The Diesel Driver recently obtained detailed sales data from Audi, BMW, Mercedes-Benz, and Volkswagen, the four companies that currently offer diesel-powered passenger vehicles in the U.S. The data cover the first six months of 2010 and show that diesel sales continue to increase substantially. Indeed, if the trend holds, over 40% of buyers of cars for which there are diesel- and petrol-powered equivalent models will choose the diesel in 2010.

In Diesel Economics 102, we looked at 2009 figures for diesel sales versus comparable petrol-powered models as well as at select figures for 2010 models.

Given the fact that the diesel market in the United States, for all intents and purposes, was virtually non-existent a few years ago, the fact that 30% of all buyers chose a diesel variant in 2009 (versus the petrol equivalent) was noteworthy.

The new figures portend an even more interesting story for diesel in 2010.

The 2010 sales data show that two diesel models consistently outsold their petrol variant, namely the Audi A3 TDI and the Volkswagen Jetta Sportwagen TDI.  While the Audi oil burner barely edged out the gasoline model, with sales of 1546 cars versus 1478, the Jetta Sportwagen TDI, with sales of 10,314, outsold the non-diesel by more than 5 to 1.

In the aggregate, for the first half of 2010, 36% of buyers overall chose a diesel over the equivalent petrol variant

Some diesel models outsold their petrol equivalents in specific months.   In April 2010, for example, the BMW 335d outsold the 335i by a ratio of 6 to 5.  In May 2010, the BMW X5 xDrive35d outsold the X5 xDrive30i by a ratio of 6 to 1. The 335d outsold the 335i again in June, this time by a ratio of 7 to 5. In January, the Volkswagen Touareg TDI outsold the petrol Touareg by a ratio of 8 to 7.

Audi was the leader in the percentage of buyers choosing a diesel over the petrol variant:  for the first six months of 2010, 46% of A3 and Q7 buyers chose the diesel, for a total of 2600 cars.

In terms of pure volume, however, Volkswagen was the clear winner: VW sold 23,294 diesel-powered passenger cars during the same period – almost three times as many as Audi, BMW, and Mercedes-Benz combined.  37% of Volkswagen buyers chose a diesel over the equivalent petrol-powered vehicle.

BMW came in second in volume, with sales of 4,682 diesel-powered cars, with 37% of BMW buyers choosing a diesel.

In fourth place was Mercedes-Benz, the company that introduced the first passenger diesel car in 1936.  Mercedes sold 1,375 diesels during the first six months of 2010; 18% of buyers chose a diesel over the petrol equivalent.

More new diesel models are on the way.  Mercedes-Benz, which currently only offers sport-utility vehicles with diesel engines, will begin to offer an E-Class diesel sedan in September.  In addition, BMW has announced it will add two more diesel models to its line-up, including a 5er Series diesel, by mid 2011.  By 2014, according to Jim O’Donnell, president of BMW of North America, “10 to 20 percent of our mix will be diesels.”

When ordering their vehicles, most agencies prefer to specify diesel engines.  This is in part due to the fuel efficiency of such cars as these agencies have to keep their operating costs down, but also the fact that diesel-powered vehicles tend to last longer as well. Many of these cars, especially police cars, have been driven over 250,000 kilometres.

In Bavaria in particular, many local governments and agencies purchase BMWs and Audis for their fleets. The choice of car is often greatly influenced by the presence of a car maker’s factory and/or headquarters in a particular region.

In May 2006, the handover of 50 320d wagons was done with great fanfare in downtown Munich. The cars were accepted by Dr. Günther Beckstein, Interior Minister of Bavaria, for the Bayerische Polizei (Bavarian Police).

Recently, the regional fire inspector of Ebersberg (Kreisbrandrat Landkreis Ebersberg) came to observe my fire brigade’s training exercise (a fire in an industrial building where several types of toxic and dangerous substances had been stored) and arrived in his brand new BMW 530d E61 Touring.

The 530d Touring comes with a 3.0-liter 6-cylinder diesel engine that produces 235 hp and 368 pound-feet (500 nm) of torque.  It can go from 0 to 100 km/h in 7.9 seconds.  With a 70-liter fuel tank and excellent fuel economy (6.6 l/100 km or 35 mpg), the 530d can go ca. 1,050 km (650 miles) on one tank of fuel.

The BOS market is important to BMW.  Last year the company unveiled the X6 xDrive50i “Emergency Physician” Showcar at the RETTmobil emergency vehicle show. Although not a diesel (it’s powered by BMW’s 407-hp twin-turbo V-8 engine), it does foreshadow things to come.

The Diesel Driver’s European Editor, Christian Stampfer (pictured), is a dedicated volunteer fireman and is serving since 2007 as 2. Kommandant der freiwilligen Feuerwehr Gelting (2nd commander of the volunteer Gelting fire brigade).

Diesel cars at that time accounted for 85% of Peugeot’s U.S. sales, 78% of Mercedes-Benz’, 58% of Isuzu’s, and 50% of Volkswagen’s.

Many popular cars came in diesel versions as well. In 1984, this included the Ford Escort, Nissan Sentra, Pontiac Grand Prix, Toyota Camry and Tercel, and the Volvo 760.

But the GM diesel-powered cars, which comprised the majority of U.S. diesel sales, had significant reliability issues. Blocks cracked and crankshafts as well as the patience of the cars’ owners wore out. As a result, GM ended diesel production in 1985.

1985 was also the year that BMW offered its first diesel in the U.S. market, the 524td. Based on the E28 5er Series platform, which was introduced in 1981, the 524td featured an inline six-cylinder turbodiesel engine that produced 114 hp (85 kW). Ford purchased the 524td’s engine for use in the Lincoln Continental Mark VII for a brief period of time.

BMW exited the diesel market in the U.S. in 1988, a point at which the U.S. market for diesel-powered cars had all but disappeared, in part thanks to the low cost of petrol but also due to increased emissions standards and a rather deserved reputation for unreliability.

Fast Forward 20 Years
By 2008, multiple factors, namely the availability of ultralow-sulfur diesel fuel, the emergence of exhaust-scrubbing technologies that meet California emissions requirements, skyrocketing fuel costs, and higher fuel-economy standards, had set the stage for a diesel renaissance in the U.S. Numerous diesel-powered cars were announced by Acura, Audi, BMW, Mercedes-Benz, and Volkswagen at the 2008 auto shows

Diesel concept cars on display included the Audi R8 V12 TDI, Jeep Renegade, Land Rover LRX, Mitsubishi Concept-RA and Saturn Flextreme.

The engines in these cars have far better pollution control systems yet they use less fuel than ever. They are far more powerful as well; while a typical 1988 diesel sedan might have taken 18 seconds to get from zero to 60, its 2008 counterpart can accomplish that in less than a third of the time.

Indeed, Audi, BMW, Mercedes-Benz, and Volkswagen are out to change America’s perceptions of diesel-powered cars. Today, Audi offers the A3 TDI 2.0 and the Q7 TDI; BMW has the 335d and the X5 xDrive35d, Volkswagen has four models, the Golf TDI, Jetta TDI, Jetta SportWagen TDI, and Touareg TDI; and Mercedes offers the ML350 BlueTec, the GL350 BlueTec, and the R350 BlueTec.

These cars are fast, clean, fuel efficient, and gaining market acceptance. As if to prove the point, the BMW X5 Advanced Diesel is the most forward ordered vehicle in BMW’s model and it has accounted for over 25% of all X5 sales since November 2009.

Every year, thousands of Americans take a trip to Munich or Ingolstadt with one goal in mind.  Unlike other tourists, they are not there for the beer, the Wiener Schnitzel, the museums, and art galleries.  The real reason for the trip: to pick up a new car at the factory.

Most European car makers offer European Delivery options to their customer, including Audi, BMW, Mercedes-Benz, Porsche, and Volvo, but only Audi and BMW offer European Delivery for diesels.

European Delivery is nothing new.  For years, these car companies have offered customers the option of picking up their cars at the factory.  After delivery, and being driven on the Autobahnen, Bundesstraßen, and Landstraßen of Europe, the car is shipped by the manufacturer back to the United States.  The trip has almost become a ritual for some; indeed a third of BMW’s European Delivery customers have picked up a car at the factory in previous years.

European Delivery packages include significant discounts (published discounts are seven percent; individual dealers will frequently offer even better pricing), discounted or free airfare, meals, and the thrill of a factory tour that is the birthplace of the car being picked up.

For many, the opportunities to see where the car is manufactured and to drive it in its native habitat, the German Autobahn, are major draws.  An added benefit is that there is, of course, no need for a rental car for the trip.

EARLY DAYS

Today’s European Delivery (also called Overseas Delivery, Factory Delivery, and Tourist Delivery) programs trace their roots back to the 1950s when members of the armed forces returning from Europe brought with them a taste for smaller, sportier European cars. Many soldiers and airmen shipped their own cars to the States.

At the time, with the exception of the occasional Volkswagen Käfer (Beetle), a foreign car was truly unusual in the United States.  Indeed, the eventual popularity of European cars was largely due to Max Hoffman, the Austrian emigrant automotive entrepreneur who, starting in 1948, single-handedly created the imported car business in the United States and during his career imported and/or marketed Mercedes-Benz, Volkswagen, Porsche, Alfa Romeo, Fiat, Jaguar, and BMW vehicles.

In the mid 1960s, with the advent of the jet age, Hoffman, then BMW’s main importer, saw an opportunity to boost both sales and mindshare for BMW by offering prospective buyers the opportunity to take their first European vacation and drive around Europe in their own car (naturally, a BMW). The car would follow them back to the U.S., giving the traveler a unique experience, saving money on the car purchase, and eliminating rental charges.

Hoffman and BMW were not alone. Mercedes-Benz, Saab, Volvo, Porsche, and Volkswagen had all started to offer factory and/or European delivery to American tourists. Audi is a relative newcomer to European Delivery, having announced its first program in 2006.

Indeed, before safety and emissions regulations made it impossible to bring in a European-spec vehicle, enterprising car dealerships in Europe advertised their own European Delivery programs. Click here to continue to page 2.

Driving a car with high-performance summer tires is great – until the temperatures start to dip. 
Summer tires are standard equipment on many high-performance cars such as those from Audi, BMW, Mercedes-Benz, Porsche, and other manufacturers, and the tires are designed to provide optimum dry-conditions performance and good handling in wet conditions.

There is, however, a catch.  At 7° C (45° F), their compound loses adhesion and, as a result, they cannot be used safely under wintry driving conditions.

This is where winter tires (formerly known as snow tires) come in.  Today, drivers have a variety of options so there is no need to sacrifice handling and performance in colder climes.  A choice of tires that provide maximum traction on snow and ice (typically labeled “snow and ice” for that matter) as well as the relatively new high-performance winter tires are available.  There is also a third category, all-season tires, which, although beyond the scope of this review are generally a compromise.

Many countries mandate the use of winter tires from November through March but failing to fit winter tires can have far more significant consequences than a ticket: simply put, one’s ability to accelerate, steer, and brake can be significantly compromised without the right tires in wintry conditions. Cars with summer tires are an accident waiting to happen.

But most winter tires can have a dramatic (and negative) impact on how the car handles.   Especially at speed, they can be less responsive and somewhat mushy compared to the connected feeling one experiences when driving on summer tires.

Enter winter performance tires.  Even if you reside in an area that gets significant snowfall, you’ll probably be driving on plowed roads and this is where the argument for performance winter tires comes in.

To find out what the best tire is for winter conditions, we tested both sides of the equation.  The answer, we came to find out, is “it depends.”  As you will see, winter performance tires are a worthy substitute for summer performance tires in the colder seasons and snow and ice tires simply don’t have the dry grip that many drivers expect when they are not driving in snow and ice.

For our tests, we drove the BMW 335d in a variety of winter conditions, from the Roßfeldhöhenringstraße  near Berchtesgaden at an altitude of 1560 m to the cold and (this year) very snowy streets of New York City.

In Europe, the 335d was shod with Goodyear Ultra Grip winter tires on 17″ Borbet CA wheels, excellent snow and ice shoes which are endowed with superb grip.  But drive over 130 km/h (80 mph) on a dry road and the 335d starts to flounder and the steering starts to feel far less precise.

On snow, however, it was a different story.  For a drive through ski country, we found you couldn’t be on better snowshoes.  The Goodyears were confident and gripped the road without hesitation.

If you see more snow than pavement in winter, think Buffalo or Fargo (or Philadelphia and Washington D.C. this year), this would be the way to go.

Back in the States, we fitted the 335d with Pirelli Winter 210 Sottozero winter performance tires on 17″  BMW Style 159 wheels.  Pirelli engineers designed the Sottozero to be effective as the temperatures drop near freezing in autumn until they warm up in early spring.  Did this mean that drivers would no longer dread the day they had to give into Mother Nature and swap tires?  Judging by the 335d’s gains in acceleration and braking compared to the Goodyears, the answer is “you betcha.”

Pirelli explains that the Winter Sottozero tread compound utilizes cap and base technology that combines two different compounds.  The portion of the tire that comes into contact with the road uses Pirelli’s latest generation silanes to bind the silica and polymer to provide greater stability during hard driving in both wet and dry conditions, while the tire’s base uses nano-composites to provide stiffness that translate into enhanced stability and driving precision.

The asymmetric tread pattern has distinct inner and outer elements that Pirelli claims are able to combine traction in snow and ice with drivability on dry and wet roads.

Inside, these tires utilize the same ultra high-performance structures that are found in Pirelli’s summer performance tires, adding to the level of performance that the Sottozero can provide.  After several hundred kilometers in sub-zero February temperatures, we found we got no compromise sports-car like responsiveness on dry roads along with excellent traction and braking in New York City’s latest blizzard.

TIPS FOR WINTER DRIVING

• Use the correct tires (see main article). Store your summer tires carefully (we use Kurgo Tire Totes and label tote and tire each for proper reinstallation in the spring)
• Check tire inflation regularly.
• Know where you are going (and via what route) and check forecasts on the Web before leaving.
• Do not use cruise control on slippery surfaces (ice, rain, leaves, sand).
• Allow for conditions. Accelerate and decelerate slowly.  Slowing down on ice and slush takes longer.
• If you begin to skid, look and steer in the direction you want to go
• Don’t stop as you go up a hill.
• Take supplies along (snack, water, medication, blankets, gloves, shovel, and ice scraper).
• If you get stuck, stay with the vehicle.
• ICE – ICE stands for “in case of emergency” and storing an emergency contact in your mobile phone under the name ICE can help rescue personnel quickly locate a friend or family member if warranted.
  Winter Diesel Driving
  
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The sporty looking A3 – it comes standard with the S line exterior appearance package – shares its platform with the Golf/Rabbit.  The powerplant is essentially the same 2.0-liter direct-injection turbo-diesel found in the Volkswagen Jetta TDI, with 140 horsepower and 236 pound-feet of torque.  This torque is the driver’s reward for choosing the TDI; mash the throttle, wind up the rpm and out comes the massive torque we’v come to love in modern diesel engines.

In the U.S., the A3 is Audi’s entry-level model and it is sold with a choice of two petrol-powered engines, a 2.0-liter turbo four cylinder or a 3.2-liter V-6.  For 2010, Audi has discontinued the V-6 so buyers have a choice of diesel or petrol four bangers.

The A3 TDI first visited the U.S. as part of the Audi Mileage Marathon in 2008. In its coast-to-coast trip, the oil burner got 45 mpg.  It  is EPA-rated at 30 mpg city and 42 mpg highway, which puts it well ahead of its petrol counterpart, the Audi A3 2.0T, which gets 22 and 28 respectively.

Inside, the driver is cosseted by typical Teutonic comfort, good ergonomics, and high-quality material.  The front seats provide excellent support.  The rear comes with 40/60 split folding seats.  Audi’s electronics options include Bluetooth connectivity for mobile phones, iPod integration, Bose premium sound, and Audi Navigation with traffic info.  All performed well in our tests.

Unfortunately, the navi doesn’t use Audi’s latest generation cockpit controller, which in typical German fashion would be comfortably accessible from the center armrest.  Instead, the controller is on the center stack, making it awkward to use.  It does use the improved menuing from the latest Audi MMI system and the high-resolution 6.5” display was easy to view under most driving conditions.

The A3 is a pleasure to drive as long as one isn’t in a hurry; 0-60 comes at 9.1 seconds.  Steering is precise although the electric assist provides little tactile feedback at speed.  Corners are fun.  The six-speed S Tronic dual-clutch provides near-instantaneous shifts (0.2 seconds) as the computer anticipates the next gear and has it ready before it is selected.  An automatic mode is also available.

Audi expects the A3 TDI to capture 40% of A3 sales in the U.S. and there is sufficient reason to expect this to happen (especially since there are only the two engine choices available).  Comparisons to the Volkswagen Jetta TDI are inevitable due to the common powerplant and the Jetta’s significantly lower sticker price.  But Audi sees the car moving “into a marketspace presently unoccupied in the luxury segment, that of a highly efficient diesel small luxury car.”  Indeed, Audi believes the A3 TDI will compete with the Lexus HS 250h, Toyota Prius, and Honda Insight.

With its sticker price of $29,950, it fits the bill.

Diesel (as well as gasoline-electric hybrid) automobiles are typically sold at a higher price point than their petrol-only counterparts with the difference typically being several thousand dollars.

For example, the BMW 335d’s list price is $43,950 while a similarly-equipped 335i is $41,975.  The diesel-powered BMW X5 Sports Activity Vehicle (BMW parlance for SUV) has a sticker price of $51,300, while its petrol equivalent costs $47,600.

The price-leading Volkswagen Jetta TDI is $22,830 while the entry-level Jetta is a mere $17,775.    The Audi Q7 TDI lists for $50,900 (petrol version $46,900), making the Audi A3 TDI a relative bargain at $29,950, only $1200 more than the gasoline version.  Mercedes-Benz sells its diesel ML350 SUV at a $4000 premium over the $45,700 petrol version but, in the GL-Class, the diesel GL350 is actually the price leader at $59,950, while the larger displacement petrol version starts at $60,950.

In the hybrid world, the Honda Civic sedan starts at $15,665 while the Honda Civic Hybrid starts out with an $8145 higher price tag, although the hybrid model does include more standard equipment.

It’s clear that, for most of these vehicles, drivers would need a decade or more of 15,000-mile annual driving before seeing any savings.

As a result, sales of diesel-powered automobiles remained tiny compared to their petrol brethren.  When BMW launched the diesel X5 in December 2008, the percentage of buyers choosing the diesel powerplant remained in the single digits.

That is, until last July, when BMW’s Eco Credit arrived.

According to Dave Buchko, manager of Advanced Powertrain communications at BMW of North America, the pricing for diesels wasn’t arbitrary.  Rather, it was based on how much more the car – with diesel powerplant – was going to cost.

A diesel engine, compared to its petrol equivalent, is more expensive given the level of technology in the engine.  It runs at much higher pressures, requires more robust components and, in the United States, needs additional emissions controls.

In addition, BMW put a great deal of thought and effort into reengineering the 335d for the U.S. market.  Engineers repositioned rocker arms in the engine to make it quieter (an improvement that eventually made its way to non-U.S. engines) and moved the catalytic converters closer to the exhaust manifold so they can heat up faster.

While European engines have particulate traps, only the U.S. version has the urea system that scrubs the exhaust.  In addition, U.S. cars have more sound deadening material, resulting in reduced noise levels, and auxiliary heating, to allow the interior to warm up faster (diesels don’t  run as warm as gasoline engines and many drivers still remember how long it took the interiors of 1970s and 80s Mercedes and Volkswagen diesels to warm to a comfortable level).

Of course, what no one could predict was where the U.S. diesel market was heading and what buyers were prepared to pay.

What BMW and other automakers found out is that, especially with lower fuel prices, only a handful of individuals were willing to pay a premium for a diesel.

Enter the Eco Credit.  Timed to start with the launch for the U.S. government’s cash-for-clunkers program, BMW offered buyers of its diesel-powered automobiles a $4500 credit starting in July 2009.  Indeed, according to Buchko, the amount of the credit was partially influenced by the cash-for-clunkers rebates.

Since the Eco Credit started, BMW’s diesel sales have climbed significantly.  Diesel-powered X5s reached 25% of all X5 sales last November and 33% in December.  3er Series diesel sales hit a high of 366 units in December.  Audi, Mercedes-Benz, and Volkswagen are also reporting significant increases for their diesel lines.

In Europe, over 50% of new car registrations are for diesel-powered autos.  However, despite the recent gains in the U.S., the U.S. figure remains in the single digits.  But change is on the horizon.  The 2009 and 2010 Green Car of the Year awards went to diesels whereas earlier recipients were all hybrids.  Indeed, with the 335d, BMW has demonstrated that a diesel (with 425 pound-feet of torque) can appeal to enthusiasts as well as eco-conscious consumers.

With the Eco Credit, which BMW has no immediate plans to eliminate, the 335d actually costs $2225 less than the petrol-powered 335i before the IRS tax credit of $900 is even considered.  Better fuel economy, lower emissions, massive torque – who could turn down a deal like this?

While the 335d is the embodiment of the Ultimate Driving Machine, the X5 xDrive35d, which competes with the Audi Q7 TDI, Mercedes-Benz GL320 BlueTech, and the Volkswagen Touareg, is the performance leader in this crowd.

The diesel model is virtually indistinguishable in appearance from the 3.0-liter petrol model – until you lift the hood. Peer inside and you’ll see an all-aluminum, twin-turbo, 3.0-liter oil-burning I-6 that uses Bosch common-rail direct fuel injection (feeding fuel at up to 26,000 psi) with a compression ratio of 16.5:1. This provides the X5 xDrive35d owner with the performance of a V-8 with the fuel economy of a four-cylinder.

Where this X5 does distinguish itself is performance. While 265 horsepower at 4200 rpm doesn’t sound particularly impressive, with diesel engines, it’s really a question of the torque, in this case a massive 425 pound-feet of it.

With the help of the ZF-manufactured six-speed automatic gearbox and BMW’s xDrive all-wheel drive system, the driver might quickly forget he’s in an SAV. Unlike traditional trucks and SUVs, we found the X5’s handling to be exceptionally sure footed. It benefits from the BMW xDrive all-wheel drive system, which constantly adapts to changing road conditions, as well as multiple electronic systems including Electronic Damping Control (which controls body roll) and dynamic stability control (DSC), which can enhance handling if it senses understeer (front wheels receive no torque) or oversteer (front wheels receive maximum torque).

We took the X5 xDrive35d on a variety of trips, from local errands to long drives along scenic and windy parkways. The view from the driver’s seat was impressive. We found it true to BMW’s Freude am Fahren (the Joy of Driving) slogan whether on city streets or the open road. This was one large vehicle but it was eminently floggable nonetheless.

Inside the cabin, the diesel engine’s pleasant clamor was noticeable at low speed (unlike in other diesel-powered cars in its class) but it was virtually inaudible at speed. The interior has capacious amounts of space for its passengers, as befitting a car of this size. Thanks to the electric shifter and parking brake control, there’s an impressive amount of storage in the center console as well as a very large glove compartment.

Besides performance, in diesel guise the X5 has a significant price advantage over its petrol-powered V-8 stablemate. The diesel X5 starts at $52,175 (the V-8 starts at $57,175) and is eligible for BMW’s $4500 Eco Credit, making the actual cost a very attractive $47,675. On top of that the buyer is entitled to an $1800 tax credit and the knowledge that the diesel X5 can travel close to 600 miles on a tank of fuel, about 30% farther than the V-8.

(In fairness, it must be mentioned that the petrol-powered twin turbo X5 xDrive30i gets 21 mpg and sells for $48,475, only $800 more than the cost of the diesel X5.)

The X5 xDrive35d was introduced as a 2009 model; the current X5 body was introduced in 2007, replacing the original X5 that launched in 1999. All X5s are manufactured in Spartanburg, South Carolina. 30% of the X5s sold in December 2009 and 25% of the X5s sold in November 2009 were diesel models.

Starting in 2009, Audi added the Q7 TDI to the lineup, equipping the car with a 3-liter, 225 hp, DOHC V-6.

Despite its heft, handling is still reasonably nimble if the optional adaptive air suspension is present.  It’s a drop slower than the gasoline version, with zero-to-sixty in 8.5 seconds versus 7.1 but for a car of its size, it’s no slouch.

This largest Audi comes standard with superb leather upholstery, 18” wheels, dual-zone climate control, and of course the quattro all-wheel drive system.  Useful options include the third-row seat, rearview camera, Bluetooth mobile phone connectivity, satellite navigation, and four-zone climate control. The good news is that the Q7 has a third row of seats; the bad news is that it’s a bit snug back there.  Nonetheless, with room for seven, it’s good for moving bulky cargo or large groups.

Safety features include a blind-spot warning system that works quite well and alerts the driver via flashing yellow LEDs to possible problems were one to start switching lanes at an inopportune moment, a lane departure warning system, keyless entry and ignition, and the magnificent panoramic sunroof.

THE DETAILS

The engine’s 332 pound-feet of torque (50% more than the gasoline version) made driving (and overtaking) a pleasure.  The Audi cabin is a pleasure as well, with comfortable seats, good controls, and great visibility.

While I didn’t get a chance to test the car’s top speed (153 mph, compared to the gasoline engine’s 155 mph), I did have plenty of opportunities to test the car on a variety of roads and its road manners were exemplary.

THE DETAILS