Automotive

Audi Maintenance Cost: What You Might Pay

Audi Maintenance Cost: What You Might Pay Audi produces some of the most popular high-end cars available, but the yearly price of maintenance might have you looking for ways to cut costs.
Learn how an extended warranty reduces repair costs and provides peace of mind.
Affiliate disclosure: Automoblog and its partners may be compensated if you purchase the products mentioned below.
It’s easy to like even entry-level Audi vehicles for their luxurious look and feel. However, it’s a lot harder to like the cost to maintain an Audi.
You should have routine maintenance done on your Audi every 10,000 miles, and it can get expensive. You can expect to pay between $200 and $300 for scheduled Audi maintenance. For larger mileage internals (like at 60,000 miles), maintenance costs jump between $700 and $875. Repairs for your Audi will cost even more than routine maintenance.
If you own an Audi or have your eye on one, you might be concerned about maintenance and repair costs. This guide will take you through common repair costs for popular Audi models and other luxury brands. There are options for keeping your Audi in good shape without clearing out your savings account – for example, an extended auto warranty from a reputable car warranty company like CARCHEX.
Get an extended warranty quote that’s customized to your Audi vehicle from CARCHEX by calling 866-254-0205 or answering a few questions online.
Regular Audi Maintenance Cost
The key to extending the life of an Audi is proper routine maintenance. Your owner’s manual details the recommended mileage for specific services, such as having a timing belt replaced. For general vehicle maintenance, Audi recommends you have your car serviced once a year or every 10,000 miles.
Some services may need to be performed more often. Below are five common regular maintenance needs for your Audi, using Audi A4 maintenance cost as an example, courtesy of RepairPal.
1. Brakes
You should check your brakes for wear at least once a year – or twice a year if you drive in a city or notice your brakes take longer to stop. Brake pads generally need to be replaced every 35,000 to 60,000 miles.
Cost: Front brake pad replacement for an Audi runs between $365 and $400.
2. Oil Change
Most modern Audi vehicles with synthetic oil can go up to 10,000 miles between oil changes. However, if you do a lot of city driving – stopping and starting at stop signs, lights, and in traffic – you may need your oil changed every 5,000 miles.
Cost: A regular oil change for an Audi car runs between $130 and $145.
3. Tires
Not only is your car going to perform less efficiently with worn-out tires, but it’s also dangerous. Worn tires with little to no tread or low air pressure are a potential safety concern, especially if the pavement is wet.
Cost: To replace all four tires with factory tires at an Audi dealership, you can expect to pay $180 to $330 per tire. When you factor in installation costs, new factory tires cost between $775 and $1,450.
4. Air Filter
Air filters are regularly replaced between 6,000 and 10,000 miles. A clean air filter helps keep debris from your engine.
Cost: Air filter replacements cost between $90 and $130.
5. Battery
Test your Audi’s battery every three months or 3,000 miles. When batteries wear out – about every three years – you will start to notice your car’s interior lights dim. If you rev your engine and the lights brighten, it may be time for a new battery.
Cost: Battery replacement for an Audi costs just over $300.

Common Audi Repairs & Costs
According to J.D. Power, Audi ranks in the top 10 brands for dependability. If you treat it with care, your Audi should be a reliable car with few issues. However, parts wear down and need to be replaced with age and mileage.
Check out the most common problems and repairs for Audi vehicles.
Electrical Component Failure
If your Audi has electrical problems, you may notice your dashboard lights or central display lights suddenly do not come on. Some Audi electrical problems cause taillights to go out.
Reason: Electrical wiring wears out or connections corrode.
Solution: Electrical system diagnosis and replacement of faulty parts.
Estimated cost: System diagnosis will cost between $130 and $200, plus the cost of the replacement part. Parts and labor may cost an additional $200 to $1,000.
Ignition Coil & Spark Plug Failure
A failing spark plug is the most common mechanical failure on Audi vehicles and can cause ignition failure. Ignition coils are also often culprits when you have spark plug problems.
Reason: The spark plugs and ignition coils have failed.
Solution: Replace spark plugs and ignition coils.
Estimated cost: $170 to $220 for spark plugs and $250 to $380 for ignition coils.
Exhaust Leaks
Audis are known for leaking exhaust pipes. If your exhaust is leaking, you will likely need to have your mechanic replace your catalytic converter.
Reason: The design of the Audi exhaust system makes the catalytic converter bend and opens the joint where it’s connected to the exhaust pipe. This allows exhaust to leak out.
Solution: Replace the catalytic converter.
Estimated cost: $1,590 to $1,650.
Oil Leaks
Even newer Audis are known to leak oil. If you notice the smell of burning oil, smoke under the hood, or other signs of an oil leak, find and fix the problem right away. Leaking oil can cause serious damage to your engine.
Reason: Leaking valve covers or gasket seals.
Solution: Replace covers or seals.
Estimated cost: $135 to $260 each time the seals need to be replaced.
What Are Audi Repair Costs for Different Models?
Different Audi vehicles have different repair costs. We’ve taken a look at the average Audi repair cost estimates for three top models: the 2017 A3, A4, and A6. These costs include repairing the electrical components, spark plug and ignition coils, catalytic converter, and valve covers.
Audi A3 Repair Costs: $2,800
Audi A4 Repair Costs: $3,000
Audi A6 Repair Costs: $3,500

Audi Maintenance Cost vs. Other Luxury Brands
If you’re choosing between an Audi or a similar car, you may be wondering how Audi maintenance costs compare to other brands. BMW, Lexus, and Mercedes-Benz cars offer similar levels of luxury and price points compared to Audi vehicles.
Over 10 years, you can expect to pay the most to maintain BMW and Mercedes-Benz vehicles, according to Clark.com. The average Audi maintenance cost over 10 years is $12,400.
BMW vs. Audi maintenance cost: These cars cost $17,800 to maintain, $5,400 more than Audi.
Mercedes-Benz vs. Audi maintenance cost: Mercedes-Benz vehicles cost $12,900 to maintain, $500 more than Audi.
Lexus vs. Audi maintenance cost: Lexus vehicles cost $7,000 to maintain, $5,400 less than Audi. Lexus is generally considered the least expensive luxury car to maintain.
How To Cover Audi Repair Costs
As an Audi owner, you might be worried about how to manage the cost of inevitable repairs. An extended warranty, which is really a vehicle service contract, can help you pay for repairs if components on your Audi wear out or fail.
There are many reasons why you might choose to protect your car with an extended auto warranty. Perhaps you just want the peace of mind you won’t be responsible for costly repairs if your Audi breaks down. Or, you may not want to deal with haggling at the repair shop. When your repair is covered by an extended warranty, you simply take your vehicle into the shop, and the mechanic will line up payment from your warranty provider.
Extended Warranty vs. Audi Manufacturer Warranty Coverage
Extended warranties are not the same as your Audi manufacturer warranty. Manufacturer warranties are only available for new cars and are included with your purchase. Manufacturer warranties, or factory warranties, are designed to only cover Audi repairs or replacements due to defective parts or installation.
An extended warranty, or vehicle protection plan, helps cover repair costs for breakdowns that happen due to the normal use of a vehicle. Manufacturer warranties won’t cover repairs for standard mechanical issues that happen as your vehicle ages.
Audi factory warranty: The Audi factory warranty lasts four years or 50,000 miles, whichever comes first. It includes perks like a free first scheduled maintenance service at 10,000 miles or 12 months and limited coverage on corrosion perforation. Another benefit of the Audi warranty is roadside assistance for the duration of the factory warranty.
Extended warranty: This service contract offers protection for your Audi vehicle after the factory warranty expires. Four years and 50,000 miles is a relatively short time when you consider it’s becoming commonplace to drive a car to 100,000 miles and beyond. Extended warranties cover Audi repair costs as the car ages and reaches higher mileage. Companies like CARCHEX offer a range of plans to protect your car from both minor and major repairs consistent with higher mileage.
Choosing An Extended Warranty From CARCHEX To Protect Your Audi
An extended auto warranty is an excellent way to protect your Audi if you plan to keep it for many years. There are two reputable options to getting your Audi repair costs covered under an extended warranty. You can choose to purchase an extended warranty from your dealership when you buy your Audi new, or you can choose to buy from a third-party warranty company like CARCHEX at any time.
Why Choose A CARCHEX Extended Warranty Over A Dealership Protection Plan?

Both dealership extended warranties and CARCHEX third-party warranties cover repair costs for your Audi. However, there are some important differences.
Dealerships may place limitations on your repair facility choices and often charge interest on the cost of your protection plan by wrapping the premiums into your monthly financing payment.
You must buy an Audi protection plan when you purchase your car from the dealership. As your new Audi is already fairly well protected by the manufacturer’s warranty for the first four years of ownership, this may be an unnecessary expense.
Audi’s extended warranties also require covered repairs to be completed at your dealership. That means you may be tied to a certain location and mechanic instead of having the option to choose a more convenient, affordable, or trustworthy auto shop.
CARCHEX, on the other hand, provides a wide range of service contracts for Audis with almost any mileage. You’re not pressured to invest in a protection plan when your vehicle is brand new. CARCHEX allows you to wait until your manufacturer’s warranty expires and offers multiple contracts for vehicles with higher mileage. You’ll also be able to use one of the 30,000 certified repair shops most convenient for you instead of having to go to an Audi dealer.
Benefits of CARCHEX Protection Plans
As a BBB-accredited company with an A+ rating, CARCHEX is known for its superior customer service. The company also boasts endorsements from major auto industry leaders like Edmunds, CARFAX, and Kelley Blue Book. Other benefits of a CARCHEX protection plan include:
Transferable: If you sell your car, you can transfer the protection plan to the new owner, which can increase the resale value.
30-Day Money Back Guarantee: If you decide you don’t like your protection plan, you can cancel within 30 days and get your money back.
No-Haggle, Low-Price Everyday Guarantee™: CARCHEX promises they will give the best deal up front, and there’s no need to haggle over the phone.
Affordable contracts: CARCHEX offers five levels of coverage for almost any Audi vehicle, as well as several payment plan options to make protection possible for any budget.
Direct payments for repairs: Unlike other warranty providers, CARCHEX pays the covered Audi repair cost directly to the repair shop, so you don’t have to foot an expensive bill and wait to be reimbursed.
Additional benefits: When your Audi factory warranty expires and you lose your roadside assistance, you’ll be glad to know a CARCHEX Extended Vehicle Protection Plan includes roadside assistance and extra perks like rental car reimbursement.
Choosing to protect your Audi with an Extended Vehicle Protection Plan from CARCHEX is a great way to keep yourself off the hook for costly repairs, and better manage the maintenance costs for your Audi. To get a free quote that’s customized to your vehicle, driving habits, budget, and needs, give CARCHEX a call at 866-254-0205 or fill out the form online.

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Automoblog Book Garage: Formula 1 – The Knowledge (2nd Edition)

Automoblog Book Garage: Formula 1 – The Knowledge (2nd Edition) Formula 1 – The Knowledge 2nd Edition will turn you into a modern-day Motorsport scholar.
Your buddies will be impressed by all the interesting tidbits and information contained within.
Our Book Garage series showcases what every gearhead and enthusiast should add to their library.
Formula 1 – The Knowledge 2nd Edition: Records and Trivia Since 1950 is an interesting and somewhat unorthodox book. It’s not exactly a page-turner and has no real plot worth mentioning. At the same time, it’s a book that a big time F1 fan will end up going to again and again. How’d they do that anyway? Well, the first edition followed a similar format: the entire book was dedicated to F1 records, statistics, and trivia for fans and enthusiasts. The second edition is now updated again, with current stats and a number of amusing and memorable stories from the history of F1.
One Mighty Tome
Formula 1 – The Knowledge 2nd Edition: Records and Trivia Since 1950 was written by David Hayhoe and published by Veloce Publishing. Hard bound and clocking in at 544 pages it seems to weigh twice what it actually does. It’s a heavy tome, packed literally end-to-end with useful, but largely unreadable information; in the sense of a how you might read traditional book that is. Instead, Formula 1 The Knowledge is basically a book of all the Grand Prix records since the formal codification of the sport in 1950.
The FIA (the Fédération Internationale de l’Automobile, the people who make up literally all the rules governing Motorsports) have their own version of this book. It’s unofficially called “The White Book” due to the fact it’s bound in white vinyl. Even though this is not The Official record book, it does have the FIA’s White Book beat in a number of ways. First off, the print is bigger. Secondly, there are pictures. A fair number of them. There’s a big section of pictures plopped right in the middle. Some of these shots are familiar but a lot of them seem new. Sure, there’s an understandable bias towards current drivers, but it’s always nice to see a photo of, say, Jack Brabham you’ve never seen before
And yes, there are statistics. Page after page, literally hundreds of pages of statistics. But they are oddly arranged. Unlike The White Book, you won’t be able to flip to a given year and see who came in 12th at the Italian Grand Prix. No, what The Knowledge does is group things, sometimes into childishly-entertaining categories.
Keke Rosberg wins the 1984 Dallas Grand Prix. Photo: Williams F1 Team.
Truth In Numbers
For example, Chapter 1 is titled Coincidences. And that’s just what it is. Did you know Jackie Stewart had this weird thing with the number 11? He did. Stewart was born on the 11th, and that was 11 years before the F1 Championship started; he was the 11th driver to win the Championship and did so with his 11th win. And, while driving car number 11 he got his 11th pole position. See? Coincidences!
Then there’s the more nuts and bolts kind of number crunching in Formula 1 – The Knowledge. Car number 1 is the winningest number, for example. But that fits. Champions (who wear the number 1 badge) have a tendency to keep winning. So what’s the second-most-winning number? Number 5. Odd. That was both Jimmy Clark’s number and Nigel Mansell’s. Maybe that had something to do with it?
Related: How a Formula 1 team moves their cars and equipment around the planet.
Jeopardy For Motorsports
And Formula 1 – The Knowledge 2nd Edition goes on like this. There are 1,200 some sections that cover the drivers, their cars and engines, along with the tires and the circuits. Longest races, shortest track, race retirements by driver’s nationality (that would be Italy, because Andrea de Cesaris was a baboon); fastest laps on home soil, percentage of laps lead without winning a championship, (yes, that would be Stirling Moss) and so on. There is an entire chapter that exhaustively breaks down winning drivers. That chapter alone has over 100 sections like Winner Age; First-Time Winner When A Circuit Was New; and Wins But Never A Fastest Lap.
Photo: ICN UK Bureau.
Data At Your Disposal
Like I said, this is not really a “I can’t put it down” type of book. However, if you’re the person organizing your car club’s trivia night, or if you want to impress your coworkers in the shop, then pal, have I got the book for you. Formula 1 – The Knowledge 2nd Edition should be at the top of your list.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
Formula 1 – The Knowledge 2nd Edition by David Hayhoe
Hardcover: 544 pages
Publisher: Veloce Publishing; 2nd edition (June 18, 2019)
Language: English
ISBN-10: 1787112373
ISBN-13: 978-1787112377
Product Dimensions: 8.6 x 1.2 x 11 inches
Shipping Weight: 4 lbs.
Price at the time of this writing: $55.20 (Hardcover) on Amazon.
About The Author
David Hayhoe was born in Beckenham, Kent in 1954 and attended Hawes Down Secondary School, West Wickham. His professional career as a Civil Servant began at the age of 17 in London, a career which lasted 33 years. He began in the Department of the Environment in 1971, in housing and road construction statistics, and moved to IT in 1986. He progressed to Aviation Security in 1990 and was an inspector of the airports and airlines throughout the UK from 1992, until he opted for voluntary early retirement in 2004. Alongside his professional career, Hayhoe developed a Formula 1 database and has contributed to numerous Formula 1 books, media guides, magazines, and newspapers since the 1980s.

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2019 Ram Heavy Duty Review: The Quiet & Confident Powerhouse

2019 Ram Heavy Duty Review: The Quiet & Confident Powerhouse 95Excellent 2019 Ram Heavy DutyOverall Impression Lots of useful tech.Powerful and quiet.Ideal for tough jobs. ProsComfortable Cabin Multiple Camera ViewsMassive Towing CapacityConsSome Turbo LagBumpy Ride (At Times)The 2019 Ram Heavy Duty gets a complete redesign and is bigger and better in almost every way. If you need to haul a massive load, the new Ram HD is one of the best trucks in America for the job. Towing and payload capacities increase thanks to the truck’s updated architecture and powertrain. Over 100 safety and security features are available, and the amount of in-cabin technology helps the big Ram set the bar even higher in the heavy duty truck segment.
This week we drove the luxury-oriented, 2019 Ram 3500 Limited on the upper end of the lineup. The Limited has a decent starting price but our tester came loaded with options that raised the MSRP considerably.
Ram HD: What’s New For 2019?
The Ram HD (2500 and 3500) is fully redesigned for the 2019 model year. The truck receives more high-strength steel in the frame (98.5 percent) and aluminum throughout the bodywork, reducing overall weight while also increasing rigidity. Ram says new bushings and mounts, along with the axles and acoustic glass, increase ride comfort and decrease noise. We were curious to see just how quiet and smooth the Ram HD is with the Cummins diesel.
Available configurations include Regular Cab, Crew and Mega Cab in either a two-wheel drive or 4×4 configuration, with the 3500 having an option for dual rear wheels. Trim levels include Tradesman, Big Horn, Power Wagon, Laramie, Laramie Longhorn, and Limited. 3500, 4500, and 5500 are the chassis cab and commercial trucks.
The 2019 Ram Heavy Duty rides on a high-strength steel frame with six separate crossmembers. The hydroformed main rails and fully-boxed rear rails help handle heavy payloads.
Features & Options: Nearly Too Many To List!
Our 2019 Ram 3500 Limited Crew Cab 4×4 tester ($65,250) featured a soft-closing tailgate; LED headlights and taillights; foglights; power-folding and auto-dimming mirrors; remote start; and front and rear parking sensors. On the inside, our tester came with a 115-volt power outlet; dual-zone automatic climate control; a seven-inch display screen; a power-adjustable driver’s seat with memory; power-adjustable front passenger seat; heated, leather front seats, and a heated steering wheel. If that wasn’t enough, our Ram 3500 came with a 10-speaker surround-sound system, HD and satellite radio, and an 8.4-inch touchscreen with Apple CarPlay and Android Auto.
The Limited comes with a chrome mesh grille, spray-in bedliner, and LED bed lights, which are nice for working at night. Our Limited tester was upgraded further with supple leather upholstery; ventilated front seats and heated rear sears; wood interior and steering wheel trim; power-adjustable pedals with memory; automatic high beams and wipers; and a navigation system.
Related: From work to family, do trucks make our lives better?
Features & Options: Plenty of Extras (And Lots of Power)
Other standard upgrades included power-deployable running boards; 20-inch wheels; additional chrome exterior trim; the RamBox cargo management system (which includes bedside storage compartments, an adjustable bed divider, and tie-downs); and special black leather upholstery.
Finally, our Ram 3500 Limited came with the optional Max Tow package ($3,695); Harmam/Kardon premium sound; 12-inch display; surround-view camera, and a lot of extra safety tech ($2,995). We were loaded up with the Cummins High Output Turbo Diesel with 1,000 lb ft. of torque ($11,795) and a power sunroof for good measure ($1,095).
Total MSRP including destination: $87,810. The 2019 Ram HD starts around $33,000 but pricing can vary greatly depending on cabin configurations, trim levels, and options.
An Active-Level rear air suspension is an option for the 2019 Ram HD. The supplemental air bags soften the impacts heavy loads have on the truck.
Interior Highlights: Ideal For Longer Trips
The Limited cabin is a nice place to spend those hours on the road towing that six-stall horse trailer, fully-equipped race car trailer, or a large fifth wheel camper. You will get to your destination feeling rested and relaxed. We didn’t have anything to pull this week (a shame with Labor Day coming up) other than pulling I-70 at altitude, seeing how fast we could get the big rig moving. We cranked up the ventilated seats and A/C and sat back to enjoy the ride.
Ram did a good job upgrading the cabin, adding lots of soft-touch materials, leather-wrapped surfaces, and wood grains on the dash. This Limited 3500 feels as plush as any luxury car or SUV. All controls are laid out in a logical and easy-to-use manner, and there’s plenty of space for taller passengers in every seating position. From the drivers seat, visibility is excellent thanks to large windows and good seat adjustability.
In the back, there was plenty of room for our long-legged passengers who complimented Ram on the comfort level. We also folded up the seats to reveal a large area for cargo which we made use of. Overall, the cabin of the Ram HD is a welcome place for your family and friends to take long trips in.
2019 Ram HD Limited interior layout. Up to three 115-volt household plugs are available; all outlets handle up to 400 watts to better charge power tools.
2019 Ram Heavy Duty: Engine & Fuel Mileage Specs
Our Ram 3500 tester came with the famous 6.7-liter, six-cylinder Cummins High Output Turbo Diesel. The upgraded version pumps out 400 horsepower and a massive 1,000 lb-ft. of pavement-pulling torque. It’s coupled with a six-speed Aisin-sourced automatic transmission. Along with improvements to the chassis, the big diesel pushes the Ram HD’s max towing and payload capacity to 35,100 and 7,680 lbs. respectively (when properly-equipped).
EPA fuel mileage estimates are unavailable as the EPA does not rate HD trucks from the Big Three.
The standard 6.4-liter Hemi with cylinder deactivation and variable cam timing can go in place of the Cummins diesel. It’s hooked up to a new eight-speed automatic and produces 410 horsepower and 429 lb-ft. of torque.
The cylinder block of the Cummins High Output Turbo Diesel is made from compacted graphite iron. Moving through the engine, the most noticeable updates are the new exhaust valves and rocker arms; lighter pistons with low-friction rings, and forged connecting rods. Boost pressure clocks in at 33 psi.
Driving Dynamics: The Best Out There
The only reason to spend an extra $11,795 is if you really need to pull and haul heavy loads. But it’s the perfect drivetrain to do your heavy lifting. The Cummins diesel is the best engine in this segment, and Ram has had it in their trucks since 1989. Once again, they have masterfully engineered the truck to accommodate the size and power of the Cummins Turbo Diesel. If you need to pull or haul anything heavy, this is the truck that will exceed your expectations.
Unfortunately, we didn’t have a load to pull this week except for an opportunity to haul it up I-70 at 9,500 feet elevation. The straight-six Cummins spooled up and we could go as fast as we wanted.
Related: An in-depth look at the 2019 Ram 1500.
Driving Dynamics: Like A Church Mouse
The biggest surprise is how quiet the cabin is. We’ve driven many Ram trucks – and Dodges back in the day – with the Cummins diesel. The older models are loud inside when you get going under a full load. But this new generation of Ram HD trucks is quiet, and we could barely tell it was a diesel under the hood. I actually had to look at the paperwork we got with our tester to verify it was the diesel and not the gas V8.
2019 Ram Heavy Duty in a single real wheel configuration.
Driving Dynamics: Bumpy But Not Bad
The 3500 is large and even longer with the Crew Cab or if you opt for the dually. Yet, in spite of its size, the Ram 3500 is relatively easy to drive. The steering is light enough for quick turns and highway maneuvers we noticed. The Ram HD has a bumpy ride most of the time, but it’s not unbearable like some HD trucks. A quiet and luxurious interior, well-padded seats, and a forgiving suspension make for a competent highway cruiser on those long trips across state lines.
You just can’t park it anywhere! You leave your behind sticking out and could get clipped. We recommend, if you are towing something over a long distance, to fuel up at truck stops versus normal gas stations. You will have more room there to maneuver.
2019 Ram 3500 with dual real wheels.
Conclusion: Raising The Bar
The 2019 Ram 3500 Limited Crew Cab 4×4 is the heavy duty truck you want for pulling large loads. The Limited seems too nice for a work truck, but this trim is excellent for families who need to go places with their camper or horse trailer. If you don’t need the extra payload capacity, the 2500 model is also a viable option. Either way, the new Ram HD with the Cummins diesel sets the bar high.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. All of his firsthand reviews are archived on our test drives page. Follow Denis on Twitter: @CarReviewGuy
2019 Ram Heavy Duty: Exterior Gallery

2019 Ram Heavy Duty: Interior Gallery

Mechanical Components Gallery

Photos FCA US LLC.

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2019 Aston Martin Vanquish Zagato Shooting Brake 2019 Aston Martin Vanquish S

$917,216.00
End Date: Saturday Sep-12-2020 9:32:47 PDT
Buy It Now for only: $917,216.00
Buy It Now | Add to watch list

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2020 VW Arteon Review: Bold Styling, Bland Performance

2020 VW Arteon Review: Bold Styling, Bland Performance The 2020 VW Arteon is a sharp-looking car, but that’s about all it seems to have going for it. The SEL Premium R-Line press vehicle we had recently was gorgeous, especially in the sunlight. We were eager to drive it when we first saw it but were quickly disappointed. It was fantastic to look at but a chore to drive.

Here is how our week-long drive went with the 2020 VW Arteon. Hopefully, it will help you determine whether or not it’s the right car for you. Our press vehicle for the week was the top-trim SEL Premium R-Line.

VW Arteon: What’s New For 2020?

Not much has changed since the Arteon arrived in early 2019. VW’s Car-Net telematics system and in-cabin Wi-Fi are both available for 2020. SEL Premium models now come standard with Lane Assist and 20-inch wheels. Given the minor changes, it might be worth shopping for a certified pre-owned model instead and saving a little money.

The 2020 VW Arteon comes in four flavors: SE, SEL, SEL R-Line, and SEL Premium R-Line (the SEL Premium R-Line is new for 2020). Same as the 2019 Arteon, VW’s 4Motion all-wheel drive is available.

Our 2020 VW Arteon press vehicle at the Woodhaven Bowl -A- Rama in Woodhaven, Michigan.Our 2020 VW Arteon Press Vehicle

Our SEL Premium R-Line arrived with a 2.0-liter turbo four-cylinder, 4Motion all-wheel drive, and 20-inch alloy wheels. Our press vehicle rocked the R-Line treatments, which included a unique front bumper, spoiler, and other exterior trim elements. The SEL Premium R-Line is standard with rain-sensing wipers, panoramic sunroof, and an adaptive front-lighting system with cornering headlights.

The standard Technology & Convenience package includes VW’s digital cockpit, an overhead view camera, remote start, Bluetooth connectivity, and the Discover Media suite. The Discover Media array includes an eight-inch touchscreen, navigation, voice controls, HD Radio, SiriusXM, and a CD player. The 700-watt Dynaudio stereo with 12 speakers nicely accommodated our massive CD collection of 90s music.

The Technology & Convenience package houses the Arteon’s active safety features. Park assist, adaptive cruise control, forward collision warning, autonomous emergency braking with pedestrian monitoring, a blind-spot monitor, lane-keeping assist, high beam control, and hill hold control were all standard on our press vehicle.

Our Arteon press vehicle was also standard with the Lower Anchors & Tethers for Children (LATCH), three-zone automatic climate control with second-row air vents, Nappa leather, and an auto-dimming rearview mirror.

What Does The 2020 VW Arteon Cost?

Total MSRP for our 2020 VW Arteon SEL Premium R-Line was $47,705. By comparison, the 2020 Arteon starts at $35,995 with front-wheel drive. 4Motion all-wheel drive models start at $37,895.

2020 VW Arteon SEL Premium R-Line.Interior Highlights: Cold & Sterlie

On paper, the SEL Premium R-Line sounds good. Our press vehicle was equipped with heated and ventilated Nappa leather, heated rear seats, a massaging driver’s seat, ambient lighting, and stainless steel pedals and scuff plates. We were especially jazzed at the inclusion of a CD player since so few vehicles have that today.

While each of these things on their own is worth having, nothing seems to mix well in the Arteon’s cabin. It’s similar to a cookie recipe with individual ingredients, like oatmeal, chocolate chips, brown sugar, and peanut butter. All good on their own, but the goal is to combine the ingredients, bake for a certain amount of time, and enjoy as an actual cookie. With the Arteon’s interior, stale baking soda ended up in the mix somewhere along the way.

The Arteon’s interior isn’t exactly “fresh from the oven.” It feels cold and sterile by comparison, with hard, brittle trim elements that appear snapped together like puzzle pieces. Hard surfaces are nearly everywhere in the SEL Premium R-Line, which does make sense admittedly for a sportier trim, but the whole recipe still seems off.

The buttons around the touchscreen feel flimsy and cheap, nor does the steering wheel inspire any real feeling of confidence. All of this is a significant flaw for the SEL Premium R-Line, especially since our Arteon press vehicle was pushing $50,000.

Interior Highlights: Redeeming Qualities

One redeeming quality is the flexibility of the Arteon’s driver display. For example, we moved the navigation map between the tachometer and speedometer to make it easier to view. Right above the map, we could see the compass, time, and temperature. The Nappa leather seats in Arteon are comfortable, so that is, most definitely, a redeeming quality. We also appreciated the generous amount of room inside the Arteon. It was something our passengers commented on as well.

The breadth of VW’s Car-Net services is another redeeming quality. Car-Net covers four significant areas – Remote Access, Safe & Secure, Hotspot, and Guide & Inform – and each has its benefit. Remote Access, for example, allows drivers to start their Arteon and check on the fuel level via a mobile app. A laundry list of helpful features like this are available for five years at no additional charge.

Although it’s a paid subscription, we would recommend the Safe & Secure package. It includes helpful and essential services Information Assistance, Emergency Assistance, Automatic Crash Notification, Anti-Theft Alert, and Stolen Vehicle Location Assistance.

2020 VW Arteon SEL Premium R-Line interior layout. 2020 VW Arteon: Engine & Powertrain

Under the hood of every 2020 VW Arteon is a 2.0-liter turbo four-cylinder with 268 horsepower and 258 lb-ft. of torque. The engine’s dual-injection setup (direct and multi-port) and a standard start/stop system help increase the Arteon’s fuel economy. A standard eight-speed automatic transmission helps send power to the ground.

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2020 VW Arteon Fuel Economy

During our week-long drive, we put about 215 miles on our VW Arteon press vehicle. We did a good mix of city and highway driving through Detroit and the surrounding area. Our all-wheel drive Arteon gave us a combined average of 26.6 mpg, which is over the window sticker rating. When we saw our final combined mpg for the week, we were thrilled.

EPA estimates for the 2020 VW Arteon with all-wheel drive are 20/29 city/highway and 23 combined. By contrast, the front-wheel drive Arteon comes in at 22/29 city/highway and 25 combined.

When compared to other big four-door sedans, the front-wheel drive Arteon holds its own in fuel economy. The Arteon is better than the Kia Cadenza in every department (city, highway, and combined) and more efficient than the Maxima in the city. While the Toyota Avalon beats the Arteon on the highway, the large VW sedan can match Toyota in the city.

Screenshot from inside our 2020 VW Arteon press vehicle. After nearly 215 miles of driving, we averaged 26.6 mpg.How Does The 2020 VW Arteon Drive?

The Volkswagen MQB architecture underpins the new Arteon. Although the ultra-high-strength steel architecture is common across VW’s lineup, the Arteon receives a few additional enhancements in the chassis department. For example, every Arteon is supported by a strut-type front suspension and a four-link independent rear suspension with gas-filled dampers. The feel of the dampers can be adjusted through a separate menu (Comfort+ to Sport+).

This is where it gets tricky for us. Similar to the interior, each of these elements on their own are excellent. In theory, the high-strength steel architecture and suspension modifications should make the 2020 Arteon feel smooth and stable on the open road. However, when combined with the car as a whole, things don’t work out that way for the 2020 Arteon.

For some reason, the Arteon is not nearly as engaging to drive as it looks. There is a fair amount of cabin noise on the open road, and it takes some effort to change lanes with the larger Arteon at higher speeds. Despite the chassis modifications, the Arteon’s steering isn’t as crisp and responsive as we would have hoped.

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An Uncomfortable “Lurch”

The 2020 Arteon struggles in the city at lower speeds too. We had the same issue with the 2020 Tiguan we drove earlier this year. Like the Tiguan, the Arteon tends to “lurch” when you let off the pedal at around 20 to 25 mph. At times, it can almost feel like an engine brake or tow-haul mode is engaged, as if you were driving a truck. If you try to “push through” this particular spot in the powerband, it usually results in a hard shift, which our passengers could feel.

Similar to the Tiguan, the Arteon continued to exhibit this behavior all during our week-long drive. One afternoon, we went looking at houses around the Detroit metro. As we would slowly circle the block in each neighborhood, the Atreon would continually lurch and jerk. Suffice it to say, if we lived in Small Town America, where much of the driving happens at slower speeds, we would pass on the 2020 VW Arteon.

Should You Buy The 2020 VW Arteon?

While there were redeeming qualities, our SEL Premium R-Line press vehicle was pushing towards an MSRP of $50,000. Given the sterile interior and lackluster driving dynamics, it’s hard to justify that kind of money for the Arteon.

Based on our experience, we would recommend shopping around and taking a few other test drives first. The Acura TLX, Infiniti Q50, Kia Cadenza, Nissan Maxima, and Toyota Avalon are viable options if you are looking for a bigger car. We think one of those would be a better choice versus the Arteon.

Carl Anthony is Managing Editor of Automoblog and a member of the Midwest Automotive Media Association and the Society of Automotive Historians. He serves on the board of directors for the Ally Jolie Baldwin Foundation, is a past president of Detroit Working Writers, and a loyal Detroit Lions fan.

Frequently Asked Questions

Where Is The VW Arteon made?
The Arteon is manufactured in Emden, Germany.

Does The Arteon replace the Passat?
No. The Passat is alive and well with a starting MSRP of about $23,000.

Is The VW Arteon AWD?
Yes. The 2020 Arteon is available with VW’s 4Motion all-wheel drive system.

2020 VW Arteon Gallery

Photos: Volkswagen of America, Inc.
Original article: 2020 VW Arteon Review: Bold Styling, Bland Performance

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2018 GMC Terrain Denali Review

2018 GMC Terrain Denali Review The 2018 GMC Terrain is all-new and like the Chevy Equinox, has the same footprint, but it gets new exterior styling that makes this SUV a lot tamer for consumers. The new 2.0-liter turbo should give families enough power and some fuel mileage gains as well.
This week, we’ve been driving the top-of-the-line, 2018 GMC Terrain Denali with all-wheel drive.
What’s New For 2018
The 2018 GMC Terrain is entirely new, from the downsized chassis and body, to the 2.0-liter turbo engine and nine-speed automatic transmission.
Features & Options
The 2018 GMC Terrain Denali ($39,270) comes with leather seats, an eight-inch touchscreen, satellite radio, blind-spot monitors, a 110-volt power outlet, remote start, power driver’s seat, heated front seats, and a panoramic sunroof. Denali adds a handsfree tailgate, a power passenger front seat, HD radio, seven-speaker audio, navigation, 19-inch wheels, and LED headlamps.
Extra safety equipment includes forward-collision warnings, surround-view camera, and automatic park assist. Additional extras included the ventilated front seats, heated rear seats, and wireless charging. Total MSRP including destination: $44,370.

Interior Highlights
Stepping inside reveals leather seats with plenty of bolstering, lots of soft-touch materials, brushed aluminum trim, and plenty of power adjustments to help find the perfect driving position. The first thing we noticed was the unique push/pull space-saving gear shifter in front of the console. It took us awhile to get used to it, but it does add extra storage space in the console and room for the smartphone charger.
The seating position in the Denali’s cabin seems lower than before, which makes the Terrain feel less SUV-like. The infotainment system is straight-forward and simple, with a eight-inch screen and big icons. The display is clear, bright, responsive, and fast, all without too many features or too much information.
The backseat has plenty of room for adults, and rear passengers will appreciate the tall doors, so there’s less ducking to climb in, but the flat seat bottoms won’t be comfortable for long trips. The seats fold mostly flat to provide 63.3 cubic feet of cargo space, less than the competition. Behind the rear seats there is 29.6 cubic feet available.
There’s a handy storage compartment underneath the rear cargo deck. The front passenger seat folds flat to accommodate longer items like 2x4s and kayaks.

Engine & Fuel Mileage Specs
The 2018 GMC Terrain Denali is powered by a new turbocharged 2.0-liter inline four-cylinder, making 252 horsepower and 260 lb-ft. of torque. Mated to a nine-speed automatic with all-wheel drive, it offers peppy acceleration and gets an EPA-estimated 21/26 city/highway and 23 combined mpg.
Driving Dynamics
The transmission pairs nicely with the new 252 horsepower turbo engine, and it felt strong during our quick runs up I-70 west of Denver. The turbo offers steady power and a cool whistling sound as it climbs through the gears. We found ourselves wanting steering wheel paddle shifters which aren’t offered on the Terrain.
The Terrain’s ride is designed more toward comfort than cornering ability. We took it through the tight mountain curves and there was enough body lean to remind us we weren’t in a sports sedan. The suspension offers poised and predictable handling in all situations; the ride overall is comfortable on the highway and you hardly feel the bumps on rough pavement.
The Denali has a higher state of suspension tune and 19-inch wheels with better all-season tires. It tracks true and smooth, but doesn’t offer much feedback. Still, it helped us avoid a deer in the mountains west of Denver during our seat time.
The optional all-wheel drive on our Denali tester is a part-time system, activated by a knob on the console with different traction modes. It’s easier than other all-wheel drive units without the ability to self-activate.
Conclusion
The fully redesigned 2018 GMC Terrain addresses the problems the aging generation had, and now represents a more compelling choice in the smaller, five-passenger crossover segment. GMC pulled off making the Terrain smaller in size without sacrificing too much leg and headroom.
The new four-cylinder improves performance and fuel mileage is reasonable if you keep your foot out of the turbo. It’s comfortable, easy to drive, and comes standard with one of the best infotainment interfaces in the class.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 GMC Terrain Gallery

2018 GMC Terrain Official Site.
Photos: GMC (SLT & Denali models shown).

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2019 Ford Ranger: Radar Love

2019 Ford Ranger: Radar Love The 2019 Ford Ranger will employ the latest safety technology to make towing easier for drivers, according to the automaker. Ford’s Blind Spot Information System, standard on Ranger XLT and Lariat, can monitor either the truck by itself or with a trailer attached. Radar housed in the Ranger’s taillights monitors any potential blind spots all the way to the back of the trailer.
The system then alerts drivers as other vehicles cross into those blind zones.
Trailer Profiles
The 2019 Ford Ranger can store up to three trailer profiles, including a trailer’s length, which lets the radar system know how far back to provide warnings when another vehicle is traveling next to the trailer. Ford says such a system is class-exclusive and not available on any other midsize pickup.
Photo: Ford Motor Company.
Power & Performance
When it was revealed at the 2018 North American International Auto Show in Detroit in January, Ford promised the latest in EcoBoost technology for the 2019 Ranger. A 2.3-liter EcoBoost with a twin-scroll turbocharger and direct injection will power the new Ranger. The engine also features a forged-steel crankshaft and con rods and chain-driven dual overhead cams.
Trims include the entry-level XL, mid-level XLT, and high-level Lariat, with available Chrome and Sport appearance and FX Off-Road packages. The 2019 Ford Ranger will come in a SuperCab or SuperCrew configuration.
Market Potential
In the last few years, newly redesigned midsize trucks have surged onto the market, evidenced by the return of GM’s Colorado and Canyon, Toyota’s Tacoma, and Honda’s Ridgeline. In May, Ford revealed the intense and rigorous testing the 2019 Ranger was enduring on its way to dealers later this year.
Below is a short video that showcases how the blind spot technology works on the 2019 Ford Ranger.
The Automoblog Staff contributed to this report and can be reached anytime.

Photos, Video & Source: Ford Motor Company.

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Ferrari: Race to Immortality Faces Danger & Tragedy With Style & Grace

Ferrari: Race to Immortality Faces Danger & Tragedy With Style & Grace I have a theory that 99.9 percent of all car movies are terrible; barely watchable dreck that only offers brief glimpses of something cool and car-related, let alone offering true insight into the automotive world, let alone the human condition. This movie, however, Ferrari: Race to Immortality, is most definitely not one of those movies.
Studios & Garages
I should preface this with the fact that I worked in movie and TV production for decades. Seeing a movie with me (and any of my production team friends) is usually bogged down with post-viewing conversations about bad edits, bad directing decisions, commenting on lens choices and stuff like that before we get into the meat of the movie; i.e. the plot, the narrative, and the acting.
On top of that, there’s the gearhead side of me that has to be seen to. We, the gearhead movie-goers, all seem to have this nagging trait. We know cars intimately, and when something is technically wrong, it grates on us, and usually to a disproportional level. Tire squeals on gravel, seven upshifts in a five-speed car, driving off a cliff = explosion. It bugs us, I get it. Shoot, it bugs me all the time.
That said, I can unequivocally say that Ferrari: Race to Immortality is one of the best documentaries I’ve seen. Not racing documentaries, mind you; one of the best documentaries period.
At The Limit & Over The Edge
Essentially, Ferrari: Race to Immortality is a film version of Mon Ami Mate by author Chris Nixon. The movie revolves around the lives, racing and otherwise, of Mike Hawthorn and Peter Collins, two British racers from the 1950s. The 1950s were a particularly violent and reckless time for auto racing. Spread across the decade, top line drivers from all disciplines (Grand Prix, Indy, sports cars etc.) were dying at the rate of one every other week.
Around 28 per year, every year, for a decade.
The movie starts with the infamous Le Mans crash of 1955 that saw the Mercedes 300 SLR of Pierre Levegh catapult into the main grandstands, on fire, and take more than 80 people with him. That, more or less, sets the tone for the entire movie to follow. “I keep death in my hip pocket,” Enzo Ferrari once said, and this movie shows you the meaning of those words.
Mike Hawthorn. Photo: The Cahier Archive.
Human Conditions
Hawthorn was involved in that crash (some alleged was the cause of the crash) but won Le Mans that year. Indeed, he became the first Englishman to win the World Driving Championship. In a lot of ways, Hawthorn was right out of central casting: tall, good looking, butter-colored wavy hair, always raced wearing a bow tie, just the sort of thing the British fans and press would eat up.
Peter Collins, on the other hand, was more ruggedly featured, and say what you want about the two of them, looks-wise, but they sure had a string of girlfriends. The movie just doesn’t point this out, it actually has interviews with the various ladies involved with these racers.
All of the interviews and sound bites, with fellow racers, the aforementioned lady-friends, journalists, Enzo himself, and historians are all delivered via voice over and it works fantastically. No talking heads to distract with boring visuals. And what is said is just dynamite stuff. Not just from a gearhead perspective, but, very importantly, from a human perspective.
Hawthorn was interviewed extensively back in the day, and his stuff is rather “right off the rack” in what is said, and some of it I had heard before. Collins is friendly, joking; seems like a real good bloke. Enzo is Enzo: political, cunning, measured, Machiavellian. The real meat here is what is said by the girlfriends and the historians. There’s none of this “I’m just the steady backing on the home-front” BS that we have sadly come to expect.
At one point, Louise King, Collins’ wife said, in response to a question about the danger involved, “One time, Peter did try to bring it up, and I stopped him. ‘Don’t’, I said, ‘Just don’t.’ And we never spoke of it again.”
Sweet Jesus.

Visual Treasures
All the interviews come across like a rich vein of gold willingly mined. There are extensive interviews with Alfonso de Portago, the brilliantly talented yet doomed Spaniard. Until last night, I had never heard him speak. Other drivers, writers, girlfriends, and such all chime in, but none of the interviews are fluff, none of it is filler. Every word adds to and enriches what is being shown on screen.
And oh what they show on screen.
The visual end of things is nearly flawless. All of the archive materials used are flat out fantastic. Yes, I had seen much of this footage before, but a remarkable amount of it was unknown to me. All of the older footage was re-graded and level-matched, most of the grain and such taken out. None of it was colorized.
There is tons of footage from back in the day of these guys hanging out, waiting to drive, smoking cigarettes, goofing off at hotel pools, getting out of cars covered in grease and dirt and grime, levering themselves out looking as physically spent as a human can, but beaming; beaming bright satisfied smiles.
Time Machines
And mixed in with all this are drop-dead-gorgeous shots of various vintage Ferraris (246s, 555 Squalos and such) shot in the present day. It would seem the producers got ahold of some far too lucky rich guys that own these old beasts, dressed them up, and turned them lose on old race tracks to get more footage. And the new stuff is seamlessly integrated with the old stuff. And I do mean seamlessly.
A lot of the work I did was as an editor, and more than once I was caught off guard, only noticing two or three cuts later that they had dropped in modern footage with the old. The last time I failed to notice editing like that was watching Schindler’s List.
Yeah, this movie is that well done.
Ferrari: Race to Immortality at Brands Hatch.
Ideal Balance
Ferrari: Race to Immortality seemingly covers it all, but never gets bogged down in technical details or soap opera subplots, neither becoming too maudlin over the constant drum-beat of fatalities nor exulting in the sacrifice. The rivalry between Eugenio Castellotti and Luigi Musso. Collins’ ultimate sporting gesture with Juan Manuel Fangio. Enzo’s belief that more pressure equaled more wins. Meditations on the nature of danger and mortality by Stirling Moss. The sublime joy of sliding your race car just so through and out an entire turn.
But more than anything else, what is made abundantly clear, moment after moment, frame after frame, is that everyone involved loved this life.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz
Ferrari: Race to Immortality
Synopsis: The 1950s saw the rise of Scuderia Ferrari in the Formula One World Championship in the deadliest decade in motor racing history. Ferrari: Race to Immortality tells the story of the loves and losses, triumphs and tragedy of Ferrari‘s most decorated drivers in an era where it was la dolce vita during the week and a coin toss of whether they lived or died on the weekend.
Director: Daryl Goodrich
Starring: Peter Collins, Mike Hawthorn, Enzo Ferrari
Run Time: 1hr 31m
Availability: Via Amazon Prime, official trailer here.

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Aventador S Roadster: The New, Top Chop Lambo

Aventador S Roadster: The New, Top Chop Lambo

The new Lamborghini Aventador S Roadster is here, but it is not really a roadster, nor is it a convertible. It’s really a targa version of the Aventador, but I’m not going to quibble about that and start getting all pedantic about correct automotive terminology. With a car like the Aventador S Roadster, who cares about stuff like that? The Aventador S Roadster, shoot any Lamborghini really, is the automotive equivalent of a freshman eight-and-a-half beers into his first fraternity kegger; the results are going to be spectacular if not necessarily positive.
Strong Like Bull
The Aventador S Roadster is, 99% of the time, just like a “normal” Aventador S. The only real difference is the removable roof panel that will allow the wind to mess your hair up like you’re standing outside in a hurricane. This, for some people, actually sounds like a good thing and, on most days, I am one of them.
The Aventador S Roadster is, like the fighting bull it is named after, big, powerful, and nothing to be trifled with. Sure, sure, it has all those modern high tech niceties like traction control and four wheel steering and stuff like that, but you know – just know – that some rich kid with more money than sense or skill is going to uncork an Aventador S Roadster (probably within weeks of buying it) and wrap it around a tree.
How can I say this? How can I say all those computers upon computers and the even more computers along for the ride will not work? Simple answer: Physics. Let’s look at the numbers, shall we?
Improved vertical control comes from an updated pushrod suspension, new rear springs, and the Lamborghini Magneto-rheological Suspension (LMS) with revised kinematics for the new four-wheel steering. A real-time variable damping system optimizes wheel and body control. Photo: Automobili Lamborghini.
Numerical Factors
The Aventador S Roadster is a big girl. She’s just under 189 inches long overall, just under 80 inches wide, and tips the scales at 3,582 pounds dry weight with a 43 to 57 percent weight distribution. Add in a full 85 liters of fuel, 13 liters of oil, and your butt in the driver’s seat, and even those massive contact patches provided by the vast Pirelli meats (255/30/ZR20s up front and 355/25/ZR21 out the back) will, eventually, be overwhelmed by the laws of physics. Or, as Enzo Ferrari once said to a displeased customer who had just totaled his prancing horse, “being a Ferrari owner does not make you a Ferrari driver.”
That same ethos applies to the glorified tractors that bear Ferruccio’s name and are made at the behest of corporate overlords Audi, especially when you look at the other numbers, the real numbers, the numbers that count for the Aventador S Roadster.
Photo: Automobili Lamborghini.
Power & Performance
To wit: The engine. It’s a 6.5-liter lump of alloy and whirling parts that puts out 740 horsepower and 509 lb-ft. of torque. All that power that eventually hits the strada via the Pirellis runs through a Haldex gen IV electronically controlled 4WD system, and a 7-speed double dry plate gearbox with variable “shifting characteristics.” The drive modes are, get this, listed as STRADA, SPORT, CORSA, and the new EGO mode. Lambo says these modes influence “every aspect of the car’s behavior through management of traction, steering, and suspension.” The EGO mode (hey, at least they’re up front with their name!) permits the driver to set up their preferred criteria in each mode to suit their driving style. If you ask me, there should also be a mode that turns off all of the governors. Lambo could call it SUICIDIO mode. But they never listen to me, so this probably will never happen.
All this adds up to a beautifully flashy way to shuffle off this mortal coil. Top speed, for example, is listed at 217 mph. Lambo always mentions top speed first, because that is traditionally what is closest to their hearts. From a dead stop you’ll hit 62 mph in 3 seconds flat. In another 6 seconds, 9 seconds total, you’ll be seeing 124 mph. In 25 seconds from a dead stop, you’ll hit 186 mph. Braking is, thankfully just as prodigious. You can haul the Aventador S Roadster down to a complete stop from 62 mph in only 102 feet.
The TFT digital dashboard can be customized to the driver’s preferences and Apple CarPlay is standard. Photo: Automobili Lamborghini.
Open-Air Enjoyment
The Aventador S Roadster is all about that targa top though. The removable hardtop roof panels weigh less than six kg (about 13 pounds) and are convexly molded to ensure maximum cabin space for the occupants. It has that old Zagato double bubble feel to it. The hardtop roof panels are finished in matte black and are made of carbon fiber, naturally. There are options such as high gloss black, shiny visible carbon fiber, plus more color options using Lambo’s Ad Personam customization program. And I must sayt I love how they named the program in Latin.
The roof panels pop off quickly and are stored in the front trunk. There’s also a rear window that is electrically operated if you want more wind and more opera from that V12 plant sitting at your shoulder. That rear window can be closed while the roof panel is off to minimize cabin noise and airflow, but why would you want to do that?
The Lamborghini Aventador S Roadster gives you all this for a paltry $460,247.00. The first customers will take delivery in February; in the meantime, it will be displayed next week at the International Automobile Exhibition in Frankfurt, Germany.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Automobili Lamborghini.

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