Maserati Quattroporte gets served up Novitec Style.

Anytime German auto tuner Novitec gets its hands on an exotic car you know that good things will happen. They’ve done multiple Ferrari’s, Audi’s, Porsche’s and BMW’s along with just about every other high-end manufacturer out there, and with this they’ve managed to build a reputation as one of the best exotic car tuning companies in the business. It now seems Novitec has gotten the bug to play with Maserati’s as it has just released a complete package for the Quattroporte S and Sport GTS.

By supercharging the engine from the Maserati GTS Novitec has managed to increase power from a base of 440 hp to a whopping 600 hp. This means 0-60 times of just 4.5 seconds and a top speed of around 195 mph. Also keep in mind that this is still a big 4 passenger grand touring car. For $36,000 you get one supercharger, water-cooled inter-coolers, reinforced V-ribbed belts, fuel injectors and everything else you’ll need to make your once fast Maserati a whole hell of a lot faster.

Source: Motorator.com

2011 Audi A7 Sportback Continues 4-Door Coupe Craze

Not to be outdone by the likes of Aston Martin, BMW or Porsche, Audi has jumped into the sportback segment of the automotive market with the new A7. The concept of the sportback is simple. Take a four door sedan but streamline it so it gives off the impression that it is in fact a two door coupe. Then combine in the versatility of a hatchback and POOF… instant sportback. Porsche has the butt ugly Panamera, BMW has the 5 Series Gran Turismo and Aston Martin now has the stunning Rapide.

Design wise it’s difficult to make a car in this configuration and have it look good. In fact up until now Aston Martin was the only manufacturer to nail it. Audi however is coming in hard and fast with the A7 and truth be told, it’s a good looking automobile. The new A7 has design elements that give its body line a low-slung, aerodynamic look and feel. Combine that with the long sloping hood and chopped rear deck lid and you have one aggressive looking gran touring sedan.

From a visual standpoint the A7 is light years ahead of BMW’s 5 Series Gran Turismo and Porsche’s turtle shaped Panamera. The real question though is how is this going to affect the sales of Audi’s other big beauty, the A8. Side by side both cars exude power, elegance and sophistication, as a buyer though I’d think I’d be torn on which one to buy.

From a technical standpoint the new 2011 Audi A7 features fun toys like touchscreen navigation, a Bang & Olufsen stereo system with 1,300 watts of power (that may be overkill), full bluetooth capabilities and just about every current automotive safety feature known to man. Right now there is not too much information for those of us here in the States, but stay tuned because as soon as we learn more, you’ll learn more.

Infiniti New Front Wheel Drive Coupe

If ever there was a premium brand with an identity crisis, it’s Infiniti. Originally, they were conceived as Nissan’s answer to Lexus. A few years of working this angle produced some disappointing cars (does anyone remember the G20 or the J30?) and even more disappointing sales results. Cars that really did rock (the Q45, for example, or later, the M45) didn’t sell particularly well despite Infitniti’s attempts to reposition themselves as a performance and luxury brand. We Americans didn’t seem to understand the marque until Infiniti finally hit their stride with the G35 series of sedans and coupes, which offered a good blend of performance, luxury and affordability.

Now it seems they’re out to confuse us again, this time by announcing a front wheel drive coupe to compete against Audi’s A3. Past Infiniti models such as the G20 or the I30 were FWD, but that was before Infiniti reinvented themselves as a performance oriented luxury brand. Of course they sell the occasional SUV, too, so maybe we need to think of them as a full line manufacturer who offers performance, luxury and versatility in their product mix. I’d just like some direction on what order those adjectives should be in.

In any case, the new FWD coupe will be designed for the Euopean market, so we may not even see it on this side of the pond. It will be smaller than their current G series, and MotorAuthority tells us it will take styling cues from last year’s Essence concept car. I’d expect the new FWD Infiniti to focus more on luxury and technology than on outright performance, but it’s far too early to tell what direction the automaker will go in. This time.

Electric Audi A1 won't be produced

According to a report out of Italy, Audi boss Rupert Stadler has said that the Audi A1 e-tron concept will not see production. Apparently the house of Audi believes that the conventional A1 will be sufficiently frugal and kind enough on the environment with its stop/start and brake energy recovery system. Additionally, there seems to be some issues with the A1's platform and its ability to house all the necessary EV components. If true, 'tis a shame – that cargo-floor-mounted Wankel engine paired with lithium-ion batteries was supposed to be good for 154 mpg, and the A1 e-tron is a package we would have enjoyed by being so green we made grass jealous.

Audi wants your help designing its future electric vehicles

So you think you've got what it takes to design an electric car? If so, Audi is interested in hearing from you. The company just kicked off an electric car competition that challenges people to try their hand at designing the cars of tomorrow. The competition is open to anyone with an eye for design who also knows a thing or two about electric cars. Audi officially calls the competition "The Production of Electric Automobiles," and concept ideas are currently being accepted. Unfortunately, the site is in German, making entry a wee bit more difficult, but this translated Google page will help English-only speakers out.

There are a few guidelines that must be followed in order to have chance at winning the contest, but it's pretty simple stuff. Of those who do enter before the July 31st deadline, Audi will select eight finalists to attend a workshop to perfect and resubmit their ideas. The company will then choose an overall winner in November. Bernd Griesbach, an Audi spokesperson for the event, hints at what the company expects from entrants:

We are convinced that we will receive many innovative and creative entries because the competition is a unique opportunity for young employees and potential employees. It is important that the concept can be easily implemented and demonstrates clear progress over the state of the art.

Interested? Give it a try, as there's certainly nothing to lose. If you do well enough, your design might even be implemented in future Audi products and could even land you a spot at the company. How's that for forward momentum? Follow the jump to learn more about the contest. Hat tip to Larzen!

[Source: Audi]

Audi R8 GT goes on a diet and gets more power

Audi dropped a very pleasant surprise on us this afternoon with the long-awaited announcement of the R8 GT.

The Audi R8 V10 was already one of our favorite sports cars in the world (sans the R-Tronic transmission) so how could you make it better? In the immortal words of Colin Chapman, "add lightness." But in a modern sports car required to meet rigorous safety standards, you can only go so far short of a complete redesign. Hence, the R8 GT's lightened chassis benefits from a power boost to boot.

The R8 GT swaps in a thinner glass windshield and polycarbonate rear windows and replaces many aluminum body panels with carbon fiber. By going over every part of the R8, Audi's engineers have carved a total of 220 pounds off the standard R8's curb weight.

The 5.2-liter V10 has been bumped from 525 horsepower to 560, topping its cousin, the Lamborghini Gallardo. The GT is only available with the aforementioned R-Tronic hydraulically actuated semi-automatic, and when pushed to its limit, the R8 GT is claimed to accelerate to 62 miles per hour in just 3.6 seconds and on to 124 mph in 10.6 seconds. The terminal velocity has been increased to 198.8 mph.

Only 333 examples of the R8 GT will be built and the price in Germany is €193,000 ($256,000 USD). No mention is made of U.S. availability, but we'd be surprised if Audi doesn't apportion a few for Stateside consumption.

Beijing 2010: 2011 BMW 535Li ready for chauffeur duty

The Audi A8 L W12 isn't the only long-wheelbase saloon to debut at this year's Beijing Motor Show. BMW has a stretched version of the all-new 2011 5 Series that'll be built and sold exclusively in China. The limo-like Fiver is a full 5.5 inches longer than the standard 5 Series sedan, all of which accounts for additional rear legroom. New rear seat amenities like an entertainment system, adjustable sunblinds and a folding table are on hand, as well.

Spec-wise, the long-wheelbase BMW 5 Series isn't much different than the models sold in other markets. Three six-cylinder engines are available and eight-speed automatic transmissions are standard across the board. It may not be as over-the-top as Herr Audi, but we'd gladly go for a ride in the back of this upscale Bimmer any day.

Beijing 2010: First Auto Works Red Flag limo is fit for government work

Beijing-based First Auto Works has long been the provider of the official transportation for the hierarchy of the People's Republic of China. Back in the 1950s, FAW started off building a localized version of the standard Soviet parade car, and over the past half century, they have evolved. FAW has also built licensed stretched sedans based on Audi and Lincoln vehicles.

Here at the Beijing Motor Show, FAW is showing off a new limo that is a modern interpretation those original models from the 1950s, but with a greenhouse and door array that looks more like a contemporary Rolls-Royce Phantom. We couldn't find any press materials written in English, but we have reason to believe that this machine is powered by a V12 engine that looks suspiciously like the one from the BMW 7 Series V12 of the late-1980s.

Beijing 2010: 2011 Audi A8 L W12 stretches onto the stage

Measuring approximately 17.5 feet long, the 2011 Audi A8 L W12 is certainly quite grandioso. And while the 500-horsepower 12-cylinder engine and new eight-speed automatic transmission are certainly nothing to sneeze at, what's most impressive about the long-wheelbase A8 is the rear seat accommodations. Holy mackerel.

You want gobs of leather, a full-length center console, heated and cooled seats that massage you as well as a folding ottoman for premium comfort? You got it. The A8 L's 122.9-inch wheelbase means there's tons of legroom (duh), and we're seriously eager to get some R&R time in the back of this luxury barge.

2011 Audi A8 L arrives with 500-hp W12, seating for a king-maker

Audi is pulling out its biggest gun yet for the Beijing Motor Show, and while the big news for the A8 L might be the 6.3-liter W12 and the sedan's longer wheelbase, it's the rear seat accommodations that have us frothing at the mouth.

Seriously, just look at it.

With an overall length of nearly 17 and a half feet, the A8 L is almost a half-foot longer than its standard sibling, with a wheelbase of 10.24 feet. Those extra inches are put to good effect, with an interior that's enough to make a Maybach look downright spartan.




Open the lengthened rear doors and occupants are greeted by acres of leather, a full-length center console and two power-adjustable, heated and ventilated seats that not only move fore and aft, but include adjustments for cushion depth, lumbar support and seat back angle. Ten remote-controlled air-bladders massage your cares away, and if the front passenger seat – with its power-adjustable folding ottoman – cramps your style, you can move it forward with the flick of a switch.

The standard four-zone automatic climate control is manipulated by no less than 25 adjustable motors, and the massive center tunnel contains everything from a folding table to a refrigerator. It's all first-class, from the ambient lighting to the Valonea leather, and when the time comes to put the laptop away, crank up the 1,400-watt, 19-speaker Bang & Olufsen Advanced Sound System and enjoy a movie on one of the two 10.2-inch LCD displays.

If you're ready to give your chauffeur a rest, take solace in the fact that the W12 puts out 500 horsepower and 461 pound-feet of torque through Audi's new eight-speed automatic transmission and Quattro all-wheel drive. The result is a remarkably quick 4.9-second run to 60 and a electrically-limited top speed of 155 mph.

The W12 will be the standard engine at launch, with a few diesel and petrol-powered engines available further down the line. We'd expect pricing for the A8 L to be revealed shortly after its official debut later this month.

Audi may have passed Mercedes in Q1 global sales, but BMW is still #1

Audi outsold Mercedes Benz globally in the first quarter of 2010; a big deal considering it was the first time the four-ringed automaker had ever accomplished such a feat. But while Audi was finally able to pass its crosstown rival in sales, the German automaker is still longing for the title of the top luxury brand in the land.

Automotive News reports that BMW announced final Q1 sales of 265,809 vehicles, besting Audi by an anorexic 1,709 units for the three month period. BMW saw a global sales increase of 14 percent compared to the same period of 2009, buoyed by strong sales of its new X1 crossover and a 56 percent increase in 7 Series sales. BMW sales boss Ian Robertson said in a statement that the company intends to improve sales across the globe, adding, "We are back on our growth track in nearly all the automobile markets." And BMW isn't just hoping the market improves – the automaker is counting on an increase in sales courtesy of its new 5 Series lineup, which was launched overseas last month and arrives in the U.S. in June. BMW also has a refreshed 3 Series coupe and convertible on the way as well. With single digit growth, BMW intends to sell 1.3 million vehicles in 2010.

But while BMW pulled out the slimmest of victories in Q1, we're thinking Audi's performance during the first three months effectively puts its German competitors on notice. With a very good product lineup and a considerable foothold in China, Audi may well achieve its goal of becoming the largest luxury car maker on earth by 2015 a lot earlier than most people expected.


[Source: Automotive News - Sub. Req.]

Audi outsells Mercedes-Benz globally for first time in Q1 2010

For the first time ever, Audi has managed to outsell Mercedes-Benz in global sales for the first quarter of 2010. Some of the European press are treating it like the fourth horseman of the apocalypse, but before we break out our Mayan calendars and go all 2012 on you, here are the hard numbers: Audi sold 264,100 vehicles worldwide between January and March while Mercedes sold 248,500 units over the same time period. For what it's worth, BMW has yet to release its final first-quarter sales figures.

Audi has repeatedly signaled its desire and intent to become the world's leading luxury car brand by 2015, which would mean passing both of its German rivals, the aforementioned Mercedes-Benz and BMW, along with Japanese automaker Lexus. Plus, Audi offers a pretty compelling lineup of vehicles with which to do battle with those formidable competitors.

According to Autocar, the biggest single contributor to Audi's passing of Mercedes-Benz is the Chinese market, where Audi sells twice as many vehicles per year as Mercedes-Benz. In fact, one out of every five Audis built is sold in China. Considering how rapidly the Chinese market is expanding, Audi is certainly finding itself in an enviable position. Time will tell if it's able to maintain that growth in the face of constant pressure from its German and Japanese rivals.


[Source: Autocar]

Abt Sportsline gets its hands on Audi R8 Spyder

Whenever Audi introduces a new model, chances are that the folks at Abt Sportsline are going to get their hands on one. The German company has been tuning Volkswagens and Audis since the 1970s and has enjoyed success racing the Audi A4 in DTM and more recently the new R8 LMS. Needless to say, Abt knows how to properly modify cars bearing the four rings.

Abt's latest project is the droptop version of the Audi R8. Visually the car gets a new front grille, front fascia with carbon fiber spoiler, side sills, rear fascia, rear spoiler and lightweight five-spoke wheels. Even more importantly, the 5.2-liter V10 has been massaged to provide 600 horsepower, good for 0-100 km/h in 3.8 seconds and a top speed of 199 mph. Finally, Abt provides a sport suspension system for improved handling.

[Source: ABT Sportline]

Geneva 2010: Audi RS5

The one thing on our minds as Audi unveiled the RS5 here in Geneva is whether or not the car will come to the United States. We can't get a definitive answer from the German automaker, and although we're guessing the chances are fairly slim, we were told not to completely rule it out. Audi has listed the base price of the car only in Euros (77,000), but we'll hold on to hope until Audi officially states the car won't be sold across the pond.

Why do we want the RS5 in the U.S. so bad? For starters, it's got a 450 horsepower version of Audi's tried and true 4.2-liter V8 paired to the legendary Quattro AWD. Combine that with perhaps the best looking coupe designs on the market today and you've got one heck of an appealing sports car.

Audi introduces two new limited-edition packages for the RS6

It wouldn't take much to convince us to lay down the money for an Audi RS6 if our pockets were deep enough (and if it was available in the United States). After all, what's not to like? The twin-turbo V10 puts out 580 horsepower and 479 pound-feet torque through a rear-bias all-wheel drive system, and the super sedan and wagon can reach 60 mph in the mid-four second range. As some extra incentive, Audi has announced that it is launching a pair of new equipment packages that make us North America-bound types even more jealous than we were before.

Limited to just 500 units, the Sport and Audi exclusive packages will each feature carbon fiber trim in the engine bay, 20-inch five spoke wheels and an uprated sport suspension. The Sport package also gets a leather-covered instrument panel hood and center console, while the Audi exclusive option allows customers to specify unique colors for both the exterior paint and leather interior.

Detroit 2010: Audi A8 Hybrid coming to Geneva

As stated earlier – and despite quotes to the contrary – Audi is increasingly serious about alternative propulsion. After pioneering direct injection and pushing the envelope of diesel technology, Audi is looking to electricity for its next round of innovations. And the fruits of its labors are coming this year.

In addition to the forthcoming hybrid Q5 (due to arrive this fall), Audi announced plans today to unveil the 2011 Audi A8 Hybrid at the Geneva Motor Show this March. All told, Audi will release eight new models in 2010 and hopes that its continued work in the diesel realm, coupled with its burgeoning image in the U.S., will thrust it over one million sales next year.

However, Audi of America President Johan de Nysschen said in no uncertain terms that, "We must say no" to technologies that don't move the game forward. As such, Audi will not create any "mild" hybrids and instead focus its efforts on full gasoline-electric technology as they "share more relevencies to EVs and consumer expectations." With products like the Q5 and A8 hybrid, the new interest in diesel technology in the States and the forthcoming e-tron, Audi has placed its bets and by the end of the decade, it needs them to pay off.

Detroit 2010: Audi e-tron Detroit Concept

Audi is serious about EVs. Over the last four months, the four-ringed automaker has put out three (well, really 2.5) electric vehicle concepts: the first e-tron in Frankfurt, a repainted, slightly modified version in LA, and now this, the third e-tron – easily the best iteration to date.

Slightly shorter yet just as wide as its predecessors, the Motown e-tron is a refined version of the concepts that came before it, with electric motors driving each wheel and putting out a total of 204 horsepower and 1,955 pound-feet of torque (through some creative mathematics).

Comprised of an aluminum spaceframe coupled with a smattering of carbon fiber bodywork, the e-tron tips the scales at 2,976 pounds (550 pounds less than the previous concepts). With its reduced weight, more refined packaging and reworked drivetrain, the e-tron hits 60 mph in 5.9 seconds and – more tellingly – dispatches the run from 37 to 75 in 5.1 seconds. Audi claims the e-tron can run on a single charge for 155 miles after topping up from a 230-volt socket for 11 hours.

Along with a reworked interior, a new heat pump to boost efficiency and adaptive headlamps that modify their brightness and direction based on weather and steering input. Naturally, Quattro is part of the package, with the torque-vectoring all-wheel-drive system splitting the power 40:60 front-to-rear.

Audi restated that a production version of the e-tron will go on sale in late 2012, and this most recent concept is a clearer indication of what we'll see on the road in two year's time. Not only that, but Audi insists that the name "e-tron" will be a brand within the brand – like Quattro is today – and that means more e-tron-equipped models are most definitely in our future.

Review: 2010 Audi R8 5.2 FSI V10

Sigh. Another day, another 500+ horsepower supercar to babysit for a week. Such is my lot in life. Obviously I'm joking, to a degree. To be honest, I wasn't that particularly jazzed about the Audi R8 with the defanged Lambo LP560-4 V10 shoehorned behind the seats, especially as I had prior knowledge that the more proper six-speed manual R8 5.2 FS I was supposed to get had been unceremoniously replaced by the slusher, R-Tronic version. Before continuing one sentence further, am I aware that I sound like the world's most spoiled rotten brat? Oh yes.

But see, the thing is, I've driven the regular-strength V8 R8 and you know what? There's nothing wrong with it. Perfectly neutral handling, 420 eager horses and looks that kill, or at least attract eyeballs like nothing I've seen this side of pornography. While more horsepower is always welcome, the notion that the 5.2-liter V10 "only" makes 105 ponies more combined with the extra weight just didn't set off any great alarm bells of excitement. I'll put it to you like this: I was much more excited when the 2010 Nissan GT-R showed up at my door.

It's now seven days, four tanks of gasoline and 870 miles later. I drove the wheels off the world's most expensive Audi, thrice. On every type of road, over every type of surface, never venturing more than a few miles from home. I mention that last bit because discounting long trips, I've never put so many miles on a press car. Has my tune changed? Is the ten-cylinder R8 worth the $25,000 price premium over it's "lesser" sibling? Perhaps most importantly, is the Audi R8 5.2 FSI an actual, honest-to-goodness everyday supercar? Jump and find out. And if you don't feel like jumping, please for the good of your eyes, take a few minutes to peruse the gallery, as it is one of our finest ever.

There are two ways to tackle this review. The first would be to make as if I'm texting my 18-year-old soon-to-be sister-in-law: OMG! OMG! OMG! The other would be the responsible, semi-journalistic approach where for every high point, I balance it with some bad news (0-60 mph in 3.7 seconds and 3.7 mpg while doing so). For the sake of informativeness, I'm choosing the later. But let me just say one thing before we start: OMG! OMG! OMG!

Let's get this part out of the way now. There are several problems with the R8 5.2 FSI. The first is the name. R8 5.2 FSI sounds like what NASA might name a new star and is only half as sexy. The easy solution would have been to call it the RS8, but I've long ago stopped trying to make sense of Germanic automotive nomenclature (BMW X6 xDrive35i springs to mind). And since the average man on the street (and that street is probably Rodeo Drive) has zero clue what 5.2 FSI means, Audi stuck several "V10" emblems on the coupe, in case said man wants to know why your R8 costs $25,000 more than his.



The R-Tronic transmission is really terrible. Still. After 20 minutes in city traffic, I arrived at a fellow auto scribe's house and told him to drive because I simply hated the car. In full automatic mode, the R8 lurches between gears worse than any autobox I've ever experienced. Here's the awful kicker, in manual mode it's just as slow and lurchy. You have to hit the "Sport" button to get kinda quick gear changes. Compared to say the real dual-clutch in the Nissan GT-R, Audi's R-Tronic feels at least one generation behind the times. At least. Also, the GT-R's paddles are column mounted (where God and those red-color loving Italians intended them), whereas the Audi's move around with the wheel.

There are almost no situations where it's a good idea to be changing gears mid-turn, and quite a few where it's dangerous to do so, especially because wheel-mounted paddles make it all too easy to accidentally swap cogs. And these feel like they're the same paddles on the A3. The A3 that has DSG mind you, unlike the sinfully more expensive R8 5.2 FSI. And the R-Tronic transmission (only six-speeds, by the way) is a $9,000 option. That said, when the engine revs up to around 5,000–8,000 rpm, Audi's claimed gear change time of one-hundredth of a second is (almost) believable. Luckily there's an easy fix for this: get the gated manual.

Speaking of the A3, our R8 came with over $7,000 dollars worth of interior "enhancements." Going from least to most, $1,300 for an Alcantara headliner, $2,500 for carbon fiber sigma interior inlays and $3,500 for the enhanced leather package. All that filthy lucre gets you an interior that feels like... a tarted-up Audi A3 with a $1,300 alcantara headliner. In case you didn't know, you can't tell the difference between real and fake carbon fiber just by looking or touching, as they both look and feel like plastic. Also, if that's "enhanced" leather, I'd hate to have to sit in the cheap stuff. And the less said about the useless, illegible navigation system the better.



But the major issue with the R8 5.2 is the engine. Now, there is actually nothing in the world wrong with a V10 that puts out 525 horsepower, 391 pound-feet of torque and revs to 8,750 rpm faster than you can say "direct injection." Especially one that seems to get off on exploding unburned gasoline in the exhaust headers when you come off the throttle. But... that very same engine makes 552 horsepower and 398 torques when "Lamborghini" is stamped on the valve covers. While you're chewing on that, let me share our R8's price tag: $172,250 (base price is $155,000 + $2,100 gas guzzler + $1,100 destination + all the extras).

What I'm getting at is that Audi has to find buyers comfortable with spending seven quarters eighths of $200,000 on a car with a detuned motor. I don't know about you, but if I spent $172,250 on anything short of a house, I wouldn't want it to be second fiddle. I would damn well expect said high dollar purchase to be the very best it could be. In this situation, perhaps ignorance is, in fact, bliss. Meaning that Audi might be able to track down a few folks who are not only interested in its top dog R8, but who are also totally unaware of the R8/Gallardo engine connection. Last I heard, there were three of them, all living in Florida. Put another way, are you fooled by the M5 badge on the back of the 525i? Also, the cabin's a little quiet, even under full whap.

Now that all that's out of my system, OMG! OMG! OMG!



Let's start with the looks. In my mind, the R8 still isn't an attractive car, but it sure is something to look at. It's the kind of vehicle a Cylon would drive. To a strip club. Angry, alien, outlandish. Short of the TT and the Bugatti Veyron, there's nothing else (save old Karmann Ghias) that looks anything like it. Not that this is objective in any way, but more heads were turned by this Sepang Blue R8 than by any other car I've ever driven. Retina-searing yellow Lamborghini Gallardos included.

In case you come across both a debadged "regular" R8 and a V10 version and want to spot the differences, here's what they are. The V10 has three black plastic strakes across the rear fascia, while the V8 has four. Huh? Why would the more expensive model have fewer anything than the lesser model? Look closely at the new car's rump and you'll notice a big fat vent in the rear valance. That hole is to vent hot air away from the twisted exhaust headers. Take a second peak and you can actually see the collectors snaking down towards the bottom of the car. This is nothing but pure speculation on my part, but it wouldn't surprise me if the V10 mule that burned down to its aluminum frame on the Nürburgring didn't in fact have the V8's sealed rear end. More empirically, you can feel the heat flowing out of the twin slots after the R8's been in park for 30 minutes.



Speaking of venting, the V10 model has faux-ovoid exhaust tips like the RS4 and RS6. Faux because if you look past them you see the two actual exhaust tips (the Lexus IS F pulls this same trick). The big R8 also has flared side blades, which I quite like, In the same way that I like the asymmetrical sill-air scoops on the Murcielago LP640-4. Awkward for a very good reason – pulling more cold air into the famished engine. The rear portion of the underbody is also different from the V8, looking as if it might provide some downforce. Up front, the headlights are different and then, of course, you have have the 24 LED daytime running lights on each side, there to symbolize Audi's dominance at the 24 Hours of Le Mans. To steal a line from Clarkson, that bit of trivia is sure to impress your date...

Finally, we come to driving. The quickest way to sum up the R8 5.2 FSI is to call it a big, fat, fast Porsche Cayman S, which, please believe me, is a huge compliment, as the Cayman S is perhaps the best handling car I've ever driven short of something severe and doorless like a Lotus Se7en. The big, mid-engined Audi has absolutely no understeer. Shockingly, and quite seriously, none. I know this because after 45 minutes of straight-up canyon terrorism, I got the brakes to fade. I panicked, dug deep into the ABS, then turned the wheel hard to the left – a classic recipe for understeer if there ever was one. To my massive surprise -- I was anticipating that nasty feeling of skipping along on the right front tire -- the R8 just turned. Impressive for any car, but in one that weighs 3,726 pounds? One word: wow.



In big powerful monsters like the Nissan GT-R and Chevrolet Corvette Z06, the handling is without question great. That said, they will understeer when pushed. Even the incredible-for-its-price Mazda MX-5 Miata will plow like a farmer if you cross it up enough. Not the R8. Other modern cars that don't understeer? Porsche Boxster, Porsche Cayman, a couple of $200,000+ supercars, and that's about it. Again, hugely impressive. However, the steering feel is a little numb (like a certain Nissan, you just sort of saw at the wheel and the car goes exactly where you point it). There's basically no feedback, either. This is a little surprising as fully 90 percent of the R8's power is routed to the rear wheels, though I suppose when you have the wheel cranked in anger, some computer is telling the tranny to mete out more juice to the front wheels. Anyhow, she handles like a peach. An angry, tarmac-ripping peach.

The chassis magic doesn't stop there. The R8 is so well set up, balanced and over-tired (Pireli Pzero 235/35/19Rs up front, 295/30/19Rs out back) that not only is the grip seemingly never ending, but you have to really work hard to induce oversteer. 8,000 rpm and some janky, ill-advised steering wheel inputs seems to do the trick. Back to the grip for a moment, it's just tremendous, and rivaled only (in my mind) by the Nissan GT-R, the latter being the best road-hugger I've ever driven. One way to look at the R8 5.2 FSI is 9/10s of a GT-R for double the money. However, another is to understand that Nissan sells the GT-R for half of what it cost them to build and this here Audi is about 98/100s as good to drive. Maybe 99...



Finally, there's the thrust from that mighty, though slightly devolved V10. It's epic, though certainly not as quick in a straight line as the LP560-4 Gallardo. In fact, we know that the Lambo will beat the Audi to 60 mph by three-tenths of a second. And if you can tell the difference between 3.4 and 3.7 seconds, you're a liar. Or very close to one. At the end of the day, a 3.7-second blast to 60 mph is only achieved using the car's launch control (sport suspension on, sport transmission on, hold down the ESP button for about six seconds, left foot on brake, right foot floors the throttle, side-step the brake pedal, buh-bye) and doing that more than once is clutch-homicide. Bottom line, does the V10 R8 feel supercar fast? Yes, it most certainly does.

The real story is what the R8 5.2 FSI feels like when you've just blipped the motor up to 8,000 rpm and have the steering wheel rheostated at 45 degrees before dusting off a sharp turn. It's beautiful. It's glorious. It's wondrous. It's revelatory. Forget all that nonsense I spewed earlier on – nothing but words. Like any supercar – and oh, my yes this sucker is super – all you want to do is push harder and dig deeper. Everyday? I should be so lucky. And I truly wish that every pistonhead everywhere could experience the R8 5.2 FSI on their favorite road approaching full clip. Because as far as cars go, this $172,250 seems like money very well spent.

[Source: Autoblog]

Cargraphic brings Airlift system to Audi R8

The Audi R8 is undoubtedly awesome. It is also undoubtedly low, as in to the ground. Not low enough to prevent you from getting around, but you pay close attention anytime the word "driveway" comes up. Cargraphic has engineered an airlift system to address the issue that can raise the car 72 mm (2.8 inches) in 15 seconds. The best part about it is that it doesn't alter the dynamic performance of the car's suspension.

The airlift places small bellows on the upper spring cup of the suspension. When the bellows aren't inflated, the mounting point is rigid, so the suspension responds as normal. With the compressor, the total weight is just 3 kilos, and there are no hydraulics or fluid to deal with. And the system comes with a remote control, in case you want to show off your additional three inches when you're not in the car.

[Source: Cargraphic]

PRESS RELEASE

With style through the ups and downs
The Cargraphic Airlift Suspension vehicle elevation for the Audi R8

The Audi R8 sets benchmarks and has the situation under control all the time. Its supremacy is, however, deceptive as even a high curb or a steep garage drive can limit the R8's territory. With the Airlift Suspension from vehicle tuner Cargraphic, however, the R8 driver can literally leap over the boundaries which have existed to date, without ruining the expensive front spoiler in the process. For "existing damage" Cargraphic also offers attractive replacements and complete R8 aerodynamic packages in a carbon design as part of its collection.

The pneumatic height compensation system Airlift Suspension, which has been developed in-house, elevates the vehicle at the front spoiler by up to 72 mm. In order to protect the suspension, the process lasts just 15 seconds. "This also results in a cool show effect", says Cargraphic General Manager Michael Schnarr, "particularly in connection with the radio remote control." But show alone is not the remit of the "Performance company". As a result the Airlift behaves completely neutrally with regards to its driving dynamic qualities. Walter Roehrl proved this on the Hockenheimring in 2009 with a correspondingly equipped Cargraphic Porsche 997 Turbo (video stream at www.cargraphic.de). But how is this possible, as after all "air" is not supposed to be part of the good basis of a high-end driving dynamics solution.

The surprisingly fast to mount Cargraphic Airlift is not an air suspension system, but merely consists of air bellows and a separate compressor. The former sit on the upper spring cup of an ideally tested BILSTEIN B16 CSC coil over suspension system and are only used to compensate the height. In inactive condition the bellows form a rigid frictional connection, so that the coil over suspension system alone is used – above 50 km/h the system lowers automatically. The small boot remains untouched by the conversion and the vehicle weight is increased by a mere 3 kilos including the compressor. Effective and efficient, just the way customers of Cargraphic like it. Unlike similar hydraulics solutions, there is also no danger of the insides of the car being ruined by an oil leak. After all, the reputation of the Audi R8 can't receive a black mark on its white vest. Another considerable advantage is: the Airlift is delivered complete with a TÜV/technical component report and does not limit the choice of wheel/tyre combination. Thereby the customer can draw on the attractive R8 alloy program of Cargraphic without limitation, in which the company from Landau offers plenty of designs in 19 and 20 inch, one-piece or three-piece designs. Sonorous stainless steel exhaust systems which are produced in-house by Cargraphic – with or without a valve control system – are also available to round off the design melodiously.

Review: 2009 Audi Q5 3.2 Quattro

Quality costs. Ask a recording engineer. For the same money you'll burn on a pile of inexpensive, non-serviceable gear whose greatest virtue is that "it works," you could alternatively purchase one channel's worth of serious equipment. The trade-off is that the real kit sounds great all the time, while the cheaper stuff never does. Boiled down to their essence, they both do the same thing, but it's the quality of the components and the careful construction that make all the difference.

It's the same thing with the 2009 Audi Q5. $50,000 will put your rump in vast automotive acreage, but for the same coin, the Q5's dimensions are tidy. Combating the "quantity equals quality" mindset, Audi has made the Q5 a standout. It's filled with luxury and comfort items, and put together with typical German fastidiousness. And out on the road, the Q5 chats you up with feedback that's – dare we say – sports-like. So has Audi managed to finally put the "sport" in Sport Utility?

Styling-wise, the Q5 is unmistakably Audi. Without carefully looking, it could be mistaken for its larger Q7 brother, if only ran through a clothes dryer. Initial inspection led your humble narrator to believe that the Q5 shares its underpinnings with Volkswagen's similarly-sized Tiguan, when in fact, the Q5 is based on the A4/A5's Modular Longitudinal Platform. Relatively compact, the Q5's lines share the recent Audi family style, which suggests constant forward motion by playing light along the surface detailing in a raked manner; lower in front than in back, like a modern, Teutonic hot rod.



The sculpted form is subtle and controlled, not over-muscled or gratuitously flared to look like some kind of U.N. Peacekeeping vehicle. The Q5 nevertheless blends in with the noise created by America's booming two-box pseudo-truck market. It's nicely styled and clean looking, but there's only so many places the form factor can go without being overly radical. Everyone knows what a Hummer looks like, and the H1, H2 and H3 share that style. The Q5, too, looks like an Audi crossover should, it's just a much less bold outpost of the styling world.

Audi exhibits its typical restraint with brightwork, with an accent around the windows and brushed aluminum rails tracing the arc of the roofline. Wheels look like blades from some outsized food processor, with a design open enough to bare the calipers for binder-peekers. The batwing taillamps have a gestural motion to their cross-car arc, and finish the back end tidily. It looks like the lights out back hold the entire bodywork in tension, and it's just right. While the Q5 is not outlandish enough to be anything other than just another wagon in denial outside of Nordstrom, A6 drivers will give you that serious-looking nod and half-wave off the steering wheel rim when you drive by.



Even if you aren't an Audi fan, you still might have a dippy smirk on your mug when Mr. Serious A6 offers up his faint acknowledgment, simply because the Q5 manages to be a heck of a lot of fun behind the wheel. The speed-sensitive steering feels heavy until you're traveling at highway speeds, although the wheel's rim isn't the chattiest of Cathies when it comes to feedback from the tires. Audi's 3.2-liter V6 has been to its choir classes and studied the Porsche Songbook for Six Cylinders well. Using the shifter's manual gate, you can hold the V6 at full bellow and enjoy its snarly, metallic growl. Of course, there's really no need to play with the shifter. When left to its own devices, the six-speed Tiptronic transmission makes the most of the engine's 270 horsepower in a quick, precise manner. The Q5's class-average 4,200 pounds will boogie when you push the accelerator down. The fleetness is even aided and abetted by reasonable fuel economy of 17/24 – not bad for something sticking up in the air and carrying all wheel drive.

Bite the Q5 into a slice of trajectory change, though, and a mere three letters will comprise your initial impression: Wow. There's an actual, playful chassis under this thing. It'll hunker and let you adjust attitude slightly with the throttle and carve a line through your favorite backward-S curve in a way that very few vehicles of this type accomplish. Further, the athleticism underneath isn't gained in a Faustian bargain that trades away ride quality.



Bumpy pavement is not smothered by excessive syrup in the springing, but events are mere blips on the scope. Railroad tracks are felt, dealt with and gone, all within the time it takes to traverse them. The Q5 is at once taut and cushy. There's never any bump-stop pounding or nautical swell-riding – it's a rewarding mix. Add the disciplined ride to the enthusiastic cornering, and it adds up to serious entertainment for the individual lucky enough to plant his or her backside in the supremely comfortable driver's chair. Our sampler carried Audi Drive Select, a system that allows drivers to toggle the Q5's responses between "Comfort" and "Dynamic." It didn't really seem to do much – shift points moved up a bit with Dynamic selected – so rather than push another button, we just left it in "Auto" most of the time.

On the topic of button pressing: There's entirely too much of it in the Q5. Simple things have extra steps added. Just try and change the fan setting successfully on the first try. Putting multiple functions on the same set of interface hardware can be a good idea, but Audi's execution is maddeningly overthought. MMI can be inscrutable and distracting instead of returning on its promise of streamlining operation, too. There are a lot of buttons bristling on the center console, as well as Audi's habitually bad placement of the audio volume knob there, and a torpid start/stop button. Admittedly, the non-standard location of the volume knob allows the passenger easy access, and the driver's thumb has its own volume control on the steering wheel spoke. At least it all looks nice, especially the navigation screen and clean, legible gauges.



Lending an airy feel to our test car – while also increasing the weight and raising the center of gravity – was an optional panoramic glass roof covering most of the ceiling. Trying to operate the overly complex human-car interface in any modern Audi may have you picturing that roof as an escape hatch when the machines go awry. Tech is the new thing, though, especially for luxury European makes, and the Q5 is right in line, with lots of menu-driven functions an excellent integration of iPods and even twin SD card slots right on the dash. The rest of the car is joyfully straightforward. Safety subsystems are there to dazzle and delight. Audi Side Assist lights little orange telltales in the side mirrors to warn you of a motorist occupying a blind spot. Optional rear-side airbags offer more pillow when you ignore that car, too, supplementing the already comprehensive list of safety and occupant protection equipment.

Comfort is good in all seating positions, though the roofline's arc may tickle the pompadour of taller occupants. Child seats are easily mounted with well-located LATCH anchors that don't require a search party to find. Materials throughout are high quality, and everything you touch feels damped, padded or buffed to a set of careful specifications. Since it is really just a gussied-up wagon, the cargo space is important. Stroller-bound parents may have some trouble fitting today's oversized kid hardware – there's not enough width for some items to fit any way other than diagonally. Outright space is available elsewhere, though, and the Q5 has enough room in the back for the day-to-day use most owners will give it. If hauling stuff and passengers is your game, the Q5's belly is going to fill up real fast, though.



So what's the bottom line – does the Q5 have the same goodness as a transformer-balanced Class-A microphone preamp? We think it does. Good, expensive hardware always has some kind of undefinable mojo that makes the output of its efforts flat-out brilliant, and that's what the Q5 feels like. The cockpit could use some de-complication, as it's the equivalent to a piece of audio gear's front panel controls, but once you figure out the Q5's deep function set, it becomes all the more endearing. Out of the box, it's simply the best driving crossover in its class, and Audi has put it all together with its typical careful execution. For now, it's the segment's ringer if you can afford it.


Second Look: Audi Q5 3.2 Quattro

With the glut of new premium small crossovers hitting the market as of late (Volvo XC60, Mercedes-Benz GLK, Cadillac SRX etc.), this reviewer wasn't prepared to enjoy the Q5 experience as much as he actually did. While Audi sedans have consistently been at or near the top of the sports/luxury heap, its Q7 big brother didn't properly prime us to drive the baby Q. It isn't that the Q7 is awful, mind, it just doesn't feel chock full of clever engineering like the rest of its four-ringed compatriots – it's absolutely huge on the outside, less so on the inside, and only moderately entertaining to drive. So, if you've got it in your head that the Q5 is merely a Shrinky Dink'd Q7, get that out of your head right now.

As Roth correctly points out, the Q5 is easily the driver's car of the entry-level premium CUV niche, and you notice it right from the off – particularly when specced out with Audi Drive Select, whose variable ratio steering is clearly more heavily weighted than its contemporaries. ADS allows one to tweak both the quickness and the heft of the helm, but even at its lightest setting, it's simply more direct than the others we've sampled. That's not to say that it's not a bit synthetic in feel (it can add weight suddenly at low speeds) or that it's the last word in feedback, but it does a better job than similar systems and the added resistance helps one feel more in control. In fact, it add a feeling of added solidity and security to the whole vehicle, as does the rear-biased Quattro all-wheel drive.

In contrast to Roth, however, this author is significantly less critical when it comes to MMI. While the infotainment system has its ergonomic challenges, familiarity beyond a week of driving helps facilitate ease-of-use greatly, as does the voice activation capability that understands normal conversational terms. And latest generation's updated navi graphics are both fun and helpful. Most of us would just assume abandon the all-in-one ICE solution adopted by Audi and its chief German rivals, but MMI doesn't strike yours truly as any less rational a solution than BMW's iDrive or Mercedes-Benz's COMAND system.

All-in, the Q5 is a clever (if costly) tool that we can see being very easy to live with on a daily basis – both as family men and women – and as enthusiasts.

[Source: Autoblog]