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Its powerful engines are the main reason the Audi Q2* is so much fun to drive. Three TDI and three TFSI engines with outputs ranging from 85 kW (116 hp) to 140 kW (190 hp) are available. In keeping with the Audi philosophy of rightsizing, there is the proper displacement for each requirement. The base gasoline engine is a small-displacement three-cylinder unit, whereas the top engines are four-cylinder units displacing two liters. Direct injection and turbocharging are standard.

Highly refined with three cylinders: the 1.0 TFSI (116 hp)
The smallest gasoline engine in the Q2 lineup is all grown up with respect to refinement and power development. From 999 cc, it produces 85 kW (116 hp) and 200 Nm (147.5 lb-ft) of torque between 2,000 and 3,500 rpm.

Thanks to its compact design and aluminum crankcase, the three-cylinder engine weighs just 88 kilograms (194.0 lb). Its aluminum pistons and forged connecting rods are so finely balanced that it is smooth and refined even without a balancer shaft. Throughout the crank drive the masses are low in magnitude, as is the friction loss. The crankcase and the cylinder head have their own cooling circuits; the exhaust manifold integrated into the head is an important component of the effective thermal management.

To improve load changes, the intake and exhaust camshafts can be moved through 50 and 40 degrees of crankshaft rotation, respectively. The common rail system injects at to 250 bar – a top figure for TFSI engines. The turbocharger’s intercooler is an integral component of the intake manifold. Boost pressure, which can reach up to 1.6 bar relative, develops spontaneously.

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High-tech with four cylinders: the 1.4 TFSI COD (150 hp)
The 1.4 TFSI COD has a displacement of 1,395 cc and produces 110 kW (150 hp); its 250 Nm (184.4 lb-ft) of torque is available between 1,500 and 3,500 rpm. It comes with a technology package similar to that of the 1.0 TFSI, supplemented with COD (cylinder on demand) cylinder deactivation.

Combined with the manual six-speed transmission, the COD system deactivates the second and third cylinders at loads up to 100 Nm (73.8 lb-ft) and while coasting when engine speed is between 2,000 and 3,200 rpm. If the dual-clutch transmission is installed, cylinder deactivation occurs sooner, between 1,400 and 3,200 rpm. This is done by means of pins that are extended within milliseconds electromagnetically to activate the so-called cam pieces – sleeves that each have two different cam profiles – on the camshafts.

When the zero-stroke profiles are rotating above the valves, they do not actuate the valves, and the valve springs keep them closed. Injection and ignition are deactivated. The operating points in active cylinders one and four are displaced toward higher loads, increasing efficiency. Even during two-cylinder operation, vibration of the 1.4 TFSI COD is still very low and the engine is quiet.

When the driver pushes the pedal for fast acceleration, the shut-down cylinders are reactivated. In the NEDC cycle, the COD system reduces fuel consumption by roughly 0.4 liters per 100 kilometers. With a moderate driving style, this can be as high as 20 percent. The Audi Q2 1.4 TFSI COD S tronic consumes only 5.2 liters of fuel per 100 kilometers (45.2 US mpg) with CO2 emissions of 119 grams per kilometer (191.5 g/mi). It sprints from zero to 100 km/h (62.1 mph) in 8.5 seconds and reaches a top speed of 212 km/h (131.7 mph).

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Revolutionary combustion process: the 2.0 TFSI (190 hp)
The top gasoline engine is the 2.0 TFSI. Displacing 1,984 cc, it produces 140 kW (190 hp) and delivers 320 Nm (236.0 lb-ft) of torque to the crankshaft between 1,500 and 4,180 rpm. Its new combustion process and an extensive package of high-tech solutions provide for sporty performance and exemplary efficiency across the entire engine-speed range. In part-load operation, the four-cylinder engine realizes the fuel economy benefits of a downsizing engine, while offering the benefits of an engine with large displacement at higher loads. The Q2 2.0 TFSI is combined with S tronic and quattro all-wheel drive as standard.

Powerful entry-level diesel: the 1.6 TDI (116 hp)
The 1.6 TDI with a displacement of 1,598 cc produces 85 kW (116 hp) and delivers 250 Nm (155.3 lb-ft) of torque between 1,500 and 3,200 rpm. It impresses with minimal internal friction. This applies, for example, to the piston rings, the cylinder barrels, the toothed belt and the carbon-coated bolts of the cast-aluminum pistons. A two-stage oil pump, a turbocharger with variable turbine geometry and an intake manifold with integrated intercooler round out the technology package.

Clear best-seller: the 2.0 TDI (150 hp/190 hp)
The 1,968 cc, four-cylinder TDI is particularly popular in the Audi lineup. It is available in the Q2 at two output levels. In the first version, it produces 110 kW (150 hp) and 340 Nm (250.8 lb-ft) of torque between 1,750 and 3,000 rpm. These figures in the top version are 140 kW (190 hp) and 400 Nm (295.0 lb-ft) between 1,900 and 3,300 rpm. The 110 kW variant comes with a manual six-speed transmission; S tronic is optionally available. The top diesel model is fitted with a dual-clutch transmission and quattro all-wheel drive as standard.

The 2.0 TDI is packed with high-tech solutions: two balancer shafts in the crankcase, minimized internal friction, separate cooling circuits, a cylinder pressure sensor and a common rail system with a maximum pressure of 2,000 bar.

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The Q2 is available with a variety of transmissions depending on the engine installed: a six-speed manual transmission and two versions of a seven-speed dual-clutch transmission. The manual transmission is standard with the 1.0 TFSI, the 1.4 TFSI with COD, the 1.6 TDI and the 2.0 TDI with 110 kW (150 hp). It features short, precise shifting, and a magnesium case reduces its weight. The sporty seven-speed S tronic is also available for these engines; the top TDI and the 2.0 TFSI have it as standard equipment.

With all transmissions, the close-ratio lower gears provide for powerful acceleration. The wide ratio of each transmission’s highest gear reduces engine speed and with it fuel consumption.

New technologies: the seven-speed S tronic
Two versions of the seven-speed S tronic are used. Engines with up to 85 kW (116 hp) are paired with a proven unit that weighs just 70 kilograms (154.3 lb). Its two clutches run dry. The top engines with torque ratings of 320 Nm (236.0 lb-ft) and above are paired with a newly developed S tronic in which the clutches run in an oil bath.

The seven gears of the new dual-clutch transmission allow a wide spread of 8.7. The changes in engine speed between gears remain relatively small, allowing the engine to always run close its ideal operating point.

Innovative solutions enhance the efficiency of the new seven-speed S tronic. Oil is supplied via a small, mechanically driven gear pump. In some situations, such as when starting off on a hill, this is augmented by a second, electrically driven pump to meet the increased demand. Extensive optimization was able to reduce friction in many components, contributing to the outstanding efficiency of the new dual-clutch transmission.

In either version, the seven-speed S tronic is a versatile transmission. Drivers can let it shift automatically or change gears themselves using the selector lever or the optional shift paddles on the steering wheel. There is also a choice of three driving programs in automatic mode. In D mode, the engine runs as often as possible at low revs; in S mode, the driving style is sportier and the revs are higher.

If the optional Audi drive select handling system is set to “efficiency” mode, the clutch disengages when coasting, allowing the compact SUV to freewheel. With the start-stop function, the engine already shuts off when speed drops to 7 km/h (4.3 mph).

The seven-speed dual-clutch transmission transfers the engine’s power via three shafts – one drive shaft and two output shafts. This layout enables a short design, which is necessary for pairing it with the transverse four-cylinder engines in the Audi Q2*.

The seven-speed S tronic comprises two subunits. The large K1 clutch located on the outside conducts the engine torque via a solid shaft to the gear wheels for the odd gears 1, 3, 5 and 7. A hollow shaft rotates around the solid shaft. It is connected to the second, smaller K2 clutch, which is located inside the larger clutch, and which controls the gear wheels for the gears 2, 4 and 6, as well as the reverse gear.

Both transmission subunits are continually active, but only one is connected to the engine at any one time. For example, when the driver accelerates in third gear, the fourth gear is already engaged in the second transmission structure. Shifts are performed by switching the clutches. Shifting gears takes only a few hundredths of a second and is completed dynamically, fluidly and comfortably with practically no interruption of traction. The multi-plate clutches are managed with extreme precision.

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Sportiness and stability: quattro drive
The quattro permanent all-wheel drive system ensures optimal traction and handling under any road conditions. It comes standard with the 2.0 TFSI and the 2.0 TDI with an output of 140 kW (190 hp). It is optionally available for the 2.0 TDI with an output of 110 kW (150 hp).

quattro drive uses an electrohydraulically actuated multi-plate clutch. The clutch is mounted at the end of the prop shaft, in front of the rear axle differential, which improves the axle load distribution. It contains a package of plates running in an oil bath. The metal friction rings are arranged behind one another in pairs – one ring of each pair is rigidly meshed with the clutch drum, which rotates with the prop shaft; the other ring is meshed with the output shaft to the rear axle differential.

Torque is distributed continuously between the axles. The multi-plate clutch can direct the torque to the rear axle fully variably in a 50:50 ratio within just a few milliseconds. To do this, a piston presses the plate packages together via controlled action. An electrically actuated axial-piston pump develops the required oil pressure, which can reach nearly 40 bar.

The electronic control of the multi-plate clutch combines driving pleasure and driving safety on a whole new level. It can already begin sending a portion of the torque to the rear axle when the driver turns sportily into a corner. As soon as the driver accelerates, the power presses the SUV into the curve. At the cornering limit, the systems works in close conjunction with the wheel-selective torque control, an intelligent software function of the ESC. This enables precise turn-in into the corner during load reversal, and provides maximum control and reliability when drifting on a low-friction road surface.

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The Audi Q2* combines agile handling with plenty of comfort and a high level of driving safety. The responsive suspension smooths out all types of uneven road surfaces, and the direct steering gives precise feedback. Straight-line stability is steady and sure; stability in curves is composed. Thanks to nearly 15 centimeters (5.9 in) of ground clearance, the Q2 also does well in rough terrain.

Four links each in the rear: the wheel suspensions
The front suspension, which has a track of 1,547 millimeters (5.08 ft), is a McPherson construction with lower wishbones and cast aluminum pivot bearings. Q2 variants with front-wheel drive use a compact, lightweight torsion-beam rear axle; quattro versions a four-link rear suspension with 1,541-millimeter (5.06 ft) track. The trailing links absorb the propulsive and braking forces, and their bearings are configured to be relatively soft for a more comfortable ride. On the other hand, the three wishbones per wheel, which handle lateral forces, are rigidly joined to the subframe to improve handling characteristics. The shock absorbers and coil springs are installed separately, which benefits luggage capacity.

Top technology: progressive steering
Progressive steering is standard in the Audi Q2. Its steering rack is designed so that the steering ratio becomes increasingly direct when turning. This allows the new Q2 to be steered agilely and precisely with little steering effort in downtown traffic and on winding country roads. The electro-mechanically driven and thus highly efficient steering adapts its assistance to speed and works together with the optional Audi active lane assist and park assist.

Five characters: Audi drive select
The Q2 can also roll off the assembly line with Audi drive select. Drivers can select from five modes that influence the driving characteristics: comfort, auto, dynamic, efficiency and individual.

In the basic configuration, Audi drive select affects the engine characteristic and the power steering. The optional components S tronic – standard with the top engines – adaptive cruise control, cruise control, engine sound and suspension with damper control are also coupled to Audi drive select.

Enhanced dynamics: sport and adaptive suspension
As an alternative to the standard suspension with monotube shock absorbers, Audi offers a sport suspension that lowers the body by ten millimeters (0.4 in). It is included with the S line sport package. The optional suspension with active damper control is available in combination with the Audi drive select handling system. The twin-tube, gas-filled shock absorbers in this case include an additional electro-magnetic valve. It controls the flow of hydraulic fluid between the inner and outer tube. A small flow cross-section makes the characteristic firmer, and a larger one makes it softer.

The suspension with damper control operates within the mode specified by Audi drive select. It adapts within milliseconds to the driver’s style and the road conditions. It provides the optimal damping force for any situation – low for hard bumps; high to brace the body during fast cornering or when braking.

High-end system: Electronic Stabilization Control (ESC)
Electronic Stabilization Control (ESC) integrates wheel-selective torque control, which perfects handling at the cornering limit. It made its Q-model debut in the Audi Q3*. For the Q2, the engineers have systematically updated all of the stabilization functions and traction-enhancing measures. Before understeer can even occur, finely metered brake torque is applied imperceptibly to the inner wheels. This causes excess torque to flow to the outside wheel. The Q2 can thus be turned precisely into corners approached at high speed – with excellent directional stability. This function and the interplay with the multi-plate clutch minimizes the tendency toward understeer at the physical limits. The result is significantly greater driving safety combined with greater driving pleasure.

As with all Q models, the ESC can be deactivated via a two-stage switch. An offroad mode is available in both front-wheel and all-wheel drive models. This guarantees optimal traction on sand, loose scree and rugged terrain. Offroad mode also adapts the anti-lock brake system and electronic differential lock to the respective surface. ESC can be deactivated completely in the second stage, underscoring to skilled drivers the sporty ambitions of the Q2. Wheel-selective torque control and the electronic differential lock remain active, however, to ensure optimal traction and stability.

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Supreme control: the brake system
The brake system provides an immediate, taut pedal feel and can be precisely modulated. Depending on the engine version, the vented front discs measure 312 mm (12.3 in) in diameter; the solid rear discs have a diameter of 272 mm (10.7 in). The electromechanical parking brake is part of the rear axle brake system. It can optionally be expanded to include the hold assist, which enhances safety by preventing the Q2 from rolling after stopping on uphill or downhill slopes.

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Lots of sizes and designs: wheels
Audi has put together an attractive lineup of wheels for the Q2. Standard are 16-inch steel wheels with full wheel trim. 16-inch aluminum wheels are optional. Customers ordering the Q2 in the lines design or sport get alloy wheels one size up and can choose from a variety of designs. Audi also offers 18-inch wheels. Audi Sport offers wheels in sizes up to 19 inches with not just different designs, but also different surface finishes.

All of the tires feature good ride characteristics and low rolling resistance. A tire repair kit and a tire pressure indicator are standard. Audi provides a spare tire upon request.

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Fuel consumption of the models named above:

Audi Q2 1.0 TFSI (85 kW):
This vehicle is not yet on sale. It does not yet have type approval and is therefore not subject to Directive 1999/94/EC.

Audi Q2 1.0 TFSI S tronic (85 kW):
This vehicle is not yet on sale. It does not yet have type approval and is therefore not subject to Directive 1999/94/EC.

Audi Q2 1.4 TFSI COD (110 kW):
This vehicle is not yet on sale. It does not yet have type approval and is therefore not subject to Directive 1999/94/EC.

Audi Q2 1.4 TFSI COD S tronic (110 kW):
Combined fuel consumption in l/100 km: 5.5 – 5.2**(42.8 – 45.2 US mpg);
Combined CO2 emissions in g/km: 125 – 119** (201.2 - 191.5 g/mi)

Audi Q2 2.0 TFSI quattro S tronic (140 kW):
This vehicle is not yet on sale. It does not yet have type approval and is therefore not subject to Directive 1999/94/EC.

Audi Q2 1.6 TDI (85 kW):
This vehicle is not yet on sale. It does not yet have type approval and is therefore not subject to Directive 1999/94/EC.

Audi Q2 1.6 TDI S tronic (85 kW):
This vehicle is not yet on sale. It does not yet have type approval and is therefore not subject to Directive 1999/94/EC.

Audi Q2 2.0 TDI (110 kW):
This vehicle is not yet on sale. It does not yet have type approval and is therefore not subject to Directive 1999/94/EC.

Audi Q2 2.0 TDI S tronic (110 kW):
This vehicle is not yet on sale. It does not yet have type approval and is therefore not subject to Directive 1999/94/EC.

Audi Q2 2.0 TDI quattro S tronic (140 kW):
This vehicle is not yet on sale. It does not yet have type approval and is therefore not subject to Directive 1999/94/EC.

Audi Q3:
Combined fuel consumption in l/100 km: 8.6 – 4.2*** (27.4 – 56.0 US mpg);
Combined CO2 emissions in g/km: 203 – 109*** (326.7 – 175.4 g/mi)

Audi Q7:
Combined fuel consumption in l/100 km: 8.3 – 5.5*** (28.3 – 42.8 US mpg)
Combined CO2 emissions in g/km: 199 – 144*** (320.3 – 231.7 g/mi)

** Figures depend on the tire/wheel sets used
*** Figures depend on the tire/wheel sets used and the engine/transmission variant

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