Introduction

Something about your kid’s playset just didn’t seem right. All the parts were included and labeled, the necessary tools provided. Unfortunately, as your good buddy Bob pointed out, you were looking at the diagram backwards, hence, what was left ended up right, and vice versa. We’re guessing the same thing happened when Acura assembled the TL Type-S, a car that should be rear-drive, but somehow the plans got mixed up and the folks in the assembly plant mistakenly put together a front-driver. The product of this miscommunication is a sport sedan that suffers from one of the worst cases of torque-steer currently on the market, a shame since this stylish four-door makes for an otherwise appealing package.

What we Drove

We drove a pre-production version of the 2007 TL Type-S provided by Acura, meaning that it was an early build model and not destined for your local dealer. As such, we won’t pass judgment on the car’s build quality, but we can report on all other aspects, including how it was equipped and the price. Our Carbon Bronze tester was the variant with high-performance tires, which equates to a base price of $38,995 including a $670 destination charge. Given that our car was delivered without any of Acura’s dealer-installed options (there are no factory options), that sticker price represented the final sum. Our editors logged about 500 miles on the Type-S throughout Southern California.

Performance

As a regular driver, one that its master occasionally uses to squirt through traffic or in which she bombs down the highway at high speeds, the 2007 Acura TL Type-S performs admirably. The six-speed manual transmission, with its super-precise gates and short throws, is a joy to row, and the 286 horses under the hood are eager to please. However, tapping into that power requires a measured approach, as a dump of the throttle elicits little response unless the revs are high. More than the 256 lb.-ft. of torque on hand would help negate that problem. The result is more required downshifting than one might expect of a V6-powered sport sedan, and that’s when the stiff clutch becomes noticeable. We recorded 19 mpg overall.

Handling

As this is Acura’s flagship in terms of sport sedans, the TL Type-S leaves something to be desired. Sure, the suspension is stiff, the 235/45R17 Bridgestone Potenza rubber does a good job of maintaining grip, and the brakes are up to snuff even after plenty of abuse, but there are an equal number of counterpoints. The steering, though responsive and characterized by plenty of road feel, can be too responsive in mid-turn, causing a mild case of oversteer. Torque-steer is always a concern, and makes this TL feel downright unruly at times. Add a stiff ride into the mix, and you’ve got a sport sedan that’s short of finely-tuned.

Visibility

When driving a sporty car that’s well suited for darting in and out of high-speed traffic, it sure as heck better offer sufficient visibility. The Acura TL Type-S does, with large side mirrors, an ample greenhouse, relatively narrow pillars, and a rear window that gets the job done, albeit with two large headrests that do their part to muck things up. Whether merging on the highway or keeping an eye on the double yellow heading into a blind corner, the Type-S never prevented us from focusing on what we needed to see.

Fun to Drive

Rodeo dudes would love this car. Nothing compares to untamed, four-legged, stubborn muscle like a 286-horsepower front-drive sedan with hellacious torque steer. Though we’ve never attempted to ride eight seconds atop an irate bull, we’re betting that it’s no more difficult than holding on to the 2007 Acura TL Type-S’s steering wheel under full acceleration. Get past that, and the sportiest of TLs delivers a buckled-down ride, an eager V6 engine, one of the sweetest six-speed manuals on the planet, and a price that puts it in the realm of a daily driver and not a garage queen. Or should we say corral queen?

Front Comfort

Acura knows how to build comfortable interiors. The TL Type-S’s front seats are spacious, well-bolstered (especially on the back rest), thickly-padded, and feature large adjustable headrests. The driver benefits from a 10-way adjustable seat, while the passenger gets six power adjustments. Soft-touch surfaces on the window sills and armrests, including a center armrest that moves fore and aft for premium placement, increase the level of hospitality, as do the leather and alloy shift knob and leather-wrapped steering wheel with tilt and telescoping functions. Since we were experiencing some unusually chilly mornings during the TL Type-S’s stay, the two-setting heated front seats came in handy, though we felt they took too long to warm up.

Rear Comfort

What you think of the TL Type-S’s rear seat will largely depend on your stature. Our six-foot-two-inch tall editor referred to this area as “tight” while our five-foot-eight-inch tall editor considered the TL’s rear seat accommodations to be “spacious.” Our more diminutive staffer noted generous foot and head room, sufficient leg room, a very comfortable seat with outboard head restraints, the wide fold-down center armrest, and the padded door sills and armrests. Rear vent controls on the center console are an added bonus. Nobody was all that crazy about front seatbacks that were only slightly padded, or the seat that was positioned too close to the floor.

Interior Noise

Sports-oriented vehicles are not famous for being especially quiet, and the 2007 Acura TL Type-S is no exception. Though far from loud, this TL suffers from noticeable tire noise, an unexpected amount of wind noise around the A-pillars at highway speeds, and suspension noise when traveling over bumps or potholes. All that while the engine, the one thing enthusiast drivers often prefer to hear as they ascend toward the rev limiter, was relatively quiet. There’s some audible action when VTEC kicks in, but even that is fairly well muted.

Loading Cargo

WYSIWYG – What You See Is What You Get. Without a fold-down rear seat, the trunk space you see in the TL Type-S is all you get for storing cargo. Thankfully, the fully-lined trunk is actually pretty big, with a wide opening, covered hinges that won’t damage items, ten tie-down points, and a handle on the inside of the lid. The lift-over height is low enough so that you won’t have to be a powerlifter to get items into the car, and the lockable pass-through, which can be opened from the trunk or the interior, will help with longer items, though it looks to be too small for things such as snowboards.

Build Quality

Our Acura TL Type-S test vehicle was a pre-production unit. We did not assess build quality, as it is our rule to praise or critique this aspect of a vehicle only when it is reflective of what consumers will find at the local dealership.

Materials Quality

It’s not uncommon to read a car review with phrases like “low-budget interior” or “the materials could be better.” You won’t be seeing those terms associated with the 2007 Acura TL Type-S. This car’s interior is constructed with outstanding materials, to the point that they make the near-$39,000 price look like a bargain. Soft leather covers the seats, armrests, steering wheel, shift knob, and emergency brake handle, while an attractive tight-knit mesh is used for the headliner and upper pillars. Padded plastics cover parts of the doors and dash, all with matching grains and consistent color. A patterned alloy decorates the doors and center console, with faux carbon-fiber and silver accents used to dress things up a bit more.

Acura TL

With only minor visual enhancements, Acura has really added some refined sportiness to the TL. The multi-spoke 17-inch alloys and smoked taillights give the Type-S a stealthy look, while the subtle rear spoiler and quad angle-cut exhaust tips hint at the car’s athletic character. Inside, the alloy and faux carbon-fiber touches add to the sporty feel. But the TL has been on the market for a few years now, and though we still applaud its clean lines and naturally aggressive appearance, there’s little denying that this luxury sedan could use a little freshening.

Storage

The TL Type-S would be a great roadtrip car. There’s room for all kinds of stuff inside, with large fold-out pockets on the front doors, deep cubbies on the rear doors, two rubber-lined slots forward of the shifter, dual cupholders between the front seats, a two-level armrest storage area, extendable pockets on the seatbacks, and a fold-down center armrest out back with two cupholders. There’s also a small cubby on the rear of the center console, a lockable pass-through that helps with carrying items such as skis, and a glovebox that’s a little small, but at least it’s lined. Clearly, road warriors would have no problems stowing their phones, beverages, snacks, wallets, and much more when embarking on an adventure in the TL Type-S.

Infotainment Controls

At least one editor finds the numerous buttons associated with the radio and navigation system to be a problem with the Acura TL Type-S; however, others counter that the controls are intuitive, clearly-marked, and easy to use. Buyers will have to make their own impressions, but it’s obvious that the large silver dials are radio volume and tuning, the slots are for CDs and old-school cassettes. If you can read, all the other controls, including those with tactile bumps on the steering wheel, can be mastered quickly. The touch-screen navigation system with voice controls is simple and easy to use, and the Real Time Traffic function is great. Unfortunately, the screen washes out in sunlight. The radio can also be controlled through the touch-screen interface.

Acura TL

Many luxury cars now feature climate controls integrated with their navigation systems. The 2007 Acura TL Type-S does not. Stacked on both sides of the center screen are large and clearly-labeled buttons for dual-zone system, while controls for the two-setting heated front seats are placed rear of the shift knob on the center console. It’s a relatively simple setup, making it easy to adjust the temperature of fan speeds while remaining focused on the road. That being said, the a/c and defroster buttons, lined up on the passenger side of the navigation screen, are out of reach for shorter drivers, suggesting that the TL Type-S’s ergonomics could use a little tweaking. The temperature readout is displayed above the center vents.

Secondary Controls

If not for that clear labeling that we’ve repeatedly praised, the secondary controls in the TL Type-S might leave us a bit flustered. The usual stuff, including buttons for the power door locks, power windows, and the seat memory functions are on the door panels – no issues there. Even the power mirror switches on the left dash are within the norm. Then there’s the stability control button on the left dash (instead of on the center console, as is typical), and the trunk release button where the hood release usually is (instead of on the door or next to the fuel door release on the floor). Neither represents a significant issue, though they require a little hunting to be found.

Competition

Acura has its hands full when competing in the premium/luxury sport sedan category, with entrants coming from all over the globe. The direct competitors include the Audi A4 S-line (the S4 is out of the TL Type-S’s bracket), BMW 330i Sport, Infiniti G35, Lexus IS 350, Saab 9-3 Aero, and the Volvo S60 R. Buyers interested in this type of sedan might also consider the Cadillac CTS 3.6, the Mercedes-Benz C320 Sport, and the Subaru Legacy GT spec.B.

2nd Opinion – Buglewicz

Acura TL Type-S – Buglewicz’s Opinion:

The drivetrain in this car is its greatest asset and its biggest liability. It’s a smooth V6 with good torque, excellent high-end power and all mated to a smooth shifting six-speed transmission. But it’s routing all that through the front wheels, dammit, which means a squirmy, lifeless steering wheel in your hands. It’s not too bad in a straight line, but power out of a turn and the TL will try to pull you into the nearest retaining wall. It’s frustrating, because the car is otherwise so likeable: excellent chassis dynamics, attractive styling inside and out, and a good bargain to boot at less than $40,000. The sooner Acura goes rear- or all-wheel drive, the better.

Keith Buglewicz

2nd Opinion – Perry

Acura TL Type-S – Perry’s Opinion:

When it comes to my opinion of the Acura TL S-type, I just have to borrow a long-gone but appropriate phrase from the hit television show In Living Color: “HATED IT!!” It’s bad when I can’t wait to get out of a $40,000 car to get back into my Tacoma pickup, and that’s exactly what happened. Issues I have with the TL are excessive torque steer; throttle position that is on or off, with no in between; a clutch that has a narrow engagement range; and light steering. Did I mention excessive torque steer? Yes I did, but it warrants mentioning twice. There are also the millions (OK, I exaggerate) of unnecessary buttons and switches on the dash and steering wheel.

Introduction

Acura MDX – Review: Picture in your mind a sport sedan. One with all-wheel drive, an active damper system, and responsive steering and brakes. Give it a powerful V6 engine and a quick-shifting automatic transmission with a seamless shift-for-yourself mode. Imagine its sharp chassis reflexes were tuned on Germany’s famous Nürburgring race track, alongside BMWs, Mercedes-Benzes, Porsches and all manner of performance cars. Now give it seven-passenger seating and a big, hulking crossover SUV body. Fantasy, you say? No, it’s the 2007 Acura MDX. Acura claimed that its MDX would be a sport sedan in SUV clothing, and it wasn’t kidding. For people who like to drive, it’s definitely on the short list.

What We Drove

The basic MDX starts at $40,665 with the $670 destination charge, and boasts leather seats and the V6 all-wheel drive powertrain. The Technology package brings the price up to $44,165 and adds a navigation system, surround-sound audio system and Bluetooth wireless phone connectivity. The Sport package adds an active damper system and sport seats with perforated leather to the Technology package, bringing the price up to $46,265. An Entertainment package adds the second-row DVD video system, heated second row seats and remote power liftgate to either the Sport or Technology packages for an additional $2,200. All told, our loaded Formal Black MDX with the Sport and Entertainment packages came to $48,465, including destination.

Performance

With its 3.7-liter 300-horsepower V6 engine and five-speed automatic with manual shift control, the MDX scoots off the line and keeps accelerating hard. Power goes to all four wheels through the Super Handling All-Wheel Drive system, and the transmission snaps off shifts smoothly and effortlessly. Shift for yourself and you’re rewarded with quick upshifts and mostly smooth downshifts from the responsive console-mounted lever. It even managed a respectable 19.5 mpg in mixed driving. While the linear power delivery was praised, some of us miss Acura’s hallmark power surge when the VTEC variable-valve timing kicks in. Also, some of the MDX’s competitors have transmissions with more gears. This is primarily a marketing advantage, and we see no need for extra gears.

Handling

For sport sedan lovers who dread needing a bigger vehicle in which to carry their kids or antiques or whatever it is that MDX buyers haul, this is one crossover that has no qualms about hauling ass, too. The Super Handling All-Wheel Drive actively overdrives the outside wheels up to 1.7 percent in corners, giving the MDX excellent stability in hard maneuvers. The active damper system provides very good body control without a punishing ride. It does err on the stiff side though, so a comfort setting is available to take the edge off sharp bumps if you have a sensitive tush. The MDX also has a 5,000 lb. tow rating, and a stability program helps prevent trailers from fishtailing.

Visibility

From the outside, the MDX sports thick D (rearmost) pillars that you’d think would hamper visibility. You’d be right, too. The rear window glass is small, and those big rearmost pillars create enormous blind spots. Acura compensates with a backup camera that displays a wide-angle version of the world on the large centrally-located navigation screen, but it’s only active in reverse. At least the second-row headrests are low, and the middle one disappears completely when not in use. Otherwise, like in most large SUVs you sit well above traffic, and with the narrow front pillars forward vision is excellent.

Fun to Drive

Normally, the phrase “fun to drive” isn’t associated with a 4500-lb. SUV, but man, this thing is a blast. The engine makes great sounds, somewhere between Acura’s usual V6 rip and the throatiness of a V8. The steering is sharp and responsive, the brakes and throttle linear and progressive and the overall driving experience is one that invites – and rewards – a driver who loves to drive. We were impressed that such a large and heavy vehicle could feel tossable, but with plenty of track time under our belts, we can say that this is a big boy that loves to be driven hard. That it’s such an unlikely vehicle for those antics is icing on the cake.

Front Comfort

Front seat comfort in the MDX is excellent. The seats are firm and supportive, and power adjustable eight ways for both front passengers – the driver also gets adjustable lumbar – with two memory settings for the driver’s seat. Our test car’s seats were covered in chocolate brown perforated leather as part of the sport package, and the front seats were heated. Almost everything within reach is nice to touch; the leather steering wheel and shift knob, the padded door armrests and sills, and the padded center console armrest. About the only tactile letdown was the plastic wood used throughout the cockpit. Its dark wood-grain pattern looks good, but the obvious plasticness contrasted sharply with the otherwise luxurious surroundings.

Rear Comfort

The second row in the MDX is quite comfortable, with plenty of leg, head and foot room, even for tall passengers. Second row passengers also get their own set of climate controls, as well as a ceiling-mounted flip-down video screen with a pop-out remote to control the front console-mounted DVD player. There are also auxiliary video inputs for junior’s PS3. Outboard seating positions are heated, the seatbacks recline, and the center armrest features two cupholders, augmenting those in the door pockets. The passenger side of the second row slides forward, opening a narrow space to squeeze into the cramped third row. Too small for adults, kids will like it, and won’t mind that amenities are limited to the cupholders.

Interior Noise

The MDX is a silent runner. The engine is virtually noiseless at idle and cruise, and only makes the right kinds of sounds at full throttle. There is a little bit of wind noise around the top of the A-pillar and outside mirror, but you’d have to be going jail-time fast for it to be intrusive in any way. You get some occasional thumps from the road, but it’s just reinforcing the sporty nature of the MDX rather than intruding on your personal space. Overall, there is very little noise that you don’t want to hear, and if the remainder bothers you it can easily be covered by the excellent sound system, even at low volumes.

Loading Cargo

With an emphasis on driving, it’s easy to forget that the MDX is also a big box that can haul up to 83.5 cu. ft. of cargo with all the seats folded. The liftover isn’t too bad by SUV standards, and the power hatch is handy when your arms are full. The seats are all easy to fold down, but curiously, they don't create a flat cargo floor. Instead, the load floor slopes downward to the rear hatch. If you stuff a lot of groceries or Christmas shopping or other bags back there, remember what they say in the airlines: Open the hatch with caution, as items may have shifted in transit.

Build Quality

Our first test car showed some odd interior fit problems, uncharacteristically bad for Acura. We called to inquire, and Acura informed us that we had accidentally gotten a so-called “pilot” vehicle that wasn’t up to production specs. We swapped it out for a similar production model, and sure enough, the fit problems were solved. A quick stop at an Acura dealership confirmed that our second car was up to proper specs, so that's the vehicle on which we based our build quality impressions. Enough full disclosure: Fit and finish are very good on the MDX, with tight fits, pretty much zero gaps, and no rattles or squeaks. About the only nit is a largish gap between the dash and door panel.

Materials Quality

For the most part, the interior materials are very good. Things are soft where you expect them to be, with padded armrests, door tops and dash top. We did notice some hard plastic used on the cowl for the dash-mounted navigation screen, on the lower door panels and on the bottom of the dash, but nothing unusual for the class. Second row materials are good, but third row occupants are subjected to more hard plastic than anybody else in the MDX. Our only major complaint is the plastic wood used in the interior. Its fakeness is evident in the way it’s molded and the slick, plasticky feel of it. C’mon, Acura, use metal or real wood, please.

Styling

Maybe product planners told the MDX designers to come up with something to shield Acura from criticism about bland styling. Maybe those designers took the “shield” thing too literally. Whatever the case, the MDX wound up with a polarizing grille treatment that some of us grew to like, but others just thought looked silly. The rest of the front end is well done, with interesting headlights that are echoed by the taillights. The rest of the MDX is flavorless by contrast. There are sporty fender flares, a too-subtle character line on the flanks, and the rearmost pillar treatment, but overall it’s a little too slick and smooth. We’d prefer more definition to the MDX’s profile than just chrome door handles.

Storage

Like any vehicle with the word “utility” in its class title, the MDX sports plenty of interior storage space. There are two cupholders each for the front seat and outboard second row passengers, as well as holders built into the plastic molding in the third row. The front center armrest is split, allowing either the driver or passenger access to the large storage underneath without disturbing the other’s elbow. The glovebox is generous and lined, and there’s a nifty storage space on the transmission tunnel on the front passenger’s side. There’s also a hidden compartment under the floor behind the third row. Each door has a generous map pocket, and there are pockets on the front seatbacks, too.

Infotainment Controls

Technology is part of the Acura experience, which means lots of buttons. The entertainment and navigation system controls alone include three knobs, two slots for various types of discs, and 34 buttons all within an area about the size of a 6 x 9 notepad. That doesn’t include the four buttons and six rocker switches on the steering wheel, or the dozens of functions available through the navigation system itself. Over time owners would certainly get used to it, and the voice-activated navigation system can control anything a button does, but it takes a thorough reading of the owner’s manual to take it all in. Complexity aside, the audio system sounds incredible, and the navigation system never steered us wrong.

Climate Controls

Compared to the audio system controls, the climate controls are basic and simple. We’d prefer knobs for things like temperature and fan settings, but the automatic mode obviated that need. The dual-zone system kept a good temperature differential between driver and passenger, and even at full speed the fan was quiet. Rear passenger controls are located on the back of the center console bin, and are easily reachable by the rear passengers. They also feature an automatic setting, and the two big centrally-mounted vents move plenty of air. Front seat climate controls can also be operated through the voice navigation system, if you prefer the high-tech approach. Third row passengers are at the mercy of those in the first and second rows.

Secondary Controls

The one thing that the MDX – and other Acuras – share with Hondas is ergonomics. Please, please, please, Acura, in your quest to be different from your corporate parent, never change this. The MDX is almost ergonomically perfect with the headlight, window and all other switches exactly where they should be. The controls themselves feel a little nicer than their Honda equivalents – we didn’t think that was possible – and the only ergonomic shortcoming is the buttontastic center stack. The shifter feels solid in the hand, and invites clicking up and down in manual mode.

Competition

The MDX is bulked up compared to its predecessor, but it also enters a field that has improved considerably. It outpowers the Mercedes-Benz ML350 and Lexus RX 350, and neither of those has a third row of seats. The new BMW X5 3.0i offers a third row and very good handling, but its base price is almost the same as our loaded test car, and it doesn’t have the power of the MDX. The closest competitor is the Audi Q7 3.6, which is close in power, torque and price. Start adding options, however, and the MDX holds its edge in value. Other competitors include the Cadillac SRX, Volkswagen Touraeg, Infiniti FX35, and Lincoln MKX.

2nd Opinion –Wardlaw

Acura MDX – Christian J. Wardlaw’s Opinion:

Last summer, I enjoyed Acura’s redesigned MDX on the winding, hilly roads of western Pennsylvania and in a torrential thunderstorm at BeaveRun Motorsports complex. Here in Los Angeles, it’s equally pleasing on the freeway and in the city. Outstanding brake pedal feel and modulation helped me avoid a wreck on the infamous 405 freeway, a throaty bellow when punching the gas reminded me that a V8 isn’t necessary, and capable handling entertained me on the multitude of on- and off-ramps. The sound system is phenomenal, the seats comfortable, the materials upscale, and cargo room generous. Plus, I dig the controversial design. Personally, I’d ditch that third row and add second row legroom, but otherwise, the MDX is just about perfect.

2nd Opinion – Chee

Acura MDX – Brian Chee’s Opinion:

He tried to catch me. Turn after turn, I could see the blue angst flowing out of the cabin of his sedan, but the MDX kept him at arm’s length. It wasn’t because of my skill, but the on-track capability of the SUV: On the track, the MDX is an excellent ride. It cornered magnificently, the powertrain leapt to attention, and I thought it was perfection…until I drove it on the streets. Mind you, it’s a short-lister and a strong upgrade, but there are problems: The control layout made me feel like I was piloting a plane, there are a few blind spots in back, the snout is ugly, and I was never able to get comfortable in the seat.

Photos courtesy of Ron Perry, Acura

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Vehicle insurance (also known as auto insurance, car insurance, or motor insurance) is insurance purchased for cars, trucks, and other vehicles. Its primary use is to provide protection against losses incurred as a result of traffic accidents and against liability that could be incurred in an accident.

Public policy

In many jurisdictions it is compulsory to have vehicle insurance before using or keeping a motor vehicle on public roads. Most jurisdictions relate insurance to both the car and the driver, however the degree of each varies greatly.

A 1994 study by Jeremy Jackson and Roger Blackman showed, consistent with the risk homeostasis theory, that increased accident costs caused large and significant reductions in accident frequencies.

Audi started with a 2612 cc (2.6 liter) four cylinder model followed by a 3564 cc (3.6 L) model, as well as 4680 cc (4.7 L) and 5720 cc (5.7L) models. These cars were successful even in sporting events. August Horch left the Audi company in 1920. The first six cylinder model, 4655 cc (4.7 L) appeared in 1924. In 1928, the company was acquired by Jørgen Rasmussen, owner of DKW, who bought the same year the remains of the US automobile manufacturer, Rickenbacker including the manufacturing equipment for eight cylinder engines. These engines were used in Audi Zwickau and Audi Dresden models that were launched in 1929. At the same time, six cylinder and four cylinder (licensed from Peugeot) models were manufactured. Audi cars of that era were luxurious cars equipped with special bodywork.

In 1932 Audi merged with Horch, DKW and Wanderer to form Auto Union. Before World War II, Auto Union used the four interlinked rings that make up the Audi badge today, representing these four brands. This badge was used, however, only on Auto Union racing cars in that period while the member companies used their own names and emblems. The technological development became more and more concentrated and some Audi models were propelled by Horch or Wanderer built engines. During World War II the Horch/Auto Union produced the Sd-Kfz 222 armored car, which was used in the German army during the war. It was powered by an 81 hp Horch/Auto Union V8 Engine which had a top speed of 50 miles per hour.

Another vehicle which was used in World War II to shuttle German military officials safely was known as the Kraftfahrzeug (KFZ 11) or the Horch Type 80. The military used it as a light transport vehicle.

The Audi emblem is four overlapping rings that represent the Auto Union. The Audi emblem symbolizes Audi amalgamation of Audi with DKW, Horch and Wanderer: the first ring represents Audi, the second represents DKW, third is Horch, and the fourth and last ring Wanderer.

Auto Union plants were heavily bombed and partly destroyed during World War II. After the war, Zwickau soon became part of the German Democratic Republic and the Auto Union AG got broken up and named VEB Automobilwerk Zwickau. The new Firm was launched in Ingolstadt still using the old name. Many employees of the destroyed factories in Zwickau came to Ingolstadt and restarted production of cars under the DKW label. These cars were equipped with two stroke engines. They based on a pre war construction and were also built in Zwickau in a very similar way.

In 1958 Daimler-Benz acquired 87 per cent of Auto Union and in the next year 100 per cent. In 1964 Volkswagen bought the factory in Ingolstadt and the brands of the Auto Union. The time of two stroke engines came to an end in the middle of the sixties. Customers were more attracted to the comfortable four stroke engines. In September 1965 the last DKW model, the DKW F102, got a four stroke engine implanted and some changes of front and rear. Volkswagen dumped the brand DKW because of its two stroke smell, "relaunching" the Audi brand. The model was classified internally as the F103 and sold as simply the "Audi" (the name being a model designation rather than the manufacturer, which was still officially Auto Union), but later came to be known as the Audi 72. Developments of the model were named for their horsepower ratings and sold as the Audi 60, 75, 80, and Super 90. These models sold until 1972.

In 1969, Auto Union merged with NSU, based in Neckarsulm near Stuttgart. In the 1950s NSU had been the world's largest manufacturer of motorcycles but had moved on to produce small cars like the NSU Prinz (the TT and TTS versions are still popular as vintage race cars). NSU then focused on new rotary engines according to the ideas of Felix Wankel. In 1967, the new NSU Ro 80 was a space-age car well ahead of its time in technical details such as aerodynamics, light weight, and safety, but teething problems with the rotary engines put an end to the independence of NSU. Today the Neckarsulm plant is used to produce the larger Audi models.

The mid-sized car that NSU had been working on, the K70, was intended to slot between the rear-engined Prinz models and the futuristic Ro 80. However, Volkswagen took the K70 for its own range, spelling the end of NSU as a separate brand.

The new merged company was known as "Audi NSU Auto Union AG", and saw the emergence of Audi as a separate brand for the first time since the pre-war era. Volkswagen introduced the Audi brand to the United States for the 1970 model year.

The first new car of this regime was the Audi 100 of 1968. This was soon joined by the Audi 80/Fox (which formed the basis for the 1973 Volkswagen Passat) in 1972 and the Audi 50 (later, rebadged as the Volkswagen Polo) in 1974.

The Audi image at this time was a conservative one, and so, a proposal from chassis engineer Jörg Bensinger was accepted to develop the four-wheel drive technology in Volkswagen's Iltis military vehicle for an Audi performance car and rally racing car. The performance car, introduced in 1980, was named the "quattro," a turbocharged coupé which was also the first German large-scale production vehicle to feature permanent all-wheel drive through a center differential (not counting the earlier British Jensen FF, produced in small numbers). Commonly referred to as the "Ur-Quattro" (the "Ur-" prefix is a German augmentative used, in this case, to mean "original" and is also applied to the first generation of Audi's S4 and S6 sport sedans, as in "UrS4" and "UrS6"), few of these vehicles were produced (all hand-built by a single team) but the model was a great success in rallying. Prominent wins proved the viability of all-wheel drive racecars, and the Audi name became associated with advances in automotive technology.

In 1985, with the Auto Union and NSU brands effectively dead, the company's official name was now shortened to simply "Audi AG".

In 1986, as the Passat-based Audi 80 was beginning to develop a kind of "grandfather's car" image, the type 89 was introduced. This completely new development sold extremely well. However, its modern and dynamic exterior belied the low performance of its base engine, and its base package was quite spartan (even the passenger-side mirror was an option.) In 1987, Audi put forward a new and very elegant Audi 90, which had a much superior set of standard features. In the early nineties, sales began to slump for the Audi 80 series, and some basic construction problems started to surface.

This decline in sales was not helped in the USA by a