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Moreover, Audis system does not impart anything like a "very heavy" attribute (~ 150#s and it keeps [apparently] being put on the Atkins diet and shedding weight over the past 21 years). Currently, the Audi quattro system is "at rest" a nominal 50/50 system. BMW and Mercedes "swear" that their 32/68 or 40/60 or whatever other rearward bias du jour is touted is superior. And, of course we should note that Volvo is a 95/5 split and that SH AWD will be a 90/10 split. All of these systems allow more than 50% of the "power" to be sent where it is needed, ostensibly in real time. Audis system does not rely on electronics (e.g., clamping the brake on a wheel with less traction than another via the instructions provided by the ABS sensors) to shift torque -- the torque shift via Torsen, although mechanical, is instantaneous. There are, at least, two schools of thought pertaining to Torque Sensing (Torsen) vs electro mechanical AWD systems. Both schools have merit and like all things statistical can be used to present facts objectively and conclusions subjectively.
I, for one, have no issue with Torsen even if it were to stay at a stasis mode of 50/50 split (but allow shifting on demand from F to R).
Audi has already announced its intention to rearward bias quattro with a 40 60 initial split. Some believe that this is because "perception is reality" and that with EVERY premium/performance auto manufacturer making the move from FWD to RWD to AWD or some evolution that appears thus, it becomes necessary to cite that you too are RWD biased AWD.
SH AWD is an interesting and, thus far, unique concept -- but published F/R torque split numbers of 90/10 are hardly an indication of "new think" (versus dated).
The fact, fleeting as it may be is that the Audi quattro system has evolved over the past 21 years and is a contemporary system. Furthermore, Audi, as I noted earlier, currently has both broad and deep AWD experience. This, for a moment longer, places them in the top quartile of "know how" with respect to AWD.
Here is a recent blurb from a global car magazine (April 2004):
"More than one million Audi customers have chosen permanent all-wheel drive models since the original quattro was first exhibited at the Geneva Motor Show 21 years ago."
I am excited about SH AWD and wonder if this F & R and side-to-side characteristic will be adopted by all AWD manufacturers (it seems like a no-brainer). Audi, clearly will have some stiff competition -- in about 15 or 16 minutes from now. For the time being, I hardly look at Audi as a purveyor of "dated" technology.
One last note -- the Torsen system (used on most Audis) is the only AWD system I can find that actually [claims it] can improve fuel economy at speeds above 40mph. Overall, this is becoming a moot point since the "hit" on these really good AWD systems insofar as milage is concerned is a nominal 2%.
In the next couple of years, there will be fully 100%+ more AWD vehicles from which to choose. This, and this alone, could be a threat to Audi -- unless it continues to advance the art of Vorsprung durch Technik.
I am so excited about the new GS300 and the Acura RL because it will increase and improve the number of choices that I have as a consumer.
I am not counting Audi out and the Acrua and [apparently] Lexus marquis are certainly cars of merit (as is Infiniti, from what I can glean here on the TownHall).
So, in sum, I agree with your statement that Torsen is mechanical and that it offers, today, a 50/50 torque split, I disagree more so, however, with the characterization that the system is dated and very heavy -- and that it imposes a large performance penalty. The Audi cars from the bottom to the top end offer stunning performance, always competitive, often dominant.
Now we're down to 15 minutes 30 seconds. . . .
Additional "facts" pertaining to Torsen based systems include:
"It is the only mechanism which acts like a differential and locking device at the same time. It has the advantage of being fully mechanical which guarantees its instantaneous response and progressiveness. Its main advantages therefore resume to:
Instantaneous response
The linear character of its locking to speed difference curve
(smoothness)
No locking or speed difference inhibition under braking
(it acts only when power is applied to it)
Integrates a free differential and a locking device in one part
Its compactness, the TorSen has only 8 moving parts."
Source: Rallycars
Having said all of this, Audi's system called quattro is not entirely a Torsen system and not all Audis utilize Torsen technology, some use a far less costsly system called a Haldex system (the A3 for example uses this, as does the TT). The Haldex version is, essentially, like the Honda AWD a FWD system that activates RWD motive force when the FWD wheel(s) lose traction. But, let's not split hairs at this time.
Audi has already announced its intention to rearward bias quattro with a 40 60 initial split (which will mean some bastardization of the Torsen concept per se).
Bentley's were always heavy because of their sheer quality of build, which is understandable once you sit in one, and the new VW designed Conti GT is no different. Plus is has the awd system, just a heavy car every where you look.
M
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The "winningest" cars (speaking of racing) are often the AWD versions. AWD, inherently is a performance enhancer, not performance detractor. And, of course, AWD generally is a safety enhancer too. The premium performance cars of the not distant future (e.g., the Lexus GS) will virtually all be AWD or at the very least offer it -- the weight pentalties, granting that they do exist, have been eroded by weight savings elsewhere in cars and have, in some cases, been eclipsed by the relentless push for "content."
The upcoming models from all these premo makers will demonstrate in some cases, increased content and decreased weight, increased content and no increase in weight and, of course, increased content and increased weight. Many of the cars too, will offer greater HP and torque from lighter and more efficient engines.
Take the new breed of 6 speed automatics for example -- the latest and greatest 5 speed TODAY from a well-known manufacturer weighs 44 pound MORE than the same manufacturer's 6 speed -- and the 6speed permits the car that it is placed in to be quicker and more fuel efficient due both to its 44 pounds lighter weight and the obvious benefits of the additional gear (which is usually a higher overdriven gear than 5th in the current generation).
And, from what I read, "we ain't seen nothin' yet" in terms of upcoming content from the Aisians, Americans and Europeans.
I guess that means that cars may just keep puttin' on the lb's.
Yeah, the bentley Cont. GT is like 5000+lbs. I forget the exact number but I remember reading in this months C&D comparo test it was over 5K lbs. Insanely overweight!!!
VW/Audi's are also insanely overweight compared to the competition. A S500 and a Audi A8 have basically the same features, are similar in size, yet even the S500 with 4Matic weighs a bit less than the aluminum space frame A8. And it's not like Audi's have a superior advantage in terms of safety to carmakers such as Mercedes, BMW, or Lexus. So I wonder where all the weight goes!
Re the body side moldings: I strongly urge that these body "protective strips" be incorporated within the existing body armour. This issue has been brought up repeatedly, but no action has been taken, yet....
Besides, my sister used to have a 1992 Accord with big black bodyside moldings. She didn't care where she parked and while the car looked nice the molding itself looked terrible. If the molding on your BMW has protected your car that much I would imagine your molding looks bad too.
Also, someone in my family has a BMW 740iL (also with a big black molding). Like I mentioned before, his car has several dings higher than the molding due to being hit by the doors of SUVs...doors that hit his car far higher than the molding.
Oh well, like everything else people just have different opinions.
No, the leather in Lexi is handmade by young, beautiful Japanese geishas in their spare time.
Generally, Japanese lux cars have softer leathers than German lux cars.
http://www.lexus.com/models/hybrid/overview/hybrid_demo.html
If this is Lexus' example of their future Hybrid AWD cars, that's pretty dissapointing.
In almost all cars,except the absolute top end models,only the seating area that you sit on or lean on is leather.Usually the material on the sides, bases or backs is well matched in texture and color and is some type of synthetic.
chopper1
Chopper1, thats what I find too. The extra grain makes it more... "leathery", if you know what I mean.
Any thoughts on the two? I am not really in need of AWD nor satellite radio. With this in mind is the V-6 with 250 h.p. in the Lexus vs. the 300 h.p V-6 RL AWD adequate? I have never really found the need for all these horses. I like comfort at a nice price. It is hard for me to believe that the G.S is not going to be the better car for the money. The AWD is still a front wheel drive car. Is the price difference going to be around 8k? This might make me lean to the Lexus. Any thoughts?
GS, perhaps the GS will have better acceleration.
The next M maybe heavier than the next GS and the GS maybe more aerodynamic...
For example: the LS has 290 hp and does the 0-100 KM/H in 6.5 seconds (I don't know the time in MPH)
and the Q45 has 340 hp (!) and does the 0-100 KM/H in 7.1 seconds even if it has 50 hp more.
I know the Acura is right around the corner being a 2005,,the Lexus is 2006, do we have to wait another year?
Anyone?
I also expect a fully loaded non-AWD GS300 to be about the same MSRP (or even slightly higher) as the higher-hp, AWD RL, which will only come fully-loaded.
Acura saves production costs by having just one-configuration (fully loaded), and Lexus's always have a slight premium to Acura.
The 2006 GS comes out in spring 2005 and for the M, I would expect it to come out in summer or fall 2005.
M
M
M
What the dealership probably wont tell you is that XKR will be worth $78K a year later, and $60K a year after that.