Audi Driving Experience
07-17-2008, 06:00 PM
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Instructor
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Audi Driving Experience
Has anyone tried the Audi Driving Experience? What was it like? I'm especially interested in the A4 experience, since I'll be attending it tomorrow.
07-17-2008, 06:20 PM
#2
The one at Infineon Raceway, right? Yeah, I was there at the 7/7 event. What will happen is that you get about 4 laps in the B8 A4 on the track. It'll be a "lead and follow" type thing. You'll be going pretty quick on the track, but no where near the limit. The instructor will ask you to keep up with him if you do fall behind. Then, there are two auto-x courses setup in the parking lot. You'll get to drive the B8 A4, BMW 328xi, Lexus IS250 AWD, and MB C300 4matic. They basically want you to test all those cars, then you'll be the judge to see which one is better.
I didn't enjoy the auto-x much mainly due to the auto trans in those cars. Even when I used the paddle shift and kept it in 2nd gear, the auto trans really killed the experience for me. I like the track portion of the event, although MT would've been much better. But it was still well worth a day off and traveled up to Sonoma that day.
I didn't enjoy the auto-x much mainly due to the auto trans in those cars. Even when I used the paddle shift and kept it in 2nd gear, the auto trans really killed the experience for me. I like the track portion of the event, although MT would've been much better. But it was still well worth a day off and traveled up to Sonoma that day.
07-17-2008, 06:20 PM
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Here's the writeup I did last September for the Audi Driving Experience at Infineon. More than you ever wanted to know, probably.
-Mirror
Once I arrived at Infineon, I parked the car and headed into the registration building, where I was met by a number of enthusiastic staff and a nice buffet of breakfast foods. Big screen TV’s playing Audi advertisements were abundant. After a short wait, we were off to the orientation room.
In orientation, one of the instructors took us through the basic characteristics of front wheel drive, rear wheel drive, and Audi’s Quattro system. He also outlined what we would be doing that day. Looking around the room I glanced at everyone’s shoes….you can always tell the weekend racer or autocrosser types by their specialist driving shoes. I counted 6 hardcores of the 19 people in our group.
Our first exercise is what I will affectionately call, “The Audi TT Ballet”. We were all buckled into new 3.2TT Quattros (2 by 2) and then instructed to guide the cars through a short circular course at walking speed. The exercise was intended to familiarize everyone with the 9 o’clock to 3 o’clock hand position on the steering wheel, and to get folks to steer the cars correctly. In practice, it was a bunch of TTs doing slow, dreamy circles. It was mesmerizing to both perform and watch, sort of like synchronized swimming. Alrighty then.
Next, we were led off to the panic braking exercise. Three A4 3.2 Quattro automatics were on hand to perform this feat. The one I drove actually turned out to have the S-Line performance suspension option. The purpose of the exercise was to blast full throttle from a standstill towards a cone formation, then stand on the brakes and steer to the left through a gap in the cones. Now understand, my brain has a hard time computing instructions for planned-panic scenarios like that, it just feels so completely unnatural to hurl a car at a line of cones then stab and steer through them. Nevertheless that’s what we did, and the cars performed beautifully. It was quite interesting actually, as the ABS systems in these cars are so good that you really can steer them well while under maximum braking in a turn. Fun, if a little weird.
Next up was the the accident avoidance exercise, basically the same as above, without the braking; we were told to accelerate full throttle towards a similar cone setup, but only to lift off the throttle and do a quick left-right steer through a gap in the cones. Ah, this is more like it, much more natural. The cars for this exercise were A6’s, two 4.2L V-8 versions and a 3.2L wagon. I was in one of the V-8 cars, but I sort of wished I’d been in the wagon with its extra mass to see how it performed. A neat exercise, especially for autocrossers like myself. The bigger cars performed really well in this transitional maneuver, with a minimum of drama. An extra treat in this exercise was watching instructor Emil perform an intentional tank-slapper spin to show us how NOT to do things. Pretty cool…..
Now with the panic maneuvers under our belt, it was off to a short circular autocross course to do repeated laps in an A3, A8, and a Q7. The A3 performed as expected, going where you pointed it, good balance, etc. Its competence actually made it a little boring. More fun was had in the bigger cars.
The A8 was very impressive in this exercise. It’s a huge car, lets be clear, but its remarkably agile and corners with poise and balance, I’d even describe it as tossable. It understeers at the limit of course, but if you show restraint with the throttle and anticipate the gearbox’s shift characteristics you can really hustle this big cruiser through a tight course. I was so impressed by this that I picked the A8 as the biggest revelation of the day.
Last up was the Q7 SUV, on the face of it a vehicle that couldn’t be less suited to this type of exercise. It also acquitted itself surprisingly well, once I adapted to its unique set of characteristics. Keep in mind, this is a very heavy vehicle with a high center of gravity; but it also has big wide tires and less body roll than you would imagine. Getting it to go through the course quickly was all about throttle control; give it a millimeter too much gas in the big sweeper turn and all that mass would shove the nose wide with howls of protest from the front tires. Keep it under that limit and it hustled through there very well. A very fun experiment!
On to the timed autocross. It was a short 6 turn course with a hairpin at one end. 3.2 TT Quattros were the weapon provided, all using Audi’s trick DSG Manu-matic. We were given two practice runs, then 3 timed runs in a friendly competition amongst our 6 person sub-group. It was like any other autocross format, except that at the end of the run you were required to come to a complete stop in a box formed by cones. This was definitely not a natural thing in comparison to SCCA events where you blast through the finish line as fast as possible. I kept the TT in automatic mode, choosing to concentrate on the course. I also turned off the stability control. The car was great in this exercise, with the Quattro system keeping the rear end in check and turn-in being quite sharp and precise. I think this car would do very well in stock classes; the addition of some adjustable shocks would make this platform pretty formidable. Another fun exercise, even if I did leave a several tenths on the table by miscalculating the weird finish-box thing. Fair enough.
R8
Once we were done with the autocross, we moved over near pitlane on the track. Here was where the RS4’s and R8’s were parked. There was a big table with an array of silver Arai helmets on offer, which everyone got fitted for. I figured after this there would be an information session about the R8s and what the drive would be like.
However, that was not to be part of the program. Once we all had our helmets on, it was straight to the cars, get in quickly, seatbelts on, and a quick radio check (radios were handheld units in the console cupholders, for one-way communication from the lead car to us). Once that was done, the instructor gave us the “let’s go” and off he went, away from me. I did not move.
The reason for this is that my car was not running, nor could I get it running. In our speedy movement into the cars, I was not briefed by Audi Strategic Command on the top-secret procedure to start this most special R-Tronic transmission R8. Turn the key? No. Slide the lever over to the left and turn the key? No. Turn the key off, put the lever to the left, press the brake pedal, then turn the key again? No. Granted, on every turn of the key the gauge needles gave me enthusiastic sweeps of encouragement, but the 4.2L FSI behind my head stayed dead as a moon rock.
The instructor realized what was happening and backed up. He then guided me through a procedure that involved pressing on the brake pedal, moving the lever to the left, pressing on the gas, pulling back on the upshift paddle, turning the key, and maybe something else. Hell knows what order those steps were in, I certainly don’t remember. Regardless, it’s a needlessly complicated procedure. Hope and pray you never need to make a quick getaway from a carjacking.
Anyway, once fired, the engine makes the appropriately hard edged, deep rumble V-8 sounds that you would expect. The automatic clutch take-up was very smooth, and we were off and running.
Infineon Raceway (formerly known as Sears Point) is a very fun track with big hills and undulating terrain, off-camber blind corners, a challenging S-bend section and a significant hairpin at the end of a lap. Even though I’ve never driven on it, I know it very very well from watching countless races both at the track and on TV. We ran on what is called the NASCAR configuration, which eliminates several corners replacing them with a couple of short straights. For our exercise it was perfect, for it gave us good full-throttle stretches and straight braking zones. Our first lap was more or less a 2/3 speed reconnaissance run, with the instructor communicating over the radio to us where to brake, when to be smooth, when to go full throttle, etc. On lap 2, he picked up the pace and so did we.
Once up to speed, our time was spent in gears 2, 3, and 4. This engine puts out an amazing amount of torque for its size, with significant shove from as little as 2500rpm all the way up. The race car soundtrack is there throughout. It sounds fantastic. Taking it full throttle from the exit of the hairpin, it’s a warp-drive blast through second, third, and fourth gear, up past the start/finish line into the first uphill lefthand sweeper. The car was totally planted through this section, with very little drama as it simply squatted down and roared. Its so forgiving and adjustable, you can alter your line significantly without any complaint or strange behavior from the chassis. From the get-go, this is a car that despite its unfamiliarity, is very very easy to drive fast.
On a side note, you become VERY aware of that concrete wall to your right as you soar past the start/finish line. In the back of your head you can’t help but imagine the hit you’d take if you somehow got it wrong at 100+ mph. Gulp….
On the curvy parts, the car exhibits very little understeer and body roll is virtually nonexistent. Awesome. Even at full throttle you can move it back and forth with corrections and it simply responds, no drama. Steering is pin-point accurate without being nervous, its very linear and has good feel. The brakes are phenomenal, and despite our pace we really only used them to half of their capability. The combination of power and chassis balance made the course seem small; as soon as you go through a gear or two at full chat, its back on the brakes again. Turn-in is precise and predictable, as is steady-throttle cornering poise. Again, its just amazing how easy it is to drive quickly.
Some notes on the R-Tronic transmission (insert operating notes here?). It is a clutchless manual, and apparently most of the R8’s sold in the US will come with one. Of course you get to play Fernando Alonso with the paddles, and downshifts are nicely slick with the ECU providing rev-matching rips of throttle. Upshifting however, isn’t quite as compelling. There is a distinct delay between paddle tap and transmission reaction, almost enough to wonder if it actually received the command to grab another gear. When it does so its with a bit of a lurch; something that can produce a fairly disconcerting rear-end wiggle when upshifting in a corner (see comment above on start-finish line concrete wall).
Granted, it wasn’t near enough to upset the car entirely, but I imagine it would be exponentially cheek-pinching in the wet. Proceed with caution, R8 owners. I’m sure its something one would get used to over time, but its just not for me. I’d personally go for the standard manual transmission version. With a standard manual transmission the driver has control of the clutch; when to let it out, how fast, give it a pause if you need it, etc. More control equals a safer drive to me.
Oddly enough, the R-Tronic actually turned out to be more of a distraction on the track than a regular manual. You would figure the opposite, what with the gear lever and clutch pedal being eliminated. As I was not familiar with the car, I repeatedly had to look down at the gear indicator to see what gear I was in on the first 2 laps. After that I was able to remember where and when I downshifted, and listened to the engine as well. I don’t think I even looked at the rev-counter once. There was just too much going on with the instructor car in front of me, concentrating on holding my line, making sure I got my apexes right, and keeping my inputs smooth. I just ended up shifting by ear, and I figure I was upshifting somewhere around 7500rpm. I never hit the limiter, and didn’t want to either.
Driving position is outstanding, as is the interior layout. There is lots of foot well room, without the pinch-down effect from the front left wheel well like in so many Ferraris and Lamborghinis. The seats are comfortable, the steering wheel adjustable for height and reach, and visibility is quite good. Headroom is ample as well; I may be 5’9” but I have a torso like Wilt Chamberlain…..therefore my head is regularly scraping the sunroof in all types of cars. Add a helmet to that mix and there’s some vehicles I simply can’t drive comfortably (i.e. C5 Corvette and Mazda RX-8). Not so here, I had a full inch of headroom above my helmet, which to me is as good as a full cubic yard. Joy.
So there you have it. A bullet fast supercar with de-facto race engine in back, excellent steering, brilliant chassis dynamics, crushingly strong brakes, and enough grip for a nice neck sprain. Add to that a great interior with superior ergonomics and room, and you have Audi with a serious contender to current Porsche’s, Ferrari’s and Lamborghinis. Its widely understood that Audi’s 5.0L V-10 and a V-12 turbodiesel will make it into the R-8’s engine bay, but I don’t know why…..this car has every bit as much power as it needs right now and the biggest performance gain any owner would see from this point forward is in his/her own driving skill.
Actually I do know why the bigger engines will be offered in the R8. Its because the chassis can handle it and people will buy it. OK, fine with me.
-Mirror
Once I arrived at Infineon, I parked the car and headed into the registration building, where I was met by a number of enthusiastic staff and a nice buffet of breakfast foods. Big screen TV’s playing Audi advertisements were abundant. After a short wait, we were off to the orientation room.
In orientation, one of the instructors took us through the basic characteristics of front wheel drive, rear wheel drive, and Audi’s Quattro system. He also outlined what we would be doing that day. Looking around the room I glanced at everyone’s shoes….you can always tell the weekend racer or autocrosser types by their specialist driving shoes. I counted 6 hardcores of the 19 people in our group.
Our first exercise is what I will affectionately call, “The Audi TT Ballet”. We were all buckled into new 3.2TT Quattros (2 by 2) and then instructed to guide the cars through a short circular course at walking speed. The exercise was intended to familiarize everyone with the 9 o’clock to 3 o’clock hand position on the steering wheel, and to get folks to steer the cars correctly. In practice, it was a bunch of TTs doing slow, dreamy circles. It was mesmerizing to both perform and watch, sort of like synchronized swimming. Alrighty then.
Next, we were led off to the panic braking exercise. Three A4 3.2 Quattro automatics were on hand to perform this feat. The one I drove actually turned out to have the S-Line performance suspension option. The purpose of the exercise was to blast full throttle from a standstill towards a cone formation, then stand on the brakes and steer to the left through a gap in the cones. Now understand, my brain has a hard time computing instructions for planned-panic scenarios like that, it just feels so completely unnatural to hurl a car at a line of cones then stab and steer through them. Nevertheless that’s what we did, and the cars performed beautifully. It was quite interesting actually, as the ABS systems in these cars are so good that you really can steer them well while under maximum braking in a turn. Fun, if a little weird.
Next up was the the accident avoidance exercise, basically the same as above, without the braking; we were told to accelerate full throttle towards a similar cone setup, but only to lift off the throttle and do a quick left-right steer through a gap in the cones. Ah, this is more like it, much more natural. The cars for this exercise were A6’s, two 4.2L V-8 versions and a 3.2L wagon. I was in one of the V-8 cars, but I sort of wished I’d been in the wagon with its extra mass to see how it performed. A neat exercise, especially for autocrossers like myself. The bigger cars performed really well in this transitional maneuver, with a minimum of drama. An extra treat in this exercise was watching instructor Emil perform an intentional tank-slapper spin to show us how NOT to do things. Pretty cool…..
Now with the panic maneuvers under our belt, it was off to a short circular autocross course to do repeated laps in an A3, A8, and a Q7. The A3 performed as expected, going where you pointed it, good balance, etc. Its competence actually made it a little boring. More fun was had in the bigger cars.
The A8 was very impressive in this exercise. It’s a huge car, lets be clear, but its remarkably agile and corners with poise and balance, I’d even describe it as tossable. It understeers at the limit of course, but if you show restraint with the throttle and anticipate the gearbox’s shift characteristics you can really hustle this big cruiser through a tight course. I was so impressed by this that I picked the A8 as the biggest revelation of the day.
Last up was the Q7 SUV, on the face of it a vehicle that couldn’t be less suited to this type of exercise. It also acquitted itself surprisingly well, once I adapted to its unique set of characteristics. Keep in mind, this is a very heavy vehicle with a high center of gravity; but it also has big wide tires and less body roll than you would imagine. Getting it to go through the course quickly was all about throttle control; give it a millimeter too much gas in the big sweeper turn and all that mass would shove the nose wide with howls of protest from the front tires. Keep it under that limit and it hustled through there very well. A very fun experiment!
On to the timed autocross. It was a short 6 turn course with a hairpin at one end. 3.2 TT Quattros were the weapon provided, all using Audi’s trick DSG Manu-matic. We were given two practice runs, then 3 timed runs in a friendly competition amongst our 6 person sub-group. It was like any other autocross format, except that at the end of the run you were required to come to a complete stop in a box formed by cones. This was definitely not a natural thing in comparison to SCCA events where you blast through the finish line as fast as possible. I kept the TT in automatic mode, choosing to concentrate on the course. I also turned off the stability control. The car was great in this exercise, with the Quattro system keeping the rear end in check and turn-in being quite sharp and precise. I think this car would do very well in stock classes; the addition of some adjustable shocks would make this platform pretty formidable. Another fun exercise, even if I did leave a several tenths on the table by miscalculating the weird finish-box thing. Fair enough.
R8
Once we were done with the autocross, we moved over near pitlane on the track. Here was where the RS4’s and R8’s were parked. There was a big table with an array of silver Arai helmets on offer, which everyone got fitted for. I figured after this there would be an information session about the R8s and what the drive would be like.
However, that was not to be part of the program. Once we all had our helmets on, it was straight to the cars, get in quickly, seatbelts on, and a quick radio check (radios were handheld units in the console cupholders, for one-way communication from the lead car to us). Once that was done, the instructor gave us the “let’s go” and off he went, away from me. I did not move.
The reason for this is that my car was not running, nor could I get it running. In our speedy movement into the cars, I was not briefed by Audi Strategic Command on the top-secret procedure to start this most special R-Tronic transmission R8. Turn the key? No. Slide the lever over to the left and turn the key? No. Turn the key off, put the lever to the left, press the brake pedal, then turn the key again? No. Granted, on every turn of the key the gauge needles gave me enthusiastic sweeps of encouragement, but the 4.2L FSI behind my head stayed dead as a moon rock.
The instructor realized what was happening and backed up. He then guided me through a procedure that involved pressing on the brake pedal, moving the lever to the left, pressing on the gas, pulling back on the upshift paddle, turning the key, and maybe something else. Hell knows what order those steps were in, I certainly don’t remember. Regardless, it’s a needlessly complicated procedure. Hope and pray you never need to make a quick getaway from a carjacking.
Anyway, once fired, the engine makes the appropriately hard edged, deep rumble V-8 sounds that you would expect. The automatic clutch take-up was very smooth, and we were off and running.
Infineon Raceway (formerly known as Sears Point) is a very fun track with big hills and undulating terrain, off-camber blind corners, a challenging S-bend section and a significant hairpin at the end of a lap. Even though I’ve never driven on it, I know it very very well from watching countless races both at the track and on TV. We ran on what is called the NASCAR configuration, which eliminates several corners replacing them with a couple of short straights. For our exercise it was perfect, for it gave us good full-throttle stretches and straight braking zones. Our first lap was more or less a 2/3 speed reconnaissance run, with the instructor communicating over the radio to us where to brake, when to be smooth, when to go full throttle, etc. On lap 2, he picked up the pace and so did we.
Once up to speed, our time was spent in gears 2, 3, and 4. This engine puts out an amazing amount of torque for its size, with significant shove from as little as 2500rpm all the way up. The race car soundtrack is there throughout. It sounds fantastic. Taking it full throttle from the exit of the hairpin, it’s a warp-drive blast through second, third, and fourth gear, up past the start/finish line into the first uphill lefthand sweeper. The car was totally planted through this section, with very little drama as it simply squatted down and roared. Its so forgiving and adjustable, you can alter your line significantly without any complaint or strange behavior from the chassis. From the get-go, this is a car that despite its unfamiliarity, is very very easy to drive fast.
On a side note, you become VERY aware of that concrete wall to your right as you soar past the start/finish line. In the back of your head you can’t help but imagine the hit you’d take if you somehow got it wrong at 100+ mph. Gulp….
On the curvy parts, the car exhibits very little understeer and body roll is virtually nonexistent. Awesome. Even at full throttle you can move it back and forth with corrections and it simply responds, no drama. Steering is pin-point accurate without being nervous, its very linear and has good feel. The brakes are phenomenal, and despite our pace we really only used them to half of their capability. The combination of power and chassis balance made the course seem small; as soon as you go through a gear or two at full chat, its back on the brakes again. Turn-in is precise and predictable, as is steady-throttle cornering poise. Again, its just amazing how easy it is to drive quickly.
Some notes on the R-Tronic transmission (insert operating notes here?). It is a clutchless manual, and apparently most of the R8’s sold in the US will come with one. Of course you get to play Fernando Alonso with the paddles, and downshifts are nicely slick with the ECU providing rev-matching rips of throttle. Upshifting however, isn’t quite as compelling. There is a distinct delay between paddle tap and transmission reaction, almost enough to wonder if it actually received the command to grab another gear. When it does so its with a bit of a lurch; something that can produce a fairly disconcerting rear-end wiggle when upshifting in a corner (see comment above on start-finish line concrete wall).
Granted, it wasn’t near enough to upset the car entirely, but I imagine it would be exponentially cheek-pinching in the wet. Proceed with caution, R8 owners. I’m sure its something one would get used to over time, but its just not for me. I’d personally go for the standard manual transmission version. With a standard manual transmission the driver has control of the clutch; when to let it out, how fast, give it a pause if you need it, etc. More control equals a safer drive to me.
Oddly enough, the R-Tronic actually turned out to be more of a distraction on the track than a regular manual. You would figure the opposite, what with the gear lever and clutch pedal being eliminated. As I was not familiar with the car, I repeatedly had to look down at the gear indicator to see what gear I was in on the first 2 laps. After that I was able to remember where and when I downshifted, and listened to the engine as well. I don’t think I even looked at the rev-counter once. There was just too much going on with the instructor car in front of me, concentrating on holding my line, making sure I got my apexes right, and keeping my inputs smooth. I just ended up shifting by ear, and I figure I was upshifting somewhere around 7500rpm. I never hit the limiter, and didn’t want to either.
Driving position is outstanding, as is the interior layout. There is lots of foot well room, without the pinch-down effect from the front left wheel well like in so many Ferraris and Lamborghinis. The seats are comfortable, the steering wheel adjustable for height and reach, and visibility is quite good. Headroom is ample as well; I may be 5’9” but I have a torso like Wilt Chamberlain…..therefore my head is regularly scraping the sunroof in all types of cars. Add a helmet to that mix and there’s some vehicles I simply can’t drive comfortably (i.e. C5 Corvette and Mazda RX-8). Not so here, I had a full inch of headroom above my helmet, which to me is as good as a full cubic yard. Joy.
So there you have it. A bullet fast supercar with de-facto race engine in back, excellent steering, brilliant chassis dynamics, crushingly strong brakes, and enough grip for a nice neck sprain. Add to that a great interior with superior ergonomics and room, and you have Audi with a serious contender to current Porsche’s, Ferrari’s and Lamborghinis. Its widely understood that Audi’s 5.0L V-10 and a V-12 turbodiesel will make it into the R-8’s engine bay, but I don’t know why…..this car has every bit as much power as it needs right now and the biggest performance gain any owner would see from this point forward is in his/her own driving skill.
Actually I do know why the bigger engines will be offered in the R8. Its because the chassis can handle it and people will buy it. OK, fine with me.
07-17-2008, 07:32 PM
#5
Suzuka Master
Nice right up mirror. I'd like to move up to the r8 in 3 years when the warranty runs out on my carrera. I'm hopeful they will be selling at sticker once the r10 comes out. The audi dealership here was allotted 2 r8s and they both sold for 50 K over msrp. I like the manual on the 911 tho and will prolly stick with that instead of the r-tronic.
07-17-2008, 08:22 PM
#6
poor r8!
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07-17-2008, 09:03 PM
#8
The Third Ball
Join Date: Sep 2002
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my friend went to the same one as vwong. I was going to fly up tonight and run it with him again. Sadly schedules conflicted.
He had a blast.
He had a blast.
07-17-2008, 09:13 PM
#10
Fahrvergnügen'd
Originally Posted by majin ssj eric
How much does the event cost and what locations do they go to?
07-17-2008, 09:16 PM
#12
Originally Posted by majin ssj eric
How much does the event cost and what locations do they go to?
07-18-2008, 01:47 AM
#14
Suzuka Master
Nice write-up Mirror, spot on. I like what you said about the A8. People generally assume that because it's a large sedan, it's really bulky when it's actually pretty nimble for it's size. I'm a little biased though.
The A8 was very impressive in this exercise. It’s a huge car, lets be clear, but its remarkably agile and corners with poise and balance, I’d even describe it as tossable. It understeers at the limit of course, but if you show restraint with the throttle and anticipate the gearbox’s shift characteristics you can really hustle this big cruiser through a tight course. I was so impressed by this that I picked the A8 as the biggest revelation of the day.
07-31-2008, 07:58 PM
#16
I miss my 03 CL-S :(
I'm going on 8/9 at Summit Point raceway.
I'm pretty certain the 2009 A4 2.0T Quattro + Prestige+nav is my next car - the question is what color and when I'll get it. I look forward to testing it out at the track.
I'm pretty certain the 2009 A4 2.0T Quattro + Prestige+nav is my next car - the question is what color and when I'll get it. I look forward to testing it out at the track.
08-01-2008, 02:04 PM
#17
Instructor
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the event was a lot of fun. it was my first time at Infineon Raceway. The r8 looks gorgeous in person, and I love those christmas lights on all those Audi's. However, I was disappointed in the A4. It does look great, but I cant feel the road with that car. The steering is just too boosted. They did have all the cars in dynamic mode, but the car just doesn't feel that great. And I was surprise how low everyone thought of the IS250. Surprisingly, everyone there thought it was worse than the C300.
08-01-2008, 03:41 PM
#18
Fahrvergnügen'd
Originally Posted by einsatz
I'm going on 8/9 at Summit Point raceway.
I'm pretty certain the 2009 A4 2.0T Quattro + Prestige+nav is my next car - the question is what color and when I'll get it. I look forward to testing it out at the track.
I'm pretty certain the 2009 A4 2.0T Quattro + Prestige+nav is my next car - the question is what color and when I'll get it. I look forward to testing it out at the track.
I hope you have a good time. I wish I could have gone up in my Audi
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