Audi: A5, S5, RS5 News
#402
What Would Don Draper Do?
yea, they are subtle. but the quad exhaust and wheels are the easiest ways for me to tell. otherwise, from a front view or side profile, i get the two mixed up all the time.
#403
Fahrvergnügen'd
Audi A5 3.0TDi with Milltek exhaust
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#405
Instructor
Join Date: May 2008
Location: NYC
Age: 37
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#406
Fahrvergnügen'd
Otherwise the B7 S4 is the same as my B6.
#407
Safety Car
the A5 is severly underpowered. but as Audi would like to think, the pricing spectrum is setup as the S5 being the norm. The A5 is the poor mans car, and the RS5 is for the enthusiast. The S series in Audi is not really the end game, like AMG or BMWs M.
The pricing has you kicking yourself, but here is the true breakdown
A5 - 328
S5 - 335
RS5 - M3
The pricing has you kicking yourself, but here is the true breakdown
A5 - 328
S5 - 335
RS5 - M3
#409
Safety Car
^^sure, why not.
wow, audi is severly expensive compared to its competitors. Having two tiers of sport models (S and RS) is a tricky little marketing gimmick. it allows them a staggered approach to rank themselves to competitors sport models (AMG / M) and also the high displacement models (335, etc). The mags and reviewers are duped. (Ex. M3 VS S5. but really, if you think about it, it should be M3 VS RS5). audi always WAITS and WAITS to release the RS editions to allow for consumers to scramble and buy up the S's instead of the Ms. But in all reality, the RS5 is the real competition. And its pricing usually sits a bit higher than the others.
in the end...audi has you reaching deeper in your pockets as you would like to.
wow, audi is severly expensive compared to its competitors. Having two tiers of sport models (S and RS) is a tricky little marketing gimmick. it allows them a staggered approach to rank themselves to competitors sport models (AMG / M) and also the high displacement models (335, etc). The mags and reviewers are duped. (Ex. M3 VS S5. but really, if you think about it, it should be M3 VS RS5). audi always WAITS and WAITS to release the RS editions to allow for consumers to scramble and buy up the S's instead of the Ms. But in all reality, the RS5 is the real competition. And its pricing usually sits a bit higher than the others.
in the end...audi has you reaching deeper in your pockets as you would like to.
Last edited by ThermonMermon; 09-21-2008 at 03:19 PM.
#412
Senior Moderator
2010 Audi S5 Convertible
#413
Senior Moderator
Press release...
The top-of-the-line model of the new Cabriolet production series from Audi is the S5 Cabriolet. The letter “S” stands for Sport – for dynamics, performance and power, but also for amazing efficiency.
The Audi S5 Cabriolet’s engine is a newly developed, supercharged, three-liter V6. The pressure in the 3.0 TFSI is generated by a mechanical supercharger – with impressive results: The power output tops out at 245 kW (333 hp), the torque between 2,900 and 5,300 rpm remains constant at a generous 440 Nm (324.53 lb-ft). The powerful thrust and the spontaneous, aggressive response make for a fascinating driving experience. The S5 Cabriolet is catapulted in 5.6 seconds from zero to 100 km/h (62.14 mph) and accelerates up to a preset top speed of 250 km/h (155.34 mph). Yet at 9.6 liters* per 100 km (24.5 US mpg), its fuel efficiency is highly impressive (preliminary values).
Standard equipment of the Audi S5 Cabriolet includes the servotronic, the seven-speed S tronic and the quattro drive system package. The sport differential is optional. A sport suspension keeps the body close to the road. The 18-inch cast aluminum wheels are equipped with 245/40 tires. The black brake calipers are emblazoned with S5 emblems. The acoustic top, xenon plus headlights, electrically adjustable sport seats with Alcantara leather upholstery, and a multifunction sport steering wheel are also standard equipment.
Diverse design features contribute to a distinctively sporty styling, including modifications at the lower front and back panels, at the air intakes and at the tailpipes. In the interior, special seat upholstery, door sill trims and inlays in matt brushed aluminum underscore the high-quality, dynamic style of the high-end model. The pointers of the instruments are illuminated white to contrast with the gray scale.
The Audi S5 Cabriolet’s engine is a newly developed, supercharged, three-liter V6. The pressure in the 3.0 TFSI is generated by a mechanical supercharger – with impressive results: The power output tops out at 245 kW (333 hp), the torque between 2,900 and 5,300 rpm remains constant at a generous 440 Nm (324.53 lb-ft). The powerful thrust and the spontaneous, aggressive response make for a fascinating driving experience. The S5 Cabriolet is catapulted in 5.6 seconds from zero to 100 km/h (62.14 mph) and accelerates up to a preset top speed of 250 km/h (155.34 mph). Yet at 9.6 liters* per 100 km (24.5 US mpg), its fuel efficiency is highly impressive (preliminary values).
Standard equipment of the Audi S5 Cabriolet includes the servotronic, the seven-speed S tronic and the quattro drive system package. The sport differential is optional. A sport suspension keeps the body close to the road. The 18-inch cast aluminum wheels are equipped with 245/40 tires. The black brake calipers are emblazoned with S5 emblems. The acoustic top, xenon plus headlights, electrically adjustable sport seats with Alcantara leather upholstery, and a multifunction sport steering wheel are also standard equipment.
Diverse design features contribute to a distinctively sporty styling, including modifications at the lower front and back panels, at the air intakes and at the tailpipes. In the interior, special seat upholstery, door sill trims and inlays in matt brushed aluminum underscore the high-quality, dynamic style of the high-end model. The pointers of the instruments are illuminated white to contrast with the gray scale.
#416
Suzuka Master
Hot. But I'll take my coupe please.
#417
Moto Enthusiast
Join Date: Aug 2005
Location: Sacramento, CA
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What's the weight on the S5 cab? I know they went with a soft top instead of a retractable hardtop to shave some lbs., but the AWD system is already heavy anyhow...
#421
Now that iced roads and snow blowing sideways have pretty much been the norm this past week in my part of country, A5 is starting to look not only sweet as hell inside and out, but also a hell of alot more useful in foul weather than what's currently stuck in the garage
#424
What Would Don Draper Do?
#426
#428
2010 Audi A5 Cabriolet First Drive
http://www.edmunds.com/insideline/do...hotopanel..5.*
Why Not Be Beautiful?
By Alistair Weaver, European Editor
Date posted: 03-01-2009
There are certain convertibles in which the sun seems to shine a little brighter, the air seems to smell a little fresher, the road seems to be a little bit more interesting, and your companion seems a little better-looking. The 2010 Audi A5 Cabriolet is that convertible.
Beautifully sleek and beautifully detailed, the A5 cabriolet delivers the top-down style you expect from a convertible without compromising the everyday utility you must have from a car that can carry four passengers. And if you want a little more car underneath you for those weekend drives to the country, the 2010 Audi S5 Cabriolet has the supercharged power to deliver.
The Convertible Question
With the 2010 Audi A5 Convertible, we have the answer to the convertible question that has been plaguing car-manufacturers as they face the 21st century. What kind of convertible should you make? A luxurious, full-size parade car, like the forthcoming 2010 Mercedes-Benz E-Class convertible? A midsize car with a hardtop that delivers practical, secure, weather-tight utility with a dimension of top-down capability, like the BMW 3 Series convertible or the Volvo C70 convertible? An affordable runabout with an affordable fabric top, like the BMW 1 Series convertible? Or a hyper-performance, no expense-spared sport coupe, like the BMW M3 convertible?
No problem, Audi responds. We'll just make them all, only we'll deliver them in just one car. And so, just as it has always done with the A4 cabriolet, Audi has transformed its A5 platform into a convertible that takes on a different personality depending on engine choice.
Here in the United States, we'll have three different alternatives. At the top of the range is the 2010 Audi S5 Cabriolet 3.0 TFSI, available with a supercharged, 333-horsepower 3.0-liter V6 that's presently matched with a six-speed automatic (a new seven-speed dual-clutch transmission is on the way). The full-service 2010 A5 Cabriolet 3.2 FSI V6 features a normally aspirated 265-hp 3.2-liter V6 with the six-speed automatic. And then the 2010 Audi A5 Cabriolet 2.0 TFSI features Audi's turbocharged 211-hp inline-4 with a six-speed automatic in the all-wheel-drive Quattro model or a continuously variable transmission (CVT) in the front-wheel-drive FrontTrak model.
So Audi pretty well has the whole convertible market covered, doesn't it?
Metal or Fabric?
Though Americans developed the hardtop convertible way back in the 1950s, it's only recently become popular in European cars. It's actually a question of security rather than all-weather practicality, because cars parked on the street in Europe have increasingly become targets of break-ins, and there aren't many secure, indoor parking garages in cities where you find buildings that date from the 18th century. And then there's the whole matter of the expense, complication and weight of a metal hardtop.
So Audi has declined to get ensnared in the hardtop trend and instead put its effort into developing a sleek, three-layer fabric top with a glass rear window. If you want even more acoustic insulation, you can order the optional top with a thick 0.6-inch foam layer in place of the standard cushioning pad, and the result is a reduction of wind noise to the relative whisper of a standard A5 coupe, Audi tells us. Of course, we're more impressed by the fact that the fabric top comes in four different exterior colors and three different headliner colors, which is part of the charm of convertible style that no boring, monochromatic hardtop convertible can deliver.
There's also a dimension of practicality to the fabric top, since it steals only 2.1 cubic feet away from the A5 cabriolet's 13.4 cubic feet of cargo capacity when it's retracted into the trunk. A typical hardtop offers 3.5 cubic feet less capacity when the top is retracted, Audi claims.
Of course, what we care about is the fact that the electrically powered hydraulic pump with its four operating cylinders brings down the top and stows it beneath the metal tonneau cover in 17 seconds and then can deploy it again in 15 seconds. You can make your choice at a stoplight easily, and it's no tragedy if traffic starts to move because the top will keep operating up to 30 mph.
Cruise Ship
Now that the new-generation A4 platform has been stretched out to a wheelbase of 108.3 inches, Audi's midsize car feels far more spacious than the pocket-size package that came before, and this makes the interior of the A5 cabriolet seem as spacious as a parade car compared to the A4 cabriolet.
This remains a four-passenger car, as the convertible top's mechanism restricts shoulder room in the rear seat too much to permit three-across seating. Yet now there's enough room in the back that you're not riddled with guilt every time you send somebody back there. And there's even room in this car to carry stuff, as the 50/50-split folding rear seat comes down to expand total cargo capacity to 26.5 cubic feet.
Cutting the roof off a car as large as the A5 coupe will inevitably create compromise in structural rigidity, of course. Audi has introduced diagonal struts in the side sills and under the trunk section to compensate for the absence of a roof, but this can only do so much. The A5's structural rigidity doesn't feel as bad as some convertibles — especially the Volvo C70 — but you still sense tremors in the steering column and through the seat that would simply go unnoticed in the A5 coupe.
To cope with the reduced rigidity, the suspension has been softened by 10-15 percent, so it's surprising to find that the ride still feels surprisingly stiff about town. It's not necessarily uncomfortable, but the suspension's ability to absorb bumps at low speed offers scope for improvement.
Choose Your Own Adventure
You have a choice of three engines in this car, and doubtless most Americans will choose the A5 cabriolet's normally aspirated 3,197cc V6, which develops 265 hp and 243 lb-ft of torque. It's a pretty relaxed piece of work, so it suits a convertible.
The A5 cabrio also comes with a 211-hp version of Audi's turbocharged 2.0-liter inline-4. As we mentioned already, the all-wheel-drive version of the car comes with a six-speed automatic and the front-wheel-drive version comes with a CVT. But in Europe, there's a six-speed manual transmission that effectively turns the car into a mild hybrid. Come to a stop, select Neutral and the engine will turn itself off. Depress the clutch and it starts again in just two-tenths of a second. The bottom line is 35 mpg in everyday driving. It would be interesting in the U.S., no?
Naturally you'll be interested in the S5 cabriolet, which features Audi's new supercharged, 2,995cc V6. Some 11.6 psi of boost produces 333 hp and 325 lb-ft of torque. With a six-speed automatic, 60 mph arrives in 5.6 seconds and you can keep your foot in it all the way to an electronically limited 155 mph. It's a great engine, delivering easy urge at any speed with an appealing supercharged howl. The engine note is more baritone than the old S4's V8, but it's none the worse for that. A new seven-speed dual-clutch transmission is on the way for this engine, but not just yet.
The S5 cabrio can also be had with Audi's new sport differential, which electronically varies the torque output between the rear wheels. It serves to counter both under- and oversteer. It's not limited-slip differential that encourages lurid powerslides, however. Everything is all very controlled, all very Audi. In truth, this car might not have been the best tool with which to demonstrate this technology. The S5 cabriolet looks terrific and sounds evocative, but the extra power and the retuned suspension tend to exaggerate the rigidity concerns. It will no doubt prove hugely popular, but don't think that this is a rival to the Porsche Boxster S.
On the Boat
Although the A5 and S5 cabriolets will go on sale in Europe this spring, we'll have to wait until late fall to get our hands on the 2010 Audi A5 Cabriolet and 2010 Audi S5 Cabriolet.
Naturally there isn't yet any pricing for the U.S. models, although Audi representatives do remind us that the convertible version of Audi's midsize car has always been about $10,000 more expensive than its sedan counterpart. Since you figure that the past A4 2.0T cabriolet started at about $41,000, the A4 3.2 cabriolet at $49,000, and the S4 cabriolet at $57,000, these are probably appropriate calibrations for your wallet when the new car finally arrives here.
Overall, the 2010 Audi A5 Cabriolet has a lot more in common with the former A4 cabriolet than the A5 coupe. At speed, you notice the more relaxed gait. It's less eager to turn in than the coupe and it responds best to smooth, laid back inputs. It's not a car to take for a Sunday morning strop, but it would be a great tool for a lunchtime cruise to a favorite restaurant.
But looking good has its own rewards.
By Alistair Weaver, European Editor
Date posted: 03-01-2009
There are certain convertibles in which the sun seems to shine a little brighter, the air seems to smell a little fresher, the road seems to be a little bit more interesting, and your companion seems a little better-looking. The 2010 Audi A5 Cabriolet is that convertible.
Beautifully sleek and beautifully detailed, the A5 cabriolet delivers the top-down style you expect from a convertible without compromising the everyday utility you must have from a car that can carry four passengers. And if you want a little more car underneath you for those weekend drives to the country, the 2010 Audi S5 Cabriolet has the supercharged power to deliver.
The Convertible Question
With the 2010 Audi A5 Convertible, we have the answer to the convertible question that has been plaguing car-manufacturers as they face the 21st century. What kind of convertible should you make? A luxurious, full-size parade car, like the forthcoming 2010 Mercedes-Benz E-Class convertible? A midsize car with a hardtop that delivers practical, secure, weather-tight utility with a dimension of top-down capability, like the BMW 3 Series convertible or the Volvo C70 convertible? An affordable runabout with an affordable fabric top, like the BMW 1 Series convertible? Or a hyper-performance, no expense-spared sport coupe, like the BMW M3 convertible?
No problem, Audi responds. We'll just make them all, only we'll deliver them in just one car. And so, just as it has always done with the A4 cabriolet, Audi has transformed its A5 platform into a convertible that takes on a different personality depending on engine choice.
Here in the United States, we'll have three different alternatives. At the top of the range is the 2010 Audi S5 Cabriolet 3.0 TFSI, available with a supercharged, 333-horsepower 3.0-liter V6 that's presently matched with a six-speed automatic (a new seven-speed dual-clutch transmission is on the way). The full-service 2010 A5 Cabriolet 3.2 FSI V6 features a normally aspirated 265-hp 3.2-liter V6 with the six-speed automatic. And then the 2010 Audi A5 Cabriolet 2.0 TFSI features Audi's turbocharged 211-hp inline-4 with a six-speed automatic in the all-wheel-drive Quattro model or a continuously variable transmission (CVT) in the front-wheel-drive FrontTrak model.
So Audi pretty well has the whole convertible market covered, doesn't it?
Metal or Fabric?
Though Americans developed the hardtop convertible way back in the 1950s, it's only recently become popular in European cars. It's actually a question of security rather than all-weather practicality, because cars parked on the street in Europe have increasingly become targets of break-ins, and there aren't many secure, indoor parking garages in cities where you find buildings that date from the 18th century. And then there's the whole matter of the expense, complication and weight of a metal hardtop.
So Audi has declined to get ensnared in the hardtop trend and instead put its effort into developing a sleek, three-layer fabric top with a glass rear window. If you want even more acoustic insulation, you can order the optional top with a thick 0.6-inch foam layer in place of the standard cushioning pad, and the result is a reduction of wind noise to the relative whisper of a standard A5 coupe, Audi tells us. Of course, we're more impressed by the fact that the fabric top comes in four different exterior colors and three different headliner colors, which is part of the charm of convertible style that no boring, monochromatic hardtop convertible can deliver.
There's also a dimension of practicality to the fabric top, since it steals only 2.1 cubic feet away from the A5 cabriolet's 13.4 cubic feet of cargo capacity when it's retracted into the trunk. A typical hardtop offers 3.5 cubic feet less capacity when the top is retracted, Audi claims.
Of course, what we care about is the fact that the electrically powered hydraulic pump with its four operating cylinders brings down the top and stows it beneath the metal tonneau cover in 17 seconds and then can deploy it again in 15 seconds. You can make your choice at a stoplight easily, and it's no tragedy if traffic starts to move because the top will keep operating up to 30 mph.
Cruise Ship
Now that the new-generation A4 platform has been stretched out to a wheelbase of 108.3 inches, Audi's midsize car feels far more spacious than the pocket-size package that came before, and this makes the interior of the A5 cabriolet seem as spacious as a parade car compared to the A4 cabriolet.
This remains a four-passenger car, as the convertible top's mechanism restricts shoulder room in the rear seat too much to permit three-across seating. Yet now there's enough room in the back that you're not riddled with guilt every time you send somebody back there. And there's even room in this car to carry stuff, as the 50/50-split folding rear seat comes down to expand total cargo capacity to 26.5 cubic feet.
Cutting the roof off a car as large as the A5 coupe will inevitably create compromise in structural rigidity, of course. Audi has introduced diagonal struts in the side sills and under the trunk section to compensate for the absence of a roof, but this can only do so much. The A5's structural rigidity doesn't feel as bad as some convertibles — especially the Volvo C70 — but you still sense tremors in the steering column and through the seat that would simply go unnoticed in the A5 coupe.
To cope with the reduced rigidity, the suspension has been softened by 10-15 percent, so it's surprising to find that the ride still feels surprisingly stiff about town. It's not necessarily uncomfortable, but the suspension's ability to absorb bumps at low speed offers scope for improvement.
Choose Your Own Adventure
You have a choice of three engines in this car, and doubtless most Americans will choose the A5 cabriolet's normally aspirated 3,197cc V6, which develops 265 hp and 243 lb-ft of torque. It's a pretty relaxed piece of work, so it suits a convertible.
The A5 cabrio also comes with a 211-hp version of Audi's turbocharged 2.0-liter inline-4. As we mentioned already, the all-wheel-drive version of the car comes with a six-speed automatic and the front-wheel-drive version comes with a CVT. But in Europe, there's a six-speed manual transmission that effectively turns the car into a mild hybrid. Come to a stop, select Neutral and the engine will turn itself off. Depress the clutch and it starts again in just two-tenths of a second. The bottom line is 35 mpg in everyday driving. It would be interesting in the U.S., no?
Naturally you'll be interested in the S5 cabriolet, which features Audi's new supercharged, 2,995cc V6. Some 11.6 psi of boost produces 333 hp and 325 lb-ft of torque. With a six-speed automatic, 60 mph arrives in 5.6 seconds and you can keep your foot in it all the way to an electronically limited 155 mph. It's a great engine, delivering easy urge at any speed with an appealing supercharged howl. The engine note is more baritone than the old S4's V8, but it's none the worse for that. A new seven-speed dual-clutch transmission is on the way for this engine, but not just yet.
The S5 cabrio can also be had with Audi's new sport differential, which electronically varies the torque output between the rear wheels. It serves to counter both under- and oversteer. It's not limited-slip differential that encourages lurid powerslides, however. Everything is all very controlled, all very Audi. In truth, this car might not have been the best tool with which to demonstrate this technology. The S5 cabriolet looks terrific and sounds evocative, but the extra power and the retuned suspension tend to exaggerate the rigidity concerns. It will no doubt prove hugely popular, but don't think that this is a rival to the Porsche Boxster S.
On the Boat
Although the A5 and S5 cabriolets will go on sale in Europe this spring, we'll have to wait until late fall to get our hands on the 2010 Audi A5 Cabriolet and 2010 Audi S5 Cabriolet.
Naturally there isn't yet any pricing for the U.S. models, although Audi representatives do remind us that the convertible version of Audi's midsize car has always been about $10,000 more expensive than its sedan counterpart. Since you figure that the past A4 2.0T cabriolet started at about $41,000, the A4 3.2 cabriolet at $49,000, and the S4 cabriolet at $57,000, these are probably appropriate calibrations for your wallet when the new car finally arrives here.
Overall, the 2010 Audi A5 Cabriolet has a lot more in common with the former A4 cabriolet than the A5 coupe. At speed, you notice the more relaxed gait. It's less eager to turn in than the coupe and it responds best to smooth, laid back inputs. It's not a car to take for a Sunday morning strop, but it would be a great tool for a lunchtime cruise to a favorite restaurant.
But looking good has its own rewards.
#430
Senior Moderator
4-Cylinder S5 Speculation...
From WCF...
Audi's extensive use of aluminium and other light materials in vehicle construction is set to continue with the next generation S5 Coupe. Speaking to Car and Driver, Audi's global head of product engineering Michael Dick said the 2014 S5 will lose up to 880 pounds (399kg) compared to the car we see on the streets right now.
A few factors are responsible for this but mainly it's the body construction and engine size. Taking the current TT as an example, the car's chassis is made up of 69% aluminium while the next generation MY 2012 A6 will have an even higher percentage of the light material in its body structure. Even the next A4 and A5/S5 models after that will be made of very high levels of aluminium.
Materials such as this and magnesium are increasingly being sought after by automakers who recognise their physical strength which combined with their lightweight nature makes them ideal for reducing the body mass of production cars.
Going further than that Audi will do away with the new "makeshift" 333hp (245kW) 3.0-litre V6 engine. WCF stated previously that the main reason that engine was used to replace the 4.2-litre V8 was because Audi could not fit the two required turbos in the engine bay's cylinder banks. Thus a compromise was reached to use a supercharger instead. Therefore to remedy this situation they will go an extra step by not only using turbo technology for the next S4/S5 duo but also by reducing the size of its engine. From 4.2-litre V8 to 3.0-litre supercharged down to sub-3.0-litre four-cylinder twin turbo? It seems that way.
We could see the new TT RS's 2.5-litre engine stretched to the limit for the S4/ S5 applications. A prototype of the next S5 is said to lap the Nurburgring a whole eight seconds faster than the current car partly because it weighs an incredible 3,000 pounds (1,361kg) according to Dick.
As far as future styling goes the Sportback Concept which was unveiled at the Detroit Auto Show is expected to be the new A7 Coupe in production form and represents the new design leader for the Audi brand.
A few factors are responsible for this but mainly it's the body construction and engine size. Taking the current TT as an example, the car's chassis is made up of 69% aluminium while the next generation MY 2012 A6 will have an even higher percentage of the light material in its body structure. Even the next A4 and A5/S5 models after that will be made of very high levels of aluminium.
Materials such as this and magnesium are increasingly being sought after by automakers who recognise their physical strength which combined with their lightweight nature makes them ideal for reducing the body mass of production cars.
Going further than that Audi will do away with the new "makeshift" 333hp (245kW) 3.0-litre V6 engine. WCF stated previously that the main reason that engine was used to replace the 4.2-litre V8 was because Audi could not fit the two required turbos in the engine bay's cylinder banks. Thus a compromise was reached to use a supercharger instead. Therefore to remedy this situation they will go an extra step by not only using turbo technology for the next S4/S5 duo but also by reducing the size of its engine. From 4.2-litre V8 to 3.0-litre supercharged down to sub-3.0-litre four-cylinder twin turbo? It seems that way.
We could see the new TT RS's 2.5-litre engine stretched to the limit for the S4/ S5 applications. A prototype of the next S5 is said to lap the Nurburgring a whole eight seconds faster than the current car partly because it weighs an incredible 3,000 pounds (1,361kg) according to Dick.
As far as future styling goes the Sportback Concept which was unveiled at the Detroit Auto Show is expected to be the new A7 Coupe in production form and represents the new design leader for the Audi brand.
#431
Engineer
Sounds a whole lot like a luxury EVO or STI...
high output 4 cylinder turbo, light weight chassis, AWD...
high output 4 cylinder turbo, light weight chassis, AWD...
#434
Yeah, kinda like how a lot of member here, like yourself, downplay anything that Acura does
MSL does have a point: the front is very busy while the sides and back are cleaner. It makes the car look unbalanced. It would look better if the front was simplified while the rest was made a tad more interesting.
MSL does have a point: the front is very busy while the sides and back are cleaner. It makes the car look unbalanced. It would look better if the front was simplified while the rest was made a tad more interesting.
#436
Team Owner
iTrader: (1)
Join Date: Sep 2002
Location: Fontana, California
Age: 47
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IMHO, there's no car that they have in their current lineup that I feel competes with other cars on the market. At the time of our Avant purchase I could have purchased a TL-S for little less than what we paid for the Avant, but would I want to spend money on a car that is still FWD, has a interior that I feel is a little too "busy" and doesn't have give me a feeling that I'd enjoy to drive the car. And also lacks the ability to be customized by the consumer? Fine BMW and merc have way too many options to add on, but that doesn't make it worse for them. I understand why people want to be able to simply buy a car an be done with it. But if I'm spending that much money on a car, you'd be hard pressed to make me feel comfortable in having to settle for whatever the manufacturer says I should buy because that's what they have in their lineup. That is one of many reasons I went with Audi instead of Acura. I was able to customize my car exactly how I want it. Hell it even works for VW!
I've driven every single model in Acura's current lineup as loaners. Each for more than a week, some more than others, commuting to and from work, and I can tell you that none of them were fun to drive compared to driving my Integra or Avant. The TSX was similar to the Integra, but still wasn't that fun. That is why I downplay Acura.
The RDX is roomy, but the interior is gawd awful. They've tried to make the intstrument cluters look all futuristic with their round plastics around each gauge and frankly it looks cheap. Center console is too damn busy, too many buttons. Turbo lag is absotluetly horrible on the RDX too. Even the service advisor's told me they don't like the RDX!
I've driven both the last gen and the new TL, again very roomy, but again, instrument cluster suffers the same fate as the RDX, same goes for the center console for last and current gen. The only cool thing I found in the current TL was the USB jack in the center armrest. And that grille, Driving the car was numb to me. I didn't feel like i was even driving. For a sport luxury car, it doesn't have that sporty feel. Sure it's got power, but what fun is that if you don't feel it in the control of the car.
Plainly put, Acura, IMHO is lacking direction. All of us enthusiasts have an idea of what they need to do. They need 3 coupes, an entry level, a more refined luxury coupe, and a top level, brand identifying beast of a machine. They also need a top tier luxury sedan to compete with the likes of the LS, A8, 7 series, etc. Once they get that, then they can say they are in the game. Until then, they are lollygagging, trying to create their own game.
Right now, they can't even compete with Infiniti or Lexus yet they've hinted in the past at wanting to go up against the big boys. The M and GS put the TL to shame, the G and IS trounces the TL and TSX. THe FX is an awesome performing and looking SUV that also puts the MDX to shame, but if I had to choose between the RX and the MDX, I'd probably go with the MDX. The EX, well that thing is plain ugly so I'll give you the RDX on that one. And now instead of working all those cars that they could have been working on, they're working on the MSX? For the previous comparisons I'm not going on price of the vehicles, but vehicle class.
Acura is not advancing even though that may be their campaign. They can't even decide what they want to do with the NSX successor.
#437
The sizzle in the Steak
Great post.
I want Acura to be better...I wish they would, but reality is that everyone is passing them by....and on top of that, Acura keeps shooting themselves in the foot.
Acura is a brand with so much potential, and yet fails. It's really sad.
I want Acura to be better...I wish they would, but reality is that everyone is passing them by....and on top of that, Acura keeps shooting themselves in the foot.
Acura is a brand with so much potential, and yet fails. It's really sad.
#438
Engineer
since the 1st gen TSX, last gen TL, and the current MDX they haven't done anything to improve. I would love to see them keep moving forward, but as you said they keep shooting themselves in the foot. They have an incredible amount of potential but I just don't understand most of their most recent decisions.
#439
Team Owner
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Join Date: Sep 2002
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since the 1st gen TSX, last gen TL, and the current MDX they haven't done anything to improve. I would love to see them keep moving forward, but as you said they keep shooting themselves in the foot. They have an incredible amount of potential but I just don't understand most of their most recent decisions.
Had a nicely designed RSX done well, it would have been the way to move the CL to a higher market, and move the RSX up to the G, 3 series market.
#440
6G TLX-S