Review: Audi Q7 2.0 TFSI quattro and Audi A4 2.0 TFSI S line; talented SUV meets chauffeur-ride sedan

Comfort when you need it and sportiness when you get horny. Okay, not in the strictest sense of the word but you get my drift. Having choices is an indispensable right in order to live life to the fullest. Imagine if your life follows a single route and without any alternative route you can choose from. Such prospects would risk an unfulfilled, routine life that fills with nothing but a monotonous series of banality.

Imagine having a car that restricts your 'driving mode' to just a single, predetermined character trait. Well, a short test drive still managed to reveal so much of a car's personality trait which I just learnt after testing the Audi Q7 2.0 TFSI quattro and Audi A4 2.0 TFSI at the Audi Drive Event taking place at The Mines Resort & Golf Club (mind you, the cars pictured above are not the test cars).

Entrusted with a single-natured car and the experience turns from stadium atmosphere to a desolated barren land. Throw in a dual-natured car and you have the most authentic menage a trois moments of ecstasy. From my brief test drive, I found the Q7 fell in the latter category, with the A4 taking up the former category.

Audi Q7 2.0 TFSI quattro

The test drive begun with the Q7 2.0 TFSI quattro, Audi's answer to the F15 BMW X5 and Volvo XC90. Ahh, that legendary nameplate graces the 7-seater SUV for both this variant and the range topping 3.0 TFSI quattro which wasn't available for test drive at the event. For the review's sake, I'll be focusing on the 2.0 TFSI quattro variant. 

The entry level 2.0 TFSI quattro is motivated by a 2.0 litre turbo 4 pot with direct injection and Audi valvelift system outputting 252 hp at 5000-6000 rpm and 370 Nm of torque at 1600-4500 rpm. The engine is paired to the quattro all wheel drive and mediated by an 8 speed Tiptronic with paddle shifter.

Standard kit includes LED headlights with LED daytime running lights, heated and auto anti-glare side mirrors, powered tailgate and park assist with surround view camera.

Step inside, you'll get MMI navigation plus with MMI touch, 8.3 inch central display and four-spoke steering wheel without electric steering adjustment.

To keep you from killing yourself, Audi has fitted Electronic Stabilisation Control (ESC) with Traction Control, Electronic Brakeforce Distribution (EBD) and 8 airbags.

As for pricing, the second generation Q7 retails at RM525k (OTR without insurance) but according to the Sales Consultant accompanying me on the test drive, the price can be truncated to RM400k after discount.  

For starter, this 7-seater full-size SUV was a pleasant surprise to this writer. Never for even a fleeting moment did I expect this jacked-up luxobarge to be full of character. The first SUV bearing the famous 4 rings to hit the market is a spacious vehicle which rides rather comfortably over the abysmal Malaysian road with plush leather seat to boot. The second-generation 4M Q7, which rides on MLB Evo platform, is on the mark if commuting to work, ferrying your family around and taking them on a long distance field trip in relative comfort is your priority.

However, that doesn't mean you cannot play with it when your favourite road comes up though. The Q7 is quite a versatile SUV in meeting the need to be hospitable to significant others while satisfying the insatiable craving for some spirited backroad jaunt. This is all thanks to Audi Drive Select system. This lets you toggle between allroad, lift/offroad, comfort, auto, dynamic, efficiency and individual mode. I didn't try out the allroad and lift/offroad mode so don't ask me what they do.

In comfort mode, it does what its namesake imply - delivering cossetting ride like a limo, numbs steering feel and softens engine response. Chucking it into dynamic mode stiffens steering feel and uncorks the turbocharge mill, giving you the satisfying, unadulterated performance that keeps you wanting more out of this 7-seater SUV.

The good news is dynamic mode doesn't sacrifice ride comfort. I had a chance to test this 7-seater SUV in heavy traffic and it just glides along without any unpleasant buffeting, the adaptive air suspension doing a terrific job in balancing between pliancy and surefooted, confidence-inspiring handling. Auto mode automatically adapts between comfort and dynamic so you don't have to dick around with the mode selector and help you keep your eyes peeled on the road. If you think you know better than the electronic wizardry, you can tailor the car's behaviour to suit your taste with individual mode which lets you control engine/gearbox, steering and suspension setting.

The brake impressed this writer with its instant, direct response in reining in this 1985 kg SUV. It doesn't feel grabby nor mushy. Audi does a great job in striking that delicate balance between numb brake and head-bobbing anchor.       

Being of large size, it is expected to not just being a family hauler but also a cargo hauler. With all 7 seats up, you have 770 litre of boot space. Folding down the 2 third row rear seats increase boot space to a whooping 1955 litre! More than capacious for  balik kampung jaunt or when you're out on Ikea shopping.

As this is a short test drive, I didn't get to try out every features available on the SUV. Overall, this SUV fits the bill for both the sporty camp and comfort-oriented camp. 

Audi A4 2.0 TFSI

Right after handing back the Q7 key, I was ushered to the B9 A4 compact sedan. Launched last September in 3 trim levels - 1.4 TFSI, 2.0 TFSI and 2.0 TFSI quattro, the 5th generation A4 (which also rides on MLB Evo platform) will lock horns with the likes of W205 Mercedes C-Class and F30 BMW 3 Series LCI.

The particular model I tested was the 2.0 TFSI variant (which I'll be focusing on throughout this write-up), meaning it eschews quattro all wheel drive leaving the driveshaft hanging off the front axle only. On top of that, the 2.0 litre turbo 4 pot under the 2.0 TFSI bonnet is toned down in output, churning out 190 hp at 4200-6000 rpm and 320 Nm of torque at 1450-4200 rpm, as opposed to the range topping 2.0 TFSI quattro 252 hp at 5000-6000 rpm and 370 Nm of torque at 1600-4500 rpm. The company's 7 speed S-Tronic Dual Clutch Transmission with paddle shifter governs the 4 pot grunt to the front wheels.

On the exterior front, standard kit mirrors that of the range topping 2.0 TFSI quattro except that the latter will get electrically adjustable and folding side mirrors with heated function, automatic anti-glare and memory function. The mid range 2.0 TFSI makes do with electrically adjustable and folding side mirrors with heated function only. The rest is standard affair with LED headlights with LED daytime running light, automatic headlight adjustment dynamic, headlight washers, LED rear lights with dynamic indicators and parking system plus with selective display.

Inside, MMI radio plus, driver information display and bluetooth interface take centre stage. Also, 3-zone climate control, electrically adjustable front seats and 4-way lumbar support ensure a comfortable experience.

Safety wise, 6 airbags, Electronic Stabilisation Control (ESC) with Traction Control, hill hold assist and ISOFIX child seat mounting meet the safety brief.

On the pricing side of things, the 2.0 TFSI retails at RM249k (OTR without insurance) but you can get it at RM200k after discount as divulged to me by the Sales Consultant. 

Onto the test drive. As illustrated by the above photo, I was handed the key to the S line variant. Features that adorn the S line are shown in the photos below:

                                                                                                                                    

                                                 
                                         

The S line package includes but not limited to alcantara leather front seat upholstery, stainless steel pedals, 3-spoke multifunction leather steering wheel with S line badge embossed at the bottom of the steering and of course, the S line emblem on the front fenders to remind passer-by your A4 is a looker.

The short test drive unveiled the distinctive character that set apart the B9 A4 from the 4M Q7. Right off the bat, I noticed difference in brake feel, which felt softer on the former. 

Unlike the Q7, the A4 seems less receptive on the changes I made to the drive mode. Putting it in dynamic mode didn't do much to change steering feel and engine response - it felt subdued regardless whereas the Q7's steering would feel meatier and the engine more eager to make itself known. On the other hand, the S-Tronic Dual Clutch did a sublime job in juggling between 7 ratios in utter comfort, but this writer wish dynamic mode would give some added kick to the shift intensity to add some sporty flavour. 

The ride, as discerned from the short drive, is incredibly refined over Malaysia's terrible road texture, the adaptive comfort suspension with damping control performing a stellar job in filtering out road bumps before it translates into a joint-killing ride.

Nevertheless, the A4 2.0 TFSI is still an excellent daily driver if comfort is your main priority. Despite its supple nature, do treat it with respect as it can make its displeasure known as learnt by this writer. It was raining during the test drive. As I was driving over a wet cobblestone road, I planted the throttle so hard that the traction control light went bonkers. 

Cargo space wise, it's not in the same league as the Q7. With the rear seat up, you have 480 litres of boot space to spare. Tumble the rear seat down, you have 965 litres of room to play with. Still, not a big deal for balik kampung but could be problematic if Ikea shopping is part of your itinerary. 

Conclusion

The Q7 has to be the most talented of the bunch, being more receptive to changes in driving mode making it cossetting when you just want to chill out and playful when the mood strikes. The A4 on the other hand, is more of a limo, putting pleasant ride quality over sportiness in its repertoire of skills to meet the needs of those who see cars as a point A to point B tool.

Also, if ample boot space is what you're looking for, the Q7 wins again with its colossal 1955 litres with rear seats down over the A4's 965 litres.

Nevertheless, my impression is based on a short test drive so I might have overlooked some aspects which could have skewed the review a bit. A longer test drive would certainly reveal things that had slipped my conscience during the short test drive.

  

  

   

Mercedes GLC 200 - a GLC 250 4Matic on the budget

At times of dire economic situation with rising cost of living rearing its ugly head, it is perfectly understandable to adopt a pragmatic approach to keep expenditure to a minimum. The ideology comes in handy if you're currently shopping around for a new car. It may be tempting to put the money down on posher stuff, but you can't have everything in life. Want to keep your bank account happy? Then some sacrifices are to be made.

Retailing at RM288,888 (OTR without insurance), the recently launched Mercedes Benz GLC 200 saves you RM37,000 over the GLC 250 4Matic AMG Line and more importantly, keeps you from draining an extra RM250,000 over the hardline AMG GLC 43 4Matic. As you may have guessed from the variant name, the cheaper variant makes do without the proprietary all wheel drive, the 2.0 litre M274 turbo 4 pot feeding its 184 hp and 300 Nm grunt exclusively to the rear wheels mediated by the Tristar's 9 speed 9G-Tronic automatic transmission.

Personally, I wouldn't mind the removal of all wheel drive as it makes the compact SUV mechanically simpler. With less parts to worry about, maintenance should be less of a chore financial wise.

The minimalistic approach also divests the AMG Line styling kit that graces the GLC 250 4Matic, so outgoes accoutrements such as 20-inch AMG multispoke wheel, in its stead a 19-inch five-spoke wheel that wraps around a 235/55 run-flat tyres. Other than that, other sacrificial kit includes perforated front disc brakes, panoramic sunroof, AMG sports suspension and surround view camera. 

Though life outside seems dearth of knick-knack, life inside is quite a different story. There is still abundance of luxury, with the freestanding touch screen display taking centre stage and a healthy dose of leather upholstery. The GLC 200 makes do without flat-bottomed steering wheel as found in the more expensive GLC 250 4Matic and a brown wooden centre console trim instead of dark in the latter.  

Despite being an on the budget SUV, Mercedes still retains rear air-con vents, Thermotronic triple-zone auto climate control, reverse camera and powered front seats with lumbar support.

Difference between Atkinson and Budack cycle

Atkinson cycle engine has been the technological de rigueur targeted at cars design for outright efficiency over balls-out performance. Chief recipients of the technology are commonly hybrid cars such as Hyundai Ioniq and Toyota Prius. 

So what is Atkinson cycle? It's a variation of the four-stroke cycle where instead of closing the intake valve just before the piston reach, or is exactly at bottom dead centre, the intake valve is shut as the piston is roughly 30 percent on its upward stroke during the compression stroke.  

This effectively lowers the effective compression ratio without changing the expansion ratio in contrast to the conventional Otto cycle. As a result, efficiency improves as the engine wastes less energy trying to compress the dense air-fuel mixture and ensures every drop of fuel burnt is converted into useful work (that is actual work in applying downward pressure on the piston) rather than being wasted for nothing.

Of course, this comes at a detriment to power output as leaving the intake valve open during the compression stroke pushes some air-fuel charge back to the intake port, reducing the air charge density left for combustion. 

Volkswagen, however, has a different take in achieving such feat. Instead of leaving the intake valve opens during the compression stroke, the intake valve is instead closed before the piston reaches bottom dead centre. 

This effectively achieves what Atkinson cycle does, which is to lower the effective compression ratio without changing the expansion ratio. If you want power, Volkswagen have you covered by employing a camshaft lobe that alters the intake valve duration, enabling a switch to Otto cycle.

That's about the lowdown I can elucidate. For a detailed rundown, do watch the video by Engineering Explained below.

  

Jaguar Future-Type Concept lets you own a steering wheel

Source: Jaguar

With the relentless pursuit of autonomous car gaining more and more momentum, we are looking at the prospect of a future where drivers just take a seat and enjoy a sip of latte while the car expertly provides a smooth, chauffeured-ride by itself. To those who sees driving as more than just a monotonous point A to point B chore, it's understandable to feel the world has left them out in the cold. For that reason is why Jaguar decides to offer up a solution - a dual-mode autonomous car with a choice to let the car handle the driving task or hand over complete control to the driver.

Meet the Future-Type Concept, Jaguar's idea on implementing full self-driving car while allowing drivers to take over at will. The Future-Type Concept is set for 2040 introduction. The concept behind Jaguar's futuristic autonomous car is interesting nonetheless. In Jaguar's word, the Future-Type Concept is underpinned by "on-demand service club", meaning the operation of the concept is done by a portable, voice-activated artificial intelligence steering wheel. Yep, all you need is the steering wheel and not the car. 

Source: Jaguar

Dubbed Sayer (named after Malcolm Sayer, the E-Type designer), Jaguar said the steering is capable of performing hundreds of tasks which include summoning the car, play your favourite music and even knows what is inside your fridge. What is more, the ownership of the steering eases ride-sharing service as a fully charged Future-Type Concept can be summoned on demand, or if privately owned, lets you call Future-Type Concept for a late night jaunt to posh restaurant with your significant others.

As per the concept's raison d'etre, Jaguar said the car can be entirely left to its own devices or if you're in adrenaline mode, Sayer steering is on hand to let you thrill yourself at your favourite B-road.

                           
                                                                                          Source: Jaguar

Owing to the demand of the increasingly connected world, the Future-Type Concept will feature a 2+1 seating orientation, with a rear-facing front seat enabling face-to-face conversation with front-facing driver seat and rear passenger seat.  

The Future-Type Concept is a step towards the future that doesn't take away altogether driving involvement that enthusiasts yearn for. This has to be an example of innovative ideas that preserve the sanctity of driving while still giving the impetus for progression in technology.

Source: Jaguar

     

Toyota C-HR preview at 1 Utama Shopping Centre

The ongoing Toyota C-HR preview finally made its way to 1 Utama Shopping Centre, Petaling Jaya starting from 6 September until 10 September. The C-segment compact SUV that will take on the likes of Honda HR-V and Mazda CX-3 will make its official unveiling to the Malaysian market in February 2018, as informed by one of the exhibitor on site. 

Let's start with a disclaimer. The car you see here is not a full representative of the spec Malaysian market will receive. This is instead an Australian model. A quick chat with an exhibitor on why the Australian model was chosen for preview in lieu of the Malaysian model revealed that there's no difference in exterior design language between Malaysian and Australian model. In other words, what you see from the outside is what you get. The difference, according to the exhibitor I had a word with, lies on the interior fit and finish.

Technically, question marks are still floating around on what the actual spec Malaysian customers will get. The preview model seen here is equipped with Toyota Safety Sense suite of safety features which include Pre-Collision Safety, Active Cruise Control, Lane Departure Alert, Autonomous Emergency Braking, Forward Collision Warning and Automatic High Beam. Whether these features will see the daylight in Malaysian model is anyone's guess.

On to the interior side of things, we can see dual automatic climate control, fabric seat and multi-function steering wheel, but as always, it's anyone's guess if these features will appear when the compact 'Coupe-High Riding' SUV makes its premiere in the Malaysian market. According to the exhibitor I struck up the conversation with, the interior fit and finish might be subjected to change, so take the information with a pinch of salt.

While the Malaysian C-HR remains shroud in mystery, the only bit that has been confirmed to make it to 'Boleh' land is the oily stuff. The preview model carries an 8NR-FTS 1.2 litre turbocharged four cylinder mill paired to a CVT transmission. The Malaysian model will instead be motivated by a 1.8 litre naturally aspirated Dual VVT-i petrol (JPJ wants to make more money??) also mated to the CVT transmission with sequential shifter.

Details are still largely scarce though, including retail price and whether or not a hybrid model (either in CBU or CKD form) will be introduced to the Malaysian market in the near future. 

What do you think of Toyota's HR-V and CX-3 fighter? Will it win the hearts of Malaysian consumers enough to steer them away from Honda and Mazda's compact high-riding people carrier? More importantly, how much do you think the asking price should be? Do leave your comment below.

  

Feast your eyes on this life-sized Ferrari SF70H made of Lego bricks

Ever wish to come across a life-sized F1 car made from Lego bricks? Well, the Danish brand that makes ends meet with plastic bricks has made your wish come true in the form of the Ferrari SF70H. Yep, it's the very same race car at the helm by Kimi Raikkonen and Sebastian Vettel for this year's Formula One championship.

Following in the footsteps of the McLaren 720S, the 2017 Ferrari F1 car is built from 349,911 individual bricks as claimed from the video above. That's a far higher number compared to 280,000 required for the life-sized McLaren 720S.

Anyway, enjoy the video above showing the time-lapse build process of the Ferrari F1 race coming into being.

Video Credit: Lego  

Mazda SkyActiv-X, a spark-aided Homogenous Charge Compression Ignition

Source: Kickaffe via Wikimedia Commons CC BY-SA 4.0

The battle for high efficiency, low emission engine continues to gather momentum when Mazda made a revolutionary announcement earlier this month in the form of the SkyActiv-X engine technology, which Mazda predicts will find its way into production cars by 2019. What the heck is that? Another one of Mazda's trick techno wizardry? In no uncertain term, it is one heck of a piece of tech. It is Mazda's speak for Homogenous Charge Compression Ignition (HCCI) engine, which mixes air and fuel in the cylinder like a gasoline engine, but ignite by piston compression like a diesel engine.

That sounds like a win-win proposition-diesel efficiency combines with clean gasoline emission. Except with a but. A BIG but. There has never been a production HCCI engine in mainstream cars. Why? Well, it's due to this conundrum: timing. Unlike on conventional gasoline and diesel engine where ignition timing can be easily controlled and adjusted with the spark plug (gasoline) and fuel injector (diesel), HCCI has no such luxury. It relies solely on cylinder temperature which if not controlled properly, can create a whole host of nasty problems such as the dreaded knock when it's too hot or compromised combustion if it's too cold.

To remedy this problem, Mazda throws in the spark plug. The idea is that when condition is less than ideal for compression ignition (cold engine, low ambient temperature, high load/rpm), the spark plug will take care of ignition. During highway driving or low load/rpm, the engine will revert to compression ignition to increase efficiency. Speaking of efficiency, Mazda claims their SkyActiv-X tech can improve efficiency by 20-30%. Bold claims there Mazda.

Efficiency aside, this warrants some questions:

1. How will Mazda ensure seamless transition from spark ignition to compression ignition and vice versa? 
2. What approaches will Mazda adopt to control the time combustion occurs?

Let Jason Fenske of Engineering Explained offers some educated guess:

Video Credit: Engineering Explained