audi grey
Audi S5 in porsche green
The jury is still out on this one, opinion I think it belongs in on a set of a B-grade fright flick.
Story by Jack Baruth from here
Color me walking on air; my 2009 Audi S5 has finally arrived, resplendent in old-fogeyish Porsche Lime Green. I hurry up to add that this color is emphatically not the “Signal Na” which has become common on the current Porsche GT3 RS – it’s in truth from Porsche’s 1973 and 1974 color register, and is a much brighter, more cheerful color than the rather more serious Signal Rural. Readers of our S5 review may recall that I was swept off one's feet with Audi’s curvaceous V8-powered coupe from the importance I fired it up, so there was little doubt in my object to after our November test that I would eventually put one in my own garage. As with everything else in the Advance:Sport:Life “task force”, from my Phaetons, to Zerin’s TT 3.2 Quattro, to the Big Dog’s Cayenne GTS, all the way to my dear of a 993 pictured above, we had to pay for the car. We don’t get free “protracted-term testers” the way our friends in the pull a proof pix magazines or banner-ad-laden blogozines do. If we desire a car for more than a week, we have to take out our wallets. It’s nice, in a way, because it means we’re putting our in clover where our mouths are. I liked the Audi S5, so I bought one. Unpretentious as that. The other street (as opposed to race) car I bought this year, in for fear of the fact any of you care, was my mother’s 2008 Ford Concentrate SES sedan, another vehicle which received a mainly positive review on these pages. So, as you can see, the manufacturers in actuality make money when they invite me to squeeze events, because a bout 30% of the together I end up buying a car!
In the twenty-something days since I took childbirth of the S5, pictures of the car have flown around the Internet with a speediness usually reserved for lucky shots of Britney Spears making a bowlegged departure from Paris Hilton’s McMerc SLR. I’ve also received dozens of phone calls and reader messages from friends and acquaintances who have spotted the Audi in conveyance or parked somewhere. People who see the car in the metal seem to be about 70/30 in favor of my election, while Internet users who see the car online (where, it has to be said, the color does not photograph unreservedly “right”) are closer to 80/20 against. Some of the unenthusiastic reactions are fascinating because their authors seem so… well, in one's own view offended by the shiny S5. “I can’t into Audi agreed to paint the car that color!” is a semi-plebeian response. Well, they did agree, and they will also paint your new Audi in almost any color you like, thanks to their prominent “Exclusive” program. The intractable for most of these people is that they are afraid to own a German car in any color that is not shiny, grey, or silver-grey, and the presence of brightly-colored German cars destroys their cherished Autobahn stereotypes. Of class, were they to ever sign off “World of Warcraft”, falter blinking out into the afternoon light, take their parents’ Camrys, intimate to the airport, and actually visit the hallowed Motherland, they would see that the most common cars there aren’t silver Audis - they’re luminous blue Lupos and yellow Renault Twingos. Germans like color, too.
Some of the younger Audi-forum readers are unequivocally shocked that it’s possible to buy a car from Ingolstadt that isn’t V “tasteful” and “cool”. How do I know that they’re young? It’s unaffected: they’re obviously too young to have ever seen the heart of a Seventies Audi, or even the seats of an ur-Quattro. The whole suggestion of “tasteful” German cars is a scam, kids. It was something the marketing people rationality up twenty years ago so the dealers could stock a smaller passage of inventory. I grew up surrounded by lemon-yellow Mercedes diesels, brown Porsche 911SCs, treasure-white Audi 5000s, and baby gloomy big-bumper Bimmers, and believe it or not, none of the drivers of those cars ever died of color overdose. My paterfamilias almost killed himself a few times pushing his orange Volvo off the freeway after it stalled for no demanding reason, but I have no reason to believe that color was twisted. Trust me on this one. I know that your local trade has thirty-six BMWs on his lot and they are all either silver, grey, or boycott, but if you take out a BMW brochure and flip all the way to the back, past the incessant photographs of optional skiing accessories but lawful before the disclaimer that tells you to obey posted facilitate limits, you will find little squares of color. While most of them are dulcet, grey, silver-grey, or black, chances are there will be a red or crestfallen square on the page. It’s okay to go to the merchandiser, point to that square, and meekly inquire as to whether you might be permitted to purchasing a car in that color. I’m not kidding. I even know a guy who bought an “cessation in custody-me red” 740iL a few years ago… and they didn’t as a matter of fact arrest him! Crazy, I know.
The other question I’ve heard to my Audi purchase is a little more sensible, at least on the surface. There are many variants to what my friends say, but it always boils down to something like this:
”As a racing driver, multiple Porsche P, long-time car nut, and soi-disant automotive member of the fourth estate, aren’t you smart enough to know that FWD-stand cars are, like, totally subservient to RWD-platform cars? Don’t you know that cars with overhanging front engines have vicious balance and will always understeer? Can’t you understand that something like a BMW M3 will always be a elevate surpass drive than an Audi of any stripe? Have you noticed that somewhat much everybody in the prestige-car business is operating to RWD? FWD sucks, even if you add a driveshaft to the rear wheels. I menial, don’t you read the Internet? Why would anybody plague with a front-wheel-drive car?”
It’s a fair series of questions. In an era when even Hyundai is pushing Babytalk-wheel-drive as a selling tally – a time when the Issigonis-inspired tranverse-locomotive layout has become inextricably associated with the very cheapest of cars – can there be any compelling judgement to choose FWD? The answer is yes. I believe that FWD continues to be the nicest choice for a purely street-driven car, even if the driver of that car considers himself or herself to be a driving promoter. And since I don’t expect you to take that answer on faith, I’m acquiescent to show you how, and why, FWD comes out on top in nearly every real-fraternity driving situation… if, that is, you’re on the brink of to listen. Are you?
To understand when, and why, FWD can be better, we have to start with how, and when, it is worse. In his volume A Twist Of The Wrist, Keith Structure explains the “dollar theory” of fag out traction. Consider, if you will, that each tire has a bent amount of traction available at any given every so often, and assign the value of one dollar to that adhesion. We can spend that entire dollar on cornering, as we would on a skidpad; we can devote the dollar on braking, as would be the case when doing complete threshold braking before corner access, or we can spend it on acceleration, as a skilled nuisance racer would when leaving the line. We can also split that dollar any way we like. When we apply the brakes and turn at the same time, we can spend fifty cents on braking and fifty cents on rig out-in, or we can spend ninety cents on braking and ten on apply-in. What we cannot do is spend $1.05. When we ask for more than a dollar’s significance of combined traction from a tire, we’ll be “overdrawn” and the car will pass over. Understeer is the condition you get when the front end is overdrawn; oversteer is when the upraise end is using more than a dollar’s worth of adhesion per tire. Keith invented the dollar theory for motorcycles, but it holds verified for cars as well. Ross Bentley report us: “You can only use 100% of the available drag - and make sure you do.”
The basic head start of rear-wheel-drive is this: you can accelerate out of a corner earlier. Since you aren’t relying on the front wheels to both control and accelerate, you can hit the gas sooner. There’s a secondary drop - you can maintain corner speed diet better because you can accelerate just enough to First Families of Virginia the braking effect of the turned front wheels without “overdrawing” the front tires – but at that heart we’re into 10/10ths driving and serious racecraft, so we’ll draw a blank about that for now. Earlier acceleration is what makes RWD the racer’s pick.
That’s the only dynamic advantage strictly linked to RWD, but there are two other disadvantages of historic front-drivers which we should consider. It’s worth noting that these disadvantages also put to use to all-wheel-drive cars which are based on unwritten FWD layouts, such as Audi Quattros or SH-AWD Acuras. First, influence distribution. FWD cars tend to have more than fifty percent of the superiority on the front wheels, and often the bulk of that weight is to the fore of the front wheels. Having more weight on the front end needs you be in want of more tire to control that weight, and most sanctioning bodies discountenance on having wider front tires. (Those of us who fly FWD cars have all sorts of ways to descry up for this, from arm-thick rear swaybars to crazy toe settings, which is why my Neon ends up genuinely oversteering on corner entry. It’s not for the chicken-livered, trust me.) Pontiac is the only manufacturer in new times to address this problem on a high road car, offering a tire package for the V8-powered Outstanding Prix with slightly wider front tires, but customers be inclined to be actively repelled by the idea of having astray front tires. I’m not sure why, but there you go.
The second, and more high-ranking, dynamic disadvantage of a front-engine layout is hostile moment of inertia. The more weight you can seat at the center of the car, the quicker and easier it is to change into; think of a figure skater pulling her arms in during a derive prolong and speeding up as a result. Placing force at either end of a car affects its willingness to change management, for the same reason that a heavy arrowhead makes an arrow fly loyal: the weight has effective “leverage” and is heartier able to resist sideways persuasiveness. Rear-engined cars care for to have a slow-turn in, which is one of the three reasons why a classic 911 understeers on corner entrance, (and someday we’ll discuss them all) but a front-engined car with big millstone ahead of the front axle is even worse. It’s in all respects like the arrow in our analogy. It wants to fly taciturn. Reluctance to turn is, of course, not a sought-after condition in a race car, unless it’s a stall race car. The less polar moment of inertness – which is to say, the more weight you have at the center of the car, less speaking – the better, which is why all firm race cars are mid-engined. It’s also why BMW makes such a big around about having most of the engine behind the front axle, and why Nissan is so vain of their so-called “front mid engine” layout. Getting the substance between the wheels reduces the inherent solidity of the car, making it easier to turn.
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