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.
After being in production for over 7 years, it is offered with the group's new 1-litre engine. Does the A3 still hang in the corners?
Nano gray metallic, 18-inch rims, black roof rails, S line roof edge spoiler and striking S line bumpers make a very good first impression. In fact, it looks so good that one expects to find to tail pipe through the rear diffuser. But there is only one - and the engine is the group's new 1-litre engine with 116 horses. In Audi language, it is about the 30 TFSI, - an engine that is also delivered to new A1 and Q2.
Pickup - at Barcelona airport terminal 2.
Running on the torque
The new drivetrain replaces the 1,2-liter 110 HP engine. It provides higher torque, more horsepower, lower consumption, lower CO2 and lower taxes than its predecessor. A win-win situation, had it not been for the fact that the engine characteristics have changed. You drive even more "on the torque" than before. The engine provides good bottom pull from 1500 revs all the way up to 4000. During normal driving, you can keep the revs as low as 1500-2000 revs and save noise and fuel. The manual six-speed gearbox makes it possible to keep the revs down even on the motorway. The engine's biggest disadvantage is that it is a three-cylinder, that it vibrates at idle, that the soundscape when gas is applied sounds cheap and the engine seems slow when you want to pick up revs quickly.
The Audi feeling is present
Comfortable sports seats, torquey engine, low noise level, good radio and black roof cover give the feeling of driving a premium car. Behind the wheel, the Audi feeling is present. It also helps that the car looks good from the outside. But the idyll can crack. Our house in the south of France is on a rather steep hill. When we arrived on Saturday evening, we had to stop for some cool young people on their way to a party. I actually felt pretty cool myself, sitting in a cool Audi with cool music on the radio and an open side window. But the steep hill start made the 3-cylinder engine rush up the hill like a Fiat 500. Then the Audi feeling suddenly disappeared - at least for me.
The country roads fly away by driving on the torque.
On the road
The tire size 225/40R18 suits the car very well. Perfectly firm and stable on the road. In addition, they made little noise and provided good comfort. The tires felt more right for this car than the 16- and 17-inch tires I've previously had on "my" A3s. It's fun to steer the A3 around on small French roads that meander through the terrain between the vineyards. The road surface is rough and reminiscent of oil gravel. When I checked which tires were on the car, I saw that there were Pirelli P Zeros at the front (original Audi tires) while it had been changed to Hankook tires with a similar pattern at the rear. That's the tire brand my car rental company uses when retrofitting. I have previously stated that Hankook tires are quite quiet - probably quieter than the stock tires.
Prices and equipment
"Our" A3 had the S line exterior package and 18-inch wheels. It's expensive, but makes the car look younger and stay attractive even after the new A3 arrives next year. In addition, it gives you the good Audi feeling despite the small engine. The list price of "our" A3 then ends up at just over NOK 398.
The problem with premium cars like Audi is that everything that is premium costs extra. You can easily reach a six-figure sum on the options list. It is necessary to prioritize. What you really need is the 35 TFSI. Then you get the group's 1,5 liter engine with 150 horses and ACT (Active Cylinder Technology). It provides significantly more power and driving pleasure, with the same low fuel consumption as the 30 TFSI. The price difference between the two engine choices is NOK 52. It corresponds to optional equipment such as navigation and leather seats - equipment I would happily have sacrificed for increased driving pleasure.
Standard interior with fabric sports seats.
consumption
During the 808 kilometers we drove the car, the average fuel consumption was between 0,55 and 0,60 on country roads and motorways in Spain and France. The country roads are peppered with small roundabouts which make it impossible to maintain a steady speed and drive economically. On one occasion we had 4 adults in the car and the consumption was around 0,60. With two people in the car, we measured 0,56 on the car's dashboard over a stretch of 200 km on Spanish motorways at a steady 120 km/h.
Conclusion
Audi's engine series 30 TFSI delivers good torque in the rpm range used in daily traffic, but is not ideal for "keen drivers". The advantage of the smallest engine choice is the price, more specifically NOK 52. If you splurge on the S line exterior package with 000-inch rims, fabric sports seats, sports steering wheel and black headliner, you'll still get plenty of good feeling - a real Audi feeling - but it comes at a cost.
Facts
Weights and Measures
Length, width, height: 431 / 179 / 143 cm
Wheelbase: 264 cm
Own weight: 1265 kg
Max trailer weight with brakes: 1500 kg
– without brakes: 750 kg
Luggage compartment: 380 litres
Petrol tank: 50 litres
Drivetrain
Displacement: 999 ccm
Power: 116 at 5000-5500 revs
Torque: Max 200 Nm between 2000-3500 revs (175 Nm from 1500 revs).
Gearbox: 6-speed manual
Performances
Top speed: 206 km/h
0-100: 9,9 seconds
Tires
Dimension: 225/40R18 Y92
Type: Pirelli P Zero Nero GT (front - standard)
Hankook Ventus S1 Evo 2 (rear - retrofitted)
Price and equipment
Base price A3 Sport 30 TFSI: NOK 330
Paint supplement Nano gray metallic: NOK 9
S line exterior package: NOK 19
Business package: NOK 13
18-inch alloy wheels: NOK 19
Roof rails (black): NOK 3
Black interior roof covering: NOK 3
Quattro, air suspension, two electric motors – 408 horses, two and a half ton full-size SUV... Too much?
The Audi e-tron places itself between the Jaguar I-Pace and the Tesla Model X. The I-Pace is a thought smaller and lighter, but equal in terms of luggage space and performance. The Tesla X is larger and more expensive than the others, but has the lowest drag - CW of 0,24. The E-tron has a CW of 0,28 (0,27 with camera mirror). Compared to the Tesla X, the e-tron seems more conventional with a boasting grill, four rings and towering, sharp profiles. That catches wind and steals range, but looks unashamedly good!
Premium feel
As we have previously owned several great Audis, I wanted to take my wife on a trip around the countryside to get her opinion on the new e-tron - the car that "everyone" is looking for. The seats in the e-tron seem larger than in previous models. They automatically push back when you stop the engine to facilitate entry and exit. In addition, the belts tighten when the car is set in motion. Look and feel is as expected, with leather upholstery above the dashboard and alcantara inlays in the doors. The only thing that does not harmonize with the premium feeling is the center console. There is room for charging equipment and mobile phones and such, but when I reach for something, my hand gets stuck in sharp hard plastic.
Audi e-tron Dashboard.
No weight problems
I am amazed at the high weight. 2490 kg without driver is a lot. It is difficult to find a vehicle with a higher curb weight within what you can drive with a regular B license. It had to be something like Rolls-Royce Ghost. In comparison, the Tesla Model X with 7 seats weighs less than the e-tron.
You notice that the e-tron is heavy on the road - in a positive sense. The center of gravity is obviously low. I know of a couple of places where the road has a bump into the bend. If you come in at a slightly high speed, you get to test the undercarriage. Heavy (and expensive) passenger cars usually go steadily through, while simple cars and vans often end up slightly out of balance. The Audi passed the road test with flying colours. I have seen film clips that show how well the e-tron manages ice. I'm sure that the good weight distribution and the latest Quattro system do everything to keep the car on the road.
Sound pictures
"- We should take a few more trips this summer", it came from the passenger seat. Rolling calmly away in an e-tron on an early summer Saturday evening with the sunroof open gives a real good feeling! Electric cars and sunroofs go well together. It doesn't extend the range, exactly, but how wonderful it is to hear birds chirping as you cruise silently away! In terms of sound, the e-tron is very well dampened from the road. You hear practically nothing from the road and chassis. This means that in return you hear the sound from the electric motors. Around 50 km/h, the electric motor sound can be quite annoying compared to electric cars I drive regularly. When the throttle is lightly applied, there is a screeching sound reminiscent of unsynchronized gears - a sound that does not fit in a premium car. Considering all the work Audi puts into creating good soundscapes, it's funny that this sound has been allowed to dominate. The hissing sound you get from regenerative braking, on the other hand, is like music to my ears.
Surprisingly efficient charging with private wall charger 7,2 KW.
Large in the garage
It is surprisingly easy to finely maneuver the car in narrow places. You know exactly where the wheels are. Only inside the garage did I notice how huge the e-tron really is. The rangefinders beeped as I concentrated on getting the left mirror past a pillar, at the same time saying a silent prayer that the front would clear the neighbour's Yaris. The Audi e-tron ticked all the boxes for my wife. "Approved" on all points, except one: Parking in narrow parking garages. Admittedly, the camera is shown both front and back - and from above, - and there is driver assistance for hatch parking, - but at the beginning it can probably seem like arriving at the dock with a much too large boat.
Okay, maybe I'm exaggerating a bit. The E-tron is bigger than you think. Therefore, I recommend testing that both you and your better half manage to park in your own garage before possibly signing the contract. I have seen how new Tesla X owners struggle to pry their donning into place.
Cargo
Audi advertises that you can fully charge in half an hour with a 150 KW fast charger. There aren't that many of them at the moment, but they will probably come. The fast chargers in my neighborhood are 50 KW. They fully charge in 80 minutes. Since I wasn't going to use the car until the next day, I put it on charge in our own private 7,2 KW wall charger with T2 cable. The battery level was then at thirty-some percent. After 3 hours, the estimated mileage had increased by a full 12 miles. Not bad! Then you can get by just fine with your own charger on a daily basis. With our wall charger, according to Audi, it takes 12,5 hours to fully charge the batteries.
Audi e-tron 55.
Regenerative braking
I took a trip to the Sundvollen Hotel where there was a Ford meeting at the weekend. Before I left, I made some useful suggestions. Audi cannot be driven with one pedal. I therefore chose to set regeneration to manually and use the paddles on the steering wheel to determine the degree of artificial engine braking. It worked great. Not only is it fun to drive "eco-actively", but it really takes a toll on consumption. I think the weight of the car helps to collect a lot of energy when braking. It seemed as if the car only used energy on the road up to Sollihøgda. The trip downwards was free, so to speak. After returning to Sandvika, the consumption indicator showed that I had consumed only half of the actual kilometers driven.
If one chooses automatic regeneration, according to Audi, the car should behave like a normal petrol car. The electronics then control regeneration themselves, and I think this is what Audi recommends. If you still continue to use the paddles to set the artificial engine brake, it will cancel itself after a few seconds so that the car's electronics can take over control. To me it seemed like the electronics occasionally braked the engine when it didn't fit. I think the feature works best with adaptive cruise control.
Audi Drive Select
Audi Drive Select allows you to choose the car's behavior on the road. I changed a bit when driving between Comfort, Efficiency og Cars . Basically, there was little difference to notice between them. IN Dynamic steering, throttle and damping are tightened - and the car lowers at motorway speeds to reduce air resistance and increase range. If you shift while the car is stationary, you can clearly notice how the car changes height, for example when choosing between Offroad og Comfort.
Powers galore
There was road work in the tunnels through Vøynenenga. Traffic was thus directed via the old E16 through Skui, with subsequent collection and queue formations. There was no suitable place to test all the 408 horses and the boost effect you get from kickdown in S mode. I found the 360 ordinary horses to be more than enough. I was impressed by how the forces are conveyed to the road. Careless field change during kickdown, gave absolutely no jerks and throws in the car, despite the fact that the power was delivered lightning fast and in cash.
Shelby Ford F-150 Super Snake Street TruckWhen I arrived at the Sundvollen Hotel, there was a break-up atmosphere and rainy weather. I had already met several classic Fords on the way home from the event. Ford meets like this mainly bring together two types of vehicles - old classics and trimmed Focus's. The organiser, RøhneSelmer Asker and Bærum, had exhibited three fat American pickups. My favorite is the Shelby Ford F-150 Super Snake Street Truck. It has the same 5-liter V8 as the Shelby Mustang, 755 HP and lowered. 0-100 goes away in 3,5 seconds! The fees mean that it costs double what the e-tron costs. The funny thing is that even with full tanks, it weighs no more than the e-tron.
Plenty of room for three. No center console.
Place
Batteries and electric operation have not caused any visible interference with the space conditions. The Audi e-tron is a full-size SUV. Interior space is superb for 5 people. The absence of a center console in the back seat means that the middle passenger gets a decent place. The luggage compartment is 660 litres, divided into 600 liters at the back and 60 liters under the engine compartment at the front. The ordinary luggage compartment is divided into two sections, with the option of placing charging cables and small items in the lower compartment. Trailer coupling is actually standard. It can tow trailers up to 1800 kg, but the trailer weight is then a whopping 4 kg. Roof racks are permitted.
Security
The Audi e-tron has been tested by Euro NCAP in 2019 with a score of 91% for adults and 85% for children. The score itself is on a par with other, modern cars today - nothing more, nothing less. The test's most critical remark is in the event of a severe side pillar crash where passengers on the same side suffered serious rib injuries. The car offered good protection against whiplash injuries, and automatic emergency stop systems worked perfectly. Also remember that NCAP has only tested the car in a collision with objects. In collisions with smaller vehicles along the road, I think those sitting in the big, heavy e-tron have the best cards.
Audi's first electric car is going to steal customers primarily from Tesla. At the moment, I have the impression that "everyone" is getting the Audi e-tron. It's the same impression I had of Tesla a few years ago. The Audi e-tron will undoubtedly achieve high popularity, which contributes to the fact that the trade-in value will remain relatively good - even considering all the changes that will take place in the electric car market.
Compared to the competitors, and other SUVs from Audi, I think the e-tron's purchase value gives a lot of car for the money. After all, you get plenty of engine power, air suspension with advanced damping program, quattro, towbar etc. Expensive electric cars follow a normal second-hand price curve, something we see for the Teslas. But the Audi e-tron has so far not proven to be error-free, which Tesla has not been either. Owners of e-tron hardly need to fear unforeseen service expenses within the warranty period. The Volkswagen Group has declared that they will go "all in" for electricity. E-tron will be a beacon for the group, which is watched with skeptical eyes. The factory cannot allow the venture to fail, and will expect to do everything possible to keep the customers of e-tron happy.
Conclusion
The battery pack alone weighs approximately 700 kg. If you are also to bring 5 people and luggage, a solid vehicle is required - a large SUV. As a family car, the e-tron does not suffer in any way from being equipped with batteries and electric operation. The space conditions are plentiful. The drivetrain offers plenty of power - and the Quattro system, the chassis and the weight distribution ensure good grip. Plus, you can hook up a proper trailer and ski on the roof. Stated range is 350-417 km (WLTP). Fully charged, "my" car showed a range of 350 km, which is quite realistic. If you install a wall charger in the garage at home (and in the cabin), you almost never need to stop to charge along the way. The Audi e-tron is an ideal family car. On the minus side, it can be pointed out that it is large, heavy and expensive.
Too much? - Nah!
Space for things and pliers at the front of the "trunk", too.
Facts
Drivetrain
2 electric motors at each axle, electronically controlled four-wheel drive.
Power: 360 HP in total. In dynamic driving mode, a boost of 408 HP is given for 8 seconds.
Torque: 664 Nm constant from 0 (under boost).
Transmission system: 1-speed automatic transmission
Performances
0-100: 5,6 seconds
Top speed: 200 km/h
Weights and Measures
Length, width, height: 490 cm / 190 cm / 162 cm
Wheelbase: 292 cm
Track width front/rear: 165 cm / 165 cm
Net weight without driver: 2 kg
Payload: 565
Total weight: 3 130 kg
Trailer weight - with brake: 1 kg
– without brake: 750 kg
Range and charging
Range 350-417 km (WLTP)
Range indicator under test: 350 km
Fast charging with 150 KW: 30 minutes
Fast charging with 50 KW: 80 minutes
Charging with 7,2 KW: 12,5 hours
Km charged per hour 7,2 KW (test): Approx. 3 hours gave approx. 12 miles from 40% capacity
Battery capacity: 95 KW
Price and equipment
Audi e-tron 55 Limited Edition: NOK 822
21″ rims: NOK 11
Panoramic sunroof: NOK 15
Dark windows behind the B-pillar: NOK 4
Lacquered all the way down: NOK 3
Leather seats: NOK 10
Leather interior: NOK 7
Advanced electronics are great – but not in a snowstorm. Was it the weather conditions that put the Audi e-tron out of action this evening? Fortunately, I was able to get there in a car without advanced electronics. The Hyundai i10 is in many ways a cool car, but not today. - Audi e-tron, on the other hand...
The day the electronics failed
I had my bike locked in a bike shed at work, but the electronic card reader for the door lock had died. Dense snow drifts, moist air and changing temperatures put the electronics out of action. It was going to get worse. While I was trying to find out when the bus left, my wife called. Her Audi A3 e-tron had gone completely "bananas". The dashboard flashed and honked, the red oil light was on and the screen told of serious engine problems. There were no mechanical problems. It was the electronics that failed. The worst part was that she couldn't turn off the ignition and lock the car. She couldn't leave it like that, and the tow truck couldn't come for two hours. They had a lot to do today.
E-tron with electronics problems
I have owned several modern family cars from the Volkswagen group. Under such conditions, it happened that they went into emergency mode without warning. Then it was just a matter of jumping over to the shoulder of the road, turning off the engine, putting on the hazard warning lights, calmly counting to ten and starting again. Pure routine. My guess is that when the car's central control system (software) stops, everything fails - including the error logging. Then all you have to do is resort to the "Swedish button". Cut the power. The problem with the e-tron is that there is no "Swedish button".
Small Hyundai i10 on the way!
With a woman in distress and an e-tron with serious electronics problems, I had to ditch the bus home and find a suitable car to come to the rescue. I had just returned the weekend's Toyota ProAce to Hertz car pool. Next to it, stood a red Hyundai i10. It was supposed to be the ambulance. The transition from ProAce to i10 was quite a big one. From feeling towering on the road, I suddenly became very small, - even compared to normal cars.
The snowfall had caused chaos in the traffic. On the Ringveien, things went awry. On the way out of the parking garage, I had to drive around a newer Golf with hazard lights. On the move, I couldn't tell if it was a GTE (Volkswagen's "e-tron") or an e-Golf. A little further away there was a bus with its emergency lights on. A really bad day for electronics, I thought.
While I was on the phone with my wife, her Audi had miraculously come back to its hooks. After half an hour it worked again. I asked her to start the gas engine and drive a few leisurely laps in the parking lot.
Hyundai i10
Crazy?
As I drove the little Hyundai, I thought how liberating low-tech this vehicle is. In the snow, I amused myself by "throwing" it into 90 degree turns and giving it gas. It felt like it was turning around on its own little axis without losing momentum, just like in a computer game. This is a surprisingly fun car, without being overwhelmed by electronics. I could have called the Hyundai "crazy", but in the stress and drive to help my wife, "crazy" wasn't the right word. Rema 1000 expression "The simple is often the best" fit better.
No problems for the Teslas
As I approached my wife's workplace I glimpsed her cosmos-blue e-tron in slow motion around and around the parking lot. On the way home, I saw another Golf parked on the side of the road with its hazard lights on. I was surprised that only cars from the Volkswagen group had been stopped. Why no Tesla? They are packed with all kinds of electronics! But the Teslas obviously had no problems at all this evening. On the contrary. I saw how easily they made their way through the snow. What a grip!
"No, the have we never heard of…”
I imagine that's the kind of thing people say in the car industry to avoid a bad reputation. I have experienced it in the past, - about technical errors that have been common, but only known within the dealer environment. You don't get to know that customer. You must know someone at the workshop. Møllerbil is a serious dealer. The mechanic who checked the error log found no information. The car was checked twice. Each check took less than half an hour.
As a car blogger, I allow myself to speculate
It took me a few seconds to find a forum page online for owners of the e-tron's sister model, the Golf GTE. A man had his car winched onto the tow truck after experiencing exactly the same thing as my wife. Other owners reported similar experiences. When Møller checked our car, they probably found nothing new - and just reported another case of a known fault to the factory. - And should anyone be wondering... Of course Norwegian Audi dealers are aware of this problem!
Is the Volkswagen group out on thin ice again?
Headlines about that "E-tron has electronic problems" would hardly have come conveniently after the diesel scandal. The management at Volkswagen has declared that they are betting on electricity. The E-tron project is the spearhead that will catch the world's eyes. Tesla was there a few years ago. At the time, many were skeptical of the technology and thought the project would fail. It didn't – at least not technologically. Should the "e-tron" fail now, the future for the Volkswagen Group undoubtedly looks bleak.
The new Audi A1 looks fantastic. Covered in the background: New e-tron.
On my way to Møllerbil Vest (Oslo) I spotted the new A1. It has a 1,0-liter TSI engine of 116 HP with S Tronic – perhaps the simplest powertrain Audi can deliver at the moment. The design language does not look that much like the Hyundai i10, but in terms of size it is in the middle between the i10 and the A3. The new A1 actually looks very good! If the e-tron project does not stumble at the start, the Volkswagen Group is going to roll out electric car-based powertrains on a large scale. Then it is not impossible that it might be offered in the new A1, too?
New e-tron – new problems?
In the middle of the room was Audi's new all-electric e-tron model. It was still covered and was not to be uncovered until 6 o'clock in the evening. It undoubtedly looks beautiful, but the question the world is asking is whether the quality of the advanced technology is good enough. If not, the emergency pockets are going to be tight for the winter.
If I ever open the bike shed, they can borrow my bike 🙂
Same symptoms in the new Audi e-tron!
Found an article on tek no. Audi e-tron owner Øyvind Stensby learned that his Audi e-tron went completely bananas. The reason, according to Audi, is that it had been on slow charging for more than 12 hours. They recommend ignoring the messages, locking the car for 3 minutes and trying again. Anyone had similar experiences?
The former Audi logo, American marker lights, American bumpers with horns go surprisingly well with the chrome-framed Audi grille. Photo: Einar Karoliussen.
The car in the pictures belongs to Einar Karoliussen. It concerns an American version of the Audi 100LS C1.
According to the chassis number, it is a 1977 model. While Europe got the new model in 1977, sales of the first model continued for another year in the USA. Perhaps old and new models were produced side by side? - Or maybe Audi produced a series for the American market before they started production of the new model?
Audi 100 C1 in American design with bumpers that conformed to the Federal Bumper Standard for 1977. Photo: Einar Karoliussen.
When Audi came to the US
Introducing a new European car brand to the US could not have been an easy task. It's hard to imagine today, now that Audi has truly established itself as a premium brand worldwide. Loud advertisements said that the Audi 100 had the same roof height as a Rolls-Royce, a front-wheel drive system like a Cadillac Eldorado and a trunk as big as a Lincoln Continental. It was no secret that the Audi was essentially a mediocre engine, not particularly voluminous and not particularly comfortable, things that average American car buyers wanted.
There was still something special about the Audi 100.
What prompted the couple from Montgomery, New York, to trade in their 1970 Buick Skylark for a new 1977 Audi 100 from Germany? The total price for the car with plates, taxes and fees was USD 8. For the same price, they could get a well-equipped Buick. The Audi was well equipped, too. It came with power steering, air conditioning, automatic transmission, – plus Deluxe AM/FM radio, Window Vent Shades and Heavy Duty Undercoat. It was then well equipped for salted winter roads on the US east coast.
The color Reseda Green Metallic. The grey-green color was popular on German premium brands. Photo: Einar Karoliussen.
Porsche + Audi
Imagine the Audi next to – let's say – a Buick Regal from the same era. The Audi does not look as flashy as the Buick. The two cars send completely different signals – American and European idioms. Someone might add something about class difference. At least the Audi's image was helped by the fact that it was sold through local Porsche dealers. The fact that Volkswagen was the owner of Audi probably didn't hurt either. Of all the advertising during the 70s, perhaps the ads that linked Audi to Folkevognbobla and Porsche were the most successful. In retrospect, this has become even more clear. The lines in the Audi 100 C1 are in the style of both classic Porsches and VW bubbles.
Related to Volkswagen
The Audi 100 was developed under the project name F104, which actually belongs to DKW/AutoUnion. But in reality the project was run by Volkswagen - which owned DKW/AutoUnion. The model appeared in 1968 and received a facelift in 1974. Then, among other things, the headlights and the chrome strip surrounding the front were changed. In the US, it also received large bumpers to meet the requirements of The Federal Bumper Standard. In 1977, the bumper standard was further tightened. Bumpers should now withstand impacts against stationary objects at 5-9 mph. Then the Audi 100 was fitted with huge bumper horns. The result wasn't too bad. The horns didn't ruin the Audi's lines, and the solution was certainly much cheaper than designing completely new bumpers.
The first model sold in the US with four rings in the grill. That was before Audi broke through as a premium brand. Photo: Einar Karoliussen.
Low miler
The first impression of Einar's classic Audi is not the American bumpers and wheel covers. That is the condition the car is in. It simply looks new. When was the last time you saw a "new" Audi 100 C1? A 1977 car that has barely turned 30 miles? According to previous sales information, the car was only used for church and the supermarket. The grey-green Audi must have been a pleasant feature in the sleepy American suburb.
Facts 1977 Audi 100LS aut.
Drivetrain
Engine: 1871 ccm I4 electronic injection
Power: 96 HP
Torque: 141 Nm at 3200 revolutions
Gearbox: Automatic, 3-speed
Weights and Measures
Length, width, height: 476 / 176 / 139 cm
Wheelbase: 268 cm
Own weight: 1220 kg
Petrol tank: 58 litres
Performances
Top speed: 165 km/h
Sources
Technical data: automobile catalog
Documentation by owner: Einar Karoliussen
Pictures
Click on the images to view them in full size.
That's how we liked to see the Audi 100 in commercials. Photo: Einar Karoliussen.
1977 Audi 100 LS. Photo: Einar Karoliussen
Window Vent Shades were probably a retrofit option that the first owner opted for as a car. They make the car even more unique. Photo: Einar Karoliussen.
Brochure/advertisement. Satisfied Audi 100 owners at their fashionable Country Club.
Advertising. Audi spent a lot of advertising dollars convincing American customers that Audi was as good as American cars.
Audi 100 LS – US edition
Audi 100 C1 – USA type
See
The car that gave Audi its identityVACN 25 yearsSpring days in a light blue Audi?
Stylish running lights on the 2018 model Audi A1 with S-line decor.
Today's A1 is on its way out of Audi's showrooms. The new A1 is now rolling out of the Seat/Audi factory in Martorell above Barcelona. They will eventually fill the space left by the first-generation A1. It's one like that I've driven. An outgoing, but brand new 2018 model with S-line decor. One of the last A1s produced at the Audi factory in Brussels. Audi's first all-electric car is now being produced there.
Discreet facelift
The A1 actually received a facelift in 2015 without causing much fuss. The most important changes are new front lights, new rear lights and new bumpers. The profile that extends around the car at bumper height was made more marked. Inside, I can't see any significant changes at all, but I've read that the facelift included new engines and that upgrades were made to the steering.
2018 Audi A1 interior with popup infotainment screen. And room for a liter of engine oil in the right door pocket.
Need A1?
I have to admit that I have seen no need for the A1 in the Volkswagen Group's model range. It shares a platform and engine with the Volkswagen Polo 5 and Skoda Fabia, models that are more than good enough in this segment. Purely subjectively, I think the Polo looks better too, - and it is registered for 5 - not 4 like A1. One of the reasons for having a car like this is to drive children to training and music practice, and then you need as many seats as possible.
Nice color combination. Platinum gray with Daytona gray roof.
I think the A1 looks feminine. The sloping, slightly coupé-like rear end is a bit similar to the Fiat 500. Here, the focus has obviously been on form – and not space. The had would actually have been possible to cram 3 hopeful children into the back seat, but Audi opted for two seats in the back, perhaps to mark a luxurious touch. No one should have to sit tight in an Audi. The Polo 5 is not particularly pleasing to the eye either, but it is designed as a practical car without looking sloppy.
The interior
The decor shows signs of having a few years behind it. Everything could have been dated from the launch year 2010. However, the pop-up screen and the infotainment system with switches on the dashboard look quite alright and work well. The entire dashboard is also made of soft plastic - feels solid. The seats don't look like Audi seats (Audi uses the same seats across several models), but they look ok. I can't decide if they are taken from the Polo, - or simply specially made for the A1? I jacked the seat cushion up a little at the back. With my right arm on the center armrest, I found a good driving position.
Two tough guys. Audi A1 with S-line decor parked next to classic Jeep.
Engines
I recognize the drivetrain from the Skoda Rapid. 1.0 TFSI 95HK S tronic, which I drove earlier this summer. The good torque is so far down on the rev scale that the engine only churns around slightly above idle. This eliminates the annoying three-cylinder engine sound. Like the Rapid, engine noise is almost absent. You only hear a low-frequency hum and general hum from the road. I noticed lugging when starting up and in traffic. I don't know if it was the automatic clutch or "turbolag" - something I didn't notice so clearly in the Rapid. I think it may have something to do with the fact that the Audi was brand new. Although I could make it go smoother with a manual transmission, I wouldn't opt out of the S-tronic.
On the road
The car feels suitably motorized at speed. I noticed the steering. On the motorway it is suitably heavy, but more direct than I am used to from the Polo 5. If the car had been equipped with Audi Drive Select, I would have thought someone had adjusted the steering feel towards "Dynamic". I really liked the electromechanical, speed-sensitive steering. Compared to the Polo, the body seemed a bit stiffer. I also felt that the car was a couple of centimeters lower than the Polo. All in all, the A1 is a really fun car to drive.
Security
NCAP tested the Audi A1 in 2010. It then received the same good score for driver and passenger as the Polo 5, which was launched the previous year. The results are not identical, but they are just as good. It's only trifles that make the difference. With regard to the protection of children A1 got a slightly lower score than Polo. According to NCAP, this is due to insufficient labeling in connection with the airbag on the right side. It should be noted that an active airbag on the passenger side can injure children in a rear-facing seat, which was not in place in NCAP's pre-series car. Like the Polo, the airbag can be deactivated by using the ignition key to turn a switch inside the glove compartment. The actual results, measured on crash dummies corresponding to 3-year-old and 18-month-old baby, were practically the same as Polo's measurements.
Active safety is good in the A1, as it is in the Polo and Fabia. "My" A1 was not equipped with any kind of automatic emergency stop/collision warning. I don't think it has ever been available on the outgoing A1.
S-tronic in Audi A1 1.0 TFSI 95 HP
Economy
On mixed driving - motorway - country road and a bit of town - I achieved 0,43 liters per mile with economical throttle. For light driving, the consumption will probably be able to creep a little over 0,5. There is nothing to say about that.
As this is being written, the Møller group is putting its stock cars and demo models up for sale. Cars with the same motorization and equipment as "mine" are sold from dealers for NOK 269. For that price you get a brand new Volkswagen Polo 000 Businessline with the same drivetrain ready for the road with winter tyres. Facelifted A6 with a couple of years behind it and barely driven in, is offered on Finn.no for just over NOK 1, and appears to be a far better buy.
The Volkswagen group is investing heavily in the drivetrain that sits in "my" Audi. You can get it delivered in the 2019 model as well - and in the Volkswagen Polo, Skoda Fabia, Rapid Spaceback and Seat Ibiza. I'm not a big fan of 3-cylinder engines, primarily because of the enervating soundscape. The TFSI engine of 95 horses and S tronic/DSG is not so bad, neither in terms of sound or performance.
One might wonder whether there has even been room for outgoing A1 in this company. I would have chosen Polo because of space and because it is good enough in all branches. What the Audi A1 scores on is that it is fun to drive. The outgoing A1 is still a youthful car - with a slight hint of femininity.
Facts
Drivetrain
Engine: 1.0 TFSI
Type: Petrol 95, 3-cyl, turbo and intercooler
HP: 95 between 5000-5500 revs
Torque: 160 Nm between 1500-3500 revolutions
Gearbox: 7-speed S tronic
Performances
Top speed: 186 km/h
Ax. 0-100: 11,1 sec.
consumption
City: 0,54-0,56 l/mile
Country road: 0,38-0,40 l/mile
Actual consumption: 0,43-0,51 l/mil
All images are displayed in a larger format by clicking on them.
Audi A1 visiting Eights Amcars Club in Sørum.Beautiful view from the Audi A1. Beautiful Ramblers parked at Eights Amcar Club, Sørum.On the way back. The average measurement from Gardermoen is 0,43 l/mile on both motorway and country road, with a couple of stops along the way.A déjà vu from our own time in the Army's heavy transport as we pass NATO vehicles on our way south along the E6.Well done! Audi A1 back at Hyre's parking lot.
See
Skoda Rapid Spaceback (facelift).Volkswagen Polo 1.0 65 HPAmerican Motors in Sørum
On Saturday I visited the exhibition area at Hellerudsletta. Volkswagen Audi Club Norwegen (VACN) had rented the large hall to exhibit member cars and celebrate 25 years.
What really happened 25 years ago?
The year is 1993 - the Golf III had been on the market for a good 2 years. Likewise Audi 80 (B4) and Audi 100 (C4). The only "novelty" this year was the Passat B4, - which was really nothing more than a facelifted B3.
Several of the cars from around 1993 were on display at the meeting at the weekend. Take, for example, the C4-based Audi S4 and 4,2 V8. The supercars of the time are still great driving machines. What's more, they look fantastic – even after 25 years. Basically, I think the is an important factor in why so many of these cars are still rolling.
Audi 80 Competition (B4).
Audi 80B4
It's easy to forget how good Audi looked in the days before the mono frame grill was launched. The Audi 80 Competition is a rather rare special model of the Audi 80 B4. The most eye-catching are the fog lights in the bumper and the factory-fitted rear spoiler. The standard engine in this model was the 2,0E 16V 140 HP, 5-speed manual transmission and Quattro. According to the factory's specifications, 0-100 should go away in 9,8 seconds. A real dad racer in the 90s!
Audi 80 2,3 convertible (B4).
Another B4 that caught my eye was a yellow convertible with Audi's 5-cylinder 2,3-liter. The great sound from this engine goes well with the roof down.
Audi C4 with 4,2 V8.
Potent C4s
Great finish. Audi S4 (C4).For approx. 25 years ago, it was the Audi C4 that ignited my interest in VACN's cars. In 1994, you could choose between two steering wheels, - one with a large cushion and airbag, or a more sporty steering wheel without an airbag, - but with Audi's Procon-Ten system which automatically tightened the belts and moved the steering wheel out of the impact zone. My C4 had airbag, air conditioning, automatic and 2,6 V6. I can say with my hand on my heart that a 1994 Audi 2,6 in new car condition would still be better to drive than many of today's sensible family cars.
I don't know which C4 would top the list of supercars. Audi S4 with the 5-cylinder 2,2 liter turbo engine? – or Audi's V8 4,2 litres? Both were posted at Hellerud. I remember how impressive it was to open the hood of my 2,6 and see the decorative plastic cover. But the 4,2 engine is the icing on the cake - not least visually.
I remember that the 2,6 liter emitted quite a lot of heat in the engine compartment and sincerely hoped that the engineers had provided adequate heat protection for the electronics in the gearbox. I guess the 4,2 liter puts out even more heat. It also adds more weight to the front - and early 4,2-litres didn't have the world's best reputation for durability.
V8 versus smaller engine with turbo gives different driving experiences. Today, I might think that I would have chosen the 2,2 liter ... although that is only a hypothetical question.
Audi RS4 mk1 2,7 V6 biturbo petrol.
RS4
I also stop at an RS4. They came in 2001. The roughest Audi at the time. Only available as Avant. Mechanically, it was a 2,7 liter V6 biturbo petrol 381 HP. I check used RS4 on Finn.no. Here, prices start at 300 for B000-based cars and quickly shoot upwards towards 4. Supercars for those who understand what this is.
Audi 80 1,6 GLS (B1 facelift).
Audi 80B1
Audi 80 1,6 GLS (B1 facelift).Audi 80 1,6 GLS (B1 facelift).Identity. I have written about the Audi 80 B1 before – The car that gave Audi its identity. Audi's roots were DKW and NSU, - and early Audis bore the stamp of DKW. Audi's new form was presented in the autumn of 1972. The model on display is a facelifted model with an upgraded front and the then new 1600 engine with 85 horses. The owner had made a nice exhibition with the original sales brochure and equipment that motorists liked to have with them in the 70s.
The coat Volkswagen Golf GTI 16V in racing green metallic.
Golf II
The model in the picture is a 1986 model. At 32 years old, it has long since become a veteran car. When I see the car, I don't think veteran. It looks modern. A car you can take out on the road without anyone raising an eyebrow. Had we replaced it with competitors of the time – the Ford Escort XR3 or the Opel Astra GSI – I think the associations with vintage cars would have been stronger.
Lowered Volkswagen Golf 2 on stylish wheels.Volkswagen Golf 1 cabrio on beautiful golden BBS rims.
Golf convertible
For one reason or another, no convertible based on the Golf II was ever made. The Golf I-based cabriolet was first replaced with the Golf III. I wonder where Karmann, who built the cabriolets, got hold of Golf I bodies in the period from 1984 to 1993, - while the factory in Wolfsburg and elsewhere was busy producing the Golf II?
Several cars from the Volkswagen group
Volkswagen Corrado in front and Scirocco mk1 in the background.Skoda Superb 2,0 TDI 190 HP.Pleasant engine compartment.
Bærum Radio Service
Car with local history. Bærum Radio Service was based in Sandvika (Bærum). If you needed a current transformer or changed a radio tube, just call!Clipping from "The Radio Dealer" 1947.I imagine the following commercial from the early 60s. - Who should you call if your television does not work as it should?
- Bærum Radio Service in Sandvika, of course!
This car was a local forest wreck. It was towed in, fixed up and registered. Incredibly. Because it had been lying on its side (other side than the one shown in the picture). This is completely brown and holey after prolonged contact with the forest floor. The car is not only authentic. It is also naturally patinated.
A great exhibition object and local history.
Audi 80 GTE (B2).
The cars on the outside
The majority of the visiting cars were understandably from the Volkswagen Group. I took pictures of three cars that stood out a little - in a positive way. Click on the images to see them in a larger format.
Audi 80 GTE
Audi A4 2,0 TDI (B7).
Volkswagen Bora.
See also:
No ordinary Golf.VolksWorld Show 2017.Folkevogn collection at Folkemuseet.Pictures from the Oslo Motor Show.
Google StreetView and the current situation. The garages on the right hand side have been removed.
Google Maps may not be the world's best Best map system, but it is perhaps the world's most available. If you are online, you probably have access to Google Maps
Google Maps in the car is based on mobile technology. You need a separate SIM card that can handle data traffic, as well as a favorable agreement with the mobile company. I have tested Google Maps in an Audi A3 e-tron equipped with Audi's navigation system and Audi Connect. There is a box in the glove compartment where you can push in the SIM card.
My purpose was to bring up Google Maps on the screens in the dashboard. I entered the PIN code and after a few seconds I got a list of all the services Audi Connect offers. Audi Connect consists of several nifty solutions in the interface between car and owner, which are probably more or less the same as those offered by other car manufacturers. It is worth mentioning Google-based info on traffic flow. But now I chose to only test Google Maps. Currently, I do not know if there are others than Audi Connect that offer this.
Google Maps means that the car's navigation system uses Google's maps instead of its own. Three-dimensional graphics show the buildings along the road. Display of three-dimensional buildings is also found in Audi's own maps, but is not as well developed and as lifelike as in Google. I am fascinated by Google's StreetView function which gives the opportunity to study the surroundings. But I won't be able to see that until the car is completely stopped. A wise limitation. While the car is stationary, you can also view any photos stored in Google, or search for service offers nearby.
Audi's own map has the option of showing 3D buildings inside Oslo, but Google's map is more comprehensive and cooler.
One can ask whether Google Maps offers any significant advantages compared to the car's original road map, seen in relation to the fact that costs are incurred by downloading mobile data. One can also ask whether there are any advantages to using Google functions via the car's infotainment system instead of using the mobile phone, when the car is stationary anyway.
Google wants to be a player in the automotive industry – an industry that is becoming more and more IT-oriented. Google Maps through the car's infotainment system will probably become more common when 5G is introduced. Then we might also be able to stream the music from Spotify.
I conclude that Google Maps is not necessary in cars with usable navigation systems. In no way. But it is very cool to see well-known Google Maps in the car. About as cool as it was ten years ago to be able to operate the radio from the steering wheel.
I have no doubt that we will see the Google logo in the dashboard of the future.
Behind the wheel, it's easy to like Google.The map tells a lot about the landscape you drive through, although the pictures are far from up-to-date. The gray construction area at the top right is where the Fornebuporten is today - and has actually been for several years.Audi Connect and Google.Here, Google also shows buildings that are at the back, not visible from the road.
Update as of 16.02.2019/XNUMX/XNUMX
Audi Connect Trafikkflyt is a useful aid that you can access with a SIM card. Works great! Directs traffic where there is least congestion. Then you drive together with all other expensive German brands and Teslas 🙂 MVH/Terje
Ferrari California on display at AutoXO outside Oslo.
Have you ever been inside a Ferrari dealer, - one that sells new Ferraris? - Or Lamborghinis?
London has at least 2 authorized Ferrari dealers and 1 authorized Lamborghini dealer. You can go there to order a brand new car. You just ring the doorbell and you'll be let in to look at the exhibition models. Perhaps see the color swatches and feel the skin samples in the next room, while enjoying a cup of tea...
Or, you can stand outside and look at the models through the glass pane. Alternatively, you can do a virtual visit. Ferrari and Lamborghini have presentations on Google, where there is a Streetview function to move you inside the narrow business premises of Kensington. Click on the images to make a virtual visit to these car dealerships.
HR Owen, Ferrari London, Old Brompton Rd. (Keep the mouse button down and move the mouse where you want to go)Lamborghini London, Old Bromton Rd by South Kensington Station. (Keep the mouse button down and move the mouse where you want to go)
Looking at new cars you can't afford can be a mixed experience. Well, it's nice to see great cars up close, but it's not nice to be reminded that you don't have enough money.
"NOK 19 per month" , it said on a McLaren at the showroom. I was standing outside the premises of AutoXO in Ramstad outside Oslo. It was Sunday, and the shop was closed. I just wanted to take a look. I wasn't alone. There was a stream of people who came by to look at the cars parked outside. From background chatter, I heard someone who wasn't just dropping by by chance. They seemed to be in buying mode.
It is typical that when a new model appears at a dealer, it disappears with the sales manager on a trip to the cabin instead of being available to potential customers. What do I know? Maybe one of AutoXO's salesmen will bring some cool car to the cabin, for example a Lamborghini Levante? But, on behalf of car enthusiasts in the Oslo area, I really appreciate the beautiful cars that are currently parked close to the Esso station in Ramstad, on the E18 west just after passing Høvik church.
If you don't have the opportunity, you can join me for a viewing here!
Includes a close-up to understand why someone chooses Audi over Lamborghini. And by the way, Audi is cheaper, if you can use such an expression.R8 against a raw Nissan Skyline GT-R driving machine with around 550 HP, or something like that.New Bentleys like this, I don't think there is any brand dealer for them in Norway. However, they are manufactured by Volkswagen, and I think VAG places a lot of prestige in keeping the quality high.Ferrari California with V8 engine. The same 4,3 liters as in the Ferrari 430. The California is more of a Grand Touring with a front-mid engine and not as pure a sports car as the 430.This Ferrari California is before the facelift in 2014. You can see it in details such as the headlights and rear exhaust pipe. Before the facelift, the exhaust pipes were stacked 2 and 2, but after the facelift they run horizontally 2 and 2.McLaren 570S. 3,8 liter V8, 570 HP with 7-speed double clutch gearbox. In the background, inside, a magnificent classic Shelby Mustang.McLaren, 3,8 liter V8, 650 HP with 7-speed double clutch gearbox.McLaren is a pure sports car. With a view towards Ferrari California - and the motorway.
See
Photo Sunday – Cars on display along the roadThe new life of Ferrari?
Today's A4 carries the internal designation B9. However, Audi's success started with this model, an Audi 80 B1.
When Audi's story is to be told, one often brings in Horsch and Wanderer, luxury brands from the interwar period. The truth is that these cars never had any influence on Audi. Today's Audi originates from simple, popular car brands such as DKW and NSU.
Today's Audi?
The Audi 80 B1 was "Die neue Leistungsklasse". It gave Audi a new face. Its predecessor, the Audi 60, also bore the Audi name, but the internal designation F103 revealed its origins as DKW, – a continuation of the DKW F102 which was a simmering two-stroke.
The new Audi 80 with its straight, elegant lines became Audi's identity for many years. Not only Audi, but also Volkswagen. The following year, the sister model Passat appeared, then Golf and Polo. All with the same clean lines as the Audi 80.
In the first years, the Audis were not sold through Volkswagen's dealer network. If you wanted to take a closer look at the new Audi 80, you had to go to Audi NSU- the retailer. There weren't that many of them, and they certainly didn't last glass house, like today – more in backyards and the like.
This was the first image of Audi's new car. It also adorns the cover of the brochure (photo: ebay.com).
When the Audi 80 B1 was launched
I was a young man who did not yet have a driver's license. I still wrote to Germany to get a brochure. I got that with a typed letter that referred me to the small Norwegian dealer network. So I stopped by the nearest dealer - on a Saturday with my father to test drive the wonder. The dealer had two demobiles standing by his house. We test drove a GL with the dealer's silent but beautiful wife in the back seat.
Audi 80's most important innovative technical solution was "Negativem Lenkrollradius", or negative scrubbing radius. The factory wheel angles were supposed to ensure that the car remained stable during braking on uneven road surfaces, or in the event of a puncture. The journal Car engine and sport set up a test track with dry asphalt in one wheel track and a water slide in the other. Then they let the Audi brake suddenly from 80 km/h. It worked well.
Another technical innovation was the placement of the rack and pinion housing above the engine and gearbox so that the steering would not be pressed into the passenger compartment in the event of a collision. The steering column was of course also designed to be deformed.
The Audi 80 B1 then, as now, had a longitudinal engine placed far forward above the front axle. The radiator had been moved to the side in the engine compartment so as not to steal space in the longitudinal direction. Despite modest external dimensions, the car was "well packed" so that it offered reasonably good space conditions.
To no avail
I was never able to persuade my father to buy the Audi 80. The 1,92 meter man did not find a good driving position in the Audi and instead ordered a new Saab 96 V4 the following week. The cheapest Audi 80 L with a 1,3 liter engine and 55 HP cost about 34 in 000, - exactly the same as the Saab. The Audi 1973 GL cost 80, - the same price as a Volvo 41.
I have taken pictures of a great 1975 model. It is an L, which originally has a 1,3 liter engine with 55 HP. Most chose the 1,5 liter engine with 75 horses. The nice GL grill with double headlights suits the car well. Despite good technology, high quality and good design, there are not many B1s left on the road.
A car that belongs in Memory Lane.
1975 Audi 80 with GL equipment (grill and black rubber strip on the bumpers).Although the slogan "Vorsprung durch Technik" had not yet been invented, Audi chose to show the technical advantages of the B1.
The technique showed how Negativem Lenkrollradius works during emergency braking.
The Audi 80 started a somewhat minimalist design trend.
Click on an image for a larger format. Click on a picture to enlarge.
Click on a photo to enlarge.
Found an article on 
