INGOLSTAST, Germany - The Audi R10 TDI has immediately proven to be a first class "street fighter” by claiming first and second positions on the pioneering Diesel sports car’s street course début. Dindo Capello (Italy) and Allan McNish (Scotland) led home the "sister” Audi Sport North America R10 TDI of Emanuele Pirro (Italy) and Marco Werner (Germany) by just 0.426secs after 114 dramatic laps in the second round of the American Le Mans Series in St. Petersburg, Fla.
Allan McNish started from the second row of the 24-car grid with Marco Werner (Germany) on row four for the 2:45 hours, inaugural St Petersburg race on Saturday evening. McNish snatched the lead immediately at the green light on the 1.8-mile temporary track in the city located beside the Florida city’s harbor but organizers deemed the maneuver a jump start, the Scotsman serving a stop-go penalty on lap four.
McNish charged back in to the lead after 21mins and after 47mins, Werner made it an Audi 1-2. Capello took over from McNish in the leading #1 Audi after 80mins during a full course yellow, Werner not stopping to inherit the lead from Capello. Pirro resumed in fifth place when Werner made a scheduled full service on 1:50hr while Capello, who went back into the lead after Werner pitted, made a "splash and dash” for diesel with 45mins to run without losing the lead. A final caution period produced a nail-biting and tense "five-minute race” to the checkered flag between the two Audis.
[Source: Audi]
Saturday, March 31, 2007
FLASH NEWS: AUDI TDI POWER ALSO REIGNS IN ST PETERSBURG
Revo Technik: Peformance ECU Software for your A4 B7 2.0T FSi
Revo Technik is another provider of upgraded software for the ECU to chip you Audi A4 B7 model. Some basic information from their site is available and their performance software delivers an impressive 55 horses over the stock horsepower of 200. Their ECU upgrade, available via flash programming is available for only $499. See the Revo Technik site for more information.
I attempted to pull down the dyno information from their website, however the graphs were not working. :-(
Here is the information from Revo:
Welcome to Revo, the ultimate in performance software for the new Audi A4 equipped with the new 2.0Litre FSi Turbo power plant.
Our engineering teams have spent countless hours ensuring that they have delivered to you the most responsive, smoothest and most powerful software available for this chosen application. With in excess of 275BHP available from this robust new generation of engine, our race proven performance software produces a fantastic low- mid end torque increase, a much improved throttle response and a smoother more powerful top end delivery. With the imminent release of the new SPS Plus device, you will have the option to change settings allowing adjustments for climatic conditions and the fuel grade to be used.
[Source: Revo]
Neuspeed: Engine Management Upgrade for your A4 B7 2.0T FSI
Neuspeed is another provider of upgraded software for the ECU to chip you Audi A4 B7 model. Unfortuantely, there is not as good information on the Neuspeed site as you find on other tuning websites. However, their ECU upgrade, available via flash programming is available for only $499. See the Neuspeed site for more information.
NEUSPEED now has software for your new Audi A4 equipped with the 2.0T FSI engine. Renowned for smooth driveability and exceptional reliability this new software provides exceptional horsepower and torque gains.
As you can see from the dyno chart (click dyno above), our 2005 Audi A4 was independently tested. Wheel horsepower and torque peaked at 198 and 237 lb-ft respectively. According to the dynamometer operator, to calculate gains at the engine simply multiply by 1.3 to correct for drive train and dynamometer losses. Correcting for those losses, the numbers are impressive – 257 horsepower and 308 lb-ft of torque!
NEUSPEED is now able to flash program Audi A3 and Audi A4 2.0T via the OBDII diagnostic port. Call for details or to find a NEUSPEED programming dealer near you.
[Source: Neuspeed]
GIAC: Audi A4 B7 2.0T Flashloader Chip ECU Upgrade
GIAC provides a number of upgraded tuning options for your 2006 or 2007 B7 Audi A4 2.0T FSI. Here is a quick flash performance software upgrade that can give you great boost of 41-hp and 75-ft/lbsof torque on your Audi B7 A4 2.0-liter turbo FSI engine 91 octane fuel. In addition the 7000 RPM rev limited is removed in addition to the vehicle's speed limited. Their price is $550.00, and you can give their site for more information and dealers. Multiple programming options are available including: 95-98 RON, Stock, Valet, Kill, 104 RON, 91 Octane, 93 Octane, 100 Octane, and Privacy Firewall.
Here is the dyno on their performance software ECU upgrade for the X-chipe:
[Source: GIAC]
Here is their information on the upgrade:
Silky smooth drivability, with gobs of power everywhere. This software upgrade really gives the heavy A4 sedan a nice kick in the pants with a dyno verified 31 crank horsepower and 28 crank torque increase with S-chip and 41 crank horsepower and 75 crank torque increase with X-chip, as measured on our AWD Mustang chassis dyno, on 93 octane pump fuel. That's an incredible 250hp and ~260tq at the crank on S-chip and 260hp and 305tq at the crank on the X-chip!
Single flash programs only available at this time, with switching capability between race fuel, stock, valet, and security kill programs soon to be released.
Special Note Regarding Fuel Pumps on the 2.0T: There is some debate regarding the performance effects of the high pressure fuel pump, found in the engine bay and required to produce the extremely high fuel pressures of the FSI system. The factory has superceded the high pressure pump part number from 06F127025B to 06F127025F. There is no definite cutoff date when cars began coming equipped with the 06F127025F part number, and the only real way to tell which pump your car has is to remove the engine covers and look at the part number on top of the high pressure pump. On the B7 chassis A4, the pump is located near the firewall at the end of the fuel rail as in the below picture. On all other 2.0T cars, it is found at the end of the fuel rail towards the driver side front of the car.
If your vehicle is equipped with the old part number pump 06F127025B, we recommend using the Sport Flashloader chip program available for your vehicle to prevent surging issues, especially if you have an aftermarket high flow cat. GIAC has done extensive testing on multiple 2.0T vehicles and has found a correlation between surging with higher boost levels with the old pump number. If your vehicle is equipped with the new part number pump 06F127025F, you can opt for the X-Chip Flashloader file, no matter what exhaust system is used.
If your vehicle is equipped with the old part number pump, there are very limited new part number pumps available for purchase at this time. There is also the possibility of getting the new pump installed under warranty free of charge. Contact your VW/Audi dealer for more information.
APR: Audi A4 B7 2.0T FSI - APR ECU Upgrade
APR provides a number of upgraded tuning options for your Audi A4 B7 2.0T FSI. (among other models) Here is a quick breakdown of their ECU chipped software upgrade that can give you a boost of 32 horses on your A4 2.0T engine with 91 octane fuel to a total of 232hp. Their price is $599.00, and you can give their site for more information and dealers.
Here is the dyno:
Here are the details on their ECU upgrade:
The ultimate chip upgrade for the B7 A4 2.0T FSI engine is available from APR. After months of long nights and many hours of dyno work we are pleased to offer you chip tuning that is second to none. We have worked hand in hand with many customers to deliver a chip that works. Expect huge increases in low-end torque, improved throttle response and a smoother, more powerful top end.
Stage I ECU Upgrade
Not only does our Stage I software give you higher peak numbers of 241 horsepower and 292lb-ft. of torque, but also gains of up to 57 horsepower are available at lower rpms! This software is the ultimate upgrade for the new B7 A4 and gives it just the extra edge these cars lack from the factory, without pushing the limits. With factory like smoothness and drivability, the new power will fill the void in an otherwise excellent car.
APR chips are available in an octane specific version for the octane of gasoline that you typically run in your car. The power that the chip makes also depends on which ECU is in your vehicle. The A4 2.0T ECU can be upgraded via DirectPort Programming. For more information on DirectPort Programming, please see the DirectPort page. For more information on the ECU upgrade, please see the charts below.
Program switching is now available for the B7 A4 2.0T. Up to four programs, FCE/TBA, and the security feature are now available. APR Anti-theft will be available soon. Anyone who purchased APR software before 10/3/2005 is eligable for the second program for free.
All APR chip upgrades use encryption, which serve several purposes. First, it keeps prying eyes out of our software and prevents lesser companies from copying the chip and degrading the product. Secondly, the encryption prevents the dealer from flash programming the ECU. Also, all APR software is undetectable to a dealers VAG diagnostic tool.
All APR chip software comes with lifetime free updates. There is also a lifetime warranty against defects in the software. All chip upgrades have a 30-day Money Back Guarantee.
[Source: APR]
Video: Unreleased R8 on the streets of Miami!
Great video from down in South Beach of a "new" unrelease Audi R8 with Michigan plates in Miami, FL. Apparently the car belongs to Anthony Kennedy, yes those Kennedys. Video shows some great close up shots of the vehicle and then the driver taking off down the street. Enjoy!
Video after the link:
Audi third on the grid in St. Petersburg
Ingolstadt, 30 March 2007
Diesel-powered sports car also fast on street circuit Allan McNish quickest in LM P1 class despite accident Marco Werner seventh in “sister” Audi.
The two Audi R10 TDI sports cars will start Saturday’s second round of the American Le Mans Series in St. Petersburg (US state of Florida) as fastest LM P1 prototypes from the second and the fourth rows of the grid. In the first ever appearance of the revolutionary diesel-powered sports car on a street circuit, defending champion Allan McNish headed the field in the last free practice session on Friday. He also set the pace with the 650-hp R10 TDI at the beginning of qualifying before being relegated to third position by the fastest two LM P2 sports cars.
When he tried to get the provisional pole position back, the Audi factory driver touched a wall. The Audi R10 TDI was only slightly damaged at the rear.
Marco Werner was a little more conservative at the wheel of the "sister” Audi: With a gap of almost a second to pole position, the German qualified seventh.
The race in St. Petersburg starts on Saturday at 5:05 p.m. local time (11:05 p.m. in Germany) and lasts 2:45 hours.
Quotes after qualifying
Dr Wolfgang Ullrich (Head of Audi Motorsport): "The qualifying results proved our computer calculations: On this track and with the current regulations, the LM P2 cars are just in a better position. Despite this and with a lot of effort, Allan (McNish) tried to get on to the front row. If you take maximum risk, it can happen that you spin. Fortunately there is not much damage to the car.”
Dindo Capello (Audi R10 TDI #1): "It’s going to be the toughest race to date for the Audi R10 TDI. Allan showed in qualifying that we have good speed and now we must try to reproduce that pace in the race for 2 hours and 45 minutes. I believe that this will be difficult for us to achieve compared to the lighter and more agile LM P2 cars. Turns 5 to 8 especially hurt our heavier car. But the times we have achieved are better than we anticipated, especially after walking the circuit yesterday.”
Allan McNish (Audi R10 TDI #1): "I pushed to the absolute maximum and unfortunately pushed a little too hard resulting in me hitting the wall exiting Turn 9 after trying to carry too much speed through. Porsche had taken away my provisional pole position and I wanted it back. A good qualifying position was vital to get here and now the other battle occurs in the race. I don’t know how it’s going to work out for us with many different strategies being applied but we’ve found a good set-up for our car.”
Emanuele Pirro (Audi R10 TDI #2): "The St. Petersburg event is really good and the race track very well built. Although our R10 TDI is a car which likes fast straight lines more than tight corners it’s nice to share this event with the IndyCar Series. Marco did a good lap in qualifying. We have a different tyre choice than the other car. Practice time was short, so we still have to improve the set-up a little bit. But I think the condition of our car is better than our position shows in qualifying. The race is long, so I’m looking forward to it.”
Marco Werner (Audi R10 TDI #2): "Things did not go too bad today. We improved from session to session – even by a full second from the last practice to qualifying. The lap was good, the time also. But the starting position obviously is not perfect. Going into the race from seventh position means you are in the middle of the pack. It would have been nicer to start further towards the front. But more was not possible today for me. You have seen also with Allan that we are driving right on the edge.”
Dave Maraj (Team Director Audi Sport North America): "Qualifying was better than I’d expected and our two Audis are closer to the Porsches than I’d predicted with the #1 Audi just three-tenth’s off pole-position. As to what kind of speed the LM P2 class Porsches can run in the race compared to us we’ll just have to wait and see.”
The starting grid in St. Petersburg
1 Dumas/Bernhard (Porsche) 1m 03.039s
2 Maassen/Briscoe (Porsche) 1m 03.189s
3 Capello/McNish (Audi R10 TDI) 1m 03.415s (1st LM P1)
4 Fernandez/Diaz (Lola-Acura/Honda) 1m 03.432s
5 Herta/Franchitti (Acura/Honda) 1m 03.746s
6 Brabham/Johansson/Dayton (Acura/Honda) 1m 03.807s
7 Pirro/Werner (Audi R10 TDI) 1m 04.139s (2nd LM P1)
8 Dyson/Smith (Porsche) 1m 04.376s
9 Wallace/Leitzinger (Porsche) 1m 04.845s
10 Lewis/McMurry/Willman (Lola) 1m 08.536s
[Source: Audi USA]
Friday, March 30, 2007
Video: 2000 Audi S4 - Running 1/4 mile 11.0 @ 128MPH
Here's a great video from YouTube. It's a 2000 Audi S4 with a few mods and some tuning done on it. The video shows a couple of quater mile runs, both right at 11.0 and 128mph. In fact, the shift to second gear was a little rough in one of the runs, which means this car may be able to run just under 11.0 with the right driver.
Here is the list on the car:
OEM K04s @ 21-22psi
AWE-GIAC Fuel & Software (ECU)
Weight Reduction O'Plenty
427whp on AWD Mustang Dyno
Stock bottom end/heads/cams
Pretty Impressive, video after the link.
SPY PHOTOS: New Audi RS6
As a direct competitor to the Mercedes E63 AMG and BMW M5, which have both been presented a while ago, Audi is planning to offer the RS6, seen here undergoing final tests at the German Nurburgring. 
The bigger air intakes in the front bumper, the wider fenders and the diffuser at the rear are the key clues. While the S models have four round exhaust pipes, the RS models will receive oval pipes as their distinguishing feature.
Shown in these spy photos is the saloon, but the new RS6 will also be available as an estate.
Powered by the same V10 engine as the S6, but with some help from a turbo delivering about 520-550 bhp, this Audi will give the M5 and E63 AMG a strong challenge.
The RS6 will debut in Frankfurt in September this year.
[Source: WorldCarFans]
Thursday, March 29, 2007
Commercial: The Audi R8, born of powerful ideas
Great new commercial from Audi on the soon to be released R8.
This is considered the "warm up" commercial for the Audi R8 as it gets into gear, covering 70 years of motor racing history in 60 seconds.
The details include:
* Six days of filming in Mexico with a total of 1,050 extras
* Crew of 100 shoots ten kilometres of film
* Tagline: "The Audi R8 -- Born of Powerful Ideas"
Video after the jump:
Text:
In 1934, we set a new standard for racing cars -- the mid engine.
Later, we revolutionized motorsport once again -- with our light aluminum construction.
In the late '70's, Quattro marked the beginning of a new racing era.
In 2001, our FSI technology proved to be unbeatable in LeMond.
We have spent 70 years preparing for this start.
The Audi R8, born of powerful ideas.
Update: APR's New Facility Announcement
New APR Facilty Announcement
If you, like many, have visited our current facility in Auburn, AL, you know how space-confined and limited we currently are. You will see exhaust systems in boxes piled to the ceiling, CNC machines with inches of clearance around them, and equipment and parts stacked one upon the other. On a normal workday, employee cars are double parked outside and the restrooms are always in use.
It is with great excitement that APR would like to announce the ground breaking of our new performance campus. The twelve acre site will be the new world headquarters for APR.
The campus will include a state of the art building (designed to our exact specifications and to reflect the spirit of the brand), two additional dyno bays (including an engine dyno), and a test track. Since our first day of business, APR has poured all our revenues back into the business to continue to bring our customers the very best. It is because of you our loyal customer base that we owe all our success. Thank you from the entire APR staff.
This new facility will allow us to stock more inventory, produce more parts, and expand our product offerings. It will also allow our employees to work in a more professional environment. This is a very exciting project and we will be updating the site often so you can follow the project to completion.
We expect the entire building project to take between 10-12 months. Brown and Chambliss are the primary architects with Tiger Constuction as the primary contractor. Stay Tuned and GO APR!!!!
[Source: APR]
JE DESIGN´s next aTTack - Audi TT now All Around Package
JE Audi TT back (pressebox) Leingarten, 29.03.2007 - - 180 kW/244 PS and 355 Nm torque for 2,0 TFSI
- complete optical package, wheels in 20", 4-pipe stainless steel sports exhaust
- Sport springs, coilover suspension
- 20"-forged wheels
- in preparation: compressor-Kit for the 3,2 Liter V6 with 350 PS
Audi barely released the TT on the market and JE DESIGN already came up with modifications. Now out of Leingarten, Germany, one can receive "huge" helpings while going back for seconds. In addition to suspension and motor is a complete optical package including improved brakes, a 4-pipe stainless steel sports exhaust and 20" wheels. 
JE DESIGN sets the the 2,0 Litre-TFSI motor under heavy pressure. Following alterations to the motor control system, the turbo gasoline-engine car has 180kW / 244HP at 5100 RPM (series produced: 147kW / 200HP). The series produced 280 Nm increases to 355 Nm providing measurably improved elasticity values. Aside from this the TT races a clean 247 km/h (series produced: 240 km/h). Naturally customers can expect better acceleration. The TT from JE DESIGN wins from 0-100 magical mark in just 6 seconds. In accordance, this motor meets all emission regulation requirements. Additionally JE DESIGN supplied parts provided for enhanced power have been approved through TÜV: German Technical Inspection Association. 244 horsepower is a okay, but JE DESIGN already has scheduled to bring in the next big hammer. The Leingarten based tuners are in preparation of a compressor kit for the 3.2 Liter-V6 that elicits a Porsche-killing 350HP.
Optics and Sound Tuning To leave a stronger mark in the rear mirror of other cars, JE DESIGN provides the TT with distinctive features of a two-part front spoiler mounted on the left and right front. Perfectly matching and connecting this components is a spoiler lip in carbon-look, which also enhances a touch of motorsports. In back, JE DESIGN throws in a diffuser-insert in carbon-look for use in combination with a JE DESIGN 4-pipe stainless steel exhaust silencer which especially creates a sporty sound with the 3.2 Liter-V6 motor. It can be fitted to the 2.0 TFSI version as well. Naturally, the exhaust silencer is delivered with EC-approval. The diffuser-inserts come alternatively in a standard version finished in matching car or contrast colour.
A discreet rear spoiler lip for lift reduction rounds up the new rear view. All aerodynamic components are constructed per CAD guaranteeing precision fitting. The front spoiler part as well as rear spoiler lip are constructed of high quality PU material and the diffuser-insert is of ABS-plastic.
Suspension, Brakes and new Wheels
A lowering set of sport springs, available for front wheel drive and quattro-versions, relocates the TTs' centre of gravity by 30 mm downwards thereby improving the agility of this coupe. The lowering set can be used as well in vehicles with magnetic ride system (MRS). JE DESIGN makes even better driving performance for the TT-version possible through an adapted and adjustable coilover suspension. Recommended for those who prefer an even brisker movement of the JE DESIGN-TT is a 4-piston sports brake system in size 330x28mm guaranteed for better deceleration. JE DESIGN offer includes ventilated brake disks, brake callipers, brackets, added-on parts, sport steelflex lining and TÜV parts approval.
Ultimately vehicle tuning amounts to new attractive wheels. JE DESIGN proposes as largest and naturally best looking option a 20" large, forged wheel in 8,5x20" ET 35 and in "Super polished" finish or optionally a complete wheel set with tires 245/30R20Y. An alternative offer is 10x18" (Model "Visage") or 19" wheels with 245/35R19Y (Model "Multi-spoke" in "Shadow Silver" or "Chrome-look"). Either way the TT is well "soled" with JE DESIGN.
Naturally this complete program is also available for the new Audi TT Roadster.
For further information to the complete tuning program from JE DESIGN for VW automotive group can be found in the internet under: www.JE-DESIGN.de
[Source: Press Box]
Wednesday, March 28, 2007
Audi's Engineering Marvel Worth Seeing
Audi's Engineering Marvel Worth Seeing
By TONY FABRIZIO
The most interesting race car on the planet races this weekend in the sports car portion of the Honda Grand Prix of St. Petersburg.
The Audi R10 TDI is an amazing German engineering feat, a car that's not only more powerful than anything else in its league, but also gets superior mileage on a "clear like water" synthetic diesel fuel.
Meanwhile, in NASCAR, they've just made the move to unleaded gas.
"The very special thing about this car is it has a diesel engine, and it's running with the cleanest fuel you can get," Wolfgang Ullrich, head of Audi Motorsport, said by phone Tuesday. "So it has the highest level of efficiency, meaning low consumption, and the best level of emissions you can imagine."
Did we mention quiet? Most racing cars are so loud they can make you go deaf. This one makes you think you're deaf. The R10 shoots by during an American Le Mans Series race, and the prevailing sound is a wind-made whoosh.
The car is sleek and futuristic - and longer than the typical prototype because the engine is longer. Its steering wheel, speckled with buttons and digital displays, looks like something from a spaceship.
And the diesel engine isn't any diesel engine. This one is a twin-turbocharged, dual-overhead-cam aluminum V-12 with four valves per cylinder that produces 650 horsepower and a colossal amount of torque - measured at 1,100 Newton meters.
Cutting Edge
The fuel is Shell V-Power diesel, based on a clean diesel that's available in about 5,000 Shell stations in Europe. An important component in the fuel is GTL (gas to liquid), a synthetic fuel that is extracted from natural gas.
In the engine compartment are two compact diesel particle filters that Audi and technology partner Dow use to gather findings for road cars.
"These filters guarantee there is no smoke and no particles coming out of the exhaust system," Ullrich said. "This particular filter collects certain [particles] that exist in the combustion. They collect it, and they also regenerate during racing."
Audi - owned by Volkswagen, by the way - is putting direct-inject TDI diesel engines in about half of its production cars and considers the R10 a rolling laboratory. A relationship between Audi Sport and Audi AG Technical Development assures that technology is transferred to and from motor sports to production vehicles.
By racing in America, Audi gets to promote a technology it believes would help cut consumption. "I think the miles per gallon with a diesel car, especially in the American way of driving, would be so far lower in today's cars, and this would be a clear reduction in use of oil," Ullrich said.
Unbeaten, Untied
From its debut at Sebring in 2006 to the 55th Sebring two weeks ago, the R10 has gone 8-0 in ALMS competition. And last June, the R10 became the first diesel-powered car to win the 24 Hours of Le Mans, while refueling less often than the competition and completing a record distance.
The Audi's fuel mileage was so good the rule makers required the R10 to carry a smaller fuel cell for 2007 - "something we did not appreciate," Ullrich said.
Audi will have two cars entered at St. Petersburg. While they will be driven by accomplished drivers and should easily better the other two cars in the top-flight LMP1 category, a serious challenge could come from the Porsche Spyders and new Sebring-winner Acura ARX in the LMP2 class.
LMP2 cars are about 330 pounds lighter than the more powerful LMP1 cars, and on a tight street course, weight could be crucial.
"Yes, we are concerned," Ullrich said. "We have seen how close they were at Sebring, and Sebring is a circuit where you have quite some straights where you can use the additional power to overtake. But on a circuit like St. Pete, it will be more difficult."
Which means the amazing Audi R10 will have to work for this one. All the more reason to check it out.
[Source: TBO.com]
New challenge for the Audi R10 TDI
INGOLSTADT, Germany - The LM P1 prototype was developed for the circuit at Le Mans, which is one of the world’s fastest tracks featuring long straights and quick corners. The average speed per lap at Le Mans is more than 142 mph, while the medium speed in St. Petersburg is expected to be less than 100 mph. 
The roughly 330 lb. lighter Acura/Honda and Porsche LM P2 sports cars which, due to a change of rules, are allowed to compete in the American Le Mans Series with more engine power than at Le Mans, were already nearly equal to the Audi R10 TDI in the Sebring season opener on account of the regulations. On the slower street courses, such as St. Petersburg, their benefit from the 330 lb. weight advantage in the LM P2 class will even be greater, as it affects acceleration, cornering speeds, braking distances and fuel consumption considerably.
Still worse for Audi, the Audi R10 TDI - as a diesel sports car - has to compete with a fuel tank that has been reduced by ten percent: instead of 90 liters, the fuel tank contains no more than 81 liters in 2007. At Sebring, this restriction already resulted in the Audi drivers having to refuel up to five laps earlier than the LM P2 cars - despite the low consumption figures of the diesel engine. In St. Petersburg, the situation will be similar.
Despite these serious handicaps AUDI AG decided to continue its commitment in the American Le Mans Series to give as many American spectators as possible the opportunity to witness the revolutionary Audi R10 TDI on the race track. After all, the "whispering revolution”, as fans are calling the R10 TDI because of its quiet diesel engine, heralds a major diesel campaign by Audi in the United States.
The city race in St. Petersburg on Florida’s Gulf coast will be staged in conjunction with the North American IndyCar Series. For the teams of the American Le Mans Series, it will be a two-day event. Before qualifying on Friday afternoon, the teams will have only two 60-minute free practice sessions. The race will start late in the afternoon on Saturday, at 5:05 p.m. local time, and continue into the hours of dusk.
For Audi Sport, St. Petersburg is by no means unknown territory: In 1988 St. Petersburg provided the venue for the finale of the TransAm Series, in which Audi triumphed with the 200 quattro. That race in St. Petersburg was won by two-time World Rally Champion Walter Röhrl. It was Audi’s last appearance in the TransAm Series before - in 1989 - Audi changed to the IMSA GTO Series due to a change in the regulations.
Quotes before the race in St. Petersburg
Dr Wolfgang Ullrich (Head of Audi Motorsport): "The diesel racing commitment in the American Le Mans Series is important for promoting diesel engines in America. That’s why we decided to continue competing in the American Le Mans Series. We know, however, that in view of the current technical regulations, it will be very difficult for us being successful in the upcoming races. Audi is accepting this challenge nevertheless. We’ve had some positive discussions with the management of this racing series concerning the future developments of the rules.”
Dindo Capello (Audi R10 TDI #1): "Generally, I like city circuits, Houston - with the R8 - was a great race for us last year. But we know that street courses are not optimally suited for our Audi R10 TDI. It was developed for long straights and quick corners like the track at Le Mans. For me, the lighter LM P2 cars are the favorites in St. Petersburg. But we want to win the championship. This means that we also have to be competitive on circuits that are less suitable for our car.”
Allan McNish (Audi R10 TDI #1): "None of us has been in St. Petersburg before - apart, unfortunately, from some of the Acura/Honda drivers who know the track from having raced IndyCars there. But with a sports car, St. Petersburg is new territory for them as well. A street circuit brings in a lot of factors we normally don’t see. You have to drive even more precisely because the walls are unforgiving. Apart from this, the car has to be able to handle the bumps and different road surfaces. So far we’ve always managed doing a pretty good job of setting up the R10 TDI for various circuits - this is also proved by our 100-percent record of success. But I’m convinced that the LM P2 cars - thanks to their weight advantage and the engine power they’re allowed to use at the moment - will occupy the front row of the grid, and perhaps the second as well. The 150 kilograms of weight difference are particularly notable when braking and cornering in hairpins.”
Emanuele Pirro (Audi R10 TDI #2): "I’m very much looking forward to St. Petersburg. Sebring was a great race and showed us the strength and high level of the competition. As a racer I’m really excited about this - even though we’ll be having a difficult time on a city circuit like the one in St. Petersburg. At Sebring, 50 percent of our focus was still on preparing for Le Mans. From now on, we can concentrate on the championship 100 percent. That’s exactly what we’re going to do, and we’re going to give our best to score as many points as possible.”
Marco Werner (Audi R10 TDI #2): "Actually, I like city circuits, and I’m looking forward to racing on one again. With the Audi R8, I was very successful on city circuits in 2003 and in Monaco I won in Formula 3. Such tracks suit me well. But looking back on Sebring and analyzing the R10 TDI’s advantages, I realize that we’ll be having extreme difficulties in the future, particularly on city circuits.”
Dave Maraj (Team Director Audi Sport North America): "At Sebring, we saw how fast the new LM P2 cars are. They’re lighter and thus very agile. Acura/Honda impressed me in particular. They were competitive straight away. They’ll be giving us a hard time in St. Petersburg.”
The schedule in St. Petersburg
Friday, 30 March
8:15 - 9:15 Practice 1
1:10 - 2:10 Practice 2
2:50 - 3:10 Qualifying (LM P1 / LM P2)
Saturday, 31 March
11:50 - 12:15 Warm-up
5:05 - 7:50 Race
[Source: Audi USA]
Audi announces 2008 R8 U.S. pricing
AUBURN HILLS, Mich. – Audi of America, LLC announced today pricing for the all-new 2008 R8 sports car. The R8 with a six-speed manual transmission will have a manufacturer’s suggested retail price of $109,000 when it launches this fall in the United States. Models equipped with the six-speed R tronic automatic gearbox will start at $118,000. 
The R8 is the first mid-engine sports car Audi has ever produced. With a 420 hp V8 4.2L FSI engine and rear-biased quattro® all-wheel drive system, the R8 has the performance capabilities unlike any Audi before it. With a zero to 60 mph time of 4.4 seconds and a top speed of 187 mph, the R8 is the fastest Audi ever produced. The lightweight aluminum frame and body and 44:56 front-to-rear weight distribution give the R8 tremendous handling capabilities, with the balance expected of a mid-engine sports car.
Standard luxury features include Audi magnetic ride, automatic bi-xenon headlights with LED daytime running lights, LED taillights and LED engine compartment lighting. 19-inch alloy wheels, automatic climate control, power and heated leather/Alcantara sport seats, cruise control, Sirius® satellite radio, and nine-speaker audio system. An optional Convenience Package includes Audi parking system advanced with rearview camera, Audi hill hold assist, a six-disc CD changer, HomeLink®, Bluetooth® phone prep, auto dimming exterior mirrors, and a storage package. 
Stand alone options on the R8 include a 12-speaker, 465-watt Bang & Olufsen® sound system, Alcantara headliner, Audi navigation plus, an upgraded Leather Package, and Enhanced Leather Package which includes a leather covered dash and interior trim pieces, metallic/pearl effect paint, carbon fiber sideblades, body color sideblades, and the previously mentioned R tronic automatic gearbox. These options allow R8 owners to personalize their sports car to make it an even more exclusive vehicle than it is right from the hand-assembly plant in Neckarsulm, Germany.
Audi’s history in America dates to 1969, when the brand was first introduced to the U.S. market. Today, a network of over 260 Audi dealers currently offers a line of premium vehicles that include the Audi A3 compact; the sporty A4 sedan, Avant and Cabriolet models; the high performance S4 sedan, Avant and Cabriolet models; the high-revving RS 4 sports sedan; the design-leading A6 sedan and Avant; the all-new Audi Q7 performance SUV; and the all-aluminum Audi A8; and the new V10-powered S6 and S8 performance sedans.
[Source: Audi USA]
Tuesday, March 27, 2007
Lucire: Muscles in a suit
A few selected excerpts from a recent article on the new Audi TT at Lucire. See the source link information at the bottom for the complete article.
.....Photographer Douglas Rimington
said he would not consider getting into the Audi TT that I had been loaned if it
had been the first-generation model. Therein lies the rub. The first-generation
TT might have been a style icon of the 1990s, redefining what were acceptable
proportions for a sports car, but it came as part of a wave that included the
BMW Z3 and the Porsche Boxster.......
....So, Audi made the new TT wider and longer, but no higher. The bulbous surfaces
of the original were tautened. The design language is different, when you go
close up and look at the profile of the new car. These are muscles underneath a
Hugo Boss suit, and if we men cannot have a phallic-symbol car, we might as well
have one that is muscular. The lights are trapezoidal, slanting into the grille.
Down the back, where the greatest changes had taken place, the designers made
the automotive rear end look less like a human rear end. The TT, in this
incarnation, is a tougher machine, still recognizable as a TT, but no longer
girly..........We had the 3·2 quattro (Audi asks that it be spelt in lowercase). If it has a
Golf platform, then we sure as heck didn’t recognize it. Built on the Audi
aluminium space frame, it was brimming with high-tech features, including a
magnetic damper system that uses particles inside the shock absorbers to make
the suspension firmer.....
.....There is one aspect of the TT that still suggests it is a car in a suit.[Source: Lucire] Read more of this post!
The four-wheel-drive transmission keeps it firm on the ground, so while you can
still make it turn a wheel in anger, it never loses composure. For those wanting
to throw the back out for fun, think again. The grip comes from the power being
applied to all wheels, and from traction control. Boy racers can look elsewhere,
and that is good news.....
Monday, March 26, 2007
Tuner Special: Je Design Audi TT
LEINGARTEN, Germany — Je Design is the latest tuning house to fashion a special edition of the Audi TT coupe and roadster.
The company starts with the turbocharged 2.0-liter four-cylinder engine, alters the electronic controller and hikes output to 244 horsepower and 262 pound-feet of torque. Top speed climbs marginally, to 153 mph.
Je Design also says it is working on a brawnier 350-hp turbo version of the TT's 3.2-liter V6.
Under the metal, the company fits a new set of springs that drops the ride height by 1.2 inches and adds an adjustable coil-over suspension. Upgraded brakes and larger wheels, in 19- and 20-inch sizes, are available.
The Je Design aero body kit bundles a two-piece front spoiler, a rear diffuser and a rear spoiler lip.
What this means to you: Yet another go-fast kit for the TT.
[Source: Edmunds]
Audi’s Aggressive Action Plan
Great article on Audi growth and quest for respect in the German luxury car space. In addition, a great interview with Audi of America's CMO.
Audi’s Aggressive Action Plan
By Marty Bernstein
AIADA Contributing Editor
Audi of America, in my opinion, could be the equivalent of Rodney Dangerfield, the comedian who got no respect.
Consider a few facts: BMW, Mercedes-Benz and Lexus each out-sell Audi by thousands of vehicles. The brand spends less in advertising than the other big luxury–status car brands may spill. There’s that terrible lingering 60 Minutes episode for the older generation of car buyers.
But don’t even think of crossing off Audi or minimizing the company’s objectives. They are very, very serious, aggressive and ambitious.
The Past is not Prologue
Audi, the other German luxury brand, is trying harder to set a fast pace the others will attempt to emulate and eventually envy. Consider a few of the little things it has already accomplished, such as:
•Almost tripling U.S. sales from 34,160 units in 1997 to 90,116 in 2006;
•Doubling model count in the next 8 years with 18 new models;
•Expanding exclusive Audi dealers to almost half its retailers;
•Increasing sales in major metropolitan areas; and,
•Setting record paces with the first diesel powered racecar.
And don’t forget, Audi has the rather deep Euro pockets of Volkswagen which owns almost all (99.7 percent) of the 4-overlapping-ring-logo company to help assist with its ambitious goals.
As examples, a plant in Belgium was recently added to the list of Audi plants in Germany, Slovakia, Hungary, and China. It will manufacture a new compact Audi, yet unannounced but in development. Then, there is a corporate commitment to invest €11.8 billion in new products between 2006 and 2011, which at current conversion rates equals $15.9 billion. Not exactly chump change.
Audi AG sales so far in 2007 (excluding March) set new records as worldwide sales of Audi vehicles rose to more than 144,000 vehicles in the first two months of 2007, up 9 percent on the same period last year. In February alone, the company equally recorded an increase of 9 percent and recorded the best February in the company’s history by selling in excess of 69,000 vehicles.
Audi of America had a good first two months as well, registering a 37.5 percent increase in February 2007 sales compared to February 2006. Sales totaled 6,609 for the month. Sales in 2007 through February are up 19.4 percent to 3,008 vehicles. But surprisingly for a luxury brand, the U.S. is not the number 1 export market for Audi – it’s China!
That’s right, China, where in the first two months of the year Audi reported a sales growth of 31 percent with 15,600 vehicles sold in total (excluding Hong Kong). Just in February, Audi recorded a considerable rise of 29 percent to 7,200 units sold.
Audi’s business also grew in other important markets, such as: France (8,800 units, up 17 percent), Great Britain (12,000 units, up 12.2 percent), Italy (10,600 units, up 10 percent), while sales in Russia recorded a rise of 91 percent to 1,900 vehicles.
America’s Luxury Buying Component
According to a recent wealth report by TNS Financial Services, there were 8.9 million (yeah, million) millionaires in the United States last year. That’s up 700 thousand from the previous year. Forbes had more billionaires than ever on its current list. And there’s the ‘emerging-aires’ – those with a net worth in excess of $250 thousand, who number almost 25 million. Big numbers. Bigger bucks.
Audi is appealing to America’s fascination with the Gemini twins of celebrities and show biz. They opened a design center and lifestyle studio in a former hanger at the Santa Monia, California airport, sponsored the Elton John Academy Awards bash for a few years, have opened a luxury showroom and space venue on Park Avenue called the Audi Forum, and have set new records in the Über-rich sport of automobile racing, with of all things, a diesel engine racecar.
Growing Audi’s Business in America
Last year, Johan de Nysschen, executive vice president and head of Audi of America, Inc., appointed Scott Keogh as CMO – Chief Marketing Officer – a newly formed position in Audi, much less other car manufacturers, designed to oversee all marketing strategy and department responsibilities for the brand in America.
Keogh is a very bright, capable and young (age 37) marketing executive, who for 15 years had a succession of ever-upward marketing, communication and managerial positions at Mercedes-Benz, including a stint as general manager of Smart.
He’s a very smart, forward-thinking marketing exec who really knows and understands the luxury car business in America, today’s shifting media models, and his own budget constraints.
One of his first moves as CMO was to search for a new advertising agency partner to raise the visibility and viability of the brand. So, with this information I began the conversation with Scott recently.
MB: How can Audi grow in the luxury car market in America?
SK: If you look at any luxury brand, there are two things you need to get right on various levels…
MB: They are?
SK: The first thing, I call the ‘sense;’ and, the second, is what I call the ‘soul.’
MB: Sense?
SK: In the sense quotient are elements of safety, value, quality, residual value. So, people will say, “I trust this brand, it makes sense.”
MB: And in the soul area?
SK: In the soul category are things like performance, sexiness, the cool factor and the emotion the car inspires.
MB: So, Audi’s sales increase now comes from which area? Sense? Soul? Both?
SK: When you stop and think about what Audi’s been doing for the last five years, we’ve been behind the curtains working our tails off in the nitty-gritty business of making this brand make sense.
MB: What are some specific examples?
SK: ALG just announced Audi’s have the highest residual values, which is very important as you know in leasing, releasing and resale; Consumer Reports just recommended four of our cars for the first time ever; we’ve just had the highest CSI scores we’ve ever had; NHTSA just gave the A6 the award for the safest large car on the road.
MB: Where have your dealers entered into the marketing equation?
SK: We’ve been working aggressively with our retail outlets. There are now about 270 dealers, 100 of them are dedicated, exclusive Audi dealers in big markets. And we want to get more dealers in this category.
MB: All of which has resulted to date in…?
SK: Putting it all together – after five or six years of intense work – this brand is making sense! I can trust this brand. We had to do that.
MB: The sense quotient is accomplished, how about the soul of Audi you mentioned?
SK: Audi has always been the very polite, reserved gentleman at a cocktail party who is holding a very interesting, informative and endearing conversation with someone. Now, we want to get our shoulders back, get out there and express ourselves.
MB: How did you set out to do this? Is this how you began a search for a new ad agency? What did you do?
SK: We started last fall. My colleague, Stephen Berkov and I went around to a number of agencies and we picked four. We were confident in our selection and felt no need to cast a wider review net. We held the conversations we needed to hold and knew these four were going to give us what we needed.
So, we put together a criterion of the strengths and weakness of each, and then saw how they merged up.
MB: Who were the final four?
SK: BBH – a mainstay in the U.K. came to New York and has been gaining ground in the states. The second, was Fallon; McKinney was the third; and, Venables, Bell & Partners was the fourth.
MB: Having been on both sides of the agency review process, that’s a tough job, isn’t it?
SK: I agree. It is tough work. You have so many factors: there are personalities, relationships, history, chemistry and it has all got to be in perfect alignment. It’s a tough thing for both sides.
MB: How did you indoctrinate the possible agencies?
SK: We headed to Ingolstadt, Germany (Audi’s headquarters in Bavaria) and had a big briefing there, including barreling around in A6’s and A8’s on the Autobahn. We got them fully briefed across the board. Then, we came back to the states and held a couple rounds of creative challenges and we selected Venables.
[Note: Venables, Bell and Partners is based in San Francisco, CA. Among the agency’s other clients are HBO Creative and the Fresca division of Coca Cola.]
MB: Obviously, the chemistry and creative works were good, but what were the primary reasons for selecting them?
SK: Simplistically, there are two reasons why we picked them: First, they clearly laid out what they see as the opportunity for Audi in the luxury market, and laid out the fact that “Audi’s time is now!” I think the luxury segment is a little bit staid and tired. It’s ready for a good rocket to take-off. We think the time is ripe for Audi to do it.
MB: Was the opportunity statement augmented with an action plan?
SK: The second thing they did which impressed us was ‘how you go to market’ now. They really laid out a strategy that revolved around the Internet, public relations, events and other elements. It’s not possible for Audi to go to market the way every other brand goes to market: with unlimited resources and unlimited everything. That’s not where we are. Venables did a great job with the planning.
MB: In the past, Audi’s advertising has been, I believe, lackluster – nice, but boring and obviously ineffective. What do you have planned for the future?
SK: It’s not as if everyone in America knows about Audi and we have to re-educate them and/or change their perceptions. What you have is a brand that people are really not aware of. The most simplistic thing we do because the response every one gives when they get inside an Audi is, “I had no idea.” So, what we want to do is get people in out cars.
MB: Your targets are already in focus, aren’t they?
SK: We’re seeing a little bit of tedium with the status quo. The Mercedes, BMW and Lexus brands in certain areas have 20 percent to 25 percent each in marketshare. These cars are stacked up everywhere. I think this is a good market for Audi to distinguish itself in. This is a market that stands out differently. More progress. More modern. It’s an alternative view of luxury.
MB: Given the competitive forces, that is a very ambitious marketing objective. When will the new marketing communications begin?
SK: Now, with the new agency and where we want to go this year, this is where we are going to start to nail the ‘soul quotient’ for this brand. Combine the new agency with the new products we have: the TT, R8, and the A5 coupe, which we showed in Geneva and is coming to the New York Show. Now is our time.
MB: What do you hope to achieve?
SK: We want to achieve Audi’s rightful place as a Tier 1 luxury brand here in the United States. If you go to Europe, irrefutably it’s BMW, Mercedes and Audi in image, sales and profitability. That’s what we want to do now here in the States. It’s as complicated or as simple as that.
In the early days of what is now Audi, one of the founders after a contentious period with partners wanted to use the family name, Horch, for the name of the company but was unable to do so. Some family member suggested that the family name in German means “Hark,” which is “Audi” in Latin. The dictionary definition of hark is “to listen attentively.” Over the next year or so, I intend to “listen and watch” what happens to Audi to see if they gain the status awareness and caché they are seeking with this serious marketing endeavor.
Important news, this weekend Porsche, a very profitable company, announced it was increasing its stake in Volkswagen AG, a semi-profitable company, to 31 percent from 27.3 percent. Some say the move was an effort to keep Volkswagen AG in Germany, rather than watch it fall to conquest by non-German investors. An interesting concept, but it also raises the question of what would happen to Volkswagen and the other brands it owns: Bentley, Bugatti, Lamborghini, and, of course, the topic of this article, Audi. Nothing stops moving in the world of automotive intrigue. Stay tuned.
[Source: AIADA]
Sunday, March 25, 2007
Audi A4:The Gentleman's Express
Audi is well on its way to producing some of the world's premier automobiles. The Q7 luxury SUV and A6 car are both benchmarks of their class. The construction, ride and handling of these chariots are otherworldly. However, they have price tags to match - entry level price for a base Q7 is a cool $9 million.
For those of us who do not have the wherewithal to climb to such loft yet still yearn for the Audi experience, there is a little nugget of Germanic nirvana called the A4. It looks to be a watered down version of the A6, but there's more substance here than meets the eye.
Turbo Charged
The A4 shares the same body lines as its big brother, but without the big engine fluidity of the bigger series. As marketed by Motor Sales & Service here in Jamaica, only the 1.8 and 2.0 litre versions make it past the wharf, but not to worry. In the middle of '1.8 litre' and 'engine' is TURBO.
Engines are what this platform are really about. The four-cylinder 1.8-litre has 163hp, 225 Newton metres of torque, has dual overhead cams, five valves for cylinder, an exhaust driven turbocharger coupled to a cartridge type two stage catalytic converter and an intercooler. The two-litre version of this engine has 200hp and a whopping 280 Newton metres of torque. Four valve cylinder heads, ceramic catalysts with heater function (so that the catalytic function comes up to speed quickly) and a continuously adjustable intake camshaft adjustment (a kind of pseudo valve timing) and a variable length intake manifold, round out this performance package.
What all this techno-babble means is your average hopped up Honda Civic doesn't have a prayer in the war for the two-lane blacktop. Stoplight to stoplight, just put your foot down, look in your rear view and observe the frenetic grimaces and useless flailing as yon Civic owner powershifts his way into oblivion. This is so much fun. Allow him to catch up to at the next stoplight, and repeat the process. And you will have done this with windows up, A/C full blast, Bose system blaring and right hand on the gear flipper (yes, it comes with tip-tronic).
Driver's Car
The A4 is a driver's car. It's a vehicle that is rewarding to drive; it has very high limits that can be explored by the enthusiastic driver, yet will not bite grandma. The interior is standard Audi; leather everywhere, trapezoidal motif, tasteful wood accents and two zone climate control, coupled with a user interface that is easy to learn and use. It is to die for.
The handling and ride are beyond words. They are the signature hallmarks of any Audi, and the A4 is no different. There is not as much mass to complement the road irregularities as the A6, but it is basically the same suspension. The A4 does not wallow in corners; there is almost no body roll while carving a high speed apex. Negotiating roundabouts at speed will bring on the anti-yaw traction control, but this, too, is seamless, just plant your foot and the car will just go to its limit and stay there. Stab and steer. Turn off the anti-yaw, and the driver is rewarded with the most exhilarating power slide that exists from a front wheel-drive car!
The engine is mounted longitudinally, but half shafts exit the crankcase to the front wheels. Differential and gearbox are in the sump. The push that one gets from only part throttle operation is enough to make your varicose veins stand out!
[Source: Jamaica Gleaner]
Saturday, March 24, 2007
Audi RS4 vs. Porsche 911 Turbo - Video - Street Race
Great video of an Audi RS4 racing a Porsche 911 Turbo courtesy of YouTube. This video is from the streets of Romania and is a street race. Perfect shots of the take-off from the line. The RS4 takes the Porsche 911 turbo cleanly, but it may be due to the driver. Around the top end of 2nd gear the Porsche catches the Audi RS4. Enjoy, video after the link.
Audi Info does not recommend or condone street racing.
Friday, March 23, 2007
Review: Audi's S6 is rolling finesse, inside and out
Great review article by Mark Maynard at the Bend Weekly News...
Using a whisper to get attention might have its uses in a social situation. But when muscling into a group of high-performance sedans, nothing says "Listen to me" like a 435-horsepower, V-10. 
That's what Audi puts in its S6 sedan to shake up the choices between the BMW M5, Cadillac STS-V, Jaguar XJR and Mercedes-Benz E63.
There is a horsepower hierachy among this clan of sedans, but only two have 10 cylinders, which includes the BMW.
BMW is the bench mark in this group and it has the car with the longest history, reputation and provenance. However, Audi appears determined not to have a second-place car. And one it can keep competitive. After all, if BMW gets 500 hp from its 5.0 liter and Mercedes gets 507 hp from a 6.3 liter V-8, Audi surely has room to raise the roof in its 5.2 liter V-10.
For now, 435 hp feels about right, but 500 wouldn't be too much, as the power is distributed through all-wheel drive.
The S6 has a starting price of $72,720, including $720 freight charge. The test car with options was $79,070. And that seemed reasonable considering the BMW can push $100,000 with options and the Benz can run more than $90,000.
The S6 is rolling finesse, inside and out. It has flared fenders, quad tailpipes, integrated rear spoiler, platinum-gray grille and the oh-so-eye-catching V-10 badges on the front fenders. The car looks special, even dignified when it drives by. The M5 looks like the jock of the group, the E63 the elders' car.
The choice of a V-10 wasn't purely for bragging rights. Though it doesn't hurt for enthusiasts to know that this engine is a variant of the one used for the Lamborghini Gallardo. Audi owns Lamborghini.
Audi says a V-8 of 5.2 liters would need large, heavy pistons and connecting rods. That's good for torque, but the engine doesn't rev as freely for high-rpm performance.
And the V-10 is a free revver, with peak horsepower at 6,800 rpm and redline at 7,000. Peak torque - 398 foot-pounds - is felt quickly at 3,000 to 4,000 rpm and more than 90 percent of it comes on as low as 2,300 rpm. It's this launch factor that makes the Audi stand out from the Bimmer and Benz.
Common-rail injection - rather than indirect, manifold injection - atomizes fuel directly into the engine cylinders, which allows more complete combustion. And a more complete combustion means reduced emissions.
Buckling into the driver seat was almost like zipping up the Spiderman suit and tingling with Spidey sense. There is an uncanny oneness that envelops the driver.
On or off the power, the car has a crouched stance, poised and ready to leap, which it will do.
The only transmission is the six-speed Tiptronic, which some enthusiasts don't consider to be a real transmission. BMW offers a six-speed manual or its Sequential Manual Gearbox, a six-speed automated manual. But some enthusiasts don't enjoy BMW's engineering of its SMG.
Audi, too, makes a fine automated manual, the Direct Shift Gearbox, but there would be too much power going through the driveline to use it here. But it will offer the R-tronic "automatic" sequential manual with the R8 sports car when it goes on sale this fall.
The S6 Tiptronic has a very aggressive Sport mode and steering wheel paddle shifters. The Tip can be used as a traditional automatic with an occasional flip of the paddle shifter for a quick downshift, full paddle-shift mode or Drive Sport mode with paddle shift.
Selecting Sport mode triggers a load-and-lock readiness. It's a game-on move for fast action and the car has the hardware to back it up.
Mammoth, 15.2-inch front disc brakes are treated to black calipers, titanium-gray bracket and S6 badge. The transmission, steering, chassis and brakes have been modified to support the power. And the suspension is set for pushing limits, and sometimes pushes the limits of comfort.
And while the suspension can seem jarring at times, there is no sensation of weight transfer as the car sweeps into a corner. The car is the corner. All the driver has to do is smile and mutter "Wow."
And, oh, the sound of the engine. It has the wail of a monster supercharger and four-barrel carbs gulping aviation fuel. Pull the transmission to Sport and hit the gas. The nearer to redline the sweeter the tone. Click for a downshift and the engine fires off a throttle blip and gear change. The back-pressure rumble from the exhaust is heady.
All-wheel drive? I couldn't tell the difference from rear-wheel drive because chassis balance is engineered for rear-drive bias. In normal driving, the system sends 40 percent of the power to the front wheels and 60 percent to the rear. When traction is questionable, up to 85 percent of the power can go to the rear wheels or as much as 65 percent to the front. Electronic Differential Lock applies brake power to keep traction constant.
It takes just small inputs at the wheel and brake pedal to get desired results. Still, I struggled with the accelerator.
In about 300 miles of driving I couldn't master a smooth roll on of power from a stand still. The electronic throttle - drive-by-wire - doesn't give an absolute response of pushing on the accelerator followed by motion. There is a lag as the accelerator sensor sends input to the main computer followed by a relay to the throttle. Or something like that. And then the power comes on like a switch.
When in the Sport mode, the launch can be positively head banging. Hammer the throttle on takeoff and the S6 leaps into traffic, which can be as unsettling as it is awe-inspiring.
Audi interiors are rich in quality and style, a melding of BMW spartan and Mercedes-Benz formal. Sightlines are uncompromised, there's an enormous trunk and enough back seat legroom for teenagers. Still, the center rear seat is more of a suggestion, compromised by a tall transmission tunnel and stern seatback position.
Audi's Multi-Media Interface, with seven-inch color screen to page through settings for car functions, has evolved and made simpler to use. There are almost-intuitive actions to adjust fan speed, audio selections and other information. It's far better than the BMW iDrive, but not as easy as the Mercedes-Benz Command system.
The $3,900 Technology package is worth it not just for the navigation system but for the Sirius satellite radio, the rearview camera and Advanced Key, which allows pushbutton starting and lock/unlock without pulling the key from a pocket or purse.
The S6 has a vibe that resonates every time it is started and every time the throttle is pressed. Not all of these supersedans do that. It's not just appearance, it's not just quality features, it's not just the power, it's how Audi brings all these elements together that makes the S6 so satisfying.
[Source: Bend Weekly News]
Audi R8 Super Car wows Paris Show
The new mid-engine, aluminum-bodied, quattro four-wheel-driven Audi R8 sports car makes its world public debut at the 2006 Mondial de l'Automobile in Paris last week.
Vorsprung durch Technik made itself felt the rarefied world of the sports car elite last week as the new Audi R8 makes its world public d»but at the 2006 Mondial de l'Automobile in Paris.
The new ultra-high performance Audi R8 combines the time-honoured hallmarks of the best of the classic sports cars with futuristic construction, transmission and suspension technologies, all underpinned by the steadfast reassurance of the quattro four-wheel-drive system.
Mounted longitudinally directly behind the cockpit of the comparatively lightweight, 1,560-kilogramme aluminum-bodied Audi sports car is a high-revving V8. Spinning freely to its 8,250rpm limit, this acclaimed unit punches the R8 through the 62 mph barrier in just 4.6 seconds and, in the right conditions, can carry it on to a top speed of 187mph - an unprecedented high for a road-going Audi.
Driving purists can choose a six-speed manual transmission to channel the torque to the four driven wheels, but they may also be tempted by the racing-inspired "R tronic" sequential shift gearbox with joystick and paddle control, which uses 'shift-by-wire' technology to provide exceptionally rapid gear changes.
By mounting the potent eight-cylinder unit as close as possible to the centre of the new R8, Audi engineers have achieved near perfect 44 per cent front/56 per cent rear weight distribution for optimum handling balance. Dry sump engine lubrication - another racing-derived element - also furthers this aim by enabling the V8 to be mounted as close to the road as possible to lower the centre of gravity.
The front and rear double wishbone suspension delivers exceptional agility, and can be controlled by either a more traditional spring-and-damper set-up giving a remarkably composed and comfortable ride by super car standards, or by the advanced Audi magnetic ride system first seen in the new TT Coupe.
The sophisticated dampers fitted as part of the optional Audi magnetic ride system swap conventional damper fluid for a magnetorheological fluid containing minute magnetic particles that can be influenced by an electromagnetic field.
By applying a voltage to the system's electromagnets, the viscosity of the fluid is altered by the affected magnetic particles, increasing resistance to damper movement to iron out pitch and roll when necessary, and reducing resistance when ride comfort takes precedence. The system constantly monitors road conditions and driving style and reacts accordingly.
The relationship between the road and the 19-inch 5 double spoke design alloy wheels - fitted with 235/30 size tires at the front and 295/30 size at the rear - is made crystal clear at all times by the fast-reacting hydraulic rack-and-pinion steering.
[Source: Stoney Creek News]
Illusions A6 New Commercial Spot - Video
'Illusions', a new spot for the Audi A6, is worth a second glance. Or two. Indeed, the more times you see 'Illusions', the more the sophisticated visual trickery concealed beneath its serene surface becomes apparent.
The spot features an Audi A6 traversing a cityscape that seems at first to be quite normal -- mundane, even. But gradually the eye tunes in to the strangeness -- warps and transformations of the streets and buildings that create impossible paths and spaces, optical puzzles that challenge the eye and the mind.
Shot in Sao Paulo, the 40-second spot was conceived by Dean Wei and Joseph Ernst at BBH, and directed by Anthony Atanasio. They created a series of brilliant and audacious visual conundrums, based around M.C. Escher's famously baffling art.
Flame op, Ben Cronin, is keen to pay tribute to the talent that went in to the project. "You're dealing with perception, which is different for everyone. With two very smart creatives and a brilliant director involved, there was plenty of scope for discussion."
Of the two weeks spent in Sao Paulo, the first was taken up with location scouting and the meticulous planning and groundwork necessary for the creation of the shots. "I'd already been down to the South Bank," recalls Cronin, "Just to get a feel for the sort of material we were after. It was a little intimidating." Anthony Atanasio had already worked out all the Illusions in Photoshop, and continued to come up with ideas even as they flew out to Brazil. Indeed, it was an in-flight magazine image, spotted by his directing partner Valerie Martinez, of Sao Paulo's Pacaembu Stadium that gave him the idea and location for the spot's closing shots and final illusion.
Additional work on the backgrounds was achieved by Stephane Allender, who also worked on Inferno with Avtar Bains. Stephanie Mills and Sharon Lock worked in Commotion on the roto splining. Anthony Atanasio himself composed several of the matte paintings seen in the spot including the complex road intersection.
The spot was applauded by critics and was selected as part of the APA 50 as well as being featured in an article about British Advertising in the Sunday Times supplement.
Wednesday, March 21, 2007
Audi 2007 S8 Test Drive - Video
Test drive from the NBA All-Star Weekend in Las Vegas, NV
Welcome to Las Vegas! The roads are changing patterns as rapidly as a fearful chameleon. Swift right -- slight elevation -- swift left. ... all
Audi’s legendary quattro all-wheel drive system allows the vehicle to grapple the surface as if it was on rails. Here comes an open straightaway. I hit the accelerator harder than Roger Federer hits tennis balls and in a few seconds my transport and I, the 2007 Audi S8, are moving at a torrid pace. Call me prejudiced, call me biased, call me whatever.
Yet, when design persists over performance, and performance consists of a V10, quattro, 20” athletic rubber, and powerful brakes, then you have no choice but to be prejudiced towards Audi and their exemplary stable of “S” cars.
Audi Amps Up RS: The horsepower war reaches Inglolstadt
Looks like Audi is really stepping up to the plate to complete with BMW and Mercedes Benz. Reporst out of Inglostadt are that Audi's quattro GmbH division is ramping up several new models....
Audi's quattro GmbH division, responsible for the RS models and the new R8, is working on a turbo TT RS, a V-8 RS5, and a V-10 RS6. We're not going to see RS versions of every Audi, though. In that sense, RS is to Audi more like M is to BMW than AMG is to Benz. AMG builds super-hot editions of everything in its lineup; M and RS are more selective.
The Additions To The RS Arsenal
TT RS. A high-pressure turbocharged four-cylinder engine with about 300 horsepower will define the hottest TT. Naturally it'll have quattro drive, and the weight will reportedly be comfortably below 3000 pounds. On sale in about two years.
RS6. The current 435-horsepower V-10 will be more aggressively tuned to tip past 500 horsepower, with braking and tires to match. The torque bias will be to the rear, and wider fender flares and deep front and rear fascias will tip off onlookers. Launches after the TT RS.
RS5. The A5 two-door coupe was set for a Geneva debut. The A5 is a two-door version of the A4, and, within a couple years, quattro will wedge the R8's mighty V-8 into it, offering 420 horsepower and the RS4's suspension mods.
[Source: Motor Trend]
Tuesday, March 20, 2007
Review: Audi RS4 (2007) Is Audi's super sedan still an IGN Cars favorite?
An updated review article by Justin Kaehler at IGN on the 2007 RS4.
If, for some reason, the automotive gods decided to smile upon us and let us have any one car in the world, any car we desire out of the millions made over the past century or so, we know exactly which car we'd choose. We like to drive fast, but as we're quite happy with the size and performance of our genitalia, we wouldn't opt for a "dream car" like a Bugatti Veyron or Ferrari FXX. We also wouldn't do the Gran Turismo fanboy-thing and choose a GT-R. Despite what you kids in Georgia think, GT-Rs are rather common (we know several people that have 'em) and we can pick one up in Japan for the price of a used Hyundai. To be honest, we just can't feel special in a car that every yankii and yankii-wannabe throws a fart can on. 
Moving on to the real reason we wouldn't choose any of the aforementioned vehicles is that they're just not practical. We've never been the types of people to want a Jay Leno-shaming garage; we just want one vehicle that can do everything we want. We're too lazy to hop in and out of different vehicles; we just want one car that can tear up a race track, carry our ladies in relative comfort and haul a drum set if needed. And since we started this story saying that we could only choose one vehicle, there is only one ride we can think of that perfectly combines our wants of ultra performance, comfort, style and drum set-carrying ability. That vehicle, ladies and gentlemen, is the Audi RS4.
We drove Audi's pre-R8 ultimate machine last year at the vehicle's launch event and immediately fell in love. We basically said that the RS4 was like a really, really nice version of our other favorite cars, the STI and EVO. Well, now that we had a full week in the RS4 (and since we hopped into an EVO immediately after we returned our RS4 test car), we can safely claim that the RS4 is a better machine than the EVO and STI can ever hope to be. To put it simply: the Audi is way faster yet infinitely more comfortable than the Japanese all-wheel drive rally monsters. But then, at well over twice the price of the Mitsubishi and Subaru, the RS4 had damn well better be something special.
We already went over what makes the RS4 special in our last article on the car, and we're not going to use this space to retype the same thing over and over. We're just going to let you know why this car is so awesome.
Appearance
Audi's RS4 isn't as radical-looking as the EVO or STI; where the Japanese sedans go for (functional) boy racer styling, the Audi super sedan flies under the radar by looking like "just another Audi". That said, car fans - even those not familiar with the car - are able to tell that this car is special, even if they can't fully understand why it is so. Outside of the front doors and roof, the RS4 shares absolutely no exterior sheetmetal with its A4/S4 siblings. While some people can get away with saying that the A4 looks a little "girly", the RS4 is pure understated quiet and confident masculinity. Everything about this vehicle just looks strong: the front fascia is more aggressive, the flared fenders do look a bit like bulging muscles and so on. Even the car's hood is designed in such a way that one can immediately tell that something special lies underneath it. But we'll get to that in a minute.
The RS4 has been out for quite a few months now, but it is still turning heads. We had some jackass in a S2000 tail us in traffic and remove his hands from the wheel just so he could take pictures of the car. We'd pull up to various clubs in this thing, and people would just want to talk to us about the car. These people were car fans, but they had no idea what the RS4 was about - they could "tell" that the car was something awesome just by looking at it. Keep in mind we live in an area where Ferraris, Maseratis and Lamborghini Murcielagos are as common as BMWs. Even our friends in the auto industry - the same people that see rare JGTC and D1 cars every week - couldn't get enough of the RS4. Looks-wise, the RS4 just couldn't be any more perfect.
Performance
We've gone over what makes the RS4 move in our last article on the car, so we'll once again just highlight the key features: this Audi gets an exclusive 4.2-liter 420-horsepower V8, rear-biased all-wheel drive Quattro drive train, mechanically-active suspension, 0-60 times in the 4.8 second range, etcetera etcetera... In other words, this car can move.
Hopping back into the RS4 after almost a year away from the car, the first thing we noticed was how light and overboosted the steering feels. Of course, that "light" feeling is felt only at sub-parking lot speeds. As our speeds increase (even to neighborhood-safe speeds), the steering feedback increases accordingly. At speeds of 40 mph and above, the handle feels very connected to the front wheels, but it is still easy enough to drive the car to the point where it never feels tiring.
Unlike other performance cars we've driven, the RS4's six-speed manual is very user-friendly. Rowing through the six gears is effortless; the clutch pedal is light and the actual clutch engagement is quite smooth - no herky-jerky shifting here. Still, we almost dislike shifting this car as the RS4's V8 engine sounds great as it moves closer to its 8,250 rpm redline. With this motor being a very German V8, there's no American burble to be found in the RS4 - just a deep, rich tone that turns into a mild wail as the revs climb. This car has one of the best-sounding engines ever.
But as much as we like the sound of the RS4, we like its acceleration and cornering abilities even more. This V8 delivers a steady surge of power all the way from 2,500 rpm up, and we constantly find ourselves hitting triple digit speeds in less than half the time that it just took you to read this sentence. We always have to keep a very close eye on how fast we are going, as it is way too easy to drive this thing at speeds that will land us in jail. The RS4 just feels best when it is running at speeds over 100 mph. However, it must also be said that the RS4 is incredibly capable of comfortably cruising slowly around town - we'll just never be patient enough to want to drive this vehicle at "safe and sensible" speeds.
The RS4's mechanically active suspension allows it to feel sure-footed in the corners. It doesn't matter what one does while driving the RS4, its suspension can handle it and then some. We never once felt like we were losing control of this thing, even while performing vehicular maneuvers at speeds that most other cars can't even begin to dream about. We genuinely scared our passengers on more than one occasion - all while maintaining a feeling of control and confidence. Yeah, we're totally sounding like fanboys right now, but we can't think of anything that the RS4 can't do.
Comfort and Convenience
The RS4's interior will feel very familiar to most Audi owners. The control layout is the same as every other Audi, but things in the RS4 are trimmed in genuine carbon fiber. Extra-supportive front and rear seats (with white piping) also find a home in the ultimate Audi sedan, though we don't get the awesome Recaros found in the Euro-spec car. Bummer.
Oh... and that aforementioned drum set carrying ability? The RS4 is more than capable of hauling a full drum kit. We know - we did so. You can even carry 3 passengers and a bunch of luggage if hauling music gear isn't your thing. Driving fast is fun, but having the ability to drive fast, haul stuff and a hot lady or two is even better.
Conclusion
We really don't know what we should put here other than the words "this car is f***in' awesome". We know that the RS4 isn't the ideal vehicle for most people, but damn does this car fill every "need" we have. Sure, there are some downsides to the RS4, namely its hefty price tag and incredible thirst for gas, but this car is just so much fun it's really hard for us to hold these things against the RS4.
There will always be vehicles that are faster, more luxurious and more practical than Audi's RS4. But we doubt that any one vehicle could do all the things the RS4 can do as well as the RS4 does them. We know that some of you will disagree with us, but as long as we're running things around here, consider the Audi RS4 to be IGN Cars' "Best. Car. Ever."
[Source: IGN]
Friday, March 16, 2007
Audi: World Car Of The Year Semi-Finalists Announced
Wow, both the the TT and the RS4 made the World Car of the Year awards finalist list. Good luck Audi!
Following up from the quarter-finalists announcement in January, now the 44 international judges that make up the World Car of the Year awards jury have let out their top-three lists in the categories Green Car, Car Design, Performance Car, and the overall World Car of the Year for the 2007 model year. The winners are to be announced at the awards ceremony held at the New York Auto Show on the morning of April 5.
2007 World Green Car finalists:
BMW Hydrogen 7
Mercedes-Benz E320 Bluetec
Volkswagen Polo BlueMotion
2007 World Car Design of the Year finalists:
Audi TT
Citroën C4 Picasso
Fiat Grande Punto
2007 World Performance Car finalists:
Audi RS4
BMW 335i
Porsche 911 Turbo
2007 World Car of the Year finalists:
Audi TT
Lexus LS460
MINI
[Source: Winding Road]
2008 Audi R8: A shark in the pool
LAS VEGAS -- First, there's the sound. It starts as a basso profundo rumble at idle that would make a Corvette jealous, turning into a menacing bellow as the tachometer needle starts to dance before finally culminating in a piercing wail as the big V-8 stretches its connecting rods to its Indy-like 8,250-rpm redline. It's neither as effete as a Ferrari V-8 nor as brutish as breathed-on American iron -- it's the best combination of both.
Then you notice the headlights. Yes, the headlights, because, where bulbs usually meter out their paltry lumens are iridescent LEDs. OK, so here in bureaucracy-infested North America, these LEDs are only being used for the daytime running lamps.
But, in Europe, they get the real deal -- light-emitting diode projector beams. Either way, the shark-like appearance they engender is intimidating as hell.
Hit the unlock button on the key fob and decorative lighting highlights the glass-covered, carbon fibre-festooned, 4.2-litre V-8 mounted midship.
Slide behind the wheel and the heavily bolstered sports seats smother you like a scandal-prone politician desperate for your vote. To your right is a milled aluminum, slotted shifter gate almost identical to the one in last Ferrari I drove, the 550 Maranello. The entire roof is covered with optional Alcantara leather, the optional Bang & Olufsen's 12 speakers overwhelm such a tiny cabin and the steering wheel has the squared-off bottom common to Formula One sleds.
Yes, the new R8 is exotic. Audi's multi-ring logo may not boast the same cachet as Maranello's prancing horse or even a leaping feline from Coventry, but, underneath its extremely striking skin, the R8 has all the handcrafted appeal of the most limited-production supercar.
Built using Audi's extensive experience with aluminum (the A8 is on its second-generation aluminum chassis), the R8 undressed is as butch as a car frame gets.
The various welded extrusions are immense, girder-like affairs that look robust enough to support a Mack truck.
Indeed, Audi claims the aluminum spaceframe is even stiffer than that of the Lamborghini Gallardo, which it also builds about 10 kilometres from the Neckarsulm plant where the R8 is assembled.
That comparison with the Gallardo is not ill-chosen. For one thing, Volkswagen owns both Lamborghini and Audi. Furthermore, Audi, long a second-tier manufacturer compared with fellow Teutonic luxury marques, is looking to compete with both BMW and Mercedes on an even playing field.
Hence the recent emphasis on its long-moribund, flagship A8 sedan, the surge in new S and RS products and, finally, producing a super-sports coupe that competes with the Porsches, Aston Martins and, yes, the Lamborghinis of the world.
For the most part, Audi has succeeded. The R8's 420 horsepower may not seem like much in these days of 505-horsepower Corvettes and even more prodigiously endowed Vipers, but the "little" 4.2L DOHC V-8 will launch the relatively light (1,560 kilograms) R8 to 100 kilometres an hour in just 4.6 seconds. And, unlike other Audis, which are electronically speed limited, the R8 will punch a 301-km/h hole through the air.
From behind the wheel, that means some arm-stretching acceleration. As soon as the revs climb over 4,000 rpm, the R8 hunkers down and gets very serious about causing damage to your driver's licence.
There's not the sheer silliness that accompanies the punching of a Viper's throttle, but nothing short of a Bugatti Veyron is going to run away and hide from an R8.
The list of cars that can match its on-track handling is equally short.
Unlike some other mid-engined cars that get all twitchy and nervous at their limits of adhesion, the R8 remains as reassuring as Class A shares in Berkshire Hathaway.
The combination of quattro all-wheel-drive (with a maximum 35 per cent/65 per cent torque split front to rear), four-wheel double wishbone suspension and the asymmetrical 285/35R18 rear and 235/40R18 front tires completely tames the R8's tricky front-biased 44 per cent/56 per cent weight distribution.
Indeed, the steering is light without being numb and its Pirelli P Zero performance radials stick to the tarmac long after my enthusiasm should have gotten the best of my skill.
The icing on the cake is Audi's optional Magnetic Ride suspension.
Using magneto-rheological dampers (similar to those in the Corvette) that respond to electric currents, the R8's system is one of the few electronic suspensions that actually delivers the adjustability it promises.
In sports mode, the R8 hardly rolls at all, the suspension delivering the firmness that a supercar needs for its ultimate performance. Yet, dial it back to its standard setting and the R8's ride is no worse than that of a conventional sports sedan.
That polyvalence is the R8's strongest suit. Even two-seater sports coupes must putter through town and filter down the motorway. Even in such mundane circumstances, the R8 shines -- its seats are comfortable, all the controls are well placed and wind noise is admirably subdued. Were it not for its rather limited cargo capacity, the R8 would make a fine grand tourer.
Where the R8 goes a little astray is in the cabin's decor.
No, the materials are still exquisite -- an Audi trait -- but the design is quite busy. There are round gauges in oval-shaped recesses, buttons galore and more disparate shapes than I can remember in any recent automobile.
The same goes for the R8's exterior. From the front it is classically beautiful. Ditto from the rear.
From the side, it is merely striking.
Of course, beauty is in the eye of the beholder, and more than a few passersby thought the R8 was stunning.
Certainly, no one will find its performance wanting.
[Source: Canada.com]
Wednesday, March 14, 2007
Road Test: 2007 Audi A3 S Line
In Europe the hatchback still rules supreme, but for some reason North Americans just don’t have the same love for them – or is it the manufacturers who tell us we ain’t gettin’ them?! The premium compact class of vehicles is another area that is thriving in Europe, but something we’ve never really taken to over here. For example - do you remember a few years ago BMW came out with the 316 – a little bare-bones hatchback that was reasonably cheap but no one bought them? Acura has abandoned the RSX hatchback last year, while Mercedes has had a bit of success with the C230 coupe. However, things are changing in this segment. First BMW brought us the MINI and then Audi launched the A3 and Volvo is coming out with the new S30 hatchback (it may even be on dealer lots as you read this). BMW are probably going to launch the 1 series over here soon, and there are probably more compact luxury hatchbacks on the way.
The Audi A3 2.0T (turbo) was first introduced to North America in May 2005, and has now been joined by a new A3 3.2 Litre V6 with quattro® all-wheel-drive. According to Audi, the A3 offers “TT-like performance and sophistication with the versatility of its four-door design and cargo area.” In other words: a more usable Audi with room for five, all neatly packaged in a hatchback. If you’ve read any of my previous articles you know how much I favor hatchbacks over sedans, so this A3 should be the perfect car for me, right? Let’s find out.
First Impressions
The A3 takes its visual cues from the A8, the A6 and the A4 with its single-frame front grille, which is now the distinctive mark of all the latest generation Audi’s. Its proportions are very similar to the VW Golf/Rabbit/GTI on which it is based.
Plunking myself in the very comfortable leather seats, I looked around the cabin and it was just as I’d imagined it would be – very similar to the A4. At first it felt very close and claustrophobic, but in reality it wasn’t – there’s plenty of headroom. Grabbing the fat leather wrapped steering wheel, it felt comfortable in the hands. The wheel tilts and telescopes and has the audio controls positioned in the thumb area. I loved the volume and station controls because they were actually scroll wheels and not the typical buttons that have appeared in just about every car on the road these days. The scrolls wheels work perfectly and allow the volume to be adjusted in tiny increments. The driver’s seat is 12-way power adjustable with 4-way power lumbar, and is set up exactly the same was as the VW Jetta, making it one of the best and most comfortable seats available. The 6-setting heated seats were welcome and worked very well during the cold winter days and nights. The front passenger is left to make seat adjustments manually, but still gets a 6-setting heated seat.
After spending all of 2-seconds adjusting the seat and steering, I started the engine and off we went. One thing I noticed right away was the huge dead pedal that is perfectly placed for the left foot, but I found the gas pedal and brake pedal far too close together. Once I’d driven the A3 for a while it wasn’t noticeable, but it’s still something I thought Audi would have been more aware of than most manufacturers after that “60 Minutes” of lies debacle of the mid ‘80’s.
The 3.2 litre is fitted with Audi’s 6-speed DSG (Direct Shift Gearbox) automatic transmission (available as an option on the 2.0 litre models). According to Audi: “The transmission is inspired by Audi’s racing technology from the rally-cars of the mid 1980’s, allowing lightning-fast gear changes with uninterrupted traction thanks to its electro-hydraulically controlled twin clutch. The DSG is derived from a conventional six-speed manual gearbox, but with the added qualities of an automatic transmission, thus the driver benefits from acceleration without interrupting the flow of power from the engine.”
For me personally it was a love/hated relationship. Whether it was the transmission or the drive-by-wire throttle control, I don’t know, but initially the gas pedal moves a good couple of inches before there’s any indication you’re actually in gear. Then it’s suddenly - “Whoa Trigger!!!” You get the same sensation when stopping as well – it’s like you’re still moving – then you stop abruptly. There’s no happy medium to feather the gas pedal so you don’t send your passengers heads bobbling. Making a left turn at the lights is disconcerting too, because you don’t want to tromp on the gas, but at the same time you do want to turn before that dump truck creams the right side of the car! If you’ve ever driven a car with a slipping transmission or a slipping clutch you’ll know exactly what I mean. One way to mitigate the problem is just to give it plenty of welly off the line. Entering the freeway, you get a huge power surge as the needle sweeps to the right and the grin on your face increases proportionately.
Once the A3 has decided to move forward, it does so with a rush that almost feels like it’s turbo charged. The power comes on with such a rush you’ll be breaking speed limits in no time! It’s a fantastic engine with gobs of power. The gearbox has a sport shift mode to it where you can shift the gear lever to the right and go up and down the gears yourself. Alternately you can use the paddle shifters on the steering wheel. The beauty of this system is that you can use the paddle shifters at any time – you don’t have to move the lever and then operate the paddles – you just use the paddles any time you want to, so the fun can begin without an ounce of planning or preparation. However, it is noteworthy that when I used the paddle shifters to gear down while going downhill, I went to fourth gear and left it there - the car then geared back up to sixth all by itself! I couldn’t figure out why the revs suddenly dropped and we were picking up speed – at least not until I looked down at the shifter numbers and realized the car was back in D! Talk about useless! If I wanted it in D, I would have left it in D!! I looked in the manual to see if I could make sense of such madness, and as it turns out, whenever you use the Tiptronic option of the transmission, you have to use it every 30 seconds or less – otherwise it reverts to automatic D. In the case of my downhill trip though, it shifted back into D within 10 seconds!
Moving back to aesthetics … immediately in front of the driver is the DIS (Drivers Information System) that houses the digital speedometer, digital clock with outside temperature, and in the case of the test vehicle with the SatNav system the directions are also shown there – very handy! To the right is the speedometer with the digital odometer & trip odometer along the bottom and to the left is the tachometer – which houses the clock and for some strange reason the date?! The fuel and temperature gauges are just above the info center, and in general everything looks very clean and uncluttered. The cruise control lever is on the left, just below the turn signal lever. Normally that isn’t a problem for me, but for some unknown reason I kept hitting the turn signal instead of setting the cruise control! People behind me must have been very confused because the turn signals incorporate a lane-change feature, so every time I touched it the signals would flash for at least three times. :>)
The top of the dashboard is covered in a high-quality plastic material that has a fine textured finish, and it blends nicely into the centre console. The centre stack has two large round vents; similar to the TT coupe. Below them is the large satellite navigation screen that also doubles as the stereo information center. To the right of the screen is a round toggle switch that allows you to scroll through the various menus. I personally found it very irritating and not all that intuitive. For a SatNav system to be truly useful it must be simple and easy to use – this one is not difficult, but it was more than annoying on a few occasions. We tested it out on one of our trips and used it to guide us home; we came to a point where we were to turn left to get on to the on-ramp and enter the highway, but it told us to turn right, onto an exit ramp from the highway! We ignored the misguided guidance system and turned into a parking lot. Once we continued on our journey home we didn’t hear a squeak from the system until we were almost home – we’d forgotten we even had it on! When we jumped in the car the following day it started to give us directions again, so apparently you have to manually stop the crazy thing if it doesn’t think you arrived at your destination, though my wife tells me that’s normal.
Now, take a look at the stereo system – can you see the buttons for the channels, or the volume control, or can you even tell where the stereo is? The volume button is the tiny round one on the right, but all other operations have to be done using the larger control toggle dial/switch. Talk about confusing and stupid! What happened to 1, 2, 3, 4, 5, 6 for my channels? Is there a shortage of buttons in Europe, or are they so expensive it’s just not worth putting them in cars anymore? The VW Golf/Rabbit is half the price of this A3 and the stereo is very simple to operate and works great! I don’t understand why this is such a big problem – as soon as a car is considered “luxury” everything gets far too complicated!
And while I’m on my rant – check out the climate control system. The automatic climate control system has good and bad points. The good: it’s dual-zone, however the rest of the system is comprised of tiny buttons that are neither logical nor intuitive to operate. Added to that is the placement of said buttons – way down by the gear shifter. To me is just stupid and dangerous. This car is designed and built to drive at high speeds, but make sure you don’t have to adjust the temperature in the cabin because you’ll drive off the road trying to see which button you want to use! Have a look at the picture and think about what button you’d use to make the heat come out of the front vents. It’s the little button between the up and down arrows – and what would they be for? Perhaps increasing/decreasing the fan speed? Nope. That’s what the “+” and “–“ buttons are for. No - the arrows are for the floor vents (arrow down) or the window vents (arrow up). Wouldn’t a rotary dial have been a hell of a lot easier to use!? Those big round dials you see are for raising the temperature – one degree at a time. One thing that I liked though was that everything lights up and is actually easier to see at night. Also located here are the 6-setting bum warmer dials, as well as the front and the rear window defoggers and traction control off switch.
Between the front seats is a two-level storage compartment/arm rest. The compartments are quite small and ideal for items such as sunglasses, but you’ll have to store CD’s in the door pockets or the glove box (according to the car manual, the drivers door pocket is for the manual but there’s plenty of room in the glove box for it). Inside the lower storage compartment is a power point and a cigarette lighter. Also between the seats are two cup holders or should I say can holders. If you want to use travel mugs you’ll have a hard time fitting two in there because the space between the holders is very small. The car manual made it abundantly clear that you’re not to store hot drinks in the cup holders because you may burn yourself if you get in an accident or have to stop quickly, so – you have been warned!
The Bose sound system is unbelievable. My wife had it cranked up so loud I thought my ears were going to bleed, yet it was still crystal clear. The 10 speaker AM/FM radio has a 6-disc CD changer located inside the glove box. Most cars that have SatNav systems usually have the changer in the dash (behind the screen), but that’s where this unit keeps the disks for the navigation maps (it also has slots for compact flash drives there too). Fortunately there’s a nice large glove box that has a separate shelf for storing the CD’s as well as room left over for the manual or anything else. All in all it’s a very useful set up.
In the back seat, there’s a small hump on the floor between the seats, it’s ideal for two but definitely uncomfortable for three because of the large hump on the floor which eats into foot space. The rear seat sits a little higher than the front, but because of the front headrests it doesn’t help the view out the front window. I’d consider the A3 a 4-seater, maybe a 5-seater in a pinch. Leg, hip, and foot room are good and the folding armrest (with a pass through and pop out cup holders) made it very comfortable for two people, however head room may be a problem for those over 5’10” tall. The rear seat folds 60/40 and completely flat, making the A3 very adaptable. The rear luggage capacity is acceptable at 12.4 cu/ft. with the seat up and 55.6 cu/ft. with the seat folded. As I’ve already mentioned, I’m a big fan of hatchbacks, and the A3’s VW GTI/Rabbit roots are very evident in this handsome hatch. Entry and exit to the rear passenger area is effortless thanks to the wide opening doors. The seat cushion is firm but very comfortable, offering plenty of support for long drives and the seat back angle is also very good. Like its VW siblings, the doors lock automatically above 10 mph and it’s a two-stage unlock feature to get out of the car - the first pull of the handle unlocks the door and then the second pull actually opens the door. I found this a much better feature than the passengers having to fight with the driver and his speed to unlock doors. An unusual button is located on the back of the centre console between the front seats – it’s a lock button. Unless someone uses the rear seats on a regular basis, they’d never know what the button is for, besides the doors lock automatically so what’s the point in having this button? If anything my wife feels it would be a hazardous item to have … especially if you have kids back there – how easy would it be for them to lock you out of the car with this handy button!?
The Open Sky system (a two-part glass sunroof where the front glass segment can be raised and slid back just like a traditional moonroof and the rear section gives rear passengers their own fixed sunroof) works well and is a nice option to have for a reasonable cost too. For the front occupants it’s a sunroof that is nice and quiet when open; thanks to the little screen that pops up to deflect wind noise. For rear passengers it’s an opportunity to have more light in the cabin and it reduces any notion of feeling cramped. Unfortunately though, this type of sunroof system doesn’t allow the rear passenger sunroof to open – perhaps in the future a manufacturer will figure out the solution to that dilemma. If you’re feeling the need to block out the daylight, there are two separate screens for the front and rear glass panels, however, there are no actual solid covers to block out light completely as we are accustomed to with traditional moonroof configurations. Another down-side is the fact that because the screens are of a spring-loaded design, you only have two options to block light – opened or closed - no half-way measures.
Noise levels are exceptional in the A3. While traveling at speeds of 100 mph [160 kph] it was completely quiet and hushed. The steering is very sharp and responsive, communicating everything the driver needs to know. At parking lot speeds it’s very light, but it firms up as the speed builds. My biggest worry while driving the pot hole infested roads of Ontario were the 45-series tires.
There are three A3 models on offer – the 3.2 Litre V-6, plus two 2.0 litre models. The 3.2 Litre V6 is combined with quattro all-wheel drive and Direct Shift Gearbox (DSG) automatic transmission with steering wheel paddles and drive-by-wire throttle control. The A3 includes numerous standard features such as: leather steering wheel, heated outside mirrors with a lane-change feature (touch the lever briefly and the turn signals flash 3 times) dual zone automatic climate control, 16-spoke alloy wheels with 225/45R 17” performance tires (all season tires in Canada), tilt and telescopic steering, roof spoiler, fog lights, comfort close and open (using the key in drivers door, turn and the windows and moonroof open or close), power windows with 1-touch down/up and pinch protection on all four windows, 60/40 folding rear seat, steering wheel mounted radio and telephone controls, fog lights, locking glove box, anti-theft immobilizer, FOB with a built-in folding key, automatic door locks, dual vanity mirrors with lights, and a Bose audio system with a 6-disc CD changer.
The Canadian version has more standard features than the U.S. model but they can be kitted out pretty close together. Here’s the break down as best as I can figure: Open Sky system $1,100 ($1,500 Cdn); Audi Navigation plus $1,950 ($4,000 Cdn); Cold Weather Package (heated front seats/heated washer nozzles /ski sack) $700 (incl. Cdn); S-Line Package (includes leather seats) $2,200 (standard in Canada, leather seats stand alone $1,500 Cdn) and Technology Package (Drivers Information Display (trip computer with compass, outside temperature, miles til empty fuel display), Rain sensor + auto-dimming mirror /Bluetooth Phone Preparation with Voice Control /Bi-Xenon Headlights with self-leveling feature /Adaptive Front Lighting System) $1,250 ($1,800 Cdn)
Safety
It goes without saying that safety features are in abundance in the Audi such as: Sideguard® airbag system, ABS (Anti-lock Brake System) with EDL (Electronic Differential Lock), ASR (Anti-Slip Regulation), full time traction control, ESP (Electronic Stabilization Program), quattro® - permanent all-wheel drive system, front seats with active head restraints, seat belts with pre-tensioners in all five locations and force limiters on the front seats, First aid kit in storage compartment under passenger seat (it was actually located in the rear seat arm rest), automatic lock/unlock doors, automatic headlights, heated side mirrors, EBD (Electronic Brake Distribution), ESP (Electronic Stability Program), security system with Immobilizer and Bi-Xenon high intensity low/high beam projector beam headlights.
The Conclusion
The Audi A3 S-Line is a beautiful car that’s fun to drive. I loved it. It’s solid and quiet at any speed and gives you plenty of confidence no matter how fast you’re traveling. The seats are extremely comfortable and the steering and suspension make it a joy to drive, but there’s a lot of annoying things that make the car frustrating to live with. The 6-speed Tiptronic transmission is a toy that’ll get tedious quickly, so you’ll end up just leaving it in automatic. The sudden lurch when taking off from traffic lights or stop signs is embarrassing and very annoying. You already know what I think of the climate control system so I won’t revisit that. Personally, I can see no reason what-so-ever to walk past the VW Jetta, GTI or Golf and purchase the A3. The VW’s are just as much fun, they’re much cheaper and the warranty is just as good, plus the idiosyncrasies of the Audi are completely missing.
Warranty:
All Audi’s come with a comprehensive 4 year /50,000 miles [80,000 kms] Bumper to Bumper warranty - including no-charge scheduled maintenance and 4 years/ unlimited distance Roadside Assistance.
Pricing for the 2007 Audi A3 S Line:
As tested: $38,980 [$54,490 Cdn]
Base price starts at: $33,980.00 [$45,690 Cdn]
[Source: Paddock Talk]