There has been a big emphasis for years now to convince people to GO GREEN. However, people still don’t seem to be catching on to the idea of going “electric” when it comes to cars. Most people still think electric cars are little “ugly, slow” cars. Do you think if people really watched these videos, it would change their minds? Why or why not? (You must write 8 sentences or you will get ZERO CREDIT)
WHAT PEOPLE ARE USED TO
THE POSSIBILITIES
FASTER THAN YOUR CAR?
The Good: Sports-car performance, sedan convenience, inspires Kobe Bryant-levels of confidence.
The Bad: Not as fuel-efficient as the EPA would have you think, transmission a bit rebellious.
The Verdict: A near-perfect harmony of speed, style and substance.
The best automobiles are more than transportation appliances. Sure, they move you from place to place just as well as any car, truck, golf cart or Segway – but they do so much more. They inspire passion. They inspire lust. And, like Hugh Grant in any number of estrogen-tastic romantic comedies, despite their flaws, you ultimately come to love them wholeheartedly.
The Audi S4 is one of those cars.
On the surface, the S4 doesn’t seem very different from the A4 on which it’s based. While the S4 receives unique bumpers, a mildly different grille and quad tailpipes in lieu of the A4’s twin pipes, only the hardest core of enthusiasts are likely to notice. It’s a stealthy approach to speed – in stark contrast to the in-your-face aggression of potential competitors like the BMW M3 or the Mercedes-Benz C63 AMG.
(Of course, Audi insists the S4 doesn’t compete with those macho models, instead preferring to stack its stealth sports sedan against the “regular” six-cylinder entry-level luxury sedans – specifically, the BMW 335i, which the S4 is locked onto like a Tomahawk cruise missile.)
The trend of stylish subtlety continues inside, where the biggest variation from the A4 are a pair of sport bucket seats up front – though a handful of other differentiators, such as S4-branded gauges and steering wheel, pop up around the interior. But lack of style was never really a problem with the A4 (at least from my point of view), and the S4’s differences, though minor, add a bit of panache to the car’s looks.
Pop the hood, though, and the changes become a lot more apparent. Instead of the turbocharged 2.0-liter inline four-cylinder in the A4, the S4 runs wild with a 333-horsepower supercharged 3.0 liter V6 capable of propelling the S4 from 0 to 60 in 4.9 seconds, according to both Audi and Car and Driver.
But those numbers seem so cold and abstract compared to those 333 horses. This car is fast. Whee! Fast. The supercharger has effectively no lag (a major advantage blowers have over turbochargers) – punch the throttle, and you’re thrown back into your seat and on your way to that inevitable court date. (“Reckless driving,” my ass…)
While the S4 is based off a front-drive platform (indeed, you can buy a FWD A4 if you really want, but good luck finding one), it thankfully comes with standard all-wheel-drive, which harnesses those gallivanting ponies and sticks them to the ground with the expected Germanic efficiency. Between it and the electronic stability control, even the slipperiest Vermont roads were easily negotiable.
That said, though, click off the ESP, and the S4 will hang its tail out in curves all day long if you want it too (especially on those aforementioned icy dirt roads). I spend the better part of ten minutes baking donuts in the fresh snow of an Asian fusion restaurant parking lot – including several continuous loops around a blue spruce in the middle of the lot. (And I don’t regret it one bit, Ma.)
While a six-speed manual transmission comes standard, my tester put the power down through a seven-speed dual clutch transmission. In the past, I’ve been quite happy with this type of transmission (both in the Audi TT-S and the Mitsubishi Lancer Ralliart), and the S4 was no exception – in automatic mode, shifts are as smooth as a slushbox, while in manual mode, it cracks off shifts with Barry Allen speed.
Adding a seventh, higher gear to the mix adds some virtue to the car’s hefty serving of vice, allowing the S4 to reach an EPA-claimed 28 mpg on the highway and 18 mpg in town. Of course, the EPA test cycle was designed by an engineer who drives like Ralph Nader in a snowstorm, so real-world mileage is a bit lower; I averaged 22.45 miles per gallon over a week of mostly highway driving.
The dual clutch ‘box isn’t perfect, however. Even in manual mode, flooring the throttle in high gear causes the car to drop down several cogs to put you in the heart of the powerband again. In automatic mode, this certainly makes sense, but presumably any driver who’s enabled manual mode wants to make his or her own decisions – and if he/she wants to, say, test top-gear acceleration along the New Jersey Turnpike without being unexpectedly flung towards the Pennsylvania state line, that’s his or her perogative.
Less startling but more annoying, the aluminum paddles on the back of the steering wheel are on the small side – small enough to be all but invisible behind the spokes at 9 and 3 o’clock. I presume this was an intentional move to keep them out of the way for drivers who don’t want to be bothered with shifting for themselves – but it seems kind of a burn to the enthusiasts who, presumably, make up a hefty percentage of the S4’s clientele.
Quibbles aside, the S4’s powertrain makes for one hell of a fun ride; luckily, when the road turns curvy, the suspension and chassis proves more than capable of cashing the checks the supercharged V6 loves to write all over the pavement. As with true sports cars, the S4’s limits will almost always lie beyond those of your nerves (at least on public roads).
Push the car into turns, and it urges you on, encouraging and emboldening you. While the steering can be heavy at low speeds, it lightens up as the car builds velocity, never feeling floaty or disconnected. Few cars instill as much confidence in their drivers as the S4 does.
On a side note, this was the first Audi I’ve tested lacking the Audi Drive Select system, which allows the driver to adjust the suspension, steering and drivetrain’s responsiveness. To what degree the ADS improves non-“S” models, I’m still unsure, but given my experience with the S4, I’d be hard-pressed to imagine how the system could improve on the car’s dynamics – at least, not enough to warrant its $3,950 price.
Of course, sport sedans promise a measure of convenience along with performance – after all, as Mitt Romney learned, society tends to frown on strapping your dog to the roof of your car; there will be times you need that extra room. Not surprisingly, the S4 offers all the convenience of the A4 it’s based on – it just goes faster. Granted, it’s still on the smaller end of the sedan spectrum; it’s possible to fit three adults and a week’s worth of luggage into the car, but let’s just say my backseat-dwelling father would probably not enjoy repeating that drive from Boston to New York City anytime soon. (Especially since he had to share the rear bench with several large bags.)
The Bottom Line:
For anyone seeking maximum driving excitement for around $50,000 without sacrificing utility, the S4 is as good as it gets. It’ll take winding back roads like a sports car at noon and let you drive octogenarian ladies to and from dinner at night. The S4 packs 95 percent of the fun of a sports car with 100 percent of the comfort and handiness of a four-door luxury sedan.
As an automotive journalist, people often ask, “If you could have one car, regardless of price, what would it be?” Usually, I’ll respond with my supercar crush du jour, then offer a quippy remark about the fun factor overwhelming the little inconveniences – crappy gas mileage, hefty insurance rates, lack of room, tricky behavior in town, and so forth.
But today? I might just tell them, “Audi S4.”
Base Price/Price As Tested: $48,125/$53,450
0-60: 4.9 seconds (courtesy Car and Driver)
Fuel Economy: 18 city/28 highway (EPA estimate); 22.45 mpg (observed)
Key Competitors: BMW 335i/335xi, Ford Taurus SHO, Cadillac CTS
Couple trends I’m on the fence about. I love seeing people try different things more than anybody, these are kind of interesting and I think need to be judged on a car by car basis rather thatn just by the style as a whole. First up is Dayton style wires on euros. I’m kind of tainted on this one, for me wires belong on Jaguar E Types and lowriders, but I can see how and why the europeans view them differently.
Next is stickered body panels, this one really depends on the car so much. I’ve seen it on some Hondas and it really just didn’t appeal to me at all, but on this xB and the IS300 in particular, I think they wear it quite well.
A fairly entertaining watch (and the R8 V10’s soundtrack is always a pleasure to hear):
We don’t like wet track days (alright, aside from the most hardcore DE drivers, who does?), but we sure would love some time on a dedicated wet handling circuit behind the wheel of someone else’s car. Preferably something like an R8 V10 
Some of you guys have been wondering what VagCom is. Since I have mention it on many of my post. Vagcom consist of a computer software and cable interface sold by Ross Tech that allows you to interact with the computers and modules in your car. The software goes beyond letting you diagnose your car and read fault codes, it allows you to change settings in your car to add features that are not available in the US market. A common “hack” is to set up the car so that you can lock it and the windows will roll up by them selves as you walk away.
What you need:
- A windows based computer or Mac running windows via bootcamp or via virtual machine (boooo)
- The Vag Com software (FREE download!)
- a Vagcom cable available here
For more info check our Ross Tech’s website or their Brochure.
Disclaimer: use at your own risk, I am not responsible if you mess up your car using this software or if your warranty is voided.
Almost every brand has a fan club in the world of cars these days, and Volvo is little different in that regard. With so many great models over the years, though, it’s hard to blame brand devotees for their loyalty to this name, though. Combine superior performance, durability, and unique styling within the industry, and you have a name many car buyers can’t separate themselves from. As time goes on, though, any car needs a part here and there, and finding the right supplier for a brand like this one can be tough. Wondering where you can get the Volvo parts you need right away? This guide may help you spot a great Volvo auto parts supplier from a mile away.
• Look for a knowledgeable company with a long history. Any good parts supplier will have the knowledge necessary to help you get exactly what you need the first time. A company’s history, though, is pretty useful too. In an economy like this one, you want an organization that will be there tomorrow when you need help, not just today when you need the part shipped to your location. A company with history probably also means they’ve had time to build quite a reputation, and that can give you the peace of mind you need as you place an order.
• Look for an easy-to-use online interface. The days of thousand page greasy parts catalogs are long-gone, as are difficult telephone ordering systems. You need a company that offers customer service by phone, yet the ideal online ordering system so you can choose what you need instantly, and click all the way through to a shipping page without a hassle.
• Look for a company with great locations. Ordering your Volvo auto parts from some guy’s basement in Philadelphia may be fine, but the chances are good that it’s not going to reach you very quickly. You’ll want to look for a company that has a number of locations throughout the United States.
• Look for a company with solid shipping policies. Buying a part on Ebay from a garage that only ships every other week doesn’t spell fast delivery. Buying from a dealer who guarantees same day shipping in most cases, though, means you’ll be on your way to repair much faster than you’d imagined.
Volvo auto parts may be getting tough to find, but these tips can help you spot a reputable dealer like Hirsch Industries right off the bat.
(MARCUS BRANDT/AFP/Getty Images)
Berlin, 07 Januari 2010 – Kendati perekonomian global di 2010 ini diramalkan masih belum pulih dari dampak krisis keuangan global yang mendera dunia sejak setahun lalu, bos Audi AG, Rupert Stadler optimitis penjualan produk akan terus bertumbuh.
Ketua Dewan Manajemen Audi AG ini juga mengatakan Audi akan meluncurkan delapan produk baru sepanjang 2010 ini.
“Meski dampak krisis global akan terasa selama 12 bulan mendatang, kami yakin akan mencapai pertumbuhan di 2010 ini,” tutur Stadler dalam siaran pers Audi yang dikirim PT Garuda Mataram Motor, Agen Tunggal Pemegang Merek Audi di Indonesia, Jumat (8/1).
Seperti diwartakan sebelumnya, pabrikan ini mengumumkan akan menggelontorkan investasi senilai 7,3 miliar euro atau Rp 96,6 triliun mulai 2010 ini.
Dana sebesar itu selain untuk menambah jumlah varian produk juga untuk meningkatkan kualitas produk. Audi berusaha untuk meningkatkan jumlah varian produknya dari 34 model yang ada saat ini, menjadi 42 model pada 2015.
Di antara varian yang digelontorkan Audi mulai 2010 adalah, varian A1, A7, A8, dan R8 Spyder. Bahkan di 2011 perusahaan ini akan memproduksi varian varian Q5 versi hibrida.
Selain itu, Audi juga akan menambah kapasitas produksi dan perangkat pendukung pabriknya yang berada di Inglostadt dan Neckarsulm guna meningkatkan kualitas produknya.
Stadler optimistis penjualan 2010 bakal meningkat, karena kinerja penjualan sepanjang 2009 yang gemilang akan memberi dasar yang kuat bagi kinerja tahun ini. Ia mengatakan target penjualan 2009 perusahaan ini hanya 900 ribu unit, namun hingga November telah terjual 925 ribu unit.
“Bahkan selama tiga kuratl pertama laba operasional Audi mencapai 1,172 juta euro (sekitar Rp 15,5 miliar) dan penjualan meningkat 5,4 persen dibanding periode sama tahun sebelumnya. Sehingga kami (optimistis) dapat bertahan dan meraih sukses (di 2010),” tandas Stadler tanpa menyebut target pertumbuhan.
Sumber foto
I really want one, I want the ghost of rally’s past to come to my bedside and show me the ways things used to be. If you have only heard of Group B, if you have never heard of Group B, if you think you know Group B, please take your time to look through the following links. I’m not asking you to, I’m telling you, and I really don’t want you viewing this blog unless you’ve spent some time looking through this.
You see, the picture above, is the pinnacle of Motorsport. Nothing greater, the greatest. You may be thinking I’m just another blogger/journalist caught up in the popularity of group B. You’d be right in someway, but much like the mass population loves to get lost in books of fantasy, holding their swords, slaying their dragons, Fire breathing, mountain navigating, monsters roam my mind. The difference is, group B Happened, there was no ring, there was no sword in the stone, just an unruly contest of might that happened on real soil, with real witnesses, and consequently, real casualties.
Please, if you are vague on the story of Group B, I will not provide coles notes, sit down, and read through. Never since has such brutal force been released on public roads for competition, nor before.
Visual Pictoral of Group B.
Once your done that, please take time to watch through the documentary.
Start here:
once your done with those parts continue here:
There the very moments that killed Group B.
Thank you for your time.
We’ve been blogging for a couple of years now but we like to think of 2009 as The Prodigal Guide’s first real year.
It’s really only in the last 12 months that we’ve made a concerted effort to keep the blog regularly updated and relevant. And we’re delighted to report that the effort seems to have paid off. You’re reading The Guide in ever-increasing numbers: we have ten times more monthly hits than we did at the beginning of the year. For that, we thank you.
We hope you’ll continue to stay with us in the years ahead – we’ll be doing more, writing more and involving you more than ever before (not least, with a renewed focus on The List.) In the meantime, here’s our review of 2009’s highlights. See you next year.
Cars
We started the year on a high, celebrating the news that Chris Bangle was finally retiring. At last, a chance that BMWs might be elegant again.
The Porsche Panamera loomed large in more ways than one in 2009. We welcomed the first shots of its beautiful cabin, recoiled in dismay when the exterior styling was revealed and then a gorgeous ad made us question our sanity. We’re still undecided.
Styling is a tough thing to get right, but when you do, it can make all the difference. Witness the stunning Maserati GranTurismo; the courageous Lamborghini Insecta Concept; Ferrari’s return to form with the 458; or the Alfa Romeo 8C Spider that continues to take our breath away every time we look at it.
But we wouldn’t want to give you the impression that we just watched 2009 pass by as we sat on the automotive sidelines. Oh no. As we try to do at least once a year, we set ourselves a little motoring challenge in 2009. The Prodigal Run 2009 involved blasting down to Geneva and back in the Audi S4. We just about made it.
Films
Not a great year for movies really. We had a decent stab at predicting Oscar winners in February; then sat back and started looking forward to the year’s releases. Inglourious Basterds, Public Enemies, Shutter Island and Mel Gibson’s return in Edge of Darkness were all exciting enough to prompt a post. On the review front only three – very different – films got us to put fingers to keyboard in praise: Daniel Day Lewis’ unparalleled, career-defining performance in There Will Be Blood, the joys of seminal Western The Searchers; and the best damn drunk on celluloid: Annie’s Miss Hannigan.
Food
We did a lot of eating this year but the highlights were surely: the inimitable Hunan in Pimlico; our favourite Thai restaurant, Sukho, in Fulham; phenomenal steaks at Shoreditch’s Hawksmooor; the wonderful Gilmour’s in Chelsea; peerless burgers at Byron on the King’s Road; superior cocktails at both Eight Over Eight (now, very sadly closed) and Hereford Road; and, last but not least, the excellent Bedford & Strand.
We also owe an honourable mention to the ancient art of Dim Sum making. We wrote up to very different examples of its execution: Ping Pong in Notting Hill and Hong Kong’s BO Innovation. Both were pleasing in very different ways.
Low points for our palates? Well, Benihana and Bertorelli need to slug it out for that title. Low points for out reputations? The meal we had at Isaka-Ya in Brussels that we were too drunk to remember let alone write about authoritatively…
Gadgets
The year started on a low with the news that Pioneer, purveyor of the world’s finest plasma screens, was pulling out of the market. But while we were mourning that, February and the Mobile World Congress soon rolled around with some enticing news: Nokia’s E75 and Samsung’s OmniaHD both looked promising. Both, unfortunately, were ultimately disappointing.
The other huge disappointment in 2009 was Nokia’s N97: a device with such incredible potential was let down by some odd hardware decisions and some truly terrible software. Shame on Nokia. In July, as a result, we had no choice but to declare the N86 the best phone the Finns currently make. But that was before the N900 surfaced. Reviews since have demonstrated some of this new tablet device’s weaknesses. Nevertheless, we remain convinced that the N900 – or rather its successor – represents Nokia’s best hope of getting back in the game.
While we’re talking gadgets, we’d be remiss not to mention the incredible technology that Audi have crammed into its latest A8. Surely, a geek’s only possible choice of wheels.
Watches
As a whole, 2009 was all about vintage here at Prodigal Towers. As early as February we’d posted about the allure of vintage watches but it wasn’t until October that Straight-Six threw himself into the world of vintage with gusto, trading in his entire watch collection for just a couple of old Subs. We questioned his sanity. He retorted and has been waxing lyrical about vintage ever since.
Along the way, while welcoming Omega’s new Liquidmetal Seamaster Planet Ocean as the latest example of the brand’s renaissance; uncovering a left-handed Rolex Sea-Dweller and rubbishing one of our friends’ suggestion that the IWC Aquatimer Automatic 2000 was a timeless classic, we also found time to advise others on how to spend £1,200 on a vintage piece.
The highlight of 2009 from a watch perspective though took place over two days in November during which we combined a drive to Geneva, a presentation from the Panerai CEO, and a visit to SalonQP. Both were fantastic fun and ultimately led to our attendance at Bonham’s auction later in the month. This is a sale which Straight-Six would rather forget: after partaking in one too many glasses of wine over a simply superb lunch at Scott’s, he managed to ‘drunk purchase’ an IWC Pilot’s Chronograph by mistake. We had to retreat to the bar at Claridges for some restorative Martinis. An expensive but truly Prodigal day out.
