Diesels aren't that quick, right?

Well, the European-spec Audi A5 3.0 TDI is as fast off the line as an A5 with the gasoline-fired 3.2-liter V-6, blasting from 0 to 60 mph in 5.8 seconds. And 100 mph comes up in 15.4 seconds, just 0.3 second slower than the naturally aspirated gasoline machine. If the diesel car had been geared to reach 60 mph before our intrepid tester had to ****** third gear, it would have been quicker still, probably besting the BMW 335d's 0-to-60-mph time of 5.7 seconds.

The Quattro all-wheel-drive system in the A5 is good for swift launches, of course, but the car only has 240 hp on tap versus 265 for the Bimmer, and 369 lb-ft of torque against 425. This engine seems better matched in this application than the BMW diesel does in a rear-drive 3-series, because the immense torque makes the 335d tricky to launch. What was most impressive about the Audi's 3.0-liter direct-injection turbo-diesel, however, is the linearity of its power delivery. Most diesels run out of breath well before the redline approaches, but this Audi engine keeps pulling strongly until the tach needle hits 4800 rpm.
Specifications

VEHICLE TYPE: front-engine, all-wheel-drive, 4-passenger coupe

BASE PRICE (GERMANY): $58,878

ENGINE TYPE: turbocharged and intercooled DOHC 24-valve diesel V-6, cast-iron block and aluminum heads, direct fuel injection

Displacement: 181 cu in, 2967cc
Power (SAE net): 240 bhp @ 4000 rpm
Torque (SAE net): 369 lb-ft @ 1500 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 108.3 in Length: 182.1 in Width: 78.0 in Height: 54.0 in
Curb weight: 3549 lb

C/D TEST RESULTS:
Zero to 60 mph: 5.8 sec
Zero to 100 mph: 15.4 sec
Zero to 130 mph: 31.7 sec
Street start, 5-60 mph: 6.8 sec
Standing ¼-mile: 14.3 sec @ 96 mph
Braking, 70-0 mph: 166 ft .

FUEL ECONOMY:
C/D observed: 32 mpg

Diesel Economy in a Delicious Package

When it came to gas mileage, the Audi lived up to the advance publicity. We got 32 mpg out of the A5, 3 mpg better than the 335d. That's also 12 mpg up on the A5 3.2 we tested, a pretty remarkable result.

Despite teeny 17-inch wheels and tires--the 3.2-liter V-6 S-line tester had 19s--the diesel version retains the A5's visual drama, and there aren't many better looking coupes out there. The Euro-spec interior was relatively bare bones, at least compared with the loaded cars that make it to the U.S., but it was still nicely trimmed and comfortable.

This car makes it simple to see why Audis have become so popular in Europe, where diesel engines are king. The A5 TDI doesn't give up much, if anything, to the BMW 335d coupe and is better looking with a nicer interior. For the U.S. market, where gasoline rules the roost, the 3.2-liter V-6 just isn't in the same league as the 335i's twin-turbo 3.0-liter inline-six, though.

Of course, with gas hovering near two bucks per gallon, diesels don't really have a chance here, but impending fuel-economy and emissions regulations--combined with the possibility of more expensive gasoline--could have Audi thinking about importing this sweet machine to the U.S. We'd love to be able to regularly drive this engine in something other than the Q7 crossover SUV.



Anyone know why the CAR application of the 3.0 tdi produces less torque and hp than the SUV version?<ul><li><a href="http://www.caranddriver.com/reviews/hot_lists/high_performance/vw_audi_central/2008_audi_a5_3_0_tdi_quattro_diesel_short_take_roa d_test">TEST</a></li></ul>

 

at least here in LA. Take a look at the gas buddy map for diesel and compare it to regular and premium.<ul><li><a href="http://www.losangelesgasprices.com/Map_Gas_Prices.aspx">http://www.losangelesgasprices.com/Map_Gas_Prices.aspx</a</li></ul>

 

people have been using Disels for years in Eu however becoming a mainstream over in the US will be a bit hard. I'm sure many up are willing to spend coupe thousands to buy a car that easier to be fixed. This doesn't mean Diesels cars are hard to fix, it's just new nd there are less people able to fix it correctly. This is the same as hybrid cars, there are many not willing to purchase because they really don't want to pay for expensive bill while driving another Toyota.

 

but diesel has been much more expensive than regular gas for several years now (SoCal). And it can easily revert back to that in these unstable times. So, it may make sense today, but is risky longterm ($).

FTR, I'd still get a diesel.

 

to not be worth it.

 

and is a great match for the tip auto.

 

As a parallel example, stereo equipment twenty years ago would have detailed technical specifications. Today, it is rarely listed, and not because all equipment have now achieved technical excellence, rather marketing experts discovered it was a trivial point in the average consumer purchase.

I owned a Benz in the early 90's and had some technical suggestions that were very well received by US factory reps. I bought another one five years later and contacted the same office. The political change and technical ignorance (read indifference) I met was astounding. Benz marketing in the the US had been "Americanized". That is why I now drive an Audi. They still do it the old, if I may say, German way, and they understand what they are about. It is incumbent upon Audi to bring forward its technical excellence despite the overall conditions that imply resistance to change.

Turbocharged Diesel is almost as efficient in producing KW power as most large commercial power plants. It is that simple. The newer design motors are clean. It is that simple. They make massive torque, but have a relatively narrow power band, nut the old saw, "You buy horsepower, but you drive torque." has never been more true. On a balanced view of power and fuel economy they are superior. A Diesel, while it has higher physical stress, has less thermal stress than a gasoline engine and therefore tend to be much longer lived. It is simply a matter of getting these points across in both the automotive and general media streams.

Diesel is more expensive in the States because current population of refineries are biased towards gasoline production. In winter, fuel oil and Diesel compete for output, up goes the price. Most all new or rebuild cracking towers are converting to a more Diesel biased type of tower that is expected to stabilize seasonal fuel supplies of all types.

The one issue with Diesel is that its heat content, or the power per gallon is higher and many governments tax it higher for this reason, making Diesel "tax revenue" neutral compared to gasoline. But, the power and economy advantage is still there. Bring it on.

My plans are an A4 3.0 TDI (Avant) and Subaru Forester Diesel for my next cars, and I will wait until this or viable alternatives appear.

 

i really hope this comes to the US.