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Auto Blog
6 days ago
- Automotive
- Auto Blog
See the Radical 2026 Audi S3 Interior Before You're Supposed To
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. View post: Walmart is selling a $130 jump starter box for just $39, and shoppers say it's 'outstanding and powerful' The 8Y generation of the Audi A3 and S3 was introduced in 2020, and last year, it was given an update, with the latter performance-minded model getting more power and the RS3's so-called Torque Splitter, which prioritizes the rear end when apportioning output. Several other handling improvements were made, along wth a revised exterior and a cabin with new air vents, an updated shifter design, more ambient lighting, and a few extra places to charge phones from. In a word, the facelift was substantial. Previous Pause Next Unmute 0:00 / 0:10 Full screen 2025 Audi S3: 4 reasons to love it, 2 reasons to think twice Watch More But now that Audi has begun rolling out 2026 variants of numerous vehicles with completely different looks inside and out, the 8Y's interior is beginning to look and feel a little dated in the company of its siblings, and our spies have seen how Ingolstadt intends to remedy that. New Cabin Abandons Traditional Audi Interior Tropes This writer is a lifelong BMW fan, but ever since the 8V generation, even I haven't been able to argue with the sentiment that Audi made the best interiors in the business – elegant, rattle-free, ergonomic, and practically timeless in their balance of tech and tactility. The circular air vents with their stunning knobs to adjust airflow and intensity were a particular highlight. But recently, Audi, like my beloved BMW and others, has jumped head-first into the big-screen game – it's what younger buyers seem to want – and the 8Y is losing texture as a result. Using a long lens, our spies can't get all the angles they'd like, but we do expect a volume knob to live on as it does in the Q6 e-tron, alongside the engine start button and controls for the transmission and hazard warning lights, in that 2025 center console. The rest, however, is completely different. Say goodbye to a textured badge on the reshaped steering wheel and hello to a flat plastic plaque, a one-dimensional representation of the revised Audi logo introduced when the company was leaning into an all-electric future with near-certainty. Bid farewell to what felt like a driver-focused cluster shroud and welcome a singular display merging the central infotainment screen. Forget about feeling your way around the steering wheel as easily as with physical buttons and a scroll wheel; embrace touch-capacitive pads for your thumbs, albeit with recesses to at least minimize the time spent looking down when adjusting controls. A3/S3 May Not Be As Screen-Infested As Others As malicious to driver concentration as big touchscreens have been proven to be time and time again, the risk should be minimized when a passenger is onboard. Spy photos show that this side of the dashboard is also covered up, and comparing how it's covered up to images of the latest A5 and S5 interior, it looks like this test mule doesn't have a screen on the right-hand side of the cabin. It may yet prove to be a costly optional extra, but for now, Audi's entry-level sedan is staying as simple as possible. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. With the negative tone in which I've described the above updates as they appear to me, it's only fair to note that the interior door panel looks great, with double-stitching, a mix of materials, and a similar perforation to the steering wheel grips. There may be a lot of dull plastic, as in most rivals in the segment, but the design is sharp and what we can see of the cabin is still well structured. We'll see more as this edges closer to a reveal, which, considering the exterior is unchanged, shouldn't be long now. About the Author Sebastian Cenizo View Profile
Yahoo
09-07-2025
- Automotive
- Yahoo
Audi A6 e-tron: Audi's aero chief on the future of car design
Moni has overseen the aero development of every Audi for more than 10 years Welcome to part two of our exclusive four-part interview series, where we're endeavouring to find out what Audi's iconic slogan – Vorsprung durch Technik, or progress through technology – means to the people at the forefront of Audi design and engineering. Here we venture inside Audi's state-of-the-art, top-secret windtunnel in Ingolstadt, Germany, to sit down with head of aerodynamics and aeroacoustics, Dr. Moni Islam. Also in the series: Exterior design extraordinaire Frank Lamberty; lighting expert Christoph Häußinger; and interior designer Ramon Bäurle. Discover the all-electric Audi e-tron range Introduce yourself and what you do... I'm Dr. Moni Islam and I'm the head of aerodynamics and aeroacoustics development, which means in practice that I have several different tasks. On the one hand, I'm responsible for overseeing the development process for these two technical disciplines for all Audi production vehicles from their initial conception all the way up to the start of production. On the other hand, I'm responsible for ensuring that in my department we work with the relevant technologies and processes that enable top-class results. What's your personal interpretation of Vorsprung durch Technik? For me personally, Vorsprung durch Technik means pushing the boundaries of technological innovation to do something that hasn't been done before. As an engineer, I like to do things that are new and difficult, and I find it really cool to do things that others can't do or haven't done before. Being able to do this here is what first brought me to Audi many years ago. Which project have you been most proud of at Audi? One that you think channels the Vorsprung durch Technik spirit. I think it would be a project that wasn't so much in the public limelight, but had a very big impact on the way the industry works in our technical discipline. A number of years ago we worked on developing a groundbreaking new software technology for aerodynamics simulations, which gave us a significant advantage in accuracy and flexibility. People thought it couldn't be done, so when we went public with it, it took the entire industry by surprise, because we showed that it was in fact possible, and we were the first team to achieve this globally. Aerodynamic innovation has been at the very heart of Audi's Vorsprung durch Technik philosophy for more than 50 years. Which models throughout Audi's history brought the biggest steps forward in aero design and efficiency? There is no doubt that the Audi 100 in 1982 and the Audi A2 in 1999 were the two biggest innovators in the world of combustion-engine vehicles. Both were driven by the need to significantly improve fuel consumption and so their design was fundamentally aero-driven. At the time, the very streamlined greenhouse, the flush glazing, and the aerodynamically optimised body trim of the Audi 100 were quite revolutionary in automobile design. The A2 also pushed the boundaries of car design with its proportions based on the work of Wunibald Kamm, and its optimised underbody and wheels. Now that we've entered the era of EVs, I am very impressed by what we achieved with our e-tron GT and A6 e-tron. In a very general sense, I'm proud that we were able to demonstrate with these two vehicles that there is no fundamental incompatibility between top-notch aerodynamics and progressive, eye-catching design. In the case of the e-tron GT, we were able to make use of active vehicle components to achieve outstanding aerodynamics results, while the A6 e-tron makes use of a vast number of detailed engineering solutions to reach its optimum. On that note, what inherent advantages does electrification bring to the worlds of aerodynamic design and efficiency? And what about disadvantages? How is Audi overcoming these? Electrification has given a huge boost to us aerodynamicists, because efficiency is now of such paramount importance, and in real-world driving, aerodynamic drag is the dominant driving resistance. And because driving range is so important to our customers, it becomes financially viable for us to include technical measures in the vehicle that reduce its drag that wouldn't previously have been possible. In terms of the vehicle concept, electric vehicles have a number of significant advantages for us. First, there's the completely closed and flat underbody, which is really an aerodynamicist's dream. Then, because the electric powertrain is so efficient, the cooling-air requirements while driving are far easier to deal with than in combustion engines. The biggest disadvantage for the vehicle's aerodynamics derives from the size and weight of the battery. These create the necessity for large, wide wheels, which present us with a very big challenge, while also increasing the frontal area of the vehicle. In the case of the former, we now place considerable effort in the aerodynamic optimisation of rims and tyres and generally offer our customers a variety of aero rims in our new cars. We do this together with our exterior designers, so these rims are really very aesthetically attractive, not just efficient! Why is aerodynamic efficiency so important for drivers, especially in the electric era? For many if not most people, aerodynamics is something very abstract, perhaps because it deals with complex physics and mathematics, but likely also because one can't see its effect frequently in everyday life. As I mentioned earlier, as a driver of an all-electric Audi e-tron you can feel the effects of aerodynamic optimisation by virtue of options like the aero rims or the air suspension and the effect that they have on improving the vehicle's driving range and energy consumption. More generally though, the large driving range that a vehicle like the A6 e-tron enables, at over 750km, is a direct consequence of the vehicle's top-class aerodynamics. But our innovation as aerodynamicists also has other consequences: One of the goals of our work is to come up with technical solutions that give our exterior designers as much freedom as possible to realise progressive aesthetics of the vehicle. So we work on optimising areas of the vehicle that aren't immediately visible, like the cooling-air intake or the underbody, or we create technical solutions together which work for both of us, like attractive aero rims. And last but not least, we also spend a lot of time on optimising the aeroacoustics, which our customers directly experience as very low wind noise when they travel in an Audi. What advances in wind tunnel and computer-aided design technology is Audi making to ensure its cars are at the cutting-edge of aerodynamic design? I'm very thankful for the fact that we have excellent tools at our disposal to work with here at Audi. Our wind tunnel was the first automotive wind tunnel to combine full ground simulation for aerodynamics with top-class aeroacoustics functionality, some of which was even patented by us. It has now been in operation for 25 years, and because we not only work here, but run and maintain the facility ourselves, we have built up a treasure trove of expertise that is really irreplaceable. A very important recent booster for productivity and accuracy in our work in the wind tunnel has been the advent of rapid-prototyping technology, also known as 3D printing. It's been in use in Formula 1 development for quite some time, but now it's a standard for us as well… And, it has really raised the bar for our other key tool, computer simulation, because our wind-tunnel tests have made a big leap in accuracy and efficiency. To give you a feel for what magnitude of computing resources we work with, we have 60,000 processor cores at our disposal, and last year we ran simulations totalling nearly 300 million CPU-hours. For the A6 e-tron alone we did more than 3000 simulations to optimise the shape and supplement our wind-tunnel tests. Modern aerodynamics development is in my view inconceivable without using computer simulations and wind-tunnel testing hand in hand. The Audi A6 e-tron is the most aerodynamic car Audi has ever created. How has this been achieved? Probably the most visible aerodynamic highlight is the optional virtual wing mirror, which is in its second generation on the A6 e-tron. Already in the WLTP certification cycle it results in about 7km more driving range, but over longer distances at constant speeds it offers an even greater advantage. The active inlet shutters offer dynamic control of the cooling-air flow tailored to the needs of the vehicle's thermal management system and thereby create an optimum for the flow of air through the vehicle. The optional air suspension also improves the vehicle's aerodynamics, by lowering its ride height during motorway driving. Everything else in the vehicle's aerodynamics has to do with the many, many details of the aerodynamic design – ranging from the design of the rear diffuser in the underbody to the details of the tyre design. It's only through the cumulative effect of all these details, and the optimisation of their interaction with each other, that we were able to reach the spectacularly low drag coefficient of 0.21. Where do you think Vorsprung durch Technik will take Audi in the future? For us aerodynamicists, I think Vorsprung durch Technik will lead us towards cutting-edge analysis and development methods, like artificial intelligence and even more computer simulations. For our vehicles, it will take them even closer to the physical limit of what is possible in drag-coefficient reduction – and there is definitely a limit! – all the while making sure that an Audi always remains an Audi. Discover the all-electric Audi e-tron range ]]>
Yahoo
08-07-2025
- Automotive
- Yahoo
Used Audi E-tron GT 2021-2024 review
The Audi E-tron GT is far more than a Porsche Taycan in different clothes. The two share their J1 architecture and near-identical proportions, but while the sportier Porsche's goal is driver appeal, Audi's flagship EV plays the role of electric grand tourer. The softer-edged E-tron GT was launched in 2021 and cost around £85,000 new, or closer to £100k with options. Depreciation hasn't been kind on the E-tron, though, which means you can now snap up Audi's elegant electric GT for a scarcely believable £30,000. Older Taycans are now going for similar cash, and you can pick up a Tesla Model S for even less money – but Ingolstadt's EV exec could be the smarter buy. The Audi feels every bit the premium proposition inside, decked out with gleaming polished metals, plush leather and a brace of crisp digital displays. Unlike the screen-first Taycan and Tesla, though, the Audi's cockpit majors on tactile appeal and ergonomics, with its glossy screens complemented by conventional button-operated climate controls that are far easier to operate on the move. The Audi doesn't offer more space than the Taycan, but even with its rakish roofline there's plenty of room inside. Taller passengers might find the rear a little snug, but most cars have been optioned with a panoramic roof, which makes the cabin feel airy. The boot holds just 405 litres and the opening is narrow, but it's easy to fold the seats and slip your skis/clubs/rods in. Unlike the Taycan, the E-tron GT came exclusively with a dual-motor, four-wheel-drive powertrain producing 469bhp as standard, or 523bhp with launch control activated for a 0-62mph time of just 4.1sec. If, mystifyingly, you find that too sedate, consider the 590bhp RS E-tron GT: activate its launch control and power jumps to 637bhp for 0-62mph in a blistering 3.3sec. That's impressive in anything, never mind a 2.3-tonne saloon. Full-bore launches, though, will quickly drain the battery, but the E-tron has plenty of tricks up its sleeve to keep range anxiety at bay. As standard, it's fitted with a 93kWh battery, which gives the entry-level E-tron GT Quattro a 298-mile range (283 miles in the RS). You're more likely to achieve 230-240 miles in the real world, and while that's some way off the Model S (350 miles), it's better than an entry-level Taycan, which can return only around 220 miles from its smaller 79kWh battery. You can get the Taycan with the same 93kWh battery, but a tidy 2021 dual-motor 4S (with similar performance to the Audi) that has covered around 20,000 miles will cost you around £3000-£4000 more than an equivalent E-tron GT. Because the Audi inherited the Taycan's 800V architecture, it can charge at up to 270kW, which means a 10-80% boost takes only around 25 minutes. You'll barely have time to grab a coffee if you stop and charge at a motorway services (with a suitably quick charger), and such speeds mean you'll feel comfortable doing longer journeys, too. In fact, it's on these longer road trips where the E-tron comes into its own. It hides its mass incredibly well, with a 50:50 weight distribution endowing it with impressive balance and agility. Sure, it's not as dynamic as the Porsche, and its steering lacks a bit of communication, but as we said when we tested the car in 2021: 'The Audi rides with a luxurious plushness befitting its remit.' The GT does have a number of known issues, and dealerships and independent specialists are familiar with what tends to go wrong. While the GT has less moving parts than its ICE counterparts, there are plenty of things that can still break or fail. Like many electric cars, most of the issues that afflict the GT are software related, but these can typically be resolved via an update at a dealer. We'd also recommend getting a dealer warranty should any major components like the battery or motor fail. Drivetrain: Watch out for the dreaded dead throttle pedal, especially after coming to a stop at traffic lights. Turning the car on and off again can cure the issue, but a software update should stop it recurring – check the car's history to see if this has been done. Some 2023 cars were recalled due to battery fire risk, so check to make sure that has been done too. Gearbox: Watch out for the 'Drive system malfunction' message on the dash – various issues can cause it. Worst case is the car will need a new gearbox and coolant system, which can fail, but a software update can sometimes cure it. Tyres: Big EVs with oodles of power generally get through tyres quickly so check the wide, 265-section rubber. A set of four can easily set you back £1000. Brakes: A long brake pedal or fluctuating pressure could mean brake module failure. Replacement costs vary, but a new servo is between £600 and £ sure the brake hoses have been repaired, particularly if you're looking at a 2022-24 car. Front axle hoses could tear, leading to brake failure. Electrics: Cameras and infotainment screens are susceptible to software glitches. Dealer updates should cure them. Same applies to the rear spoiler, which can sometimes fail to deploy. 'Electrical system fault. Safely stop the vehicle' is a warning message you don't want to see. It could mean the front motor is leaking coolant and needs replacing – it can cost around £10k if you don't have a warranty. Dusan Prastalo: 'I've owned a 2022 E-tron GT since July last year and love its stunning looks, high-quality interior and smooth, powerful drive. Despite initial hesitation about battery longevity, I was won over by the design. It's comfortable, has good range (260-280 miles) and solid efficiency (up to 3.9mpkWh). "There were a few early issues – recalls, a brief SOS fault, noisy brakes and rattling plastic trim. Surprisingly, build quality doesn't feel as premium as on my older Audi TT and A1. Still, I enjoy the driving experience and performance, though Audi could have done better with traditional quality details like door feel and cabin refinement.' E-trons need servicing at a dealer or specialist every two years or 20,000 miles, whichever is first. The standard Goodyear Eagle F1s are tailored towards efficiency, so if you want a bit more grip you might consider swapping them for Michelin Pilot Sport 4s. E-tron GTs are available in Vorsprung trim; RS versions come in Carbon Black, which adds sporty black styling, or range-topping Carbon Vorsprung, which has a carbonfibre roof and Alcantara cabin trim. Eagle-eyed car spotters will have noticed that the Audi E-tron GT and Porsche Taycan share the same glasshouse and low-slung, wide stance proportions, but neat work by designers meant that the Audi very much had its own identity. If anything, it was the more eye-catching of the pair, with its sharp creases over the wing and fake grille at the front giving it a more distinct identity than the slightly amorphous Porsche. Under the skin, however, there was nowhere near as much differentiation. The Audi used the same, heavily modified version of the MSB platform that used a mix of aluminium and high-strength steel for rigidity and lightness. Even so, it was no flyweight, with our scales registering it at a portly 2351kg - although the mass was at least apportioned in a near perfect 50:50 distribution over the front and rear axles. Take a look at the mechanical specification and it wasn't hard to fathom why the Audi was such a heavyweight. For starters, the GT used a pair of AC synchronous motors, one driving the front axle and one at the rear. While the one at the front was driven through a single-speed gearbox and an open differential, the one at the rear had a two-speed transmission that helped the car to deliver both launch-control-assisted maximum acceleration and a long-legged cruising gait. Power was rated at 469bhp, but with launch control engaged you had access to 523bhp for two and a half seconds, while torque was increased to 472lb ft for the same period, although this was a fairly modest uplift from the standard 464lb ft. Powering these motors was a large 93kWh battery (of which 84kWh was usable) that was carefully packaged under the floor to maximise interior space and keep the centre of gravity as low as possible. All in there were 33 battery modules, each comprising 12 separate pouch cells, which were individually monitored for voltage and temperature. Like the Taycan, the E-tron GT also benefitted from an 800V architecture, which meant it was capable of very rapid DC charging (where available) of up to 270kW in as little as 30 minutes. This set-up allowed for a higher consistent output from the battery and required less chunky cabling, saving weight and complexity. Suspension was double wishbones at the front and a multi-link arrangement at the rear, while adaptive dampers and coil springs were also standard. Our top-of-the-range Vorsprung test car, however, added the height-adjustable three-chamber air suspension, as well as four-wheel steering, which turned up to 2.8deg in the opposite direction to the fronts below 31mph, then in the same direction from around 50mph upwards. The E-tron GT's Porsche roots were on display front and centre here: the cosseting driving position placed you at the centre of the action, especially so given the panoramic view forward offered by the wraparound windscreen. There was a wide range of seat and wheel adjustment, while the pedals were arranged well, with the centrally located brake allowing comfortable use by either the right or left foot. The steering wheel had a nicely thin rim, while metal paddles on the back of the spokes gave quick access to the three-stage regenerative braking. Ahead of you sat the brand's trademark Virtual Cockpit. Given Audi's obsession with touchscreens, it was gratifying to see that the E-tron GT had ditched the multiple TFT screens of lesser models for a better balanced combination of glossy infotainment display and more traditional push-button climate control unit. Yes, the blocky temperature display graphics looked a bit old hat, but it was a price we were willing to pay for an intuitive heating and ventilation system that was a doddle to use on the fly. Sitting above this was the large 10.1in MMI infotainment screen, which was also fairly straightforward to use, with crisp graphics and a logical menu layout. There were no hot keys or rotary controls whatsoever, though, and if you wanted to skip musical tracks or adjust the volume without using the screen, you had to use a bizarrely small touchpad on the transmission tunnel. It was generally a quiet and relaxing place to pass the time, with wind noise well checked and road roar only becoming noticeable on coarse surfaces. Of course, the motor was unobtrusive, but over bumps this only highlighted the surprising amount of creaks from the interior trim; perhaps a corollary of being made as light as possible to offset the weight of the motor and batteries. The materials all looked like they were up to Audi's top-notch standards, but squeeze and poke a little and you'd discover they were underpinned by fairly flimsy materials. Given its generous external dimensions, the E-tron GT was no more than adequately practical, matching its close relation the Porsche Taycan. There was plenty of room for the driver and passenger, while even those sitting in the second row got more space than you'd think, especially for a car with such a low-slung roofline, although those over six foot would have found their head just scraping the ceiling. Oddment stowage wasn't particularly impressive, running to a couple of cupholders in the centre console, a small compartment under the armrest between the front seats and shallow door bins. The 405-litre boot was a decent size, however, even if the opening was narrow, while the rear seats could be folded flat quickly and easily. Under the bonnet was a small area for overflow luggage, plus it held the tyre mobility foam and compressor, as well as the first aid kit. We'd become used to the instant acceleration offered by pure electric vehicles, but the energy with which the E-tron GT launched off the line was impressive. Given this was the entry-level model, the numbers weren't as outrageous as some, but a 0-60mph time of 4.1sec was not to be sniffed at, while 100mph came up in a fraction over nine seconds. In sports car circles, these were major-league figures. Of course, accelerative forces aside, there was nothing remarkable about the way the Audi delivered its performance. Simply engage Dynamic mode and hold the car on the brake with your left foot before mashing the throttle with your right (to ensure you had the full, launch-control-assisted 523bhp), then release the brakes and away you go. In the dry there was no wheelspin, the computers meting out just the right amount of torque from the motors to balance against the available traction, while the noise was a cross between a Tube train pulling out of a station and a starship hitting warp drive, although it was quickly drowned out by the rush of wind from around the A-pillars and the roar of tyres on Tarmac. So it came as something of a surprise that this linear surge of acceleration was interrupted by a jolting gearchange from the rear axle's two-speed transmission as it shifted from the lower sprint ratio to the longer cruising gear. Each and every acceleration run it fired home with the same abrupt violence that was at odds with the usual silky-smooth EV delivery. Fortunately, this quirk rarely manifested itself on the road, where even in its taller-striding second gear, the Audi had more than enough pace in reserve to rarely require a shift down to first. In fact, it was on the road that the GT's performance was most impressive, feeling furiously quick when needed but not quite as intimidatingly fast as the more powerful RS versions or the closely related Porsche Taycan Turbo S. Power could be accurately deployed and the instant muscle allowed easy and safe overtaking. The combination of all that available muscle and four-wheel drive traction allowed you to deal with most slower traffic with little more than a toe flex. Yes, it was aurally undramatic, but this strong and silent character suited the E-tron's GT schtick down to the ground. When you needed to slow down, the Audi did a decent job of blending between regenerative and friction braking, with both a progressive pedal action and strong retardation power. However, that was partly because the slowing effect of the electric motors in their generating mode was ever so subtle, to the point of not existing in its default setting. You could dial up the resistance by two further stages by pulling on the left-hand 'shift' paddle on the wheel, but even in its strongest setting there was very little 'engine' braking. This was not a car that could be driven using one pedal. Despite the car's close mechanical and structural relationship to the Porsche Taycan, engineers at Audi were keen to ensure that the E-tron GT had its own unique character, and overall they succeeded. That meant the Audi wasn't as dynamic or engaging a machine as its Zuffenhausen twin, but in many ways its more laid-back and slightly detached feel was more in keeping with its efficient and slightly antiseptic electric drivetrain. Like the Porsche, however, the Audi did a great job of disguising its not inconsiderable 2351kg mass, according to our scales. Crucially, this mass was set low and spread with near perfect equity between the front and rear axles. It meant that on the road the GT felt far more balanced and agile than any car weighing this amount had a right too, slicing through corners with a flat attitude and feeling planted during quick direction changes with barely any hint that the car could literally be carried away with all that mass. Push harder and the Audi started to lose its composure a little, with big compressions and sudden crests seeing it become just a touch ragged, and lack ultimate body control. The suspension just also struggled to keep a handle on proceedings as it reached its limits, and lacked the Porsche's active anti-roll bars and more focused spring and damper rates. There was no waywardness as such, but it acted as a gentle reminder that you probably didn't want to try any harder. Like in ICE Audis, the steering didn't offer much in the way of weighting, but it was quick and accurate, and allowed you to place the large E-tron GT just where you wanted it. There wasn't a great deal of feel, while switching to the Dynamic setting merely added some artificial feeling of weight and resistance, but then this wasn't a car that encouraged you to press-on – as its name suggested, it was more of a GT car, which was something it was rather good at. Dial back on your commitment and the Audi was a quick, capable and easy-going companion. The instant squirt of torque, those light controls, and the grippy and precise handling allowed you to cover ground at an astounding rate without breaking a sweat. As a way of getting from here to there in as fast and fuss-free a manner as possible, the E-tron was mighty impressive and (whisper it) arguably better suited to its electric drivetrain than the Porsche. On the Vorsprung's standard air springs there was some waft to the high-speed ride, the GT coping well with smoothly surfaced yet roughly foundationed sections of Tarmac. Sharper ridges and broken Tarmac did result in the occasional jarring thud, but that was partly down to those massive 21in RS wheels. Overall, though, the Audi rode with a luxurious plushness befitting its remit. The E-tron GT needed to work a bit harder in terms of range. A claimed 298 miles was possible, according to official WLTP figures, while our calculations suggested a touring range of around 227 miles could be achieved. Either way, both those figures were well over 100 miles off what Tesla claimed for its big five-seat Model S, and for many buyers that would be a decisive advantage. Given how closely related the E-tron GT is to the Porsche Taycan, it would be easy to assume that this was just a cynical exercise in badge engineering; and because of the way electric motors deliver their performance, the similarities are in some respects uncanny. Yet the real surprise was that the more time you spend with the Audi, the more you realised the brand's engineers had imbued it with its own distinct character. One that was better than the Porsche? No, but it was different. It wasn't quite as engaging or ultimately as capable, but it wasn't far behind and it slipped into your life even more easily, looked better and had an interior that worked more intuitively. Ultimately, there was a place for both, but there was also an argument that the Audi's character, with its softer ride and lighter controls, better suited the easier-going EV vibe. It wasn't at its best in Vorsprung guise, which added more than £25,000 to the price in exchange for many dynamic enhancements that did little to enhance driver engagement. That said, the E-tron GT was a hugely capable and likeable car, and one that signaled an all-electric future was one to be embraced rather than feared. ]]>
Yahoo
26-06-2025
- Automotive
- Yahoo
Continental supplies digital access system for Audi Q6 e-tron SUV
Continental says it is providing the new premium Audi Q6 e-tron SUV with a comprehensive access system. In addition to a conventional car key, the solution comprises the digital, smartphone-based CoSmA intelligent access system, based on highly secure ultra-wideband technology (UWB). Conti says a major advantage of the virtual, digital car key is that the vehicle can be locked and unlocked without having to physically hold a car key or smartphone. The option to operate the vehicle using a physical key remains available. The system works with many mobile phone models from major smartphone providers. The Audi Q6 e-tron is a battery-electric powered sports utility vehicle (SUV) in the premium mid-range class, produced in Ingolstadt. In addition to the conventional, physical car key technology, Continental is supplying the complete digital CoSmA system for the Audi Q6 e-tron, consisting of integration into a central control unit, transceivers featuring ultra-wideband radio technology and intelligent software. 'With the Audi Q6 e-tron, we're equipping an important new electric model from Audi with a particularly reliable and digital access solution,' says Jean-François Tarabbia, head of Architecture and Network Solutions at Continental Automotive. Real 'key' technology for secure and convenient vehicle access Access to the vehicle is controlled via 'Bluetooth Low Energy,' a particularly energy-saving variant of the Bluetooth standard, and ultra-wideband (UWB) radio technology. The position of the smart device is determined using the UWB technology. Additionally, the radio technology precisely detects the position of an authorized virtual key in the owner's pocket, near the vehicle or inside the vehicle itself. Thanks to precise location detection, CoSmA is able to effectively prevent so-called relay attacks, also known as the 'man-in-the-middle' technique. Car thieves are thus no longer able to intercept and relay the key signal to gain unauthorized access to the vehicle. "Continental supplies digital access system for Audi Q6 e-tron SUV" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Sign in to access your portfolio
Yahoo
24-06-2025
- Automotive
- Yahoo
Dolby and Audi announce partnership to integrate Dolby Atmos
MUNICH and INGOLSTADT, Germany, June 24, 2025 /PRNewswire/ -- Dolby Laboratories, a leading company in immersive entertainment experiences, has announced a collaboration with Audi, marking the introduction of Dolby Atmos® in selected vehicle models from the premium auto manufacturer. The first cars with Dolby Atmos will be delivered in July 2025. The partnership underscores both companies' commitment to taking the driving experience to all-new heights with state-of-the-art audio technology. Dolby Atmos allows artists to fully realize their creative vision, bringing the listener inside the music. Dolby Atmos creates a deeper connection between artists and their fans, transcending ordinary listening experiences by immersing listeners in their favourite songs and revealing every detail with unparalleled clarity and depth. Available models and technical highlightsStarting in July 2025, the following Audi models will be equipped with Dolby Atmos: Audi Q7 Audi Q8 Audi A8 Audi e-tron GT The Bang & Olufsen Premium 3D Sound System has been specially adapted to integrate Dolby Atmos. The driver and front passenger can play tracks in Dolby Atmos directly and intuitively via the multimedia interface (MMI) using the Audi Application Store and integrated apps such as Amazon Music, Audible and Tidal. With this strategic partnership between Dolby and Audi, both companies are sending an important signal to the automotive industry that they are taking the driving experience to a new level with high-quality, immersive soundscapes. Dolby Atmos at Audi will be available in all Audi connect markets. About Dolby Dolby Laboratories (NYSE: DLB) is a world leader in immersive entertainment. From movies and TV, to music, sports, gaming, and beyond, Dolby transforms the science of sight and sound into spectacular experiences for billions of people worldwide across all their favorite devices. We partner with artists, storytellers, and the brands you love to transform entertainment and digital experiences through groundbreaking innovations like Dolby Atmos, Dolby Vision, Dolby Cinema, and Dolby OptiView. Media Contacts: Dolby PR (DACH)Andreas Dolby PR (Americas)Andrea View original content to download multimedia: SOURCE Dolby Laboratories, Inc. Sign in to access your portfolio
