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Yes, the extra length was needed to house the V6 coming in Spring. While I agree the interior dimensions don't line up well with expectations due to the external dimensions, I would frame it this way:
You're paying less than A4/C-Class/3 series pricing for A6/E-Class/5 series dimensions.
For someone in my situation that already has a bigger 2nd car, I'm getting the credit of a bigger car without paying dearly for it. Just for fun, you should check out the trunk space of the next class up and you will be further surprised!
I suppose Audi A4/A6 are the usual comparisons, but there is also the A5-Sportback (4-door).
Brand new A5 money can probably get you a brand new TLX Type S, no?
Do we want to go there?
A TLX Type-S without magic-side-mirrors, yes, maybe so (we will see).
Nicer cars cost a bit more money. Is it that big-of-a-deal when you are already spending $45k ?
But yeah, I suppose this is a " budget or best-value" thread. Just thought I would mention it, as it seems to get left-out often.
A TLX Type-S without magic-side-mirrors, yes, maybe so (we will see).
Nicer cars cost a bit more money. Is it that big-of-a-deal when you are already spending $45k ?
But yeah, I suppose this is a " budget or best-value" thread. Just thought I would mention it, as it seems to get left-out often.
Another reason the A5 traditionally wasn't considered was because the Sportback 4-door didn't come to the States until 2017. I think many of us considered the A5 a 2-door car for most of its time in the US.
If he down shifted prior to the rolling race he was raising the engines RPM to bring it into its power band & he was backing that up with additional gear multiplication right now as opposed to waiting for the computer to do a kick down a gear or two or maybe none.
In a roll race its good to be in the upper part of the power band & in the lowest gear you can use to get a jump then shift up. Hit the gas the car moves right now run a few thousand RPM & shift. You want the rpm drop on the shift not to fall out of the power band.
Helps tp know where the power is but these gets don't have the time to chart it but have enough experience to get the best general performance out of the car.
Yes, I agree with this statement if it was the V6 TLX, where the higher RPM net equals better performance. But I thought the new 2.0T Honda engines have higher peak outputs starting low in the RPM band, like around 1,500RPM? If that's the case, putting it into Sport+ and leaving it alone I think would yield the best performance results.
Yes, I agree with this statement if it was the V6 TLX, where the higher RPM net equals better performance. But I thought the new 2.0T Honda engines have higher peak outputs starting low in the RPM band, like around 1,500RPM? If that's the case, putting it into Sport+ and leaving it alone I think would yield the best performance results.
The 2.0T has higher peak torque at low RPM but performance is always going to be a function of work done over time. The power band is always going to be the range with the highest average horsepower. In most production cars that's almost always the upper RPM range.
In Sport+ (with the transmission in S) the car is probably going to be in first gear anyway at 5MPH but in different modes it may make one or two upshifts.
One thing you need to consider is Turbo cars tend to hold high torque values longer than N/A. Also horsepower tends to get tricky because the best sized turbo for torque is not necessarily the best size for high RPM horsepower. Its always a tradeoff depending on what you want to do.
BMW M3 V8 N/A power plot. Last pre turbo V8 M3. Powers up through 8400RPM Torque pretty flat from 3300 to 6700
M3 Next generation I6 Turbo with Power to 7200 Torque pretty flat 3000 to 5200RPM while the turbo engine is 3.0L generates 80 more horsepower to the wheels than the No turbo 4.4L. The other two dyno's are bigger turbos being added to the engine.
Power spread advantage on stock engine 6 cylinder engine 80.47WHP & 196FtLbs
Just watching this AoA review (and steering the conversation back towards the original topic), the K5 GT is also a very compelling alternative to the TLX 2.0T FWD.
Hyundai and KIA dont look to bad, but I have no confidence in their engines. Track record is not good. Especially 4 cylinder units.
For that reason I have no plans to put it on my shopping list.
Hyundai and KIA dont look to bad, but I have no confidence in their engines. Track record is not good. Especially 4 cylinder units.
For that reason I have no plans to put it on my shopping list.
Agreed. Both my parents and a work colleague of mine had versions of prior generation models with Hyundai’s NA 4 cylinder engine. Both had catastrophic engine failure. Presumably, Hyundai worked out this issue but I’ll wait and see.
Agreed. Both my parents and a work colleague of mine had versions of prior generation models with Hyundai’s NA 4 cylinder engine. Both had catastrophic engine failure. Presumably, Hyundai worked out this issue but I’ll wait and see.
Not that I am aware of. Crankshaft bearing surface is still small, some engines still dont have oil jets to cool down pistons. They keep revising rods and crankshaft bearings (red supper dupper ceramic stuff), so engendering still in works.
Because of lack oil jets, engines developing scratches in cylinder bores on top of that piston slap is present too (works like diesel engine). Honestly, in my opinion, there are not many good things to say about their engines. It is not Honda for sure.
If Stinger would have Honda 3.3tt engine in it....It would be parked in my driveway long time ago
01-19-2021, 01:54 PM
