Audi

Audi today has a large range of models - from cars we use on a daily basis - to supercars we can only dream of. Let's also not forget the Audis, which have become fine classics.

Why the Audi e-tron's rear motor fails

Posted 25/04/2025 by Terje Bjørnstad

Several owners of Audi's first electric model, the e-tron, have had to replace the rear motor and differential on cars with moderate mileage. Why is this happening, and can it be prevented?

The Audi e-tron was Audi's first commercial electric model. It gave the market a signal that the Volkswagen Group was ready to electrify its car fleet. The year was 2019. With tax and duty exemptions, the electric Audi became widely available in Norway. For the same price as a mediocre station wagon, you could get a large and pompous Audi SUV the size of an Audi Q7. Today, according to Elbilstatistikk.no Over 30000 Audi e-trons have been registered (50 and 55 ed. note). The figure includes both cars distributed via brand dealers and parallel imports.

A known issue

I could easily pick out 10 ads on Finn.no where it was stated that the e-tron's rear motor had been replaced. Probably the tip of the iceberg. The car with the lowest mileage only had 66000 km on the odometer. I also find the problem discussed in posts on online forums. An American Audi owner had to pay $10700 to fix the car. A Norwegian car seller quoted 100000 kroner – another 110000 kroner. The amount is not of great interest at the moment, as most cars sold in Norway are still under new car warranty. The high price will probably raise more concern as the warranties expire. In the US, Audi has extended the warranty period for this specific problem. Perhaps Audi will do the same in Norway – at its discretion.

Coolant on the way out

In short, the problem occurs after coolant leaks around the rear engine. The leak occurs at a sealing ring. The engineers at Audi have actually foreseen a problem with excess water (coolant and/or condensation) and made a container on the underside of the engine to collect this. The container should be replaced at the 30000 km service. Normally, you will only find a splash of clear water there. But when the sealing ring does not do its job, the container fills up faster and liquid penetrates vulnerable components.

There are videos on YouTube that show you can empty the excess water tank yourself. It is accessed from the underside of the drivetrain behind a plastic cover.

Scope and prevention

Currently, there is only speculation about why the sealing ring fails. One theory is that coolant deposits adhere to the ring due to heat. What strengthens this theory is that the problem seems to affect a larger proportion of car owners in the United States than in Norway. Hours of driving at highway speeds with subsequent fast charging and hot climates can create high temperatures in the batteries. Even though the Audi e-tron has separate cooling ducts for batteries and motors, the theory cannot be ruled out.

On a forum page, there is a discussion about whether to check the excess water tank more frequently to detect leaks at an early stage before vulnerable components are damaged, or just replace the sealing ring. I suspect that the branded workshops will replace the entire cluster consisting of engine, differential and control box anyway, rather than unscrewing everything to replace the sealing ring. Furthermore, the excess water tank is not suitable for inspection outside of service intervals.

Consequences

When new car warranties start to expire, you no longer have any legal claims against the dealers. But since it is a manufacturing defect, good customers may experience having the repair carried out under an extended warranty. Owners of parallel-imported cars have no claims beyond any local used car warranty. Car owners with service performed outside of the brand's workshops may also risk being met with a cold shoulder after the warranty has expired. Eventually, when all car owners have to cover the costs themselves, we may see well-maintained cars with low mileage being sent for recycling. Audi will not be the first in this case.

The question many may ask: Does this apply to all cars?

It is too early to draw any conclusions. We do not know the exact extent, but since the defect is already well known, we must assume that the number may be significant. Of the ads I checked, they are about cars registered between 2019 and 2021, repaired relatively recently in 2024 or 2025. There does not seem to be any connection with mileage, but age may be important. The third aspect is whether driving patterns and climate may play a role. Time will tell.

Repair instead of replace?

The YouTube video below (click on the image) shows the dismantling of a water-damaged rear engine cluster from an Audi e-tron. The video claims that the engine is made by Volkswagen and that it is also installed as the front engine in the Volkswagen ID.4 GTX. Since the ID.4 GTX with 4-wheel drive primarily drives the rear wheels, the front engine provides the the front wheels when needed. The Audi e-tron primarily drives the front wheels, and this engine is located at the rear.

audi e-tron problems — Points to presumed sealing ring

The mechanic discovered water in the steering box and noticed a strong, nasty smell from the gears in the differential, which he suggests may be caused by coolant mixing with transmission fluid. The point is that the electric motor appeared undamaged. The differential also looks like it can be cleaned and reassembled. Should thousands of owners of aging Audi e-trons experience problems with the rear motor, perhaps specialist workshops will emerge that can repair for half the price?

Should the problems also appear in the Volkswagen ID.4, they will have full order books.

See

electric motor replacement e-tron — Audi e-tron 55

Audi V8

Posted 02/05/2023 by Terje Bjørnstad

This prestige model was necessary so that Audi could position itself on a par with Mercedes-Benz and BMW in the market. How does Audi's early state-of-the-art technology look in today's eyes?

Audi before it became a luxury brand

I discovered the car in Skindergade, Copenhagen, outside one of the city's hairdressers. It is unusual to park here, but this was no ordinary car either. The owner was probably just stopping by to get his hair done. The Audi looked like an untouched used car, but wore its age well. It's not often you get to see an Audi V8 on the street.

In today's fleet, it does not appear as a flashy car. The straight, tight lines are associated with discreet elegance for bank directors and star lawyers who wanted the best without showing how rich they were. In the past, when the Audi brand was not as prestigious as it is today, the cars appealed to people who were above average interested in driving characteristics and technology. Although the Audis were expensive cars, they were not as much associated with status as they are today. People who wanted to flash wealth therefore chose other brands instead. This was one of the reasons why Audi chose to launch its own S-Class.

Audi's S-Class

Ever since the first Audi 100 cars hit the road, they were colloquially referred to as "Der kleine Mercedes" (before Mercedes-Benz launched its new 190 series). To catch up with prestigious brands such as Mercedes-Benz and BMW, Audi needed both a model in the large car class and a V8 engine. The result was a car that surpassed the competition in several areas. Audi only offered one engine choice – the V8 with Quattro permanent four-wheel drive. Also worth mentioning were galvanized bodywork, automatic air conditioning, BOSE radio, integrated GSM telephone (!), leather interior and airbag – everything was standard. The model was called the Audi V8 and was to become the forerunner of the Audi A8. The V8 engine was to follow the brand both in racing and fast top models for several decades.

Audi's V8 venture

The V8 engine was developed from two 1,8 liter inline fours. The engine block was cast in aluminium, 3,6 liters with 32 valves, 4 overhead camshafts and Bosch Motronic injection. The output was 250 HP with a torque of 340 Nm. From model year 1991, the displacement was expanded to 4,2 liters and the output increased to 280 HP. The cars could be delivered with an automatic from ZF or manual gearboxes – 5-speed for the 3,6 and 6-speed for the 4,2.

The Audi V8 (44) was based on a lengthened version of the Audi 100 C3. When Audi launched a new Audi 100 C4, this model became the basis for an upgraded version of the Audi V8 (4C).

"4.2" became an engine size that would follow Audi's V8 engines for several decades. Initially as an engine alternative to the S4 and S6 models. It is perhaps these models that one primarily associates with Audi's early V8 engines. Today, Audi uses V8 engines developed by Porsche.

Not for ordinary people

The Audi V8 has never been an ordinary car anywhere, not even in Norway. I have no idea how many were sold as new here. Today there is at least one "Norwegian" car registered in Bergen in 1992 (SR 44144). All the other cars are second-hand imports. There are probably more Audi V8s in Norway today than when the cars were new. At the turn of the year, there were 27 cars, of which 7 had plates and were approved by the EU. Most were deregistered - hopefully only for winter storage or for renovation. The sad thing is that at least 20 cars have been delivered for scrapping in recent times.

Audi V8 technology

Although I get excited by seeing an Audi V8 in daily use, I would not recommend acquiring such a car for daily transport. As a hobby car, however, it can be a good alternative. Prices are still quite low. In Europe, you can get good examples with a service booklet and mileage below 200 km for around NOK 000.

The engines can last a very long time if the services are followed. According to online user forums, typical faults are related to the injection system, oil leaks and overheating. The timing belt is changed at 90 km for the 000 engine and 3,6 for the 120 engine.

The automatic transmissions from ZF are reliable (German quality) but dependent on oil/filter changes at prescribed intervals and normal driving patterns.

Faults in older ABS systems are unfortunately not uncommon, and can be expensive and complicated to fix. Unlike many 4WD systems, the Quattro system in the Audi V8 is not dependent on ABS, but ABS failure inexorably results in 2 faults on the EU inspection.

A whimsical specialty worth mentioning are the front brakes, which feature hidden brake calipers and UFO-shaped brake discs. The discs are surrounded by a UFO-like capsule. When you look through the aluminum rims, it looks like there is an old steel rim inside.

The Audi V8 was a hi-tech car for its time, but you can still do a lot yourself. My experience of screwing Audi (C4) with a large engine in a narrow engine compartment is that certain tasks can require a disproportionate amount of work, without being particularly complicated. The error codes on the Audi V8 can be read via a 2×2 connector above the footwell in the passenger seat. There is an adapter for the OBD-II connector, but I assume you need separate software for VW/Audi.

Finally mentions that Audi's galvanized bodies can be rust traps after damage. Pay attention to previous repairs.

Motorsport

In 1990 won Hans Joachim Stuck Deutsche Tourenwagen Masters with Audi V8 Quattro. Few expected the big Audi to catch up with the lighter BMWs. Stuck drove number 44 in both 1990 and 1991 in a car similar to the one in the picture below. In 1991 he drove to 3rd place. Stuck's car had 420 hp and a manual 6-speed gearbox without F1 gearing.

A vintage Audi?

The term "watch" is often used for early Audis. In that case, the Audi V8 could be called "ur-V8" or something like that. The Audi V8 is very anonymous – like a Swiss watch that only receives appreciative glances from connoisseurs. As a vintage car, it is an alternative to the Jaguar XJ6, Maserati Quattroporte and Mercedes-Benz W126. Audi's advantage is the driving characteristics. Large Audis are very well soundproofed where only the good sounds from the engine emerge during acceleration. The chassis provides a good balance between comfort and sportiness. Even after 30 years, an Audi with a self-aspirating V8 engine can bring out a smile.

Audi V8 DTM Racing

Facts 1989 Audi V8

Weights and Measures

Length, width, height: 487 x 181 x 142 cm
Wheelbase: 270 cm
Net weight without driver: 1710 kg

Drivetrain

Engine: 3,6 liter long V8 32V 4OHC
Horsepower: 250 HP @ 5800 rpm
Torque: 340 Nm @ 4000 revs
Gearbox: 5-speed manual
4-wheel drive: Audi Quattro

Performances

Top speed: 244 km/h
0-100: 7,6s

About the model

Model year 3,6 V8: 1989 – 1990 (44)
Model year 4,2 V8: 1991 – 1993 (4C)
Place of production: Neckarsulm, DE

See

Find the Audi V8 at Finn.no

Audi News: How UFO brakes worked – also kind'a didn't

Was the Audi A2 a signal model?

Posted 11/04/2023 by Terje Bjørnstad

The Audi A2 was not a sales success. It was perhaps too special, too controversial and too expensive for that. But as a signal model for Audi, it showed that they were serious about "Vorsprung Durch Technik".

It takes more than four rings

Today, an Audi with a transverse engine is a derivative of either the Volkswagen Polo or Golf. If you look closely at the seams of the Audis, you will find that they are built from identical components, and have the same wheelbase and track widths as a similar model from Volkswagen, Skoda or Seat. That doesn't make the Audi a bad car, but - frankly - it's no real Audi, even if the marketing people would have you believe so.

What characterizes a real Audi?

Traditionally, a genuine Audi is equipped with a longitudinal engine, preferably Audi's permanent four-wheel drive Quattro, extensive use of aluminum and an engine option that no - or very few - other cars in the Volkswagen group have the same. New technology makes these characteristics less relevant, and one can wonder where Audi's technical edge will be found in future car models. But that is another matter.

Interior quality on par with larger Audis.

Audi original radio is wider than standard radios and only fits in genuine Audis.

Audi A2 – small car but no electric car

When Audi launched the A2 for the 2000 model year, they had not had a small car in the model range since the Audi 50. Typical Audi characteristics, such as long-spaced engine and permanent four-wheel drive, did not fit in a small car. But the Audi A2 was built in aluminum with a sandwich bottom. It was speculated whether Audi had plans to launch an electric version later, but that did not happen. The same speculation was made when the Mercedes-Benz A-Class was launched, also with a double bottom. Nor was it ever built as an electric car. That Audi chose to build the A2 as a high-built car with a double bottom may have been to be able to compete with the Mercedes-Benz A-class.

Wasn't a sales success

When production stopped in 2005, the project had ended with a loss of an incredible 1,3 billion euros. Audi had hoped to sell 60 cars per year. They almost managed to do that in the peak year of 000, after which sales dropped - a lot. In Norway, 2001 new Audi A504s were registered that year. Was the Audi A2 ahead of its time? Was it too special? Was it too expensive?

Aerodynamic roof link with cw value of 0,28.

Was the A2 a signal model?

In 2002 I made the following considerations

The Audi A2 was on the list of candidates when we were going to buy car-number-two in 2002. At the time, I drove an Audi C4 V6 with automatic transmission and air conditioning. The big Audi was a proper motorway cruiser – German engineering – in every way a real Audi. In my eyes, the Audi A2 was also a real Audi, especially because it was the first regular Audi after the A8 to be built in aluminium. I also found the same "Concert" radio and climate control panel as in my A6. But we didn't choose the Audi A2 – we chose another car from the same premises – the then new Volkswagen Polo mk4. It was significantly cheaper than the A2, had the same engine – 1,4 75HP – automatic transmission and an interior very similar to the interior of the Audi A2, – and perhaps most important of all – the Polo had 5 seats – the A2 only had 4.

Signal model

Economists would probably consider the Audi A2 a flop. Among the public, it became a model that was either loved or hated. The automotive press described the A2 as a model that would prove that Audi's edge lay in technology - in other words serve as a signal model. In the car industry, it is not unusual to launch flagship models, whose task is not to generate a lot of sales revenue, but to help showcase technology and design to promote the sale of other models from the same manufacturer. Most often, signal models figure at the top end of the product spectrum, not the bottom.

Color Storm with black screen arches, glass roofs and tough colours. Here in Imola Gelb. (Source: Depositphotos.com/tupungato)

A touch of environmental effect

The Audi A2 with 1,4 petrol engine has a net weight without driver of only 895 kg. For comparison, the Volkswagen Polo mk4 with the same engine and automatic transmission weighs 1199 kg. The 4-cylinder 1,4 engine produces a nice sound, but is not particularly economical on petrol in today's eyes. In an attempt to create an environmental car, Audi launched the "3L" (3 liters) which was 40 kg lighter and equipped with a 3-cylinder 1,2 liter TDI 61 HP which should only use 3 liters per 100 km. It worked well. So good that many claim that 3L is the variant that best represents the purpose of the A2 project and thus most worthy of preservation.

Possible future classic

Things that speak for a future classic existence are that the cars are special, controversial and relatively rare. What can be argued against is that the design has withstood the test of time surprisingly well. The lines still live on in other, high-built small cars, such as the BMW i3. The Audi A2 bears no sign of being an old car.

There will be good access to wear parts, but bodywork damage can be difficult to repair. This can result in cars being condemned at an early stage.

In 2011, Audi presented a style study A2 Electric. (Source: FavCars.com)

This dashboard would probably never have reached the production stage anyway. (Source: FavCars.com)

An electric car that could have become a competitor to the BMW i3. (Source: FavCars.com)

Will the A2 get a successor?

In 2011, Audi showed off a concept car they called the A2 Electric, which was obviously inspired by the original A2 model. At this point, the Volkswagen group must have had intentions of allowing the new A2 to use the same drivetrain as the e-Golf. The concept car was shown in the same year that BMW presented its first i3 concept. If the A2 Electric had entered production with the e-Golf powertrain, it could have been a competitor to the BMW i3. But the interest in early electric cars was not as great in Europe as in Norway, which may have contributed to the new A2 being scrapped.

Another concept car that has been tipped to be the A2's successor is Audi Ai-Me which was presented in 2019. Since the concept car is based on the Volkswagen ID.3, it is not inconceivable that Audi will place it at the level of the A3, if it goes into production.

A cross of thought

I initially tried to explain what I put in a real Audi. The properties linked to drivetrains will not be as easily found in new electric cars. Is Audi about to lose its edge in technology and end up like a Volkswagen or Skoda with a giant grill, 4 rings and crazy lighting? Maybe Audi needs a new signaling model?

See

VW-Audi Club Norway

Did the car owners take the brunt of the diesel cheat?

Posted 06/01/2022 by Terje Bjørnstad

When Volkswagen was exposed for diesel cheating, almost 150 cars in Norway lost their type approvals. Volkswagen avoided paying compensation to affected car owners. Instead, they promised to repair the cars so that they would meet the type approvals. But many were still left with "Svarteper".

Systematic cheating

The cheating was exposed by the EPA (The Environmental Protection Agency) when they discovered that Volkswagen cars exceeded US emissions requirements. The investigation showed that TDI engines of the EA189 type were programmed to create lower emissions during the NEDC test cycles than under normal driving conditions. Cars that are tested during the NEDC - New European Driving Cycle - follow a specific driving pattern. It is not difficult to get the software to pick up when cars are being test driven. Several manufacturers have probably discovered this possibility - but none put it into the system as thoroughly as Volkswagen. Diesel cheating in the system.

What did management know?

After the cheating was revealed, heads in the Volkswagen group's management began to roll. Martin Winterkorn, CEO, Heinz Jakob Neusser, head of brand development and Ulrich Hackenberg, Head of Research Audi, had to go. Wolfgang Hatz, head of research and development at Porsche, as well as engine development at Volkswagen, retired while under investigation. As managers, they had a legal responsibility regardless of what they actually knew.

But what did they really know?

Almost two years after the disclosure, it was discovered that Volkswagen had set up a top-secret test facility where only a very few employees had access. The facility was located in Wolfsburg just a stone's throw away from the administration. There is no doubt that senior management did what happened in there - and probably took part in the decisions.

The engineers were just following orders.

The revelations about diesel cheating were about billions of kroner - among other things, Volkswagen was ordered to pay compensation to American Volkswagen owners. Here at home, Volkswagen escaped far cheaper. They had promised to fix affected cars so that they could meet the emission requirements. NAF feared that the modifications would steal horsepower. In that case, the car owners could be entitled to compensation - not least to be reimbursed for parts of the one-off fees. They urged their members to get the dealers to sign a contract that this would not happen. The negotiator refused. In reality, there is no organization in Norway that is powerful enough to prosecute the Volkswagen group. The retail chain was just following orders.

A sad day

It was I who collected the "wife's car" from service on that fateful day in 2017. An Audi Q3 2,0 TDI 177 HP with DSG and four-wheel drive - a fantastic drive - a pleasure to drive. Like a gazelle!

When I started the car at the dealer, I immediately realized what had happened. It was fixed for diesel cheating. The customer service representative had not said anything. There was nothing on the invoice. The trip home was miserable. The soundscape in the nice car was dominated by a penetrating tractor sound. The car lacked traction at low revs. The DSG gearbox no longer seemed to be in step with the engine. The car that previously drove like a gazelle had been transformed into a sow. My only thought was to get rid of it as soon as possible.

This is what readers wrote here terjesbiler.no after getting their cars fixed:

"... there is poorer bottom traction at low revs. More characteristic diesel sound. Generally worse throttle response.”

"- In order to get away at the same speed, you now have to increase the revs. More noise, even more consumption and even more emissions…”

"- Today my audi 2015 allroad with 320 tax-expensive diesel horses EA189 was adjusted. The torque was gone and only responds to a flat pedal and has to howl at high revs to get thrust. The car was destroyed.”

Also affected – Audi A4 B8

2010 Audi A4 CAG-

Several variants of EA189

There are 3 different variants of the EA189 engines – 1,4-litre, 1,6-litre and 2,0-litre. The smallest engines were fitted with an extra pipe in the intake. The largest were only reprogrammed. I have no basis for saying that the cars were destroyed, but the reprogramming of the TDI engines 2,0 177 HP ended disastrously for everyone. Teknikens Värld tested a Volkswagen Passat with the same drivetrain as our car, and declared the fix to be "unacceptable". The test car had not only been changed engine characteristics - it had also had its engine power reduced from 177 to 163 HP. The engine in question is found in cars such as the Audi A6, Audi A4, Audi Q5 and Audi Q3, as well as the Volkswagen Passat and Tiguan. Take into account that customers who chose this fine powertrain also chose plenty of extra equipment.

What happened to the wrecked cars?

Our car ended up as a trade-in car a few days after the unfortunate service. MøllerBil gave a better trade-in price than we could dream of getting at a private sale. We didn't lose money on the misery. The market for fixed diesel cars was not very hot, so the car became a shelf warmer at the dealer. Perhaps it was eventually resold to a professional buyer? The cars with the same engine option are still in traffic and are traded regularly. I have gone through private sales of cars with the same engine to see how the owners characterize the cars.

"- Powerful diesel engine with enough horsepower and torque."

"... lovely and comfortable car and driving experience."

It's hard to understand the excitement. Could the Volkswagen group have made later upgrades to the software to improve the engine characteristics? Is there a black market for resetting the software?

Were we who experienced the fix too critical?

You have to consider that those who bought fixed cars never got to experience them the way they were supposed to be. The quiet noise level, the nice turbo pull at low revs and how the DSG gearbox followed up with lightning-quick shifts. Relatively speaking, perhaps the car I would characterize as "totally destroyed" - compared to itself - was still better than other cars on the market?

One last thought

The diesel cheating scandal involved politics, business and big capital in Europe and the USA. Although the cheating triggered sky-high fines and compensation - and heads rolled - the culprits got away cheaply in Europe. In the USA, the cars were put away in large collection points and abandoned by the owners due to driving bans. Maybe the cars are still there? Creating a "quick fix" was the only solution that would not damage the Volkswagen Group, German business and the financial market. The management of the Volkswagen Group had to know that the fix could deteriorate some of the cars. But why would they start being open and honest about this now? Company cultures don't change overnight! If Volkswagen's management had informed that the cars would change character, it could trigger a new avalanche of replacements - as in the USA.

Volkswagen is powerful in the Federal Republic of Germany. The leadership knew that once the forces were deployed, resistance would be futile.

In retrospect, it seems clear that the diesel scandal was the result of a lack of social responsibility and a bad corporate culture - arrogant, cynical and fraudulent. Volkswagen is powerful, with connections all the way up to the Chancellor. This may have helped give the Volkswagen Group a greater leeway in Europe than in the US – allowing Volkswagen to ride on Germany's enormous political and commercial power within the EU. Firing some managers probably didn't change a thing.

See

Teknikens Värld TV – Dieselgate: Volkswagen, Audi and Skoda cars lose power after fix.

E24.no (30.12.2015/XNUMX/XNUMX) – NAF asks members to protect themselves against diesel fraud
Teknikensvarld.se – Swedish Volkswagen owners' reactions to the diesel cheating
Bloomberg.com (25.08.2017/XNUMX/XNUMX) – VW diesel cheat system is said to be tied to secret German site

Is your car affected by the emissions cheat?

Happy to drive Audi A3 30 TDI

Posted 16/09/2021 by Terje Bjørnstad

When you rent a car, it happens that you get to know a model that surprises positively - one that you would otherwise never look twice at. The new Audi A3 8Y is such a car.

Declining popularity?

Audi's model 8Y replaced the 8V in 2020 and shares a platform with the new Golf 8. The previous A3 model was popular in Norway as a tax-favorable plug-in hybrid, but the latest model has not been very popular. In the first half of the year, only 55 cars were sold - almost all of them as plug-in hybrids.

Anonym

The fact that the A3 is perceived as an uninteresting car in Norway is due to the competition - primarily from pure electric cars - but also from new, larger plug-in hybrids. One can probably also add that the A3 is experienced as an anonymous thought, even though it has received Audi's new front and even sharper profiles in the bodywork. If you buy a new standard A3, you are unlikely to get many envious glances.

Sportiness and comfort

Rental cars offer the opportunity to try out new cars in a thorough way - not just half an hour's time around a car dealer. It also provides an opportunity to compare driving experiences between several models. This is where the new A3 impresses. There is a fine balance between sportiness and comfort. The Audi A3 has an absolutely perfect balance. Although many cars offer the option of choosing between comfort and sport, it is rarely perfect. Many of the cars I've driven lately have, in my opinion, been dominated by comfort. So much so that I sometimes wonder how capable they will be in demanding situations.

Safe driving characteristics

In the new Audi A3, I immediately feel in full control. I have spent a lot of time in the previous A3 model – 8V – with different powertrains. Part of the good feeling is probably due to the fact that I know these cars better than many other cars. But, still, via the Ronda de Dalt road system around Barcelona, then north on the Autopista 7 towards Francia, everything felt absolutely perfect. The speed limit on AP7 is 120 km/h. It may seem that the road was built for exactly this speed limit. If you drive faster, you can feel that the car will pull out in poorly dosed turns. I have driven the stretch countless times - with different cars. The new Audi A3 is exemplary on the road.

Great entry-level engine

Our A3 is a 2,0 TDI 116 HP – in Audi's language called 30 TDI. It is a detuned version of the 35 TDI 150 HP. I find Audi's new engine designations can be quite confusing. There are two models with "30" in the engine designation - "30 TFSI" and "30 TDI" - so that one could think that they are similar engines. That is not the case. 30 TFSI provides only a mediocre driving experience. 30 TDI, however, provides a surprising god driving experience. It is responsive, quiet and powerful. It is the torque that creates driving pleasure. 300 Nm between 1600 and 2500 revs. The 6-speed gearbox is well adapted to make use of the good rev range.

Favorable consumption

In Norway, diesel cars are now sold almost exclusively as used cars. It's about Audis, BMWs and Mercedes that today's Tesla owners used to drive around in. The tax policy here at home means that the Audi A3 is only offered as a rechargeable hybrid - also to customers who never charge. It's a shame, because the TDI variant has neither higher consumption nor pollution compared to the more than 200 kg heavier plug-in hybrid 40 TFSI e. After 15 miles on the Spanish highway, the consumption meter stabilized at 0,40 liters per mile. A lot has happened with diesel engines in the last 5 years. Today's 30 TDI is in every way a far better engine for the A3 than the 1,6 TDI 110 engine we drove 5 years ago in the previous A3 model.

The Audi feeling

Our Audi is in basic trim. It has additional equipment such as a flat-bottom sports steering wheel, navigation, adaptive cruise control, digital instruments and a black headliner. The flat standard seats are perfectly fine, but do not contribute to creating any Audi feeling. Upgraded seats are highly recommended. On the road, I recognize the same good driving characteristics of the predecessor. The Audi A3 is one of the cars on the market that improves a little with each generation, without making big headlines. My impression is that the 8V and 8Y are the same size both externally and internally, but according to the numbers, the new model is 2 cm wider and has a slightly wider track width at the front and rear.

Loser to a technological shift

Down-tuned, high-torque turbodiesel engines are no longer tax winners. The Volkswagen group's 2-litre TDI is therefore only sold as 150 HP in Norway. Among other things, it can be delivered to the Audi Q2, Q3 and A4 - but not the Audi A3. It is now only taken in with plug-in hybrid drives. Battery capacity and range have been extended and, according to Audi, is due to improved cell chemistry. But the tax system makes the A3 compete in price with the new Audi Q4 e-tron. Whatever one may think of electric cars, the Audi Q4 e-tron offers more car for the money than the A3 models.

If you like driving and happen to come across the new Audi A3 (8Y) with TDI, you will hardly be disappointed.

Facts Audi A3 30 TDI

Weights and Measures
Length, width, height: 434 x 182 x 145 cm
Wheelbase: 264 cm
Net weight: 1345 kg (without driver)
Total weight: 1905 kg
Number of seats: 5
Max trailer weight w/brakes: 1500 kg
- without brakes: 710 kg
Luggage compartment: 380 litres
- w/ folded seats: 1200 litres
Petrol tank: 45 litres
Roof load: 75 kg

Drivetrain
2,0 TDI Common rail
Power: 116 HP at 2750 – 4250 revs
Torque: 300 Nm at 1600 – 2500 revolutions
Engine: Front mounted
Gearbox: 6-speed manual
Front wheel drive

Performances
Top speed: 206 km/h
0-100: 10,1 seconds

Consumption:
WLTP mixed driving: 0,48 – 0,44 litres/mile
Measured consumption 1: 0,40 litres/mile (15 miles on motorway)
– consumption 2: 0,43 litres/mile (7 miles motorway/suburbs)
– consumption 3: 0,51 litres/mile (all tenants last 700 miles)

Tires
Dimension: 225/45R17
Type: Summer
Brand: Pirelli Cintaurato P7

Price
Not sold in Norway with TDI

About the car
Place of manufacture: Ingolstadt, Germany
Owner: Sixt Spain
Model: 2021
Mileage: 25303
Km driven: 275 km (so far)
Source: audi.de

Pictures of the Audi A3 30 TDI

audi a3 8y — The trunk takes 380 liters of goods from the super'n

See

Spring days in a light blue Audi?

Posted 03/03/2021 by Terje Bjørnstad

Audi 80 1,6 GLS photographed at Exporama 08.2018.

Here is Anders Haugene's Audi. Audi 80 1,6 GLS is a nostalgic gem and in rare good condition. It can be yours. Anders is considering selling it to someone who appreciates spring days in a light blue Audi 🙂 🙂

Straight lines were Audi's new design language in the 70s. The design was to remain modern well into the 1980s. The facelift from model year 1977 meant a larger grill and rectangular headlights - the same front as the then brand new Audi 100 C2 had received.

Die neue Leistungsklasse

The Audi 80 B1 set a new course for Audi. Even if the saying "Vorsprung durch Technik" had not yet been invented, it would have been a perfect fit. The Audi 80 was a light, yet strong, construction. The curb weight of the light blue 1977 model is only 880 kg. The chassis is modern - where the weight of unsprung masses is kept low. The structure was designed for optimal directional stability. Audi had arrived at wheel angles that made the car directionally stable under braking on uneven road surfaces and in the event of a puncture.

audi 82 — Another Audi – 1977 Audi 80 GTE (source: FavCars.com)

Before Audi became a status symbol

In 1977, Audi did not have the same status as today. The Audi 80 was a well-engineered and beautiful car. It scored highly in the car tests of the time, but sold almost as well as Ford and Opel. The most popular cars this year were the Volvo 140 series, Ford Granada, Taunus, Saab 99 and Toyota Corolla. Those who bought Audi in 1977 probably didn't buy it because of status - they were Audi fans before Audi became a cool car brand.

Collector's value?

The B1 was the first in the model range that would later become the A4. In 1977, the top model in Audi's 80 series was called "GTE". It was only delivered in a 2-door variant and had a 1,6-litre engine with 110 HP. It was a nice car with aluminum rims, decorative stripes and a small front spoiler. But there was no real "schwung" over Audi until the Quattro system came along. It was in 1980 and then it was the B2 body that was used. The results in motorsport gave Audi a boost up the status scale. B2 Coupé/GT/Quattro are cars many people want in their collection.

1986 Audi 2,2 Quattro — 1986 Audi B2 2,2 Quattro

Audi as a hobby car

Certain things can be unfamiliar when you get behind the wheel of a 43-year-old car. That doesn't mean you can't drive on nice trips. The Audi 80 was a good car to drive for its time. Many have fond memories – either as previous owners, or as children and grandchildren of previous owners. The light blue color helps to give a good nostalgia effect. The Audi 80 with 4 doors was a great family car in the 70s and is still well suited to going to spring car meets when it opens up again for such events.

Facts about the 1977 Audi 80 GLS

About the car
Type: B1 / 82
Place of production: Ingolstadt, DE
First time reg.: 07.1977
Drivetrain
Engine: 1,6 long position
4-speed manual, front wheel drive
Power: 85 HP at 5600 rpm
Torque: 125 Nm at 3200 revolutions
Performances
0-100: 11,8 sec.
Top speed: 176 km/h
Weights and Measures
Length x width x height: 424, 160, 136 cm
Wheelbase: 246 cm
Own weight: 880 kg
Luggage compartment: 432 litres

Source: Vegvesen.no, AutoData.net

For sale

This nice light blue Audi is parked in the Larvik area and is ready to meet nice spring days. It has new valve linings. oil, all filters, brake bands, etc. and must go in to Erik's Car Care in Larvik for spring cleaning and care. The Audi is considered sold to someone who will continue to look after it. Send a request directly to the owner, Anders Haugene, for further information.

Pictures of the Audi 80 B1

The Tectyl patch on the triangular window explains why the Audi has held up so well.

audi — Another Audi 80 GLS (82) Source: FavCars.com

See

audi 80 — The car that gave Audi its identity

audi 100 — An original Audi from the USA

Leads to trouble

Posted 14/11/2020 by Terje Bjørnstad

This is the new trend for rear lights whether you like it or not. Interlocking LED light strip created by designers who focus more on art than traffic.

The E-tron's rear lights are annoying

The new Audi e-tron was not the first car model to get an LED light strip at the rear, but it is perhaps the model with the most annoys over. Partly because of the spread of the model, partly because of the design of the light. The E-tron's rear light consists of 50 different OLED elements and can be programmed to emit light in specific patterns and sequences. It looks great in the exhibition hall, but feels annoying in the dark. It's hard to put your finger on what's wrong. The light strip could advantageously have been narrower and given less light. But that alone is not everything. The light system is placed on the outside of the bodywork - not recessed - so that the light is not reflected on the car's surface. Relatively high brightness, high position and shape make the light float in the air as a two-dimensional creation – like a projected light that visually does not appear to be associated with any car.

Destroys depth perception

Depth vision is particularly important in traffic, not least at night. In the dark, we are dependent on our own lights, road markings, road lighting and the lights/reflectors from other road users. Ordinary rear lights with license plate lights do not just transmit the light bakover. Some of the light also illuminates the car itself so that we can sense its contours. Together with the contours of the car, it is easier for other road users to judge speed and direction. The E-tron's rear lights block the ability to perceive the contours of the car. The lights form an independent, two-dimensional shape that jumps and dances in front of us. It certainly looks nice in a dark showroom, but it doesn't fit well in live traffic.

Porsche Taycan

taycan lights — Porsche Taycan – the light strip is recessed into the bodywork

Porsche has also started with LED light strips. The Taycan and new 911 (992) have it, and the new Macan gets it too. Porsche's rear light arrangement seems far less disturbing in the dark than the e-tron's rear lights. The difference is that Porsche's light strip is embedded in the rear of the car. This causes some of the light to illuminate the surface of the car. It helps to tell about the shape of the rear and sense the contours of the car. The light strip's design is also very elegant, no matter what time of day you are.

Polestar 2

polestar rear lights — Pole stars. Simple and stylish. Works well.

Polestar's light strip curves around the extreme points to form imaginary rectangular taillights. A nice effect to create a recognition effect. The light strip is narrow and placed on the outside of a flat surface that does not catch so much of the light. The light strip is narrow and less dominant than on the e-tron. In addition, it does not destroy the ability to perceive the contours of the car in the dark.

Was the Saab 9-5 ahead of its time?

saab 9-5 lights — The historic Saab 9-5 was early on with an LED light strip

It was not the e-tron that came first with a light strip on ordinary cars. The Saab 9-5 had a similar arrangement in its last model, which was discontinued shortly after launch 10 years ago. I don't know if all models had the same solution, but I at least found one point that annoyed me: When the driver braked, the lighting system was transformed into 3 rear lights by the middle part of the light strip being extinguished. When the brake lights went off, the middle part of the light strip fell back into place. I learned that the unfamiliar light pattern was not picked up by my own spinal reflex. Had the model been allowed to live, I'm sure many 9-5 owners would experience being hit from behind. Another example of a nice lighting arrangement that didn't fit in with the traffic.

LED light Mercedes-Benz EQC

eqc rear light — The light arrangement on the Mercedes-Benz seems simple but not very elegant.

The Mercedes-Benz EQC has a similar arrangement to the e-tron. The high position and strong brightness prevent us from seeing the contours of the car. Nevertheless, the scheme is not experienced as annoying as the e-tron's rear lights. What saves the scheme is the end of the light strip's extreme points, which form imaginary rear lights. But the light arrangement does not harmonize well with the rest of the car. Although it is about taste and comfort, - not traffic safety. There is, however, the EQC's LED light strip between the headlights. It destroys the visual effect one associates with a car front.

LED light strip in front

Car manufacturers who have chosen to place LED light strips in front of the headlights probably defend it by saying that it provides better light, or something like that. The fact is that the light strip can spoil the visual impression that other road users experience. In the dark, our brain will associate the impression of two separate headlight clusters with a car. Heavier cars are recognized with marker lights on the roof. It's about spinal cord feeling. Horizontal light strips in the front change shape and form, which means that other road users do not perceive the vehicle - and the speed - as easily. Those of us who occasionally ride two-wheelers know that other drivers involuntarily break the right of way because they do not perceive the two-wheeled road user as a vehicle - or unable to perceive the speed. The problem also exists at sea. Correct lantern guidance requires the placement and color of lights so that other passengers can read the movement of the vessel. The new ID series from Volkswagen is decorated with a strip of light in the front – fortunately not completely continuous. The hydrogen model Hyundai Nexo has also had a light strip in the front both in the new and outgoing model.

ID.3 rear light — Volkswagen ID.3 with discreet front light strip

The advantages of LED lights

LED lights generally win over conventional lights with low price, low energy consumption, space-saving, and the possibility of creating intelligent dynamics. The LED light elements can be programmed to cast the light where it is needed. If a camera detects dark areas, the car can throw more light there, - or provide a rich dipped beam without dazzling oncoming road users. It can also be used for animation, for example sequential flashing lights and emergency flashing lights. In the future, you can also imagine even stronger lighting effects to warn of danger - or perhaps party effects?

LED – not just an accessory

LED is making its way in – not only in premium models – but also in more common models. The new Seat Leon gets it – probably together with the LED package. The new Hyundai i20 gets it. Right now there is a danger that car manufacturers will outdo each other in supplying LED light strips. Bearing in mind that today you can buy LED light strips for retrofitting for a couple of hundred Swedish kroner, it can easily be "inflation" in creative lighting schemes. Currently, I don't think there are LED light strips that can be legally installed on older cars. But maybe it is possible to mount on trailers?

Pictures

seat leon rear light — New Seat Leon with LED package

macan rear light — The new Porsche Macan's LED lighting strip is discreet and partially embedded in the bodywork

Mercury Cougar from a time when several American cars came with solid rear lights. They disappeared as quickly as they came. Will daylight suffer the same fate? (Photo: Jonny Bunæs)

See

Do you let the car drive itself?

Posted 06/05/2020 by Terje Bjørnstad

Steering the car yourself is one of the joys of driving a car. I rarely drive with automatic steering. Read why!

Audi active lane assist

If someone had told me 20 years ago that ordinary cars could drive themselves, I would have thought they had read too much science fiction. Active lane assist is more advanced than the name suggests. It does not lead the car in a zigzag between the lines, but actively intervenes and keeps a steady course in the middle of the lane - mile after mile. The automatic steering switches off when the driver turns the steering wheel himself. I have seen a video from the USA where an Audi drives on the highway while the driver sits back with his arms crossed for about half an hour. It does not allow "my" Audi. If the hand is away from the self-steering wheel for too long, a message will appear to take over the steering. Guess it's for legal reasons.

The eyes of the car

The automatic steering on "my" car uses the camera behind the interior mirror. The same camera that reads license plates and controls the high beams. If the car had been equipped with Park Assist Plus, the electronics would also have used the radar sensors to monitor traffic along the sides to avoid collisions during lane changes. But normal steering is therefore only based on visual impressions.

Needs more than good eyes

Living people don't just steer with their eyes. We use our eyes to set a course far ahead and check that nothing gets in the way. By holding the steering wheel, we are constantly aware of external factors that affect the car - such as the road, weather and wind. Should a side wind blow the car off course, we feel it on the steering wheel and correct immediately as a spinal reflex. When we correct the steering wheel, we can also feel if we are close to having a wheel slip or if the car is understeering or oversteering. We get to know all this through the steering wheel the second before the car actually changes direction. Today's electronics, on the other hand, do not have access to capture the feeling of the steering wheel. It does not notice the crosswind until the car has actually gone slightly off course. When it then adjusts, we can notice a small throw in the car.

self-driving cars — From time to time I use this grip to feel how the car behaves.

When I'm familiarizing myself with a new car, I only put a few fingertips on the steering wheel as shown in the picture. Then I can feel the forces acting on the front wheels. If the road is correctly dosed in relation to speed, I will be able to feel through my fingers how the car tracks into the bend. When everything is right, the car feels almost autonomous without electronics. This interaction between road, car and driver is not only important for the joy of driving. It is also important for comfort and safety.

Many drivers lack "finger gespitzengefühl"

There is hardly anything more uncomfortable than sitting in the back seat when someone drives with a convulsive grip on the steering wheel and corrects the course completely without feeling the car. Preferably overcorrect so that the car gets a throw back. If you drive with a heavy trailer, a fully loaded car or on slippery surfaces, even a small correction with the steering wheel can have fatal consequences if it breaks the car's track - at the wrong time - for example in an incorrectly dosed turn, during a gust of wind, over a teleport or pothole in the roadway. Then it may be better to let the vehicle wander in the lane and, if necessary, use larger parts of the road.

That's why I rarely use the car's robot steering

It provides better comfort, higher safety and more driving pleasure. It also gives freedom to use the entire lane if necessary. It is part of the interaction in traffic - what separates living people from robots. If I park the car slightly to the right, I invite those close behind to drive past. If there is poor visibility along the edge of the road, I prefer to move towards the center line to create a safety zone. There are countless reasons why one wants to use the entire field - and sometimes the whole way. That's how you drive on a daily basis. Decisions are made via "spinal cord", not via the brain. Not until the automatic steering tries to pull the car into the center of the lane again.

Not all cars are equally communicative

When I recently drove the Suzuki S-Cross, I noted that the steering did not convey any signals at all, especially around the center position. The Suzuki ran well, but lacked this important interaction between car and driver. Without feeling in the steering - and unaccustomed to driving without steering feel - I noticed that "my" car wandered on the road on a straight motorway. I felt like a beginner.

Might as well let a robot rule 😐

Audi Active Lane Assist only works at speeds above 65 km/h. It is activated with a button at the far end of the left steering wheel lever. If the car is also equipped with Park Assist Plus, exploits Active Lane Assist the radar sensors to detect situations where it is necessary to steer out of one's own lane. Together with Adaptive Cruise Control newer Audis can go a long way to driving themselves. Driver assistance systems that use the camera switch themselves off in fog and poor visibility.

See

Audi Q2 30 TFSI

Posted 05/01/2020 by Terje Bjørnstad

Car groups such as the Volkswagen Group can reap economies of scale when they use the same platform and drivetrain in several models. Then development costs can be kept down. Audi Q2 shares technology with Seat Arona, Skoda Kamiq and Volkswagen T-Cross. Not unexpectedly, the Q2 is the most expensive of them all.

What creates the Audi feeling

We have driven the Audi Q2 Sport 30 TFSI – soberly equipped crossover with Volkswagen's 1,0 TFSI with 116 horses. What separates Audi from its competitors is that it is possible to choose larger engines and get Haldex 5 included in the purchase - and a Quattro badge in the grill. Unfortunately, the price will then end up at the same as cars in the class above, for example Seat Ateca 4WD and the Volkswagen Tiguan 4-Motion. Should you still insist on choosing the Q2 in the price range above half a million, I can promise a good Audi feeling. However, the drivetrain in "our" Q2 contributes very little to something like that.

Tough in the face

In the parking lot, the Audi Q2 looks damn good! The square "Tonka Style" bodywork with off-road effects in plastic is tough. The front looks aggressive. On the motorway, many people politely pull over to the right when they spot the Audi car. Inside, you get the feeling of sitting in a solid vehicle with solid door sides, towering hoods and good material quality in everything you touch.

On the road

The Q2 is closer to the A1 than the A3 in terms of handling. The steering feels direct, - and has quite heavy steering resistance for a small car. The brakes chop until you just come across the pedal. The sound from the 3-cylinder engine is barely audible in the cabin. The S tronic gearbox keeps the engine revs low. The torque is already good from 1500 revolutions. The TFSI engine runs surprisingly well in normal traffic, but lags behind in a turbo lag when you press the gas a little hard from a standstill. "My" Q2 only had 1250 km on the odometer, and the "lag" may therefore be reinforced by the fact that the engine was brand new. Getting used to it is required - otherwise it is easy to arrive too late at junctions and roundabouts. Put the gear lever in Sport, the gearbox changes faster, and you get up to speed faster. The downside of Sport mode is that the gearbox often does not shift up, but stays in a lower gear.

Missing four-wheel drive

There was still ice on Høybråten after the night's frost. So much so that it was possible to get a wheel slip in several places. It feels unusual to steer an SUV-like vehicle without the rear wheels engaging when needed. Nevertheless, Q2 does not become unsafe on the smooth. But I can't stop thinking about how embarrassing it would be to be stuck and spinning on one wheel in a new Audi SUV.

Audi Q3 standard interior – black fabric Index with aluminum decor

On a trip with the wife

The Audi Q2 is an ideal wife's car. Good overview, suitably large and beautiful. My wife is seriously considering buying the Q2. She was the one who suggested I get a Q2 for the weekend. That's why we took a trip around the villages where we live. It was Saturday night and Christmas lights were on in the houses we passed. The route was dry, but wintry up high. We drove calmly while the engine speed consistently stayed between 1500 and 2000 rpm. The standard seats in the durable "Index" fabric look good. It is only possible to adjust the seat angle - no height at the front - and no lumbar support either. The wife expressed that the seating comfort was nevertheless good. "Much better than the Hyundais we drove last year." I realize that it is actually quite alright to be on the road in a Q2. The conclusion from the passenger seat was that the car is great, only it has four-wheel drive and an automatic transmission - and a little more equipment. I think, then it should be well done to get below 600.

Fewer cars with S Tronic in 2020

In the Norwegian model program for the 2020 model, automatic transmission is now only available in the 40 TFSI Quattro (2,0, 190 HP). It costs a whopping 510 + equipment, but then you also get Quattro with the purchase. The cheapest engine option in "our" Q500, by comparison, costs 2 + equipment. "Our" car is a 337 model. It has S Tronic. But from the 100 model, the Audi factory in Ingolstadt has removed the S Tronic from "our" engine choice. It is a pity. The majority of those who chose the same engine also chose the S Tronic (source: Finn.no). It is not unlikely that Audi has chosen to remove the S Tronic from the smallest engine option due to the problems of handling the turbo lag in the engine. Nevertheless, it is unwise to remove the automatic option, because today's car buyers - especially the young - want an automatic transmission.

Place

Tall cars such as the Q2 provide more space in the cabin than normal cars because you can sit upright. I am 1,88 and can sit behind myself with my knees in contact with the back of the seat in front. It can be a bit uncomfortable if the driver drives with straight arms. The angle of the seat cushion in the back seat is well adapted to adults and contributes to being able to sit comfortably on a limited seat length. There is room for 4 adults - 5 in case of emergency. The luggage compartment is divided into two parts and holds 405 litres. With the dividing plate in place, it is easy to use. In comparison, the trunk in the Audi A3 and Volkswagen Golf is 380 litres. The luggage space in the Q2 probably does not cover the need families, but is quite good compared to cars in the B and C segments.

Security

Passive security

According to tests carried out by Euro NCAP, safety in the Q2 is very good for both adults and children. Top score against whiplash injuries and particularly good protection for the front passenger. The Q2 was tested in 2016. Subsequently, Audi has updated all its models with automatic emergency stop at low speeds. It would have given a higher payoff for safety equipment, if the Q2 were retested today.

Read Euro NCAP's test of the Audi Q2 here

Active security

On the way to return the car, there was fresh snow and opportunities to test winter driving. When you provoke a wheel slip, the Q2 behaves perfectly smoothly. It does not provide as good a sense of security as in cars with a more 50/50 weight distribution – which is typical for electric and hybrid cars. I like the brakes on the Q2. Together with good Hakkapelitta tyres, they provide a short braking distance. The ESP kicks in as it should.

consumption

According to the EU measurement method NEDC, the consumption figures for the Audi Q2 are as follows:
0,67-0,64 liters/mile (city),
0,47-0,45 litres/mile (highway)
0,54-0,52 litres/mile (combined)

My own measurement:
0,58 (8 miles in densely built-up area with one cold start)

Conclusion

The prices mean that Q2 is unlikely to experience particular popularity in Norway. It's a shame, because the car is trendy, just the right size and ideal as a winter car. Mon mustn't don't have four-wheel drive on crossovers like this, but it helps give the right Audi feel. On Finn.no There are currently 37 cars for sale. Of these, only 2 have four-wheel drive - respectively. a 2017 model with 2,0 TDI 150 HP and a 2017 model with 190 HP - both with low mileage - and more affordable than what a new Q2 in basic equipment will cost. Here, someone has already taken the loss in value. That's why I recommend "well equipped used" rather than "sober new".

The Audi Q2 looks amazing. It's a car you'll be happy to own se and certainly also to hey. Behind the wheel, on the other hand, the 30 TFSI drivetrain will not provide any particular driving pleasure, although the engine performs about as much as a 2-liter engine did 10 years ago. It becomes a means of propulsion - devoid of active driving pleasure. Even with the small 1-litre engine, two-wheel drive and sober equipment, the car is disproportionately expensive, around 380 + winter tyres. Four-wheel drive for this model is so expensive that you might as well buy it Seat Ateca with the same drivetrain. It is a class bigger.

But there is no Audi…

Facts about the Audi Q2 30 TFSI

Weights and Measures
Length, width, height: 419 / 179 / 150 cm
Wheelbase: 260 cm
Net weight: 1225 kg (without driver)
Max trailer weight with brakes: 1300 kg
– without brakes: 660 kg
Luggage compartment: 405 litres
Petrol tank: 50 litres
Cw: 0,31

Drivetrain
Displacement: 999 ccm
Power: 116 at 5000-5500 revs
Torque: Max 200 Nm between 2000-3500 revs (175 Nm from 1500 revs).
Gearbox: S Tronic. 7-speed double clutch.

Performances
Top speed: 197 km/h
0-100: 10,1 seconds

Tires
Dimension: 215/60R16
Type: Studless winter tires
Brand: Nokian Hakkapelitta R3

Price and equipment
Base price Q2 Sport 30 TFSI: NOK 337
Lacquer supplement (Ibish white): 0
LED light: NOK 13 (recommended)
Business package: NOK 13 (recommended)
Climate package: NOK 9 (recommended)
Aluminum decor inside: NOK 1
Black roof covering: NOK 3 (for Audi feel)
Darker squares: NOK 4

Price - other models
Audi Q2 35 TFSI (1,5 – 150 HP): NOK 371
Audi Q2 40 TFSI QUATTRO S TRONIC (2,0 -190 HP): NOK 510

Seat Ateca FR 2,0 TDI 150 HP 4WD 7-speed DSG: NOK 513
VW Tiguan 2,0 TDI 150 HP 4MOTION 7-speed DSG (Promotion) NOK 511
VW T-Roc Sport 2,0 TSI 190 HP 7-speed DSG 4MOTION: NOK 441
VW T-Cross Style 1,0 TSI 115 HP 7-speed DSG: NOK 325

About the car
Owner: Møllerbil
Rented via the app Hyre.no
Model: 2019
Mileage: 1
Km driven: 85
Source: Audi.no