Archive for September, 2016
Private Fleet Car Review: 2016 Audi A4 Avant Quattro S-Line
Long seen as a pioneer of all wheel drive vehicles, Audi’s Quattro system is possibly one of the best of its kind available. Couple it with a torquey turbocharged four, a mostly user friendly DSG transmission, and with Audi’s S-Line trim inside the wagon or Avant body, it’s an iron fist in a velvet glove. All up, it’s the Audi A4 Avant Quattro S-Line.
Up front, behind the LED lit headlights, lies a 2.0L four cylinder turbocharged engine in an in-line configuration, fed on a diet of 95RON petrol. When prodded with the angry stick, the 1615 kilogram machine (thanks to a weight reducing aluminuiom chassis) will be hauled away to 100 kilometres per hour in just six seconds to a limited top speed of 250 kmh, seeing maximum torque of 370 nm (1600 to 4500 rpm) being applied via the seven speed dual clutch auto to all four wheels. Keep the foot buried and the tachometer on the full LCD dash screen will swing around to over 6000 rpm, delivering peak power of 185 kilowatts between 5000 to 6000 revs.
Being the beast it can be, it’ll drink and drink hard when continually pushed. Consumption of the good fluid can be over 12.0 litres for every one hundred kilometres covered. However, it can also be docile, averaging around 7.0L per 100 km for normal around town work. Audi’s figures are 6.6L/100 km on the combined cycle for the Avant from a 58 litre tank.
Drivewise, punch the accelerator whilst on the freeway and the torque spread shrugs aside any opposition, watching the numbers change with alacrity. It’s a situation that well trained drivers will appreciate and understand.
Should one wish to drive with a touch more verve and a little more zing, Audi has a drive mode selector, offering four options including Dynamic. This holds the gear shift point for longer, changes the engine’s ignition mapping to suit and provides the driver a more assertive driving experience. This would be ideal for an owner to take to a track day and find out the true limits of what this very capable machine can see. The downside to this is a lack of anything welcome stroking the ears. Although you can hear the engine working, it’s muted, lacking a real sense of buzz and excitement, whilst at the rear there’s a faint “phut, phut” as the transmission changes up.
It’s a little too easy to confuse it at times; it’s not a fan of very low throttle applications such as those coming out from your driveaway, or in city traffic. The engine takes a moment too long to telegraph what it’s doing and the transmission furthers that lag. It’ll all too easily change down to an unwanted ratio on some downhill runs, especially at lower speeds required due to the road itself or traffic ahead, necessitating a flick of the paddle shift to get it to a more appropriate ratio. There was the occasional indecision in traffic and a clunk as the gearbox and AWD system talked to each other momentarily before reaching a decision on what to do.
However, it’s as easy as breathing in regards to engaging the system. A rocker style gear selector is what Audi uses; foot on brake, press the Start/Stop button, pull lightly back for Drive or push forward for Reverse. Park is engaged by a push button at the top right and it couldn’t be more simple to use. Manual mode is simple tip to the right and rocking forward or back or using the paddle shifters.
Being all wheel drive is one thing, but if the tyres aren’t up to the game, you’ll be hard pressed to fully appreciate what it does. Thankfully Audi has wrapped all four 19 inch wheels with rubber from Pirelli in a 245/35 profile. On the curvy, winding, roads A Wheel Thing uses every day, the Avant simply hunkers down, hands the driver a note saying “I’ve got this” and powers through as if Velcro, superglue and liquid nails have held the chassis to the rails it’s on. In one of the roundabouts near home, which to access the desired road requires a change of direction of over 180 degrees, there was no under or oversteer at all.
The well weighted and pin sharp responsive steering had the Avant planted firmly, squarely, confidently, in this kind of situation and worked hand in glove with the sports suspension. Think of one of the hard erasers you had a school; squeeze it and there’s a touch of compression before it shops the squeeze. Close your eyes and imagine that’s the ride quality of the A4 Avant Quattro; firm but not hard, compliant enough to not dislodge the teeth but solid enough to let you know it’s just eaten a ripple in the road for breakfast. Helping with front end and overall chassis stability is the alloy strut tower brace.
If there was a design quibble, it was something constantly mentioned by the junior members of A Wheel Thing: Daddy, why do the door handles open upwards? I don’t like it.
The test vehicle came clad in a delicious metallic blue paint, wrapping the slinky Avant and showing off its subtle curvature, and was complemented by a power blue colour for the seats. Yes, they were electrically operated. Yes, they were comfortable. Yes, they were a sports bucket style. Yes, they came with two tablet devices attached for the rear seat passengers. No, this car did not come fitted with the data enabled SIM card allowing certain usage options such as in-car wifi hotspot. No, it did not come with switches in the cargo area to release the 40/20/40 split fold seats.
What the test car did come with was some of the vast array of options Audi has for the A4, both as options and fitted as standard for the Quattro. The folding and heated external mirrors for example, the sports suspension which drops ride height by 20 mm, Audi’s virtual cockpit including HUD, and parking assistance ($2735 and $1255), with the S-Line package covering the 19 inch wheels with V spokes/stainless steel pedals/matt brushed aluminuim inlays and more for $4160.
The Drive Select, Side Assist Blind Spot Warning, Cruise Control, Rear Cross Traffic Assist, and space saver spare are standard fitment, as are the LED headlights with self levelling and dynamic (inside to out in motion) indicators. Heating and venting, however, are optionable and are a questionable cost at $2600. And although Bluetooth streaming and digital radio are standard, the Bang and Olufson sound system is a $1950 option.
In the upper centre of the dash is an 8.3 inch multimedia screen, operated via a control dial ahead of the gear selector. It’s not a retractable screen either, making it look oddly out of place. The system displays a hi-res map, the fact you’re listening to a radio station but won’t simultaneously show the RDS (Radio Data Service) information. The twin screens on th erear of the seats are a $4680 option in the Avant Quattro yet are a thousand dollars cheaper in the sedan version…
At the stern is a powered tail gate, with plenty of LED lighting (a nice touch to have one directly overhead when open), with a rear camera that’s part of the 360 degree system. It’s 1025 mm from the rear of the car to the rear axle line, with the lip of the gate just 630 mm above the ground in normal trim. Overall length is 4725 mm with a wheelbase of 2820 mm, track is 1575 mm/1550 mm front and rear.
Interior room benefits from good packaging: 1476 and 1446 mm are the numbers for hip room front and rear yet there’s a massive 505L for the cargo section (once you remove the cargo blind) with the rear seats up. Fold them, they don’t go completely flat, but you’ll still get 1500 or so litres.
Safety wraps the A4 Avant Quattro in eight airbags, including full length curtain airbags, pre-tensioning seatbelts (which provide a somewhat eerie feeling as they slide up your shoulder by themselves), the excellent presense crash avoidance system and pedestrian friendly active bonnet. Peace of mind comes with a three year/unlimited kilometre warranty.
At The End Of The Drive.
It’s testament to Audi that, although they make a range of SUVs, they recognise that the station wagon still has a measure of appeal. With a starting driveaway price of just over $70K, it’s also priced reasonably fairly for the huge amount of standard kit, although Aussies used to the humble Kingswood or Falcom wagon might snort in their coffee.
It offers up a wonderful ride and handling package, a comfortable and well appointed interior, a plentiful tange of options however with some question marks over price and value for some.
Head over to Audi Australia and follow the links for information on the A4 range including the A4 Avant Quattro S-Line.
Making Sense of the Difference Between 4WD and AWD
Source: news.com.au
With Australians purchasing new cars at a record pace, a surge in the growth of SUV sales saw the category land fractionally behind the number of passenger vehicles sold during August. Which leads to a common, yet often misunderstood, question – what exactly is the difference between 4WD and AWD? In many instances, consumers are led to believe these two systems are the same. However, there is a notable distinction between the two, which will shape your driving experience.
FWD (front-wheel drive) and RWD (rear-wheel drive) vehicles rely upon a single axle to distribute power to move the car. Conversely, 4WD (four-wheel drive) vehicles depend upon a distribution of torque from the transmission going to all wheels at the same time. This transfer is done via a component called a transfer case, ensuring an even distribution. As a result, 4WD vehicles have added versatility – they are equipped for off-road driving, typically across terrain such as mud and rocks.
However, in some instances, like turning, having power supplied to all wheels is undesirable or simply unnecessary. To account for this, some 4WD systems can be controlled (activated/deactivated) through a central mechanism – a dashboard switch, or via a handle. When the system is off, the car effectively operates like a two-wheel drive vehicle. In 4WD vehicles where such controls are not available, they will permanently act as a four-wheel drive, but a differential is used to adjust the individual axle and wheel speed where necessary.
There are also controls which allow differential regulation of the system (either high or low), so that one can distribute the power in a non-equal fashion. In turn, these options can be used to either mitigate the effects of locked wheels, or make them act in such a manner.
Source: Subaru.com.au
On the other hand, the AWD (all-wheel drive) system is used across a wider variety of vehicles, particularly passenger vehicles but also ‘mini’ SUV’s. The other notable feature is that they are effectively in use all the time, and cannot be ‘deactivated’. In a mechanical AWD system, three differential gearboxes help to distribute the torque to the front and rear axle, and then each of the wheels. Meanwhile, electronic AWD systems use an engine control unit, as well as a myriad of sensors, to distribute the torque where it’s required.
This type of system is most suited to wet or slippery driving conditions, or in sporting applications where each wheel has a different level of friction with the ground. While not quite possessing the off-roading capabilities, or low-range driving associated with 4WD vehicles, general handling and weight distribution is considered to be superior, and one doesn’t need to adjust the system to calibrate it.
With that said, both systems do share one commonality – that is, they generally increase the weight of your vehicle, which in turn decreases your fuel economy.
If you have any questions, don’t hesitate to contact us.
Best wishes,
The Private Fleet Team
Drag Racing Has Its Own Rewards
Sydney Dragway plays host to a variety of high speed events but September 10th and 11th were a little different. The Australian Nostalgia Fuel Association took to the quarter mile track to both showcase some truly classic drag racing cars and their drivers.
The event was backed by “Cruzin” Magazine, a publication dedicated to the hot rod and modified street car scene, and was also a celebration of the drivers and pioneers of the sport. The event itself is part of a series being co-hosted between Sydney and Queensland’s fabled Willowbank Raceway.
Based around ten different categories, including Vintage Gas and Nostalgia Superstock, the series is a first time set-up and was held as two one day events in Queensland. The Sydney Dragway event was a two day wrap-up and was held over a weekend where the weather wasn’t the best.
The event also saw, on the Saturday night, the hosting and presentation of awards to drivers as part of a get together for the Australian Nostalgia Fuel Association, (ANFA). Industry legends such as Bob Shepherd and Graham Withers were given Lifetime Achievement Awards to honour their decades of service to the sport. The presentation, known as Pioneers Night, was attended by close to eight hundred people and the camaraderie was on full display for all members that attended.
Drag racing seems to attract a distinct audience, one that is either fully attuned to the nuances of the sport or those that are there simply to enjoy the spectacle. There’s also a curious flow to a drag racing event, compared to how a circuit racing event would run. There’s distinct differences yet, as motorsport tends to do, there’s crossover as well.
A circuit event runs to a certain amount of time or laps, before a race result is declared. It’s generally a situation of who was fastest finishes first. There’s a saying in motorsport: to finish first, first you must finish. Drag racing is not unlike that but it’s in the racing results side that the disparity becomes clear.
Here’s how it works for the layman. In essence, it appears drag racing is about the fastest car to leave the start line (or staging area) and cross the finish line a quarter of a mile (400 metres) down. During the qualifying sessions, that’s effectively how it works. To make sure all races are equal, the staging area has to lights that become visible, one after the other, as an entrant moves their vehicle forward slightly. Ahead of them will be what’s been known for decades as the Christmas Tree, a set of lights mounted vertically that tell the driver when they can start the race. Reaction time, the time it takes the car to move from seeing the green light, can play a huge part as well.
This is where terms such as dial in and elapsed time become important. Elapsed time is the gap between the car starting and then crossing the finish line, hopefully without the driver leaving before the green light. If they do it’s an instant red light and hands the win to the competitor.
Dial in is a time a driver nominates, as in how fast in seconds they believe they will go from A to B. This also becomes a form of handicap, in that a car can nominate a time of 12.3 seconds and a competitor 9.3. This gives the first car a head start of three seconds, however if the 9.3 second competitor goes quicker than the nominated time, he then loses.
Confused? That’s understandable, but that’s drag racing. Head to www.sydneydragway.com.au for details.
How To Stop Driving Becoming A Pain In The Neck, Butt and Back
Spending too long in the driver’s seat (or, for that matter, the passenger seat) can be hard on your back. One very good friend of mine suffered from mysterious back pain during a time that his job involved very long driving hours… and this “mystery” pain cleared up as quickly as leftovers discovered by seagulls when the driving hours reduced to just a few hours per day. Driving is fun, but do too much of it and it becomes a literal pain in the neck. Or backside. Or back. Or hips…
Yes, car seats are very comfortable, at least in more modern models (we’ll ignore the vinyl-covered horrors of the 1980s and 1970s, classics though they may be). Many have lumbar support and nice, supportive headrests, and allow you to adjust them this way and that. However, if you don’t have all the fancy features in your particular set of wheels or if you don’t take the time to adjust the seat to fit your body, apart from making sure that you can reach the pedals and steering wheel comfortably, you can be putting yourself at risk of back pain.
If you do just a wee bit of driving on a daily basis – a regular commute that adds up to maybe three hours a day maximum, you won’t put yourself at much risk of backache. Go for longer drives of four or five hours plus, especially if you do it regularly, and you can end up with aches and twinges that may get you worrying about early onset arthritis and lumbago.
So what do you do if you have to drive for longer periods but you don’t want it to be a literal pain? After all, if you’re uncomfortable and pain in your lower back is nagging away at you just about constantly, then this will take some of your attention from your driving… to say nothing of reducing your pleasure.
OK, here’s some handy hints:
Sit properly. This is an absolute basic and we ought to do it even on short journeys. The right way to sit is with your feet firmly planted on the floor (at least when they’re not working the pedals) with your knees slightly higher than your hips (now you know why some seats have tilt adjustment). Your back should be pressed against the back of the seat – no slouching or hunching over. If your car seats don’t have lumbar support or if they don’t have enough lumbar support, you can play around with cushions to make sure that your back is properly supported. Pay particular attention to your “lumbar lordosis”, which is doctor-speak for that curve in your lower back just above your bottom.
Make sure that you can reach the steering wheel without much stretching – if it’s too much of a stretch, this will encourage you to hunch over to reach it properly. OK, you don’t want the steering wheel to be prodding you in the tummy or bumping you if you lean forward to adjust the mirror or adjust the air con. But don’t have it so far away that you have to adopt the cartoon zombie position (arms stretched out straight at shoulder height).
Make sure that your shocks and suspension are in good order, and get the tyre pressure right. Bouncing about puts a lot of pressure on your spine (and the spines of your passengers). You can do what you can to avoid potholes and charging at speed bumps full bore, of course.
Keep your back muscles warm. This is why heated seats were invented by Saab and why they’re so popular in most modern cars. Warmth helps stop the muscles cramping and stiffening up, so your back won’t get as sore. Plus the comfort of heated seats also encourages you to sit with your back pressed against the seat where it should be.
Get out and move! Holding any position for a long time is going to put stress on your muscles. It won’t do your heart or your waistline any good, either. This means that you need to go for a little walk every so often when you’re driving. This has the added bonus of freshening you up (and I don’t just mean because you need to head to the loo) and reducing driver fatigue. If you are driving for a holiday, this means that you have an excuse to stop and take photos of the scenery or check out that park or whatever takes your fancy. You could do some of those exercises to prevent lower back pain but these aren’t particularly practical on the forecourt of the petrol station…
Clear out your pockets. Having a big lumpy wallet (lucky you!) in your back pocket makes it hard to sit comfortably. The same goes for cellphones and your house keys. Lumps and hard objects in your trousers (get your mind out of the gutter right now!) encourage you to sit at a less than ideal position. There’s a reason why cars have a multitude of storage compartments around the cabin, so empty out your pockets. Right now, all the women with handbags are feeling a bit smug…
While researching this article, I came across one suggestion from a back specialist that you should only drive passenger cars rather than utes or SUVs. This is somewhat extreme in our opinion but if you have bad back problems, it might be worth considering. However, it’s not really practical if you need something big to tow the trailer or the caravan for miles on end!
Level 2, 9 Help Street