Though it seemed like the Audi R8 came thundering out of nowhere, it has a solid racing history in prototype form. When Audi decided to bring its race winner to the people, it debuted its R8 concept at the 2006 Paris Motor Show. The car had a new-for-Audi mid-engine structure, with the V8 mounted close behind the cockpit. It was as if Audi took its rounded, sloping silhouette and pumped it full of steroids. Most noticeable were the carbon-fiber "blades" that covered the air intakes just behind the doors. In later editions of the car with larger engines, these blades would grow to provide more air. The engine is placed behind the seats and in front of the rear axle, as it would be in a race car. The 4.2-liter direct-injected V8 has 420 hp packed inside and 317 ft-lbs of torque. The remarkable thing about the torque curve is that 90% of the maximum can be maintained from 3,500 to 7,600 rpm, though its peak is at 4,500 rpm. All-wheel drive adds stability, while a six-speed transmission links it all together. All of this adds up to a top speed of 187 mph and a 0-60 time of 4.4 seconds. The Audi R8 is all about the driver, from the angle of the instrument clusters to the flat-bottomed steering wheel for easy entry and exit. Interior colors are dark to echo the functional look of the race car, and ergonomics come straight from 24 hours at the track to you. Leather or leather and Alcantara are used throughout. The official word from Audi is that two golf bags fit behind the seats, but a large duffel bag or two is really all that can be wedged back there. There is a bit of space in the front for a luggage compartment, though, since the engine rides in the rear. The headlights of the R8 are pure Audi, with LED eyeliner rimming their sweeping shape.
Another useful safety function is the new tyre pressure monitoring system, with individual readings for all ten tyres. Maintaining the correct tyre pressure increases service life and reduces fuel consumption. Powerful halogen-H7 headlamps, fog lamps and LED daytime running lamps ensure the vehicle can “see” and be seen at all times. The generous dimensions of an articulated bus highlight the importance of electrically adjustable and heated outside mirrors. Given that the driver has only limited ability to keep an eye on the large passenger compartment in the vehicle, the test vehicle is equipped with an extensive video surveillance system. Cameras monitor the cash register and entrance area at door 1, the interior from the cross duct and back from door 2, the rear section back from the articulation point, and the rear section looking forwards. The driver can switch between views as desired on a 6.5-inch (16.5-cm) monitor. The bus also has the familiar inside mirrors and a reversing aid with display on the A-column. The door into the driver’s cab is electromagnetically locked, and separated from the passenger compartment by a partition screen extending over half the door width.
An automatic fire extinguisher system in the engine compartment reduces any risk of a fire. Passengers board the bus through three pneumatically operated inward-opening doors. Functionality is a key consideration in the Citaro G. For example, the instrument panel has two fittings for mounting auxiliary devices. Electrically operated roof hatches are provided as a matter of course, along with an outside loudspeaker system in the test vehicle for the effective communication of messages. The interior lighting is based on economical and long-life LED lights. The transparent accordion section with window openings gives the Citaro G passenger compartment an even more friendly and open look. The same goes for the wood finish on the floor, in “Gaya Wood Dark Brown”. The anthracite-colour needle felt inside wall panelling also adds a touch of home comfort. The seating in the passenger compartment comprises City Star Eco seats, manufactured in-house, upholstered in La Plata fabric. The test vehicle also has eight back-to-back seats over the middle axle. In the priority area on the left side at the level of door 2, there is space for a support surface for a wheelchair facing against the direction of travel and a total of three folding seats. The passenger compartment is air-conditioned with blower heaters, a roof-top air-conditioning unit and an auxiliary heater. Along with the roof duct ventilation system, the test vehicle also has ventilation for the articulation area. The driver’s station is air-conditioned. A refrigerator box, mug holder and several stowage compartments are also provided to the driver’s life easier. The anthracite metallic paint finish on the articulated bus underpins the vehicle’s superior quality image. The mounted parts are also painted in this colour, except the backs of the mirrors, which are painted grey.
Between my daily 45—minute commute and pulling support and transportation duties on out-of-town photo and video shoots, we have been putting some miles on the Atlas. With 11,087 miles on the odometer, it was finally time to visit our local Volkswagen dealership to get the oil changed. In addition to changing the oil, they completed a software update and inspected the seatbelt latches as part of a recall. The latches must have appeared fine, as no update to them was needed at this time. On top of my normal transportation needs, driving is part of my job, and therefore the overall mpg rating is less important to me personally. Good range and miles between trips to the gas station are criteria I look for in a good car, and the fuel-gulping Atlas rates low in this department. A quick, non-scientific glance at the Atlas' fuel log shows that most fill-ups happened around the 250-mile mark. Compare that to the CX-9, which usually made it to the 300-mile mark and beyond. Although 50 to 70 miles doesn't seem like a big deal, it means an additional couple of days between fill-ups during the workweek or the ability to drive a few extra miles without stopping during a road trip. Given the poor mileage, I wish Volkswagen had fitted the Atlas with a larger fuel tank.
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