader Yoichi Mizuno said to us: “After seven generations of Camry, our biggest challenge was to forget. This one isn’t a Camry. It’s a new car.”

9. Kia Stinger GT First Look

This has been a good year for sport-sedan fans. During 2017, we named the Alfa Romeo Giulia the 2018 Motor Trend Car of the Year, and back in January, the Kia Stinger GT made its Detroit auto show debut. The Stinger is a rear- and all-wheel-drive hatchback that initially claimed to be a threat to more expensive cars including the Audi A5 Sportback and BMW 4 Series Gran Coupe—if you’re OK not owning a car with the status of a respected luxury brand.

“Since the Stinger’s debut,” we wrote about the Stinger after driving it at 2018 Car of the Year where it was a finalist, “Kia has been pretty mouthy about how its four-door coupe would lay wurst to the brats from Audi and BMW. Does it live up the hype? Oh ja.”

8. Future Cars! 2018 and Beyond

This year’s look into the future of the automotive industry proved to be a hit. And that’s not surprising for an article that previews everything from the upcoming Ford Ranger to the fully electric Jaguar I-Pace. Read about how Jaguar recently took us for a quick ride in the I-Pace right here.

7. 2018 Volvo XC60 First Look: Not a Baby XC90

After the XC90 became the 2016 Motor Trend SUV of the Year, Volvo has been trying to build lots of momentum with its crossovers. Earlier this year, we saw—and later drove—the smaller XC60. Like the XC90, the U.S.-spec XC60 will be available with three engines including a powerful plug-in hybrid. More recently, Volvo has added the XC40 to its lineup. When the aging S60 sedan and V60 wagon aren’t for you, the XC40 is another option for those who want a Volvo with a starting price under $40,000.

6. 2018 Ford Expedition First Look: Bigger But Lighter

Finally! At last, the Ford Expedition gets a comprehensive update, with improvements all around. The Expedition made its debut in February and looked to be a bigger threat to the popular Chevrolet Tahoe and Suburban. And once we drove the Ford, we were impressed. Read our 2018 Expedition First Drive right here.

5. 2018 Dodge Challenger SRT Demon First Look: 840 hp, 770 lb-ft bat out of hell

Dodge has continued to win the hearts of enthusiasts everywhere by driving right past common sense and beyond the 707-hp Hellcat version of the Challenger to the Demon’s 808 hp and 717 lb-ft of torque of drag-strip-ready craziness. Those figures are with 91-octane gas, but if you fill up the 2018 Dodge Challenger SRT Demon with 100-plus octane race fuel, the Demon offers 840 hp and 770 lb-ft of tire-shredding “because we can” capabilities.

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