Audi A1

Tokyo Motor Show.
We have seen pictures, artist’s impressions and concept models, but not anything near what the new Audi A1 will look like. So it will be a relief to finally see what Audi’s attempt at a new city car will be like. Audi is calling the A1 a hybrid concept car, but we know that Audi will sell more gas/petrol and diesel versions than it will hybrid one.

See the Audi A1 Concept at the 40th Tokyo Motor Show 2007. The show will run for 17 days and will open from Friday October 26th to Sunday November 11th, although the show will not be open to the public until Saturday October 27th.

2008 Audi RS6

Current Audi A6 has been on sale for almost two years now, but we’re still at least a year away from the release of the potent Audi RS6 super-sedan and Avant. Originally thought to debut at September’s Frankfurt Auto Show, latest reports suggest that its release date has been pushed back to June next year.

The BMW M5 and Mercedes E63 have already proven there potential in both the sales race and on the track, but we’re still waiting to see what Audi can do to topple the former Audi RS6. Commonly referred to as a wolf in sheep’s clothing, the original RS6 sedan was chosen by many motoring mags as the pick of the bunch over the BMW and Mercedes competition.

Spotted on numerous occasions undergoing final testing at Germany’s Nürburgring, often with an M5 in tow, the next RS6 is rumored to feature the same 5.2L V10 from the S6 but with a turbocharger bolted on for extra kick. Early estimates put its output in the vicinity of 520-550bhp, enough to give it a significant power advantage over its rivals.

Audi Cross Coupe Quattro Concept

The silhouette is typical Audi; the design of the study, painted in Liquid Silver, is highly reminiscent of the sporty models produced by the Ingolstadt brand. The proportions and the large 20" wheels point clearly towards the offroad potential of the Cross Coupé quattro. A new element is the fabric folding roof, which, when it is open, gives optimum levels of headroom and fresh air. The hood is opened and closed electrically.

The transversely installed four-cylinder inline TDI engine with common-rail fuel injection and piezo injectors is a completely new development. With power output of 204 bhp and 400 Nm of torque, it gives the vehicle a sporty performance and a surprising degree of efficiency. On average the ultra-modern 2.0 TDI needs just 5.9 litres of diesel per 100 km. The diesel particulate filter and Bluetec system reduce soot and nitric oxide emissions effectively. Even today, the Audi Cross Coupé quattro satisfies the emissions standards of the future.

The quattro permanent four-wheel drive system is a matter of course on an Audi with offroad potential. A Haldex clutch ensures that traction is precisely distributed according to the situation. The sporty Audi S tronic dual-clutch gearbox executes gearshifts in a matter of milliseconds.

The running gear, featuring a McPherson-strut front axle and a four-link rear axle is perfect for sporty and agile handling that retains a high degree of stability and makes cornering distinctly fun. As an additional quality, the driving comfort of the running gear impresses on all types of road and in rough terrain, meeting even the standards expected of a vehicle in a higher class. Ceramic brake discs promise excellent, non-fading deceleration. 20" wheels give the Cross Coupé quattro the ground clearance required.

Numerous electronic systems support the driver. The Audi drive select system makes it possible to preselect three highly individual configurations for the engine, gearbox, steering and adaptive shock absorbers. The result: a car that can be enjoyed in three completely different ways.

Besides the standard "dynamic" drive select mode and the "sport" setting, the Audi Cross Coupé also has the "efficiency" driving program. Here, the engine map and the shift points are modified to support a particularly economical driving style. In addition, the system deactivates components that are particularly energy-hungry, for example the air-conditioning compressor.

Another innovation is the MMI control panel, which is operated by a touch pad. The monitor of the system employs, for the first time, dual-view technology. The system can produce different images for the driver and front-seat passenger. These images are only visible when viewed from a specific angle. This allows the driver to read data from the on-board computer while the front passenger watches a TV programme, listening to the sound through headphones.

The sound system with the prominent extending tweeters sets a new infotainment standard in the class. The ambient lighting with numerous light sources gives the interior a stylish ambience, even at night.

2009 Audi A4

First and foremost the new Audi A4 will utilize Audi's up-and-coming MLP (Modular Longitudinal Platform) technology which will form the basis of not only the Audi A4 and A5, but the also soon-to-be-revealed Q5 crossover SUV, next-generation A6, the as-yet-to-be-announced A7 and even the next A8. MLP allows Audi to place the engine and transmission further back behind the axle and helps stretch the wheelbase without lengthing the car's exterior dimensions. Less front overhang means the 2009 Audi A4 will be less front-heavy than its predecessor, a problem which has dogged most Audis for some time.

The new Audi A4 will only be about one inch longer than the current A4, although the longer wheelbase will make it appear to be a relatively bigger car. Front and rear overhang each decrease by nearly three inches. Thanks to its available next generation quattro all-wheel drive (rear-biased with a 40/60 split) and MLP architechture the new Audi A4 will handle significantly better than any of the previous generation A4s before it.

The new Audi A4 will also get something that its A5 brethren unfortunately did not - LED tail lamps. We have been told that the development cycle on the A5 was such that tail lamp designs had to be locked-in before the more cost effective LED models to be used on the Audi A4 could be finalized. The Audi A4 will also include headlight-integrated LED daytime running lights as an option, while the S4 will get them as a standard feature.

Inside the new Audi A4 it will be more of the same from Audi; world class interior treatments will grace the Audi A4 and each of its variants. The cabin will be very similar to the A5's with a more raked (and slightly driver's side skewed) center console, an all new climate control and audio center stack and more distinctive gauges. The driver will be able to adjust the armrest both up-and-down and by sliding front to back.

Interior seating comfort will be largely unchanged from the previous A4, with the exception of the rear seats where at least an inch of additional legroom will be available due to the wheelbase changes.

Powerplants for North America will be standard Audi fare with a 2.0-liter TFSI, a 3.2-liter V6 and the 4.2-liter FSI V8 in the S4 version. Expect to see a new 1.8-liter TFSI offering for Europe as well as both 4 and 6-cylinder TDI variants. Available transmissions will include a 6-speed manual, multitronic and Audi's newest S-tronic dual-clutch gearbox.

Audi is being very tight lipped about exact Audi A4 variants beyond the standard sedan offering. Looking at the current generation Audi A4, Audi produces the Audi A4 sedan, Audi A4 Avant, Audi A4 Cabriolet, Audi S4 sedan, Audi S4 Avant, Audi S4 Cabriolet and Audi RS4. Things will definitely change, but the final details are unknown at this time.

We can safely speculate that the Audi A4 and Audi S4 Cabriolets go away in favor of a A5 and S5 Cabriolets, respectively. We have also read at least one article saying that the Audi A4 and Audi S4 Avants will be replaced by the upcoming Audi Q5, although we hear that this is simply not the case. The Q5 will be marketed as an SUV, which is clearly different than the Audi A4 / S4 Avant. Last, a four-door Audi A4 Sportback has been mentioned and this remains a weak possibility as a 2010 or beyond model.

The 2009 Audi A4 will be available in Europe by spring 2008 with general availability in North America later that fall. No pricing has been confirmed, but consumers should not expect to see much in the way of price increases. One things is certain: buyers will be getting more car for the money with the next generation Audi A4.

2007 Audi S8

If you think there's no point spending almost $100,000 for something with a 450-horsepower Lamborghini-sourced V-10 engine no one notices, then read no further. Audi's new S8 isn't for you. But if you like the idea of a big, fast, elegantly tailored limousine that slips effortlessly--and rapidly--under the radar, you'll love this car. In an era when AMG Benzes are getting bolder and brassier with every model and BMW's M cars are heading for techno-overkill, the subtle new S8 is the stealth-fighter of sport sedans. In our week with this black-over-gray, German-plated S8 tester, nary a single car-savvy Angeleno's head was turned. And, quite frankly, that's just the way we liked it.

You see, the S8 is a selfish pleasure. Nail the gas and that direct-injection, 5.2-liter V-10 emits a deep, velvety growl--a smooth-jazz remix of the Lamborghini Gallardo's mighty bellow--and gives a satisfying shove between the shoulder blades. You can fan the Tiptronic paddles on the six-speedautomatic if you like, but it's better to let the computer do the thinking and allow the tach needle to kiss 7100 rpm on the upshifts, the engine clearing its throat with a soft whump! between each ratio.

Keep your right foot buried, and you'll hit 60 mph in 4.9 seconds and 100 mph in 12.0 and nail the standing quarter mile in 13.4 seconds at 105.6 mph. No, it isn't nosebleed-quick like an S65 Benz (for the record, AMG's ueber-limo nails 60 mph in just 4.2 seconds, 100 in 9.3, and the standing quarter in 12.4 seconds at 116.5 mph, blowing the doors off a Porsche 911 Carrera S in the process). But there's a crispness and flair to the big Audi's power delivery that betrays the Italian soul buried deep in the machine.

That is the engine, of course. The basic architecture is shared with Lamborghini's513-horsepower, 5.0-liter Gallardo V-10, but the bores have been enlarged to boost capacity. Forged connecting rods allow a 7200-prm redline, and offset crankpins permit an even 72-degree firing cadence, smoothed further by a balance shaft located in the center of the block. The engine uses Audi's FSI direct-injection system, which pumps fuel directly into each combustion chamber at high pressure, allowing a compression ratio of 12.5:1 and more efficient combustion. The result is not only a healthy 450 horsepower at 7000 rpm, but also, thanks to the variable intake manifold, a useful 398 pound-feet of torque at 3500 rpm.

Why a V-10? Audi claims it's the perfect compromise between a V-12, which would need a longer block and suffer from more internal friction from the additionalcylinders, valves, etc., and a V-8, which would be more compact, but would have larger, heavier pistons and wouldn't rev as freely as a result. Offset bores mean the engine is just 26.9 inches long, with all ancillaries attached. Just as well, because most of it is hanging out ahead of the front axle.

Audi's trademark vehicle architecture--longitudinal engines mounted ahead of the front-axle centerline--is as stubbornly iconoclastic as a Porsche 911's. The scales tell the story: 59 percent of the S8's mass is carried by the front wheels. You don't have to be Isaac Newton to figure out this thing's going to understeer. Mind you, Audi'sengineers have tried hard to prove ol' Isaac wrong. The V-10 engine weighs just 485 pounds fully dressed, and the default torque split of the all-wheel-drive system sends 60 percent of the grunt to the rear wheels. The suspension features similar adaptive air springs and shocks as in the A8, though the S8's baseline setting is equivalent to the regular car's sport settings and the S8's sport setting is one stage firmer again. Stiffer bushes reduce unwanted axlecompliance, and the variable-ratio rack-and-pinion steering has been sharpened up by about 10 percent around on-center.

Audi's agility through the slalom: Its 67.3-mph average speed was only 0.2 mph slower than that of the two-sizes-smaller RS4 we tested a few months back. Chirico was further impressed by the stopping power of the ceramic brakes (likely to be a $10,000 option if they're made available in the U.S., though Audi says they'll last four times as long as conventional steel units). With 15.0-inch vented rotors up front (and six--count 'em--piston calipers) and 14.0-inch vented rotors at the rear, this4366-pound car stopped from 60 mph in just 108 feet and took only 301 feet to come to rest from 100. That's better than a Corvette Z06, though we'd like just a bit more feel through the pedal.

Once you start pushing the S8, there's no escaping the fact it starts pushing, too. On winding blacktop, the S8 is quick and tidy up to about eight- or nine-tenths, especially if you left-foot brake and use the Tiptronic paddleshifter to keep the engine right in the torque band. Try harder, however, and the S8 stops flowing down the road; the best technique then is to storm up to a corner, stand on those amazing brakes at the last minute, then aim for the apex of the turn and feed in the gas. It's brutish, though relatively effective, marred only by the lack of feel from Audi's typically video-game steering (another artifact of the S8's all-wheel-drive layout).

The S8 might make sport-sedan moves on the two-lanes, but it's more than happy schmoozing around town in typical lux-car mode. The ride feels arthritic at times, as with all air-suspended VW Group vehicles, but it's not much different from the regular A8's, and you certainly don't feel like you're rolling on ultra-low-profile 20-inch tires. The six-speed auto shifts seamlessly between ratios, and the fat torque curve means the V-10 feels punchier than either the 4.2-liter V-8 or the 6.0-liter W-12 offered in the regular A8.

The S8's interior is as coolly restrained as an Armani suit. Beautifully finishedcarbon-fiber inserts--the weave covered by a deep, lustrous clear-coat finish--replace wood and are perfectly complemented by the soft-sheen aluminum brightwork. Everything else in our tester's interior was finished in a perfectly matched warm gray that looked classy in a way GM and Toyota can only dream about. Audi's instrumentation is a paragon of simplicity and clarity, and while the MMI computer control system isn't as clever as BMW's much-maligned iDrive, it's more intuitive to use at first. The optional Bang & Olufsen 1000-watt sound system delivers crisp, bright audio. At about $6300, it would want to.

Only dedicated Audiphiles will note the S8's unique 20-inch alloys, quad exhaust (somewhat more tastefully executed than the bazookas you find peeking out from under the rear bumper of an AMG Benz), and trademark alloy-finish exterior mirrors. The discreet S8 moniker on the trunk and V-10 badges on each flank don't exactly scream for attention. But that's what makes this car so appealing. The S8 is for the driver who doesn't have to show off--and knows it.

Audi Q7 V6 Tdi

Fuel cells and hybrids may have a future powering lighter sedans and trucks, but the future of the full size truck or SUV--and probably of the biggest sedans-- is diesel. They simply provide way more torque more efficiently than other modes of propulsion. They're also more expensive to produce to current emissions regs, so it's no surprise that diesel's first big push into passenger cars will be in high-end high-performance vehicles.Mercedes-Benz, Audi and BMW all announced diesel-engine production plans in Detroit, but Audi trumped them all with a concept Q7 powered by a 60-degree twin-turbo V-12 TDI that churns out 500 horsepower and 738 pound-feet of torque. Tech highlights include an iron-graphite cylinder block cast in a unique process that allows thinner walls for a 15% weight savings. The common-rail piezoelectric direct fuel injection also breaks ground with injection pressures up to 29,000 psi. It's said to be capable of launching the Q7 to 60 mph in about 5.5 seconds and returning up to 20 mpg.

No timing has been announced for the V-12, but Audi will sell a 3.0-liter V-6 diesel in 2008, producing--ahem--"only" 233 hp and 369 pound-feet of torque. It will share the Bluetec name and selective-catalytic reduction technology (which injects urea into the exhaust to reduce NOx emissions) with Mercedes-Benz, but wil NOT share any parts. Bluetec is simply a name meant to distinguish 50-state US compliant Mercedes, Audi, and VW diesels from their dirtier CDI and TDI-badged forebears. All require ultra-low sulfur diesel. Mercedes showed its previously announced GL320 Bluetec V-6 SUV (this engine also underpinned the Jeep Trailhawk concept) alongside a "concept" GL420 V-8 diesel making 290 hp and 515 pound-feet and achieving a claimed 24 mpg.

Not to be undone, BMW announced its own unique 3.0-liter twin (sequential) -turbo diesel inline six. Output is rated at 286 hp and 428 pound-feet, and it is said to be capable of whooshing a 3-series to 60-mph in 6.1 seconds. It uses the same SCR urea emissions controls as its German neighbors, but BMW didn't sign on to use the Bluetec nomenclature, which it deemed unnecessary, because BMW hasn't sold diesels in the US prior to 50-state compliance. Look for this engine to power the X5 and maybe X3 and 3-series models starting in calendar 2008.

After these image-leading brands have sold their ultra-high performance diesels for a few years, and people learn that diesels are no longer stinky slow-pokes, the way will be paved for more affordable oil-burners priced for middle-American families.

2008 Audi TT Exterior/Interior Restyling

Exterior Styling

Although the Audi TT's dimensions have been increased slightly to improve packaging-it's 5.4 inches longer, 3.0 inches wider, and a quarter-inch taller-it's still a compact shape with a short rear overhang and carefully beveled front end that helps diminish the impression of front overhang. The new Audi TT single-frame radiator outline probably suits this model best of all, and it's integrated into the new car's face by feline headlight shapes and deep front air intakes. New regulations for pedestrian protection have been incorporated.


The roofline has been moved farther rearward than in the first Audi TT, and the proportions look better balanced. Although the original shape has been recaptured faithfully, it has been proportioned and finessed with interesting surface details. The contours in the rear bumper and tail section lend greater maturity and sophistication to the car, and the flared wheel housings, prominent exhaust outlets, and contrasting diffuser color are expressed in high-performance design language. The taillights use free-form reflector technology to achieve a three-dimensional effect.

A new rear spoiler is neatly integrated, emerging from its hiding place only at speeds above 75 mph (on an articulated linkage that projects it up and out) to prevent repeats of the first Audi TT's alleged rear-end lift at high speed. Larger side mirrors-complying with the latest rearview regulations-improve visibility without looking incongruous with the svelte shape.

The Audi TT now slices through the air with a drag coefficient of just 0.30, much better than the 0.34 of its predecessor. Furthermore, various wind-tunnel tweaks (such as an almost completely flat underbody) have improved the car's aerodynamic performance, despite its increased frontal area.

Interior

Although the overall interior effect isn't as dramatic a statement as that of the original Audi TT, it has been updated and simplified. The separate center-tunnel bars that used to contact tall drivers' right knees are gone, replaced by a conventional center console. Three circular air outlets replace the previous two-vent dash signature, and larger, clearer instrumentation is fitted. The center dash console, containing the navigation/info screen when so specified, is angled slightly toward the driver.

A leather wrapped flat-bottomed steering wheel with a circular center boss embellished with the four-ring Audi symbol continues the high-performance design motif. Cast of lightweight magnesium, the steering wheel (plus airbag) weighs just 6.2 pounds.

There's a lot of metal look and actual metal trim inside the car, including the air outlet rings, the pedal pads and footrest, the inlays on the center console and glove box, and sill trims in the door apertures. Real pile carpeting is used, and optional leather trim is available on the Audi TT 3.2 Quattro model on the handbrake, door pulls and center tunnel armrests.

In Europe, the 2.0T Audi TT has cloth upholstery, while the Audi TT 3.2 Quattro boasts a leather/Alcantara combination as standard issue. Various leather combinations will be offered as options, along with an extended aluminum trim package.

Interior space was improved as a result of the overall increase in dimensions, with over an inch more shoulder room

S tronic 6-speed dual-clutch gearbox

A supremely dynamic way to shift gears
This is the most advanced form of gearbox available; with shift times in the region of 0.2 seconds and without noticeably interrupting power flow. It is ideal for every driving style and adds unique emphasis to the sporty, dynamic character of the new Audi.

Uninterrupted flow of power Unlike conventional manual gearboxes, the S tronic gearbox has a two-part transmission shaft comprising an outer hollow shaft and an inner shaft. The inner transmission shaft serves the 1st, 3rd and 5th gears, the outer shaft is for gears 2, 4 and 6. A double multi-plate clutch and an intelligent electro-hydraulic control unit transfers engine power permanently to one of the two shafts. On the road, one gear is engaged and the next gear is pre-selected. Then, when the gear is shifted, the first clutch disengages the active gear and the other clutch engages the pre-selected gear at exactly the same time.

Automatic or Manual? The S tronic gearbox is both. It is based technically on a 6-speed manual gearbox with 2 clutches, but there is no clutch pedal. An automatic sports transmission with the emphasis on “sport.” In the fully-automatic mode the driver can select a sporty or relaxed shifting style. For a more active driving experience the driver can utilize the gear lever or the shift paddles on the steering wheel.

Full power acceleration
The special launch control program offers outstanding acceleration from a standing start. With the selector lever set to “S” and the ESP deactivated the driver can press down on the brake while giving full throttle. Engine speed will hold at about 3,200 rpm. By abruptly letting go of the brake pedal the Audi will accelerate with full power. Pure exhilaration.

Audi RS4 is 2007 World Performance Car

At a press conference presented by the MIDWAY GROUP and hosted by the New York International Auto Show at the Jacob Javitz Centre in Manhattan, New York, the Audi RS4 was declared the 2007 World Performance Car.

The Audi RS4 was chosen from an initial entry list of seventeen (17) contenders nominated by World Car jurors from 22 countries throughout the world.

While the winner of the overall World Car of the Year award must excel in a broad range of attributes, there is a segment of the car-buying public for whom performance - in its broadest sense - overrides all other priorities. Vehicles appealing to that clientele may be too narrowly focused to appeal to the masses, but it is an important element in the overall automotive mix. It is for that reason that we created the World Performance Car award in 2005.


Candidates for the World Performance Car award must demonstrate a specific and overt Sports/Performance orientation. They must also satisfy the same availability criteria as for the overall award and may be chosen from that list of eligible vehicles.

Additional entrants may include newly introduced variants that satisfy the same criteria, but are derived from existing rather than brand-new models. In all cases, they must have a minimum annual production rate of 1000 vehicles.

The jurors voted in January 2007 in order to establish a top ten shortlist. The 2007 World Performance Car was chosen from those finalists as tabulated by the international accounting firm KPMG.

WCOTY's jurors loved the RS4, which is the virtual definition of a sports sedan. With its quattro all-wheel-drive system it puts its 420 high-tech horsepower to the ground with confidence, and it can be tossed around an obstacle course with abandon. The Audi build quality is beyond reproach and for all its high-performance capability, the RS4 can be absolutely docile when that is what is called for, making it a true dual-purpose car, suitable for everyday family use as well as track days. The very best part, however, is the wonderful roar it emits when you put your right foot down.

The top three contenders for the third annual World Performance Car in addition to the Audi RS4 were the BMW 335i and the Porsche 911 Turbo.

"We are honoured to receive the World Performance Car of the Year award for the Audi RS 4," said Johan De Nysschen, Executive Vice President of Audi of America, on accepting the award. "Over the past few years, Audi has emerged as a serious sports car brand and RS models have played an important role in this development. So we are delighted that the World Car of the Year jurors view the RS 4 as the very definition of a sports sedan."

Background
The global marketplace is a reality. Nowhere is that global reality more apparent than in the automotive industry. European vehicles engineered in South Korea.North American vehicles developed in Australia.Japanese vehicles designed in Europe.American vehicles built in China. And that is just the beginning. Cars from everywhere are being sold everywhere else.

The World Car of the Year (WCOTY) awards were inaugurated to reflect that reality, to recognize and reward automotive excellence on a global scale, and to create consumer awareness of that recognition. This award is intended to complement, not compete with existing national and regional Car of the Year programs.


The inaugural World Car of the Year in 2005 was the Audi A6. In 2006, the BMW 3 Series won the World Car of the Year title.

Announcing the annual World Car of the Year awards at the New York show is a fitting finish to the auto show season that begins each fall with either the Paris or Frankfurt motor shows. Next, it's on to Tokyo in alternating years. The Detroit show takes centre stage in January while Geneva claims the spotlight in March. Finally, in April, the international auto show season concludes with its grande finale at the New York International Auto Show.

2008 Audi R8 Technical Info

From Audi comes the all-new Audi R8. Race inspired and derived from the Le Mans dominating Audi R8 machine. With it’s mid-engine design and high-revving 4.2 liter V8 with FSI® Direct Injection technology, the new Audi R8 is the ultimate execution of Audi engineering. Sport-biased quattro all-wheel drive with 44% front, 56% rear torque distribution delivers outstanding traction and high-performance driving dynamics.


Engine
The mid-mounted V8 engine with 4.2 litre displacement and four-valve FSI® technology produces 420hp and accelerates the Audi R8 to 62mph in 4.6 seconds. The maximum torque of 317 lb-ft delivers breathtaking thrust. The top speed is 187 mph. Anyone who shares our enthusiasm for sports cars will understand all these figures. But ultimately they merely prepare the ground for something that is impossible to express in numbers: the supreme driving experience

Instead of generating its power exclusively from displacement, the compact mid-engine in the Audi R8 utilises an innovative high-rev concept. As a result, the engine develops huge thrust over a broad speed band up to 8250 rpm. Even at low speeds, the long-stroke powerplant offers high torque, extreme agility and spontaneous throttle response.

So much thrust in combination with the outstanding suspension of the Audi R8 results in correspondingly high transverse acceleration. For this reason, the oil supply to the engine is handled by a dry sump lubrication system typical of race cars. In this, the deep oil pan of a conventional engine is replaced by a shallow oil pan, scavenger pump and separate oil tank. The oil tank ensures that the delivery pump is supplied with lubricant at all times, guaranteeing a constant uniform oil supply.

Horsepower: 420 hp @ 7800 rpm*
Maximum torque: 317 lb-ft @ 4500-6000 rpm*
0 to 62 mph (0 to 100 km/h): 4.6 seconds*
Top speed: 187 mph (301 km/h)*


Transmission
2 options available: an optimized six-speed manual transmission is standard. The Audi R8 comes with an optional R tronic transmission. Like the R8 itself, this sequential six-speed manual gearbox is racing-bred, with the emphasis clearly on performance. Shifting can be carried out either via a joystick or by paddles on the steering wheel.

In addition, an automatic mode is available. Shift-by-wire technology allows very short shift times and a total engagement with the vehicle.


Retractable rear spoiler
The electrically extending rear spoiler is a unique combination of design and function. The spoiler may be manually activated by a separate switch on the centre console

2008 Audi TT Presentation

Not many cars are icons right from the moment of introduction, but Audi's TT definitely belongs to this select club. From the moment the media and the public set eyes on Audi's dramatic Bauhaus styling, they drooled all over it. And if the exterior shape got them all a-quiver, the ground-breaking interior design helped blind most critics to the fact that the Audi TT was built on a Golf platform of no particular distinction. The first cars were front-drivers and definitely lacked something in the refinement stakes. When Audi Quattro versions appeared, they did much to civilize the steering, but it took the installation of the 3.2-liter V-6 and Direct Shift Gearbox (DSG) to elevate the Audi TT to a position of near parity in the premium European sports-coupe league.

Without losing its instantly recognizable on-road presence, the 2008 Audi TT model addresses many of the shortcomings in the now-aging predecessor; it now has aluminum structures, more-powerful engines, and a revised DSG, now called S tronic. Although the Audi TT is instantly recognizable out on the road for what it is, almost everything about it has been revised and upgraded. You really need to park the two models side by side to appreciate the extent of the makeover.

2008 Audi R8 Presentation

The 2008 Audi R8. The ultimate execution of Audi engineering. Race inspired and derived from the Le Mans dominating Audi R8 machine. Built from the ground up to assume its rightful position as the leader in innovation, technology, design, and performance.


"Limited. Because perfection demands it."
The Audi R8 is being built on a small-lot production line in a specially constructed new block at the Audi plant in Neckarsulm. Small teams of specialists accompany every step of production, subjecting every part and component to intense scrutiny. This ensures that every one of the maximum of 20 cars per day built will more than match the exacting quality standards of Audi.

All about AUDI

This blog is about AUDI's cars, we'll be posting all about the cars that they're currently producing and also some of the old works of art. You can always check their website, which we think it's amazing, and has plenty of material there about the new cars, specially the microsite about the new Audi R8 supercar. Click this link to check it out: Audi Website