Overview

 

The third generation Audi Q3 has landed in Australia, ready to take the mantle of the German importer’s highly popular small luxury SUV model.

 

Last year, Audi sold 4209 Q3 examples locally. This represents 636 more sales than the mid-size Q5, despite the latter being sold in Australia’s most popular segment.

 

From launch, the new Q3 range comprises 10 different variants, spread across the SUV and Sportback body styles and three powertrain options.

 

Kicking off the range are the TFSI 110kW models priced at $61,600 for the entry-level SUV model, proceeding through to the Sportback ($64,600), SUV Launch Edition ($67,000) and the Sportback Launch Edition ($69,000), all excluding on road costs.

 

They are powered by a 1.5-litre turbocharged petrol four-cylinder engine paired with a mild hybrid system sending power to the front wheels via a seven-speed dual-clutch transmission. Its 110kW and 250Nm is good for a 0-100km/h time of 9.1 seconds, while claimed combined fuel efficiency sits at 5.7 litres per 100km in the SUV model and 5.8 litres per 100km for the Sportback.

 

Standard exterior features on the 110kW models include 18-inch alloy wheels (19-inch wheels for the Sportback), LED headlights, tail-lights and daytime running lights, illuminated rear Audi rings, acoustic glass for the front door windows, electric heated, folding, and auto-dimming side mirrors with memory, and a power tailgate.

 

S Line exterior styling is also standard on the Sportback model, which adds an S line design for the grille and the front and rear bumpers.

 

Inside you’ll find a 12.8-inch infotainment touchscreen, an 11.9-inch digital instrument cluster, brushed aluminium inlays (whitewood inlays are also available optionally), leather upholstery, heated and power adjustable front seats, an adjustable rear bench, a wireless phone charger, a 10-speaker sound system, and interior ambient lighting. 

 

A space saver spare wheel is also offered as standard across the Q3 range.

 

Moving up to the 150kW quattro models and the S line SUV variant is priced at $70,200, joined in the line-up by the Sportback ($72,700), the SUV Launch Edition ($74,600), and the Sportback Launch Edition ($77,100), again, all +ORC.

 

Unlike the 110kW variants, the 150kW variants are not equipped with a mild-hybrid system, but with a larger 2.0-litre turbocharged four-cylinder under the bonnet – producing 150kW and 320Nm – and quattro all-wheel drive, these models complete the 0-100km/h dash in 7.1 seconds. Fuel economy is a claimed 7.3 litres per 100km.

 

The 150kW models get 19-inch wheels as standard for both body types and front sports seats.

 

Available for the first two months of production, the 110kW and 150kW Launch Edition models get extra kit S line exterior styling as standard for the SUV, 19-inch Sport alloy wheels, black exterior elements, metallic paint, red brake callipers, adaptive dampers, and a sound actuator.

 

The 195kW models sit atop the range, priced at $81,900 + ORCs for the SUV and $84,400 for the Sportback variant. In these models, the 2.0-litre turbocharged four-cylinder engine produces 195kW and 400Nm, with a 0-100km/h time of 5.7 seconds. Audi claims a combined fuel economy of 8.1L/100km in the SUV model and 8.2L/100km for the Sportback.

 

The range-topping 195kW models come as standard with 20-inch alloy wheels, adaptive dampers, a panoramic glass sunroof, red brake callipers, privacy glass, stainless steel pedals, a heated sports steering wheel, dark aluminium inlays, black headlining, a 12-speaker Sonos sound system, a heads-up display, and a back lit ambient lighting section in the front doors.

 

Two options packages are available for the Audi Q3.

 

For the 110kW and 150kW models the premium package – available for $4400 – adds a panoramic sunroof, a heads-up display, a 12-speaker sound system, and higher charging capacity USB interfaces.

 

The advanced lighting package for the 150kW and 195kW models – priced at $3250 – adds digital matrix headlight and digital OLED tail-lights.

 

Standard safety features across the range include adaptive cruise assist with active lane assist, active front assist, side assist, rear cross traffic assist, hold assist, speed sign recognition, lane departure warning, proactive occupant protection, park assist plus, and a 360-degree camera. The Audi Q3 has been awarded a five-star safety rating by ANCAP.

 

Boot space behind the second row in both the SUV and Sportback models is quoted at 488 litres, extending to 1386 litres with the rear bench folded in the SUV and 1289 litres in the Sportback.

 

The Audi Q3 is offered with a five-year unlimited kilometre warranty, five years of roadside assist, and a 12-year corrosion perforation guarantee.

 

A five-year service plan – with intervals coming every 15,000km or 12 months – is also offered for the Q3, priced at $3330. 

 

 

Driving Impressions

 

GoAuto tested four examples of the new Audi Q3 on its Australia media launch in the Gold Coast and Byron Bay: the 195kW SUV, the 110kW Sportback Launch Edition, and the 150kW Sportback Launch Edition in both SUV and Sportback body styles.

 

When it comes to exterior design, the new Q3 adopts Audi’s latest styling language, presenting a sleek, modern aesthetic.

 

However, some prospective buyers may prefer the more muscular design of the outgoing generation, and some may find the split tail-light design slightly awkward.

 

But the Q3 is far from ugly and the choice of both SUV and coupe-like Sportback designs provides further choice for customers.

 

Inside, the dual-screen display presents itself as the most immediately salient feature, but it’s not overwhelming.

 

The infotainment system is crisp, quick to respond, and relatively well laid out and easy to navigate, with key navigation options consistently displayed along the side bar.

 

While the cabin lacks physical air conditioning controls, the fan speed, temperature, window demisting and air recycling, and seat heating controls are consistently displayed along the bottom of the screen and are easy to interact with.

 

The dashboard inlay also acts as a useful shelf to rest your wrist on, making quick adjustments on the screen easier while on the move.

 

It’s not completely devoid of physical controls though. You’ll find push-down switches for things like the drive modes, the stop/start function, and accessing the ADAS system settings.

 

There’s also a physical media volume knob and while the unconventional window wiper and indicator stalk appears busy and slightly alien at first, it works just fine.

 

When it comes to cockpit storage, front row occupants have access to a modest centre console armrest storage, cupholders, and a trap door that covers the wireless phone charger.

 

Aside from the steering wheel controls – which feel and sound a bit cheap – the immediate cabin touchpoints have a high-quality look and feel.

 

The leather upholstery and the aluminium and wood inlays are pleasant both to touch and to look at, and the interior ambient lighting further adds to the sense of occasion.

 

From the driver’s seat, forward visibility is solid as is rear visibility in the SUV, although it suffers somewhat in the Sportback.

 

In the back seats, passengers have access to rear air vents, two USB-C ports, and centre folding armrest with cup holders.

 

The rear bench is also manually adjustable and can slide backwards and forwards, however, even in its rearmost position, knee room is good but not exceptional. Headroom for the outboard passengers is ok in the SUV but less so in the Sportback.

 

It’s the middle seat passengers that suffer the most, not only finding themselves straddling a large transmission hump but headroom in either body styles is essentially non-existent.

 

During our 195kW drive time – a large portion of which was spent on twisting backroads – the Q3 immediately proved itself to be extremely dynamically sure-footed.

 

The steering is linear yet direct, making it very easy to place. Coupled with solid body control and the Q3’s driving experience exudes confidence.

 

Its ride is on the firmer side, even with its driving mode dialled all the way to ‘Comfort’. It’s far from uncomfortable or unrefined, and undoubtedly has a hand in how well this thing handles, but don’t expect the cushiness of a Rolls-Royce.

 

Once the seven-speed dual clutch transmission kicks into gear, the 195kW engine has decent punch, solidly rounding off the dynamic experience.

 

While cruising, the cabin is kept quiet, with minimal road, tyre and wind noise to report.

 

The ADAS systems are largely well-tuned and non-intrusive, but aren’t immune from the odd slip up.

 

For example, the adaptive cruise control works largely as expected (although we noticed during a drive of the 150kW SUV that the system seems to slow up too abruptly when approaching roundabouts) and the lane centring interventions are light and appropriate.

 

The traffic sign recognition also occasionally mistakes advisory speed signs – such as those found on corners – as the actual speed limit.

 

If the safety systems aren’t to your liking, they can be customised via the infotainment touchscreen, with the settings easily accessible via a physical button.

 

The driving experience is much the same story in the 110kW and 150kW models, presenting a similarly dynamic yet polished experience to the range-topping 195kW variant.

 

Even the 1.5-litre turbocharged four-cylinder mild hybrid in the least-powerful 110kW model is still an effective powertrain choice, and doesn’t feel underpowered. 

 

There is a caveat that should be noted when it comes to the 110kW and 150kW models we tested.

 

All of the non-195kW cars on test were Launch Edition models – available for the first two months of production – which ride on adaptive dampers.

 

However, once the Launch Edition cars run out, there’s no guarantee adaptive dampers will be offered as an optional extra for the 110kW and 150kW models.

 

That means, if you’re reading this after the Launch Edition cars have sold out, our driving impressions of the 110kW and 150kW models on the Australian launch may not be entirely representative of a car you can walk into a dealership and buy brand new.

 

We’ll have to wait until non-Launch Edition examples become available to Australian media to see what the Q3 on standard suspension is really like.

 

When it comes to fuel economy, on a mix of largely backroads broken up by town driving stints, the Q3’s trip computer returned 10.3 litres per 100km in the 195kW, 6.8 L/100km in the 110kW (benefitting from mild hybrid assistance) and 9.1 L/100km in the 150kW Sportback.

 

However, on a motorway-dominated drive from Byron Bay to Gold Coast Airport, the 150kW SUV returned 6.9L/100km.

 

Overall, the Audi Q3’s on-road experience is both dynamic and relaxing when the occasion calls for either, complimented by a solid powertrain selection.

 

Furthermore, the cockpit is also very pleasant, effectively integrating both its physical and digital elements, its ADAS is largely well-tuned, and the selection of SUV and Sportback body styles offers two compelling choices for customers.

 

However, the back seat experience leaves a lot to be desired, and what the 110kW and 150kW models are like on standard suspension remains to be seen.

 

Its $3330 service price for five years is also arguably a little pricey, and the absence of ventilated seats across the entire line-up – especially in the $80K+ 195 kW models – feels strange.

 

But ultimately, the Q3 delivers the premium experience we’ve come to expect from the Four Rings.

 

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Audi management is keenly aware of recent missteps and aims to quickly rectify issues in rapid succession based on feedback seen and heard from around the world at every level. The first salvo in this offensive? Filling a family-sized hold in the lineup with the new Q9 SUV.

On Monday, the 2027 Audi Q9 three-row crossover SUV’s interior was revealed with upscale materials, life-sized cup holders, what can only be described as truly over engineered technology, and seating for the entire family. The Q9 will be unveiled on July 28 ahead of arriving in the U.S. near the end of the year. It will take aim at the Mercedes-Benz GLS-Class and BMW X7, the former of which was just facelifted and the latter of which is about to be redone in similar fashion as the BMW 7-Series.

While the exterior hasn’t been revealed, yet, I can say visually and while standing next to the Q9 the thing is large. Long, wide, and tall, this is easily the largest production Audi in history and should measure right up against the GLS and X7.

All four doors can open electronically with a pull of a real exterior door handle. The driver’s door can be setup to shut when the brake pedal is pressed, when the driver’s seat belt is fastened, or it and any other door can be electronically opened or closed at the push of a button on the touchscreen, though it takes three taps to get there and you must hold the digital button until the door’s opened or closed, and the doors each have sensors in them so they won’t open into anything. Safety first!

Those doors also feature electronic controls from inside the cabin. A button opens and releases the door. There’s no mechanical backup like in a Porsche Cayenne Electric, rather, each door has a small capacitor that stores energy. That capacitor can open the door in case of an emergency to ensure no matter what, unless the door’s no longer on the vehicle or is so smashed it can’t physically open, it has the ability to unlock and open regardless of the vehicle system’s power supply.

Inside the Q9 feels like a return to form in many ways for Audi. There’s basically almost no shiny piano black plastic anywhere (hallelujah!). Trim on the center console ranges from open-pore wood to carbon fiber weave, which all look and feel lovely. Most plastics are matte instead of shiny to minimize finger prints like the old days. Stitched leather lines the dashboard, and is augmented with wool-like cloth trim that spans the lower section of the dashboard to hide inset speakers that are part of the 4D surround-sound system. A strip of ambient lighting arcs across the base of the windshield and acts as a communicator changing colors in various situations. If automatic emergency braking where to kick in it would flash red to alert the driver, and when turn signals are engaged the corresponding side will flash green to keep your eyes up away from the gauge cluster and closer to the road. It can even be synced to the beat of the music, if you are into that kind of thing.

The triple-screen setup pairs a digital gauge cluster with a touchscreen canted slightly towards the driver all under one curved piece of glass that looks right out of the A6 E-Tron. It’s accompanied by a standard front passenger touchscreen display with YouTube, web browsing, and video watching capabilities including the ability to pair Bluetooth headphones. There’s a real volume knob on the center console alongside, unfortunately, a only a handful of key function buttons that are all one single piece of plastic. The rest of the controls including climate control, vent controls, and infotainment functions are all housed in the touchscreen display. There are two cooled wireless smartphone chargers at the front of the center console, each with Magsafe compatibility and up to 100 watts of power output along with two USB-C ports. Perhaps above all else, the front cup holders, which have a flip away cover, are American sized and can hold a Stanley cup for those in need. In fact, the rear-seat cup holders can hold Stanley mugs as well, which my daughter will be thrilled to hear (feel my pain, please).

Audi’s trick, and highly over engineered yet functional, one-piece stalk that incorporates the gear selector, turn signal, and wiper controls into one unit is here in the Q9 (and is still fantastic).

Families will take note that the rear doors open a full 90 degrees. The Q9 will be available in six- and seven-seat configurations with the ability to hold up to three car seats across when optioned with the second-row bench seat thanks to three tether anchor points. The outboard second-row seats slide and tilt forward making it so car seats (that are unoccupied, of course) don’t have to be removed to access the third-row. The third-row is adult sized with plenty of room for my 5-foot-10 frame to sit (albeit a bit knees up) comfortably behind a 6-foot-5 adult in the second row. While we don’t have final measurements, yet, there’s real cargo room behind the third row, and with that row folded the space for cargo (or activities) looks immense.

The available Bang & Olufsen 4D surround-sound system has 24 channels, 22 speakers, and 2 actuators in the front seats. Those actuators induce motion and vibrations into the seats to make it so you physically feel the music. It’s like the sound vibrations are being put into your body.

Everyone seated in the Q9 will have quite the view of the sun and the stars. Most of the roof is glass to the tune of 16 square feet. An electrochromatic-like function using Polymer Dispersed Liquid Crystal (PDLC) technology can be optioned, and it can make the entire panel of glass, or just certain sections, opaque to block the sunlight and up to 99.5% of UV rays. Further, embedded lighting can be optioned with 84 LEDs placed inside the glass panoramic roof to make it a true statement piece.

Audi provided The Drive with travel, accommodations, some German pretzels, and access to the vehicle for the purpose of writing this story.

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APR, a longstanding Volkswagen and Audi tuner based in Alabama, has released new software that optimizes the behavior of Haldex AWD systems for speed and performance. While APR has released many engine and transmission tunes, this is the first time we’ve seen APR release a dedicated AWD system calibration.

The simply named APR AWD Upgrade for Haldex is “a performance software recalibration with optional supporting hardware designed to optimize torque transfer, improve traction, and deliver faster all-wheel-drive engagement for compatible Volkswagen Group vehicles equipped with Haldex systems.” The idea is that this will help you put power to the ground “through optimized clutch pressure control during high-load and launch conditions,” according to the tuner. The tune is primarily designed for the Mk7 Golf R, 8V RS3, S3, and TTS.

Haldex AWD is most often associated with transverse, front-drive-based platforms, and VW/Audi have been big adopters (though the technology has appeared in a huge range of vehicles, from Volvos to Bugattis). In a VW or Audi application, Haldex relies on two main pieces of hardware to work: a power takeoff/angle drive at the back of the transmission, and the Active On-demand Coupling (AOC) at the front of the rear differential.

The simplest way to describe it is that these cars are primarily front-drive in normal cruising, but the system can proactively engage the rear axle based on throttle input, wheel speed, steering angle, and traction conditions. The AOC’s hydraulic clutch comes into play and varies how much torque is sent to the rear axle. It’s evolved over the years, but the basic idea is that it lets a car have AWD when needed but FWD otherwise to save on fuel. FCP Euro has a more complete rundown on it if you’d like to keep learning.

Even though today’s Haldex systems are superior to those that first came out in the late ’90s, APR still contends that factory systems “can limit clutch pressure, delay rear torque transfer, and reduce driver control during aggressive driving, especially on modified vehicles.”

APR’s new AWD Upgrade tweaks settings for “faster, more assertive clutch engagement, improved rear torque bias, and increased overall driveline responsiveness.” It also lets you switch instantly between AWD Mode and a FWD Burnout Mode. The latter effectively replaces the old enthusiast trick of pulling a fuse or disconnecting the rear coupling to force front-wheel-drive behavior.

“AWD Mode increases clutch pressure and improves responsiveness to throttle input and wheel slip, enabling quicker rear torque transfer and more confident launches. FWD Burnout Mode, activated in Race Mode, temporarily decouples the rear axle for front-wheel-drive operation, ideal for burnouts, drag racing preparation, and dyno use, while maintaining OEM-style usability,” the tuner states.

APR has also updated some other engine and transmission tuning products to work better with this newly available Haldex tune.

The intended benefits of this mod are “more consistent launch performance, enhanced traction, and a more dynamic driving experience without the complexity of standalone controllers.” As for how quickly it would accelerate wear on your driveline, it’s tough to say. APR is a well-established tuning house, and there’s no indication this calibration is inherently unsafe when used as intended. That said, the flame that burns brightest also burns out the fastest. Any modification that increases driveline load or traction tends to accelerate wear to some degree; there’s just no getting around that.

I drove a Golf R with an APR Stage 3 Plus tune on it almost a decade ago now, and it still stands out in my memory for how good it was. Being able to put power down even more effectively would be a boon to Audis and VWs if it works well.

This new tune is $449.95 for a Stage 1 system (enhances clutch engagement within the factory hardware’s operating range) and $549.95 for Stage 2 (integrates APR’s upgraded pressure relief valve assembly, allowing the system to safely command significantly greater clutch pressure during launches and high-load events). You can upgrade from Stage 1 to 2 later for $99.95 if you want.

Core applications for the APR AWD Upgrade for Haldex include:

• 2013-19 VW Mk7 Golf R (global model years)
• 2015-20 Audi RS3 8V (global model years)
• 2016-23 Audi TTS 8S (global model years)
• 2017-22 Audi TT RS 8S (global model years)

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AUDI Sport is weighing a multi-technology replacement strategy for its compact RS models as it considers how to preserve the character of the five-cylinder RS 3 and RS Q3 in a regulatory environment that is narrowing viable future powertrains to plug-in hybrid (PHEV) and battery electric (BEV) options. 

 

The performance division is yet to determine the final technical path for its next compact models, but Audi Sport managing director Rolf Michl confirmed the segment remains central to the RS line-up, and that the five-cylinder engine remains a key part of the discussion. 

 

“The compact segment is definitely one of our core segments, also regarding the viability of RS models – it is basically the entrance into the RS world,” said Mr Michl. 

 

“We were the founder of the high-performance (compact) segment with the RS 3 in 2011, so we are definitely making our thoughts (about how to replace it) … be sure we are fully aware of the importance of this segment, and also about the character.” 

 

The current ‘8Y’ RS 3, which debuted in 2021, will depart the European market in the third quarter of 2027 as Audi has decided not to upgrade the current version of the EA855 evo 2.5-litre turbocharged five-cylinder engine to meet new EU7 emissions regulations. 

 

However, the RS 3 five-cylinder will continue to be made available to Audi Australia, as well as the North American market, into 2028 and potentially 2029. 

 

“The five-cylinder will definitely exist as long as the lifecycle of the base (A3) model runs,” explained Mr Michl. 

 

“It depends on when the A3 will end, but this will definitely be some time after 2027. In the rest of the world, we have really enjoyable sales, so we will keep the (five-cylinder) engine (alive).” 

 

Audi is working on the replacement strategy for the A3, which may involve two distinct models with the same name, with the existing MQB Evo-based A3 receiving a deep facelift to sit alongside new-generation electric A3 models that would utilise the Volkswagen Group’s delayed SSP BEV platform. 

 

Two distinct A3s (and potentially two Q3s) would mirror the multi-powertrain strategy emerging across the premium segment, where manufacturers are hedging their bets in a turbulent market by extending the lifespan of ICE platforms while adding dedicated BEV equivalents. 

 

Rival BMW has utilised this logic for more than 10 years and regards it as a distinct competitive advantage when compared with less coherent BEV strategies hitherto deployed by Audi and Mercedes-Benz. 

 

A multi-powertrain future would give Audi Sport at least two technical bases for future compact RS models. 

 

If the A3 receives a deep facelift, space could be made for a reworked five-cylinder with a PHEV system that would build on learnings from the new RS 5’s sophisticated hybrid hardware. 

 

Another avenue would be to develop a compact BEV RS model based on SSP that could leverage developments in batteries, efficiency, motors and aerodynamics. 

 

“The most important thing is that the RS experience in the compact segment is an authentic one,” said Mr Michl. 

 

“There is no final (decision), but we are absolutely aware of our deeply rooted DNA for the five-cylinder.” 

 

Adding a PHEV system to the inline five would enable Audi Sport to retain an iconic powertrain while stemming its relatively high CO2 emissions. 

 

However, Mr Michl indicated that packaging the engine, 20kWh-plus battery, electric motor and thermal hardware in a small car would be tougher than in the RS 5. 

 

“It would be difficult (to fit the PHEV in), but we are Audi Sport– we achieve the unachievable,” he said, noting that engineers initially saw developing the new RS 5 hybrid as a tough task. A credible power-to-weight ratio, which improved in the RS 5 despite weight gain, is a key internal metric. 

 

The decision process is complicated by Audi Sport declining to engineer market-specific RS powertrains under one badge. 

 

“We want to ensure a truly differentiated RS model in every segment … it wouldn’t make any sense to have a multiple engine strategy. If we build any RS model, it should be the same (worldwide). There will not be an RS for the US with Engine X and for Europe with Engine Y,” said Mr Michl. 

 

Any future compact RS model must be capable of selling across all key global markets, raising the prospect of a PHEV that keeps everybody happy. 

 

In the background, competitive pressure is sharpening. BMW is preparing smaller BEV models on the Neue Klasse platform, including a 1 Series hatchback, while a hotter iX1 derivative could give BMW a zero-emission RS Q3 alternative.

Audi is bidding farewell to its iconic 5-cylinder turbo-petrol engine with a new limited edition RS3. The RS3 Competition Limited will be available in Sportback and saloon body styles. Only 750 units will be built with prices starting at around $121,000.

The RS3 Competition Limited features a sporty body kit which comprises an aggressive-looking front bumper with large vents and dive planes, side skirts and a rear diffuser with dual exhausts. It has a low-set singleframe grille, vents behind the front fenders, a roof spoiler and 19-inch alloy wheels finished in Neodymium gold.

Inside, the limited edition RS3 gets black Nappa leather upholstery with Neodymium gold stitching and Dynamica inserts. The car comes with RS bucket seats and matte carbon fibre trim. The sporty steering wheel is wrapped in Alcantara.

Under the bonnet is Audi’s 2.5-liter inline 5-cylinder turbo-petrol engine that produces 388 hp and 369 lb-ft of torque. Audi claims a 0-62 mph time of 3.8 seconds and a top speed of 180 mph.

The RS3 Competition Limited has all-wheel drive with a torque-vectoring rear differential. It is equipped with an RS Sports exhaust and a set of new manually adjustable coilover suspension instead of the adjustable dampers offered on the standard car.

Source: Audi

Amazingly, despite having such power, the car feels incredibly controllable and not intimidating in the least. Clear and authentic throttle response, together with excellent brake feel and a good level of off-centre steering feel help the prodigious 1,027Nm of torque feel manageable. This is thanks to a superb new active suspension system that’s standard on this Performance Vorsprung model, and a hefty £6,710 option on others. 

Without going into too much technical detail, this new suspension system uses electronically controlled hydraulic dampers to infinitely control the body’s movements. This means the Audi does without traditional anti-roll bars, and while it is still on air-springs, the dampers allow it to react far more quickly to dips in the road, or indeed, the extraordinary effects of so much performance on the chassis. 

The benefits are clear from the moment you drive away, because the set-up keeps the body incredibly stable, increasing the feeling of agility and engagement. But in the real world, this yields astonishing ride quality, with almost unbelievable softness and comfort, without ever feeling out of control or sloppy. 

It’s uncanny; the e-tron glides over horrible road conditions without anyone in the cabin being aware of them. Other than when you hit particularly sharp bumps, which resonate though the wheel rim, rather than the suspension, you’d be hard-pressed to distinguish this and hovering over the surface on a cushion of air.