#2021 Audi RS Q8 Specs

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2021 Audi RS Q8 SUVS, Redesign, Price, and Specs

2021 Audi RS Q8 SUVS, Redesign, Price, and Specs

2021 Audi RS Q8 SUVS, Redesign, Price, and Specs. Coupe crossovers became very popular in the past several years and the company’s from Ingolstadt follows this trend too. We recently saw a completely new model caller Q8 By the model’s designation, you can easily presume that it is heavily based on the more familiar Q7, which represents this company in the segment of mid-size luxury crossovers for…

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2021 Audi RS Q8 provides supercar thrills for the whole family

New Post has been published on https://appradab.com/2021-audi-rs-q8-provides-supercar-thrills-for-the-whole-family/

2021 Audi RS Q8 provides supercar thrills for the whole family

High-performance SUVs with coupe-like rooflines are definitely a fully fledged class of their own, with the BMW X6 M Competition, Mercedes-AMG GLE63 and Porsche Cayenne Turbo available today. All boast a dash of additional style over traditionally shaped SUVs, not to mention heaps of power and punched-up handling capabilities. The newcomer in this class is the Audi RS Q8, a performance CUV so well-honed it now holds the production SUV lap record of 7 minutes and 42.2 seconds around Germany’s Nürburgring. 

Like

Big performance and daily comfort

Sleek looks inside and out

Excellent cabin tech

Don’t Like

Lacks drama

Light steering

Can get real pricey fast

Lower-key performer

What does the Audi’s Nürburgring lap record mean? To car dorks it means bragging rights. For everyone else, not much. But this basic tale of the tape is something people of all automotive knowledge bases will likely understand. The heart and soul of this achievement is the RS Q8’s engine: a 4.0-liter twin-turbocharged V8 shoving out 591 horsepower and 590 pound-feet of torque with the latter having your back from 2,200 to 4,500 rpm. 

Channeling power to all of the RS Q8’s wheels is an eight-speed automatic transmission, allowing this SUV to reach 60 mph in just 3.7 seconds, on its way to a top speed of 190 mph. (Note: This top speed is only unlocked if you spring for the upgraded carbon ceramic brakes.) All things considered, those are bonkers stats. But you know what? The BMW, Mercedes and Porsche all replicate that 0-to-60-mph time.

2021 Audi RS Q8 review: Fast, fashionable and practical

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In the real world, the Audi’s drivetrain surprisingly doesn’t behave like an angry, hyperactive brute. From a dig, the RS Q8 doesn’t launch with crazy gusto. Instead, it smoothly gets out of the hole, pulls strong to the engine’s 6,750-rpm redline and rattles off seamless, well-timed gear changes. If you aren’t paying close attention, it’s easy to get well past posted speed limits on surface streets, thanks to the progressive throttle tuning and low gurgle from the exhaust. You get civilized aggression from the powertrain. The RS Q8 is never loud, shouty or harsh when going about its business, though I wish it were a bit more raw and loud in Dynamic mode.

Continuing the smooth theme, technological bits like a 48-volt mild-hybrid system and cylinder deactivation go unnoticed. There’s no wonkiness in the brake pedal and you’d be hard pressed to tell when the V8 is running on some or all of its cylinders. Those efforts contribute to EPA-estimated 13 mpg city and 19 mpg highway ratings, putting the RS Q8 on par with the rest of its competitive set. I observed 13.1 mpg during a week of testing.

Dialed-up dynamics

From a performance standpoint, the RS Q8’s handling chops are its most impressive attribute. To help this 5,490-pounder hustler harder it’s got a rear-biased all-wheel-drive system, torque-vectoring rear differential, air suspension, all-wheel steering, active anti-roll bars and upgraded 23-inch Y-spoke wheels with 295/35 series tires (22-inchers come standard).

A higher handling IQ comes courtesy in part from some massive 23-inch Continental tires.

Jon Wong/Roadshow

Put the Audi Drive Select system into its Dynamic setting and the RS Q8 hunkers down and hangs on tight around cloverleaf on-ramps. Credit the tires’ big ol’ contact patches and all the performance features’ technological wizardry for all the grip and composure this crossover exhibits when driven hard. Getting the RS Q8 sloppy on the street requires caning it way harder than you responsibly should. 

Instilling even more confidence behind the wheel are the aforementioned carbon ceramic brakes. The $9,000 option means there are 10-piston calipers clamping down on monstrous 17.3-inch rotors up front and still-darn-big 14.6-inch rotors with single-piston calipers around back. Like everything else, pressing down on the left pedal doesn’t yield crazy initial bite, allowing for smooth brake applications. A little more pressure unlocks the big stopping muscle when you want to go deeper into brake zones or perform panic stops.

In normal Audi fashion, lightly weighted steering is a sticking point in Dynamic. I prefer having a touch more heft in the wheel, but I have no complaints about the steering’s responses. That’s not to say there aren’t times when the light steering is beneficial — when you put the car in Comfort mode for normal commuting, for example. Speaking of commuting, the RS Q8 does fine here, with the adaptive dampers taking the edge off all but the biggest roadway hazards. In addition to the great grip they provide, the big Continental tires deserve kudos for their lack of noise rolling down the road. 

Weightier steering feel for the RS Q8 is on the wish list.

Jon Wong/Roadshow

RS style and tech

This RS Q8 painted Daytona Grey Pearl with its extra optional styling goodies is certainly a looker. The changes to the RS over standard Q8 models aren’t super drastic, with more aggressive bumpers, honeycomb grille inserts, oval exhaust tips and slicker wheels. Add in a generous carbon fiber diet on the front lip, grille surround, mirror caps, tailgate trim and rear bumper valance, and blacked-out details sprinkled about give the RS Q8 a low-key, but still sinister vibe.

Head inside the RS Q8 and the design is simplistic with lots of straight lines. The front seats offer lots of support to hold riders in place with RS honeycomb accent stitching on the inserts. These chairs offer a massage function with seven different kneading patterns that I love.

Build quality in this Audi is first-rate with lots of high-end materials placed throughout the cabin, like Alcantara on the headliner and door panels, matte carbon fiber dash trim and leather-wrapped and stitched surfaces for most of the big panels. If you’re worried about the faster roofline cutting into second-row headroom, don’t be, because there’s still sufficient space for normal adults. Cargo room also isn’t too shabby with a healthy 30.5 cubic feet on offer that grows to 60.7 cubic feet with the back seats folded.

A simple design and fantastic build quality highlight the RS Q8’s interior.

Jon Wong/Roadshow

Taking care of infotainment in the RS Q8 is Audi’s MMI Touch Response system that is simply stellar. The dual-touchscreen setup has an 8.6-inch display on the bottom for climate function controls and a 10.1-inch display up top for things like the rockin’ 17-speaker Bang & Olufsen audio setup, navigation with Google Maps imagery, phone functions and a Wi-Fi hotspot. It’s all intuitive to work through, offering quick responses to inputs and haptic feedback to let you know a command has been entered. The clean center console layout is void of many hard controls, but it does retain a traditional volume knob, which is a very good thing.

On the driver-assist technology front, all RS Q8s get standard forward-collision warning with automatic emergency braking, blind-spot monitoring, rear-cross traffic alert, a 360-degree camera and auto high beams. A $1,750 Driver Assistance Package adds a few more tricks to this Audi’s arsenal like a great adaptive cruise control system, lane-keep assist, traffic sign recognition and a head-up display. 

The MMI Touch Response system is a Roadshow favorite.

Jon Wong/Roadshow

How I’d spec it

This test car is a well-kitted-out RS Q8. It’s got the aforementioned $9,000 carbon ceramic brakes, $4,500 carbon fiber exterior bits, $2,950 black outside trim and bigger wheels, $1,750 Driver Assistance Package, $595 paint job and $4,800 worth of interior extras. On top of all that, it also has a $750 Towing Package enabling it to pull 7,700 pounds. Add in a $1,095 destination charge and you get the not-so-unsubstantial $140,590 as-tested price of this car.

For my ideal spec, I’d spring for the $595 Daytona Gray paint job and the $3,250 Black Optic Package. On the inside I need the massaging seats that are part of the $3,150 Luxury package that also requires you to equip the $2,000 Executive Package that gets me soft-close doors, the head-up display and acoustic glass. This pushes my Audi to a cool $124,590, which is expensive, but certainly more palatable.

The 2021 Audi RS Q8 starts at $115,595, including $1,095 for destination.

Jon Wong/Roadshow

Radical family wagon

Of the swoopy midsize performance SUVs available today, the Audi RS Q8 is a standout in several categories. I think exterior styling trumps the BMW X6 M, Mercedes-AMG GLE63 Coupe and the Porsche Cayenne Coupe. The Audi also gets my vote for cabin design and technology over the BMW, Mercedes and Porsche. It isn’t, however, my winner in the performance column; the Cayenne Turbo Coupe is a bit more involving from behind the wheel.

In the end, though, the RS Q8 my top pick. It’s a head-turner with a great cabin, best-in-class tech and offers all the space and comfort a family should reasonably need. That’s enough to outweigh the less emotional drive experience, considering this car’s main goal is to be daily-driven. But really, none of these performance SUV-coupes are bad, all offering sub-4-second 0-to-60-mph times and physics-defying handling. Pick the one you like best, and if it isn’t the Audi, I’ll be here to remind you that yours doesn’t hold the Nürburgring record.

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2021 Audi Q8 RS Review, Pricing, and Specs - Car and Driver more detail ...

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New Post has been published on https://www.vividracing.com/blog/abt-sportsline-power-upgrade-and-exhaust-system-for-2021-audi-rs-q8/

ABT Sportsline Power Upgrade and Exhaust System for 2021 Audi RS Q8

The all-new Audi RS Q8 is the German marque’s first RS-spec SUV in America. Merging the lines between “beast” and “beauty”, the RS Q8 is the fastest production SUV to lap the Nurburgring with an official time of 7 minutes and 42.2 seconds. The RS stands for Renn Sport, or racing. It combines the everyday utility of an SUV with the vivacious performance of an RS and the stunning silhouette of the Audi brand.

And despite its 5,490-pound curb weight, the Audi RS Q8 is no sluggish SUV. It’s a fast and agile sports car with Audi’s Quattro all-wheel-drive system with adaptive air suspension and dynamic all-wheel steering. This SUV is powered by a 4.0-liter TFSI twin-turbocharged V8 engine mated to an eight-speed automatic transmission. That pairing delivers a whopping 591 horsepower and 590 pound-feet of torque. But that did not stop ABT Sportsline from making the Audi RS Q8 even faster!

Click Here To View ABT Sportsline Catalog

ABT has just announced the release of its Power Upgrade Kit for the 2021+ Audi RS Q8. ABT Power Software is used in an additional engine control unit called the ABT Engine Control (AEC). The ABT Engine Control (AEC) increases the performance of the SUV up to 690 horsepower and 649 pound-feet of torque. That’s an increase of 100 ponies and 60 pound-feet respectively. Using extensive testing on public roads and the dynamometer, TUV certification, and numerous engine protection measures, ABT went above and beyond to guarantee reliability and everyday usability with its power upgrade. The kit consists of an ABT ECU, wiring harness, and mounting brackets. 

Note: Power increase based on 93 octane fuel (AKI). 91 octane fuel (AKI) can be used, but the power increase will be less. VIN must be provided when ordering.

Learn More and Get the ABT Power Upgrade for the Audi RS Q8 Here. 

ABT Sportsline is also pleased to introduce its new Exhaust Package for the 2021+ Audi RS Q8. This package consists of a stainless steel middle muffler and rear muffler, plus carbon fiber double exhaust bezels (2 x 4inch / 102 mm) and glossy black valance inserts. This valve-controlled system not only looks great and performs well, but sounds the part too! 

Note: This product is for Racing Competition only and is not legal for use in highway or street vehicles or other non-racing competition off-road vehicles.

Learn More and Get the ABT Exhaust Package for the Audi RS Q8 Here. 

If you have any questions about ABT Sportsline or its products, please contact us. You can reach us by phone at 1-480-966-3040 or via email at sales@vividracing.com.

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2021 Audi RS Q8 First Drive: Horses for Courses

This seemed like one of those stories I would crank out on the plane back from Tenerife, where Audi was launching its new RS Q8 high-performance SUV: Audi shares the MLB platform with the extant Lamborghini Urus, slaps on some blocky sheet metal and adds a Bauhaus-meets-Apple interior to differentiate, and boom, enter the Audi-ized Lambo. Platform engineering job done.

Problem: The 2021 Audi RS Q8 drives nothing like a Lamborghini Urus, which was a strong contender in our 2019 Best Driver’s Car. In fact, I would defy you to find anything about the Audi’s driving manners, engine note, shift patterns, steering and braking, interior layout, and obviously its design and styling that would conjure thoughts of its Italian affiliate.

Does it drive better than an Urus? I guess that depends on the type of driver you are, and the depth of your pocketbook, as the Lambo is upward of $100k more than Ingolstadt’s edition.

Oh, sure, the Audi R&D team confesses that during development of the RS Q8, they Skyped and Zoomed and Slacked with their Lamborghini compatriots. You have to, when you are sharing a platform and borrowing parts. But in the annals of VW Group platform sharing, this might be a best example yet of product differentiation.

In fact, the RS Q8 seems to have more familiarity with Audi’s RS 6 wagon than the Urus. It’s same sausage, different shapes in this corner of the Audi delicatessen.

“We wanted the RS Q8 to have the outstanding performance of a supercar plus everyday usability,” said Michael Barma, Audi technical project manager. “Sure, there’s some overlap (with Lamborghini), but we went in a different direction.”

The powertrain and suspension are uniquely RS spec. Some things you have to keep hidden from your Italian cousins, after all. Besides, Audi isn’t out to beat Lamborghini, after all. It wants to throttle the BMW X6M and Mercedes-AMG GLE 63.

Can the Audi match the Urus’ 3.0-second 0-to-60? Likely not, even with the optional Pirelli P Zeros coming next summer. Audi suggests a 3.8-second dash to 62 mph (100 kph) is routine, so in upcoming MotorTrend testing you could expect perhaps a 3.5-second rip to 60. Does that mean that RS Q8 is slower than the Lambo? Uh, no.

A few months back , the Audi Sport unit ran the RS Q8 to a 7:42.253 SUV-record lap of the Nürburgring Nordschleife with racer/tester Frank Stippler at the wheel. Consider this SUV as fast as a Ferrari 458 or Porsche 997.

(A side note: While Germans aren’t known for bragging, Stippler stated he could have shaved another four or five seconds off his time if not for intermittent ground fog and patchy wet spots on the German track from earlier rain. Stippler also had dashed from a qualifying session at Hockenheim to put in his fast lap at Nürburgring, so he was a bit…distracted. So, before anyone’s SUV takes a shot at the record, your target should be more in the 7:38 range, or else Audi will be back to reclaim the title.)

And all this with an engine that is (relatively speaking) down on power compared to the Lambo. While the Urus’ 4.0-liter V-8 makes 641 hp, the Audi two twin-scroll turbocharger version makes a more modest 590 hp. Not that any ordinary American driver will notice.

Of course, it depends on what kind of racetrack you are testing at. Barma notes that the Urus will perform better on a flatter, more F1-style track, whereas the RS Q8 performs better on rolling, climbing tracks.

What about Jonny Lieberman’s assertion that the RS 6 is a better driver than the RS Q8?

“The RS 6 is sportier, with a more performance base, and a lower center of gravity,” Barma admits, noting the RS 6 carries 200 kilograms (440 pounds) less weight. Guess that’s one point for the wagon, until you need to haul a lot of stuff. I mean, there are practical concerns when buying a racetrack-ready SUV, and the RS Q8 has 30.5 cubic feet of hatch storage, and 60.7 cubes if the second-row seats are down. Track talk aside, usability is key too.

Audi and Lamborghini also took far different directions in design. Think R8 vs Huracan, but with SUVs, said Audi project manager Markus Eberle. The Urus is a brutal, lithe wedge—a raised supercar—whereas the RS Q8 carries a blockier linebacker stance that indicates this was always meant to come from a donor SUV.

Part of that muscularity comes from carrying 10 mm (0.4 in) more width at the front wheels and 5mm (0.2 in) at the back compared to a standard Q8. Some folks wanted the RS Q8 to go wider still, but Barma notes the base Q8 is already pretty hefty. Those added mere millimeters of width means he gets nervous driving in the left lane of an Autobahn construction zone.

In the arms race of creating the most massive grille possible, the RS Q8 not only has a gaping maw but also features massive air intakes. It makes an intimidating impression in the rear-view mirror, but until you see the honeycomb detailing, it just looks like a giant black hole at the front of the car.

The other arms race—wheel size—continues apace. Remember the good ol’ days when folks thought 20-inch wheels were extreme? Well, the base tire here is a Hankook 22-incher, which, with a 295/40 profile, are the largest tires ever to be factory-installed on an Audi production model.

And yet, there’s also a choice of optional 23-inchers from Hankook or Continental that then comes with carbon ceramic brakes instead of the base steel binders (the CCBs also save 75 pounds of total unsprung mass). Getting the 23s and the Dynamic Package Plus will allow for unleashing the governed top speed from 155 mph up to 190 mph. On top of that, there will be optional Pirelli P Zero 23-inchers meant for dry-pavement days. “Just regular P Zeroes. Not Corsas. Not Trofeos,” Barma said.

But as part of Volkswagen Group still recovering from Dieselgate, Audi needs to impart some green messaging, even to this insane performance SUV. So, it installed a 48-volt mild-hybrid system that can recoup 12 kW in the trunk battery pack. What’s more, the V-8 engine comes with cylinder deactivation and can even coast, powerless, at speeds from 30 up to 100 mph. Overall, in the combined cycle, Audi estimates 19.4 mpg for this track-ready beast. Impressive.

Getting that power to the pavement is an eight-speed Tiptronic torque-converter automatic mated to the all-wheel drive system that normally splits power 40/60 front-to-rear, but can swing it anywhere between 70/30 and 20/80. “Any more than that, with this sort of power, could damage the driveshaft, Stippler said.” Hence, 100 percent rear-drive is not possible.

Now to the chassis. All RS Q8s come with an adaptive air suspension with higher damping forces than what is offered with the steel springs, and up to 3.5 inches of ride-height variability for the day you get a wild hair to take the beast off-pavement.

It also offers standard four-wheel steering, with the rear wheels offering an astounding 5 degrees of variation off the rear axle. An electromechanical roll bar (part of the Dynamics package) provides active roll stabilization, which you’ll feel as soon as you take your first corner at speed: There’s no lurch of weight transfer, no body lean. You’re just carving the radius, the chassis hugging the tarmac flat (good thing for bolstered seats). If not for the RS Q8’s hefty 5,300 pounds of weight as a reminder, you would find yourself forgetting that you are driving a crossover.

Unsure how you feel when leaving your driveway? There are eight driving mode programs—comfort, automatic, dynamic, allroad, off-road, efficiency, as well as two programmable “RS” settings activated from a steering wheel button (the fiercer setting can negate the ESC Sport mode).

Wait? There are allroad and off-road settings? Yes, while they have the same ride height (lifted by 40mm (1.6 in), and can be manually lifted higher), they carry different throttle characteristics, and the off-road mapping adds downhill-speed-assist and optimizes stability, traction, and braking for poor surfaces.

As for regular-old comfort (and efficiency) mode, yes, the electronic chassis and air suspension take most of the jolts out of poorly paved roads, but there’s no mistaking that you are still driving a performance vehicle. Sure, in those modes, tromping the throttle carries a slightly delayed reaction. No worries: Every step up from there ramps up the responsiveness appropriately, as well as the impact severity, though not to molar-rattling levels. It also increases steering responsiveness and the growl from under the hood.

An optional Quattro sport differential splits the torque between the rear wheels and has dialed in “a hint of oversteer” Barma said. Most normal folks won’t ever reach its full capability, but a stint riding shotgun with Stippler — the epitome of slender racer cool — displays the vehicle’s capability, especially on corner-exit.

Regardless of wheel size, all RS Q8s come with active roll stabilization, sport differential, all wheel steering, RS air suspension, and a panoramic sunroof

Inside, the Audi virtual cockpit has the latest version, where the speed and rpm can be relegated to mere numbers pushed to the corner — no sweep dials to encroach on the massive navigational map across the instrument panel. If you’ve seen the A6 or A8, there are no surprises. Just a gorgeous digital panorama in the driver’s immediate field of vision and down the center stack.

For maximum race effect, the seats have integrated headrests and strong side bolstering (with a choice of Nappa leather and Alcantara, or Valcona leather). But because an owner’s race is not at Laguna Seca but to Laguna Beach, the seats also feature multiple massage functions.

As in the Q8, there are acres or rear-seat room for three, enabling a driveway-to-Montessori run that won’t then make you late for work. Once you’re no longer held captive by your kids demanding “Wheels on the Bus,” and can choose your preferred audio tracks emanating from the Bang & Olufsen 1,920-watt, 23-speaker system, you’ll hear its 3-D sound from a new perspective. We all think we’ve memorized every detail of “Sultans of Swing” by Dire Straits, right? This B&O stereo changes everything your hear in terms of crispness, precision, range, and power. It’s like having a recording studio right there in your car.

Optional appearance packages include carbon fiber, gloss black, or aluminum exterior trim, while the interior can be graced with Alcantara. There are other personalization packs as well, that the Quattro division is more than happy to apply…for a price.

Speaking of price, The RS Q8 will arrive at European dealerships in early 2020, starting at 127,000 euros (the equivalent of $140,000, give or take). American buyers will have to wait until into late spring or early summer before its arrival here, and U.S. pricing has not been disclosed.

2021 Audi RS Q8 BASE PRICE $130,000 (estimated) VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 4.0L/591-hp/590-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 8-speed auto CURB WEIGHT 5,300 lb (mfr) WHEELBASE 118.0 in LENGTH X WIDTH X HEIGHT 197.3 x 86.2 x 67.2 in 0-62 MPH 3.8 sec (mfr) EPA CITY/HWY/COMB FUEL ECON Not yet rated ON SALE IN U.S. Late spring 2020

The post 2021 Audi RS Q8 First Drive: Horses for Courses appeared first on MotorTrend.

https://www.motortrend.com/cars/audi/q8/2021/2021-audi-rs-q8-first-drive-review/ visto antes em https://www.motortrend.com

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2019 LA Auto Show: Six Star Cars

With the 2019 LA Auto Show just a week away, now’s the perfect time to take a quick look at some of the new models set to be unveiled in the LA Convention Center. Below we’ve listed a half-dozen of our favorites, plus be sure to visit the CarGurus Facebook page and CarGurus YouTube channel during the LA Show press days on November 20th and 21st for updates.

Without further ado, here are six cars that have already piqued our interest.

Ford Mustang Mach-E

Two things tell you all you need to know about the faith Ford has in its all-new and all-electric SUV. First, there’s the name—because you don’t call something a Mustang without also inviting intense scrutiny about its heritage, positioning, and performance. Mustang it is, though, albeit with an added “Mach-E” for good measure.

Second is the fact that Ford’s opening press surrounding the car hasn’t detailed its drivetrain or performance, but simply informed customers that it’ll be taking pre-orders (via a deposit) the moment the official unveil ends on November 18. Now that’s confidence.

Among the options for those pre-ordering a car will be to go for a lavish First Edition model, although Ford stresses that “timing will be critical” for anybody looking to secure a vehicle in this spec. Whatever Mustang Mach-E takes your fancy, it’s hard not to think that with the right styling and performance, this could be one of the hottest cars to go on sale in 2020.

Audi RS Q8

It is unlikely anybody could come away from a drive in Audi’s Q8 and think that what it really needs is more power. However, the imminent arrival of the RS Q8 will provide precisely that, courtesy of Audi Sport’s twin-turbocharged 4.0-liter V8. With what is likely to be around 600 hp and 590 lb-ft of torque, the RS Q8 is expected to get from 0-62 mph in just 3.8 seconds and has already lapped the Nürburgring Nordschleife in 7:42:2. That—because we know you’re wondering—is a record for a production SUV.

The RS Q8 will be joined in LA by Audi’s latest RS 6 Avant, which is making its debut on US soil along with its five-door coupe sibling, the RS 7. Powered by the same V8 as the RS Q8, the RS 6 can get from 0-62 mph in just 3.6 seconds. Having never been offered in the US before, it’ll be interesting to see if Audi’s muscular estate is as well-received here as it has been with European buyers.

Porsche 911 Manual

The debut of an old-fashioned manual transmission in a car that’s already been for sale for almost a year would not be normally deemed newsworthy. But when the car in question is a Porsche 911, things are a little different. To a non-car person the surprise would grow further upon learning that by gaining a manual, the latest 992-generation 911 becomes slower rather than faster; for that, thank the fact that Porsche’s dual-clutch automatics now change gear so quickly it’s simply not possible to match them when you throw human limbs into the equation. As a guide, Porsche is quoting a 0-60 time of around 4.0 seconds for the 992 Carrera S manual versus 3.3 for the PDK automatic.

However, speed is not everything in a performance car. What some buyers also crave is the tactile interaction that a manual offers, whether it’s the weighty feel of the clutch pedal, the precise throw of the shifter, or the joy of a perfectly executed heel-toe downshift. And these are precisely the people Porsche is targeting with the installation of its 7-speed manual in the Carrera S and Carrera 4S versions of the 992. Rumour is these cars—and that gearbox—will be on the stand in LA. Watch this space.

Bollinger B1 and B2

Slab-sided and right-angle rich, Bollinger’s built-in-Detroit, all-electric, all-aluminum, all-black LA Auto Show debuts look less sleek than any other vehicles expected to hit the show floor. The B1 “sport utility truck” promises all-wheel drive, 10 inches of wheel travel, 15 inches of ground clearance, and a 200-mile range despite its 5,000-pound curb weight. With 614 horsepower, 668 pound-feet of torque, and a list of removable parts and off-roading angles reminiscent of the Jeep Wrangler’s, we can’t help but be intrigued.

The longer B2 electric pickup truck shares the B1’s powertrain, weight, range, and most of its removable parts, not to mention its full-length central pass-through, which in the B2’s case will accommodate cargo up to 16 feet long. Each of these trucks features air conditioning and 10 110-volt outlets (we can’t help but wonder how those will impact range). At $125,000 each, these vehicles aren’t intended for the masses, which is probably fine for now, as Bollinger hasn’t found a production partner yet.

MINI Cooper John Cooper Works GP and SE

Featuring enough airflow-managing scoops and bulges to shame Ford’s buttressed GT in addition to a huge rear wing/spoiler, the third-generation MINI John Cooper Works GP aims to whet appetites for a limited-edition 3,000-unit high-performance 2020 model. The GP concept and its 301-horsepower turbocharged 2.0-liter 4-cylinder recently lapped the Nürburgring Nordschleife in under 8 minutes, making it the fastest MINI model ever produced. It should reach US showrooms in mid-2020 at a price of $45,750, including an $850 destination fee.

MINI’s stand will also feature the new MINI Cooper SE, an all-new EV based on the MINI Hardtop 2-door launched in 2014. The SE’s electric motor supplies 181 horsepower and 199 lb-ft to the front wheels, getting the car from 0 to 60 in 6.9 seconds on the way to a top speed of 93 mph. A full charge will be possible in as little as 4 hours at home, and charging to 80% can happen as quickly as 35 minutes at a public charging station. The SE should reach dealers in March 2020 at an MSRP of $30,750, including a similar $850 destination fee.

Volkswagen ID. Space Vizzion Concept

Volkswagen’s fleet of ID. concept cars will welcome its seventh member at the Petersen Auto Museum November 19th with the world debut of the ID. Space Vizzion crossover concept. VW describes this new vehicle as combining the aerodynamics of a gran turismo with the spaciousness of an SUV in a zero-emissions car with a range of up to 300 miles.

Looking like a very long, low, streamlined station wagon, the ID. Space Vizzion, unlike the earlier ID. Vizzion, features a steering wheel and a very large but horizontal digital control panel on the dashboard. Using sustainable interior materials, the cabin features AppleSkin, a vegan alternative to leather that’s made with leftovers from apple-juice production. Volkswagen plans to release a production version in late 2021, with different versions available in North America, Europe, and China.

For more car news, check out these articles:

More Shoppers Consider Owning EVs, CarGurus Survey Finds

CarGurus’ 2018 Top LA Auto Show Cars for Every Lifestyle

Go Green with These Top-Searched EVs

The post 2019 LA Auto Show: Six Star Cars appeared first on The CarGurus Blog.

from The CarGurus Blog https://blog.cargurus.com/2019/11/15/2019-la-auto-show-six-star-cars via Car Gurus from Blogger http://jeffrey2garner.blogspot.com/2019/11/2019-la-auto-show-six-star-cars.html via IFTTT

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2021 Audi Q8 RS Review, Release Date, Price, and Specs

2021 Audi Q8 RS Review, Release Date, Price, and Specs. The all-new 2021 Audi Q8 RS is seen as the top model in the company’s Q lineup. It comes with a sporty and very attractive appearance. Its power output is simply astonishing. Interestingly, but Q8 RS delivers the same amount of power as Lamborghini Urus, up to 600 horses. Many fans were disappointed with the Q8 concept, once it arrived.

The…

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2021 Audi RS6 Avant review: Swiss Army Wagon

New Post has been published on https://appradab.com/2021-audi-rs6-avant-review-swiss-army-wagon-2/

2021 Audi RS6 Avant review: Swiss Army Wagon

That’s one mean soccer-match machine.

Andrew Krok/Roadshow

Having a friend who owns a station wagon is like having a friend who’s a vegan or who owns a rescue dog: You’re never going to hear the end of it. The era of crossovers has given these low-slug longroofs new life among a small but vocal subset of automotive fans who want you to wake up and realize that not everybody needs a sun-blotting SUV. The 2021 Audi RS6 Avant is treated like a demigod in this circle, and for good reason: It combines ample storage and enough torque to affect plate tectonics in a package that makes for one of the most compelling daily drivers for sale today.

Like

Killer looks

Balls-out performance

Storage galore

Don’t Like

Big wheels = stiff-ish ride

Requires money to purchase

There’s no mistaking the RS6 Avant for anything else. The body is low and long, really hammering home that battleship metaphor thanks to the no-cost Nardo Grey paint color and the $6,350(!) Carbon Optic package that replaces all hints of exterior chrome trim with carbon fiber. This pack also adds 22-inch alloy wheels that fill the wheel wells amply. Combine that with some impressively fat rear fenders and you’ve got a wagon that out-sinisters even its closest rival, the Mercedes-AMG E63 S. I’m not a fan of the protruding rear diffuser, but that gripe extends beyond the wagon to its hatchback sibling, the RS7, as well.

Where there’s bark, there’s… more bark. Slipping down into the RS6 Avant’s standard sport seats, I push the start button on the center console and half the neighborhood is smacked in the face with a bass-heavy roar of a cold start, thanks in part to my tester’s $1,000 sport exhaust upgrade. Even though the body looks glued to terra firma, there’s just enough ride height here to escape a scrape from my steep driveway as the exhaust announces my departure with enthusiasm, despite the twin-turbocharged V8 never spinning over 2,500 rpm. Whether the pipes stay in their standard mode or are opened up a tad in more aggressive profiles, there’s never a lack of noise emanating from under the cargo area. It’s great.

The RS6 Avant’s standard multimode air suspension is impressive in its ability to change the car’s character. At its most compliant, the RS6 should keep the whole family comfortable, and I wager that the stock 21-inch wheels do an even better job here — the 22s and their 285/30-profile Pirelli P-Zero summer tires make for a ride that’s on the stiff side, although not punishingly so. Throw the car into Dynamic mode, though, and the solidity increases, all but eliminating body roll and giving the RS6 a surprising amount of agility for a car this size. 

Turbocharged V6s might get a lot of attention nowadays, but the V8 ain’t done yet. Packing 591 horsepower and 590 pound-feet of torque in the RS6 Avant, this eight-pot produces forward motion like an EDM concert in the forest provides good vibes. Let the eight-speed automatic transmission quickly kick its way down to the appropriate gear (best done on its own, even though shift paddles are standard) and the car will dart toward the horizon, bouncing its perennially thunderous exhaust note off every flat surface in earshot. There isn’t much in the way of overrun between shifts or while decelerating, but that’s fine, you can’t win ’em all.

It’s clear that the RS6 Avant would be best utilized on a German autobahn, pushing the speedometer needle into the region of silly numbers while returning a sufficiently smooth ride. On tight, curvy forest roads, this wagon almost feels like too much car. It’s almost as wide as a single lane. It wants to accelerate until it runs out of gas. It’s this kind of hard-to-wrangle attitude that gives this RS-badged vehicle some of the character that feels lacking in the automaker’s other performance models, which feel so thoroughly sanitized that you wonder if those cars weren’t built by robots, for robots.

Don’t act surprised when I say the RS6 Avant is one thirsty wagon, with the EPA estimating just 15 miles per gallon city and 22 mpg highway — the same as the less capacious RS7. While the V8 can deactivate half its cylinders under light loads, which can push instantaneous mileage to the 30-mpg mark, I find my highway economy only slightly higher than what the feds can muster, with my city economy falling closer to about 12 mpg.

Audi‘s interiors are pretty corporate, so if you’re familiar with one of the newer ones, odds are you’ve got a good lay of the land for the whole lineup. My tester sports $500 carbon fiber inlays with a matte finish and actual texture, which is a nice departure from the ultra-glossy SEMA crap. A $2,500 Executive Package puts soft Nappa leather just about everywhere, from the dashboard topper to the center console trim. The whole shebang coalesces nicely, feeling quite expensive while still maintaining a racy appearance. There’s ample lateral support in the front and rear seats, and the red deviated stitching adds some extra character.

Put that matte carbon fiber on everything, Audi, and never look back. High-gloss finishes are… not exactly en vogue.

Andrew Krok/Roadshow

Both rows offer up tons of space and visibility, and the cargo area’s 30 cubic feet of storage space trumps the RS7‘s 24.6 cubes while nearly tying the two-row Q8 SUV. See? You can have your cake and eat it while simultaneously transporting several other cakes with room to spare.

Audi loves itself some screens, and thankfully, those screens are easy to love. The company’s MMI infotainment system lives inside the 10.1-inch touchscreen on the dashboard, and while it might take some time to get used to the effort required to click each tile, the tech is responsive and easy on the eyes. A 4G LTE Wi-Fi hotspot is included, as are Apple CarPlay and Android Auto. Two USB-C ports hang out under the center console armrest, in addition to a wireless device charger that uses the wagon’s own antenna to boost a phone’s signal. Just below the main screen is an 8.6-inch display that covers climate control and seat settings — again, finger presses require some weight, but the haptic feedback feels nice with every push.

The gauge cluster is a screen, too. Audi’s Virtual Cockpit puts just about every usable piece of information in front of my face, and I can change parts of the screen to display even more, whether it’s a Google Earth-style map or the current power and torque outputs from the engine, with some RS-specific designs for the tachometer. The Executive Package also includes a head-up display, in case I want to save my eyes from moving two extra inches to see what gear I’m in. Virtual Cockpit is adjusted using steering wheel switches, so distraction is kept to a minimum.

Once you get used to Audi’s interface, it’s pretty easy to change things with minimal distraction.

Andrew Krok/Roadshow

Some performance cars don’t even offer safety systems, but the RS6 Avant is rife with ’em. Standard save-your-butt tech includes automatic emergency braking and regular cruise control, but the $2,250 Driver Assistance Package beefs things up with adaptive cruise control, traffic sign recognition, lane-keeping assist and rear cross-traffic warnings. The driver assists are mighty smooth, but it’s hard to willingly give up control of such a fun car, even in the tedium of a daily highway commute.

Unsurprisingly, the 2021 Audi RS6 Avant is an expensive proposition, starting at $110,045 including destination, with my tester’s numerous options pushing the window sticker north to about $123,000. The only real bummer with its configurability is the inability to pair the smaller 21-inch wheels with any of the black-exterior-trim packages, which would remove some of the ride’s inherent stiffness while maintaining its more aggressive countenance. I’d probably spec an RS6 Avant exactly like it is here, though.

The RS6 Avant has a single competitor in the US: The Mercedes-AMG E63 S Wagon, which costs a little more and produces a little more power while returning quicker acceleration figures (3.0 seconds to 60 mph versus the Audi’s 3.5) and offering a few extra cubes of cargo capacity. That said, the Merc’s aesthetics are far more subdued inside and out, so it’s mostly a manner of personal taste, especially at this price stratum. If you really dislike wagons for some reason, there’s always the RS7, too.

Fast wagons are few and far between, and the RS6 Avant is usually relegated to forbidden fruit status in the US, so consider this one a special treat. With performance chops to spare and a properly luxurious interior that can hold more than you’d expect, there’s a good reason why people fawn over the RS6.  If you aren’t quite ready to embrace the crossover life, this middle-grounder presents a hard opportunity to pass up.