Showing posts with label Audi. Show all posts
Showing posts with label Audi. Show all posts
Monday, September 28, 2015
Audi R8 V10 2 FSI
No doubt the Audi R8 is a true sports car and during its life time has won lots of prestigious awards. But even for Audi what we might call a "best car" can be better. Thus the R8 V10 5.2 FSI, an even faster R8. The V10 version will be offered with two distinct gearboxes, both manual and R tronic, with prices starting at $146,000. The R8 V10 is powered by the same 5.2 liter V10 as the Lamborghini Gallardo LP560-4 and is rated at 525 HP, which is 105 ponies more than the V8 version but about 27 HP less than the Gallardo.
What also distinguishes the V10 version is a new rear diffuser, twin oval tailpipes and new LED headlights while the super car keeps the same road hugging magnetic ride dampers. The R8 V10 can accelerate from 0 to 60 MPH in under 3.9 seconds and the R tronic semi automatic equipped V10 will reach 125 MPH from a standstill in another 8.1 seconds with a top speed around 197 MPH.
Audi is launching the next variant of its top-of-the-line model. With the R8, the brand has established itself at the forefront of high-end sports cars from the very start – and now comes the R8 V10. Its 5.2-liter, ten-cylinder engine churns out 386 kW (525 hp) and 530 Nm (390.91 lb-ft) of torque, which makes for breathtaking performance. With superior Audi technologies such as quattro all-wheel drive, the lightweight aluminum body, the innovative all-LED headlights, and its striking design, the R8 V10 takes pole position against the competition.
The R8 V10 is the result of cumulative know-how from Audi’s string of Le Mans victories. Its naturally aspirated engine combines racing technology such as dry sump lubrication with FSI gasoline direct injection. The ten-cylinder design is the perfect synthesis for impressive top performance, mighty pulling power, and low weight. Starting in 2009, this engine will also prove its potential on the world’s racetracks – in the new R8 racing car Audi is developing for customer teams in conformance with the GT3 rules.
The V10 engine in the production sports car will be almost identical in construction to the one in the racing version. Its displacement is 5,204 cc, at 6,500 rpm it delivers 530 Nm (390.91 lb-ft) of torque, at 8,000 rpm its power tops out at 386 kW (525 hp).
The specific power output is 100.9 hp per liter of displacement – and each hp has to propel only 3.09 kilograms (6.91 lb) of weight, because the Audi R8 V10 in the version with the six-speed manual gearshift weighs only 1,620 kilograms (3571 lb). The engine accounts for 258 of these kilograms (569 lb) – that’s only 31 kilos (68 lb) more than the V8.
5.2 liter V10 engine; 525 hp @ 8000 rpm; 391 lbs.ft. @ 6500 rpm
The Audi R8 5.2 FSI quattro rockets from zero to 100 km/h (62.14 mph) in 3.9 seconds. In the version with the sequentially shifting R tronic it reaches 200 km/h (124.27 mph) in another 8.1 seconds. Even then its propulsive power hardly lessens: it’s sufficient to reach a top speed of 316 km/h (196.35 mph). The immense force, the spontaneity and the thrust of the acceleration, plus the sound of the engine – all these impressions coalesce into a breathtaking sports car experience. The V10 plays a concert with growling bass tones and powerful high notes, which grows into a grandiose fortissimo as the engine revs up. This sonorous acceleration doesn’t reach its limit until 8,700 rpm.
Wednesday, September 23, 2015
Audi RS6 MTM Clubsport
The Wettstetten/Ingolstadt tuner, MTM, has announced the official details on the RS6 Clubsport package announced a while ago. Thanks to some ECU modifications, the tuner was able to boost the horsepower to an astronomical level. That, in addition to an MTM stainless steel exhaust system, catalyst, and rear silencer (4-pipes, each one 80 mm with throttle valves in 2 pipes and control system), as well as other details and modified high-rev gearing, takes the 5.0 liter V10 engine to an astonishing 730 HP and 860 Nm of torque. The result is a sprint from 0 to 60 mph in 3.6 seconds and from 0 to 124 mph in 11 seconds. The RS6 won’t stop until it hits 217 mph. This was an even bigger jump than we had previously anticipated with this tuning package!
Visually speaking, the Audi RS6 Clubsport seems to have been given access to an MTM height adjustable suspension kit. This kit will allow the driver to lower the vehicle by about 10-45". The tuning package also includes a carbon diffuser, a discreet carbon front spoiler lip, BIMOTO rims in 20” or 21”, and a roll-cage. The interior will be void of any rear seats, but will feature RECARO bucket seats and a 6-point safety harness.
The aim is now, 350 km/h, where the MTM RS6 Clubsport has more power and less weight than the others. The result: more than 730 HP, around 860 Nm of torque and weight just under two tons. The 5.0 TFSI V10 Biturbo with 6-speed triptonic with DSP, after its power increase in Wettstetten/Ingolstadt, accelerates from 0 to 100 km/h in 3.6 seconds and 200 km/h will be reached just after 11 seconds.The ingredients for the “MTM RS6 Clubsport” project are clear: less weight and much more power than the series‘ car. Besides the modification of the ECU, the engineers from MTM have demonstrated technical finesse to achieve more than 730 hp and 860 Nm of torque available at 2.750 U/min. In addition to that, a MTM stainless steel exhaust system – catalyst and rear silencer (4-pipes, each one 80 mm with throttle valves in 2 pipes and control system), as well as other details and modified high-rev gearing have been built-in. About suspensions, the RS6 Clubsport gets a MTM height adjustable suspension kit that allows a 10 to 45 mm lowering. Concerning the wheel set, the BIMOTO rims in 20” or 21” are suggested with, for example, Michelin Pilot Sport PS2 Tyres in the size 305/30 ZR 21. The standard Carbon-Ceramic brakes, which Roland Mayer approves, are left on the car but stronger air brake system pipes can also be ordered on demand. Whoever wants to convert his RS6 into Clubsport is highly recommended for the MTM high power brake system with 405 x 36 mm disks and Brembo’s monobloc callipers with 6 pistons. Last but not least, MTM offers a changed front axle geometry, which, in addition to the above mentioned suspension kit, assures a much better behavior in curves.
Back to the legendary DTM V8 race car which stood out, 20 years ago, more for its driving sensations than its optic tuning. We find here also other similarities. Modification of the bodywork with a carbon diffuser and a discreet carbon front spoiler lip, which corresponds to the credo of MTM’s manager, Roland Mayer: we have to win, not with eye-catching spoilers, but with best times, best speed. When the driver’s door is open, we can see that sportiness inside as well as on the driver and co-driver seats, has replaced the comfort of the series’ car. Especially demonstrative: the roll-cage and no rear seats. On top of that, RECARO bucket seats and a 6-point safety harness, give the best driving position and best answer to our purpose: to concentrate on the driving. This is what the MTM RS6 Clubsport is all about.
Another similarity? It was almost exactly 20 years ago, that the Audi V8 DTM achieved a lot of success. And it is exactly 20 years ago that Roland Mayer decided to found his company MTM - Motoren Technik Mayer.
Monday, September 21, 2015
2003 Audi Le Mans Concept
Engine
Configuration 90º V10
Location Mid, longitudinally mounted
Displacement 4.961 liter / 302.7 cu in
Bore / Stroke 82.5 mm (3.2 in) / 92.8 mm (3.7 in)
Compression 11.0:1
Valvetrain 4 valves / cylinder, DOHC
Fuel feed Multipoint sequential Fuel Injection
Aspiration Twin Turbo
Power 610 bhp / 455 KW
Torque 750 Nm / 553 ft lbs @ 1750 rpm
BHP/Liter
Drivetrain Chassis aluminium spaceframe
Suspension (fr/r) double wishbones, coil springs over dampers
Steering rack-and-pinion, power assisted
Brakes ventilated discs, all-round, ABS
Gearbox 6 speed Sequential
Drive All wheel drive
Dimensions
Weight 1530 kilo / 3373.1 lbs
Length / Width / Height 4370 mm (172 in) / 1900 mm (74.8 in) / 1250 mm (49.2 in)
Wheelbase / Track (fr/r) 2650 mm (104.3 in) / N/A / N/A
Performance figures
Power to weight 0.4 bhp / kg
Top Speed 250 km/h (155 mph) (limited)
0-60 mph 3.6 s
2011 Audi R8 V10 MTM Biturbo
This extra horsepower pushes the R8 to a top speed in excess of 360 km/h (223 mph). In terms of acceleration, the R8 V10 Biturbo GT hits 100 km/h (62 mph) in 3 seconds, 200 km/h (124 mph) in just 10.6 seconds and 300 km/h (186 mph) in only 26 seconds.
While the exterior remains pretty much unchanged, the new GT package also received a three-way adjustable special chassis and a new set of wheels measuring 9-by-20 inches up front and 12.5-by-20 inches out back. These 20-inch BIMOTO wheels are wrapped up in Michelin Pilot Sport Cup rubber.
Dragging the R8 V10 Biturbo GT to a halt are 380-by-34 mm (14.96-by-1.33-inch) dimpled rotors squeezed by eight-piston calipers. Getting this monster through the twist is a set of MTM coilovers by KW with adjustable damping.
Wednesday, September 16, 2015
2007 Audi TT MTM Bimoto
07/24/07 - Record; 393km/h with bimoto. On Tuesday morning, the mtm TT bimoto hit a new top speed of 393km/h setting a new official record for the top speed on the test track in Papenburg.
The 2 engine vehicle Bimoto was driven by the current champion of the Seat Supercopa 2006 Florian Gruber who is also currently driving in the Porsche Carrera Cup.
The bimoto record ride was achieved in the second run of two trails, under windy conditions, partial rain and temperatures of around 20 degree Centigrade, The trials are intended as pre- tests for runs in Nardo/ltaly where with the support from our sponsors Rhino's Energy Drink, Agip Germany, KW automotive GmbH / LSD GmbH and Continental, the Bimoto is set to beat the magic mark of 400 km/h.
The mtm Bimoto, probably the most impressive vehicle produced by mtm, is based on the Audi TT and is equipped with two four cylinder turbo-engine. Even the starting performance makes overwhelming driving powers possible. Because of further engine-modifications together is a maximum 1000 HP possible.
The latest project - the mtm bimoto - is one of the exclusive and extraordinary special vehicles of mtm. Once more it shows that the founder Roland Mayer wants more engine power and perfection.
The latest project - the mtm bimoto - is one of the exclusive and extraordinary special vehicles of mtm. Once more it shows that the founder Roland Mayer wants more engine power and perfection.
Mercedes made a similar study (two engines in a A 190) with 15 employees in 4 months which means 60 work-hours in a month, mtm developed the TT bimoto in only 50 work-hours. The idea of two engines sounds strange at first, but it has lots of advantages compared with other ideas. To construct a vee eight turboengine for example we would have had to choose a central engine arrangement, which would have required the development of a special and more expensive allroad transmission.
For the drive of his two axles the mtm bimoto has two engines and two transmissions. Below the slightly changed body of the Audi TT hides more than expected at first sight. Both in front and rear every transmission is driven by its own 1.8 I four cylinder turbo-engine. A partition made of carbon including a rear window separates the maximum two passengers from the second drive unit in the rear. What you can find in it is that almost every component is doubled like the front one. Likewise there is a manual six gear transmission installed on the opposite of the driven direction which is driven by a 1.8 I cylinder in almost he same axis of the front part. To make power shifts possible double-clutches-transmissions will be obstructed in the new future. A welded cage stabilizes the complete car and includes the both aggregates.
The engines in the rear and in front move independently. The power comes from the street which is the connecting part between the two engines. Loading air, oil and water cooler, clutch and a second petrol pump, everything exits twice. Air not needed is lead back to the aerodynamic formed parts below the body and should especially at high speed improve the drive at the rear and it is supported by a diffuser. A marked carbon lip at the mtm tail wing supports this effect, too.
By the standard rear window, similar to a Ferrari 360 Modena, it is possible, even desired, to look at the technology of the second drive unit. According to Roland Mayer the plastic covers only use is not to have tc tidy up electronic cables and lines. This expenditure is operated by mtm because the customer should be able to look at the technology of the bimoto.
The customer will feel the technology, that's already sure. The project double engine vehicle is remarkable but for a firm with the entitlement of mtm not sufficient. Both engines will be far away concerning th performance output compared to the series. Unwaveringly and also everyday life-suited 740 HP, thus 370 H for each engine, are the minimum. Even 501 HP per four-cylinder are possible, which will be reached by capacity enlargement to 2 litres, big turboloaders and working on the periphery, says Mayer full of proud Finally however the customer should have the choice to decide on performance variant respectively deployment purpose of the vehicle.
The target is to give the car a handling, which is any time calculable. It may not surprise the driver with a change between under- and overriding but has to show the tendency to override. In Wettstetten we use therefore the standard sensors for the ABS system. The monitoring of the number of revolutions at all four wheels allows, by the help of the engine-electronic, an exact invasion to the handling of the bimoto. For example with slip at the front axle performance will be taken back from the front four-cylinder to avoid under riding. Similarly to that traction problems and power influences of the driven front axle to the steering will be avoided.
Behind the front, forged 19M-light metal rim a Brembo braking system is installed. Ventilated disc brakes, 32 millimeters strong and 355 millimeters in the diameter are taken there by a four-piston caliper into the pliers. At the rear axle acceleration will be converted to delay with ventilated, 330 millimeters big brake discs and a four-piston caliper.
With six-point-belts in Recaro full-bucket seats in future maximally two passengers have the possibility to feel the experience double engine in the exclusive MTM bimoto.
The development costs for the prototype are about 600.000 euro, A small series of 10 vehicles is planned. Optionally also a race-suspension and/or race-suspension-parts can be ordered.
Saturday, September 12, 2015
Audi A3 Sedan 2014
Exterior
Length : 175.4 in.
Width: TBD
Height: 55.7 in.
Wheelbase: 103.8 in.
Ground Clearance: TBD
Front Track: 61.2 in.
Rear Track: 60.1 in.
Weight Distribution: TBD
Drag Coefficient: 0.30
General
Body Style: Sedan
Size: Compact
Market Segment: Near-Luxury
Weight: 3175 lbs
Propulsion
Fuel Type : Gas
Engine Type: 1.8L I4
Power: 170 hp @ 4500-6200 rpm
Torque: 200 lb-ft @ 1600-4000 rpm
Transmission: 6-Speed Automated Manual
Highway Fuel Economy: 33 mpg
City Fuel Economy: 24 mpg
Forced Induction: Turbocharger
Direct Injection: Yes
.
Saturday, September 5, 2015
2013 Audi S7: First Drive
Four-door coupes are all the rage these days, so it seems logical to us that Audi would opt to introduce an S version of its popular A7. Like the all-new-for 2013 Audi S6, the S7 rides on the Volkswagen group’s MLB platform and benefits from a new 4.0-liter, twin-turbo V-8 engine mated to a seven-speed S tronic gearbox, but that’s where the similarities end.
Not only does the S7 present itself with more sweeping and graceful exterior styling, it also feels a bit more refined and less boisterous than its sedan stablemate. It’s roomier on the inside, too, thanks to the S7’s 1.4-inch increase in width over the S6. While both cars ride on a 114.7-inch wheelbase, the S7 grows in length by 1.7 inches.
That added size adds weight, but not as much as you’d think. The S7 tips the scales at 4,508 pounds, which is just 110 pounds more than the S6. In a straight line, you’ll never notice the difference in acceleration or braking, and the S7 is still fully capable of delivering impressive handling when the road throws you a curve.
The S7 shares the S6’s biturbo 4.0-liter V-8, which is all new for 2013. The engine is a masterpiece of compact design, with both twin-scroll turbos positioned in the valley between the cylinder banks, instead of outside the engine.
The intercooler assembly sits atop the engine, and intake and exhaust ports are located opposite of where you’d find them in conventional engine designs. Intake air enters on the outside of the cylinder heads, while the exhaust exits on the inside of the cylinder heads; Audi claims this design helps to keep intake air cooler.
Since the catalysts can be positioned very close to the exhaust exit, they quickly reach operating temperature for reduced emissions. The overall design of the engine makes it the most compact turbocharged V-8 engine in the world, which allows Audi greater interior room to work with.
While the S7 makes 420 horsepower and 406 pound-feet of torque, technologies like cylinder on demand (which turns the 4.0-liter V-8 into a 2.0-liter V-4) help the car deliver up to 27 mpg highway and 17 mpg in the city. That’s impressive for a car that can also reel off 0-60 mph runs in 4.5 seconds and achieve a governed top speed of 155 mph.
Ensuring that torque is turned into forward motion regardless of conditions is the job of the quattro all-wheel-drive system, which comes standard with Audi’s sport differential on U.S.-spec models. S models also get a unique air suspension with an adjustable ride height, not available in the A model range.
Inside, the S7 blends equal parts sport and luxury, serving up an interior that we’d have no trouble calling class-leading. The sport seats, with their thick bolsters and quilted stitching are, in a word, superb, and the carbon fiber trim used throughout the interior is exquisite.
As for attention to detail, consider this: the skyliner trim above the dash is a single piece of carbon fiber. It would have been much easier and less expensive to piece together three or four panels, but that wouldn’t have looked quite as polished to Audi’s interior designers.
There’s plenty of technology in the new S7, too. Each new S model is a 3G mobile hotspot, thanks to Audi’s relationship with T Mobile. Google voice provides easy access to information on businesses or locations, and Google Earth-based maps make navigation nearly foolproof.
Audi’s Drive Select is present and accounted for, too, and it gives users three basic settings for vehicle performance and ride comfort. The best handling is achieved in Dynamic mode, which drops the suspension to the lowest ride height, quickens steering, improves throttle response and decreases shift times.
At the opposite end of the spectrum is Comfort mode, which still delivers surprisingly agile handling while serving up the most relaxing ride. In between, there’s Auto mode, which leaves settings in Comfort until it senses a change in the driver’s inputs. There’s also a Custom setting, which allows drivers to change only the variables they want.
All the technology and luxury is a moot point if the new S models fail to live up to the reputation set by previous S models, and we’re happy to report that the 2013 S7 doesn’t disappoint. Step on the gas, even on wet pavement, and acceleration is brisk and immediate.
While much of this is due to the quattro all-wheel-drive, we can’t help but be impressed by the new 4.0-liter V-8, too. The engine pulls surprisingly hard from low revs to near redline, and sounds magical in the process. Not only would we skip the optional Bang & Olufsen audio system, we’d probably never use the factory stereo, content to listen to the engine’s song.
Audi gives drivers steering-wheel-mounted paddles for shifting, but we found leaving the seven-speed, dual-clutch S tronic transmission in Sport mode produced comparable results. For commuting purposes, most owners will prefer Drive mode, but when a twisty road opens up in front of you, Sport is guaranteed to put a smile on your face.
Despite the car’s two-and-a-quarter ton weight, it feels surprisingly nimble, even in quick left-right-left transitions. Turn-in is quick, but at the limit there’s plenty of understeer, and we see that as a good thing. The S7 isn’t a track animal, and we’ll take the added safety of a little push when driving in the real world.
Brakes are surprisingly good, almost to the point of overkill. Grab the binders hard on dry pavement, and your biggest worry will be getting hit from behind. While the S7 is capable of impressive deceleration, the cell-phone-addled driver in the minivan behind you isn’t.
While we were suitably impressed with the 2013 Audi S7, we’s stop short of calling it perfect. In Dynamic mode, with the transmission in Sport, there’s a bit of a stumble off-idle as the car tries to decide which gear to use. This isn’t present on the S8 (which uses an eight-speed Tiptronic transmission), so we suspect it’s a function of the S tronic transmission’s logic.
Inside, the sport seats showed a fair amount of wrinkling on the side bolsters after a day of spirited driving. We’d look the other way in a car that stickered for $40,000, but in a car that lists for twice that we expect just a bit more quality.
Finally, the Google Earth mapping used borders on too good. As you approach a turn, the mapping shifts scales, making it easy to drive by an exit on the highway. It’s a minor point, though, easily overcome once you’re familiar with how the system operates.
The 2013 Audi S7 is already in U.S. dealer showrooms, at a starting price of $79,695.
Disclaimer: Audi provided us with airfare, lodging, really nice swag and really good food, allowing us to bring you this first drive report. They plied us with alcohol, too, but we’d have said the same things even if we paid for the trip from our own pockets
Inside, the sport seats showed a fair amount of wrinkling on the side bolsters after a day of spirited driving. We’d look the other way in a car that stickered for $40,000, but in a car that lists for twice that we expect just a bit more quality.
Finally, the Google Earth mapping used borders on too good. As you approach a turn, the mapping shifts scales, making it easy to drive by an exit on the highway. It’s a minor point, though, easily overcome once you’re familiar with how the system operates.
The 2013 Audi S7 is already in U.S. dealer showrooms, at a starting price of $79,695.
Disclaimer: Audi provided us with airfare, lodging, really nice swag and really good food, allowing us to bring you this first drive report. They plied us with alcohol, too, but we’d have said the same things even if we paid for the trip from our own pockets
View More :
Photos : 2013 Audi S7
Friday, September 4, 2015
Audi R8 Review
2008 Audi R8 quatrro Coupe
There I was, having fun, fun auf die Autobahn, when nature called. A location southeast of Stuttgart, I took the wrong exit and found myself outside the door of Audi's Neckarsulm plant. A large sign proclaimed the brutally Bauhaus industrial complex ground zero for the German auto maker's R8 supercar. I was immediately convinced I was destined to park one in my garage. Of course by then I had been chasing R8 ownership for more than three years. So do good things come to those who wait?
Flash forward to Vegas. I look at a number of carefully prepped aluminum-bodied R8's shimmering in the desert heat, HUNC low to the ground, looking clearly sinister in the winter sun. The German coupe's over-large mal occhi stare out from a form is not entirely unlike a Ferrari F430, but obscured by all kinds of dents, immediately and intake.
The R8's "blades" - contrasting colored tape Halving the R8's profile like enormous pieces of duct tape looks just as jarring in real life as they do in the pictures. But the car's rear end is a thing of beauty; a synthesis of the Italianate style and Germanic precision projecting pure power.
The R8's interior shares the family very similar to the upcoming TT for my taste, from its door pulls to the undersized, satellite navigation screen for the dreaded Multi-Media Disconnect unit. Despite the haptic sky-buttery leather, textured aluminum, carbon fiber accents, plush Alcantara-It is a bit like sitting inside a Zero Halliburton.
Thanks to the R8's panoramic front windshield, at least feels like a BIG briefcase. For a mid-engine sports car, rear visibility is better than expected, somewhere between terrible and really bad. Backup sensors and the camera comes standard. Very grateful.
The 3,439 pounds. Holsters Audi R8's 4.2-liter FSI V8, good for 420 horsepower and 317 lb.-ft. of torque. Helping well heeled potential customers do the math, Audi's product specialists, who set a 200-mil route through Nevada's Valley of Fire, and gave access to Las Vegas Raceway.
On the open road, the R8 is a serene machine. Despite low gearing, road and engine noise levels are subdued enough for everyday wear. My tester was hit with a couple of squeaks and rattles; an early indication of problems or provide journalists the opportunity to abuse Audi's horsepitality. Anyway, in a roadway, the R8's ride quality is excellent, even without the optional 'Audi magnetic ride' adaptive damper system.
When you press the R8 exhaust note morph from metallic rasp to the barrel chested roar of the Banshee wail. The endless mechanical aria is a welcome alternative to standard-issue audio system, which is slightly better than an A4's ICE. And while we are here, the R8's armrest is poorly positioned for long-term comfort and cupholders are useless.
The Lamborghini Gallardo donated his paddle shift transmission to the R8. At low speed, smooth shifts are quick unmöglich. While Audi's R-electronic system is not as bad as BMW's SMG cog swap (what is?) Is it far less comfortable as Audi's DSG world. To make it worse, the R8's paddles are too small and made ugly ass plastic. I briefly drove the six-speed manual version and prefer it for expanded civilian Jaunt.
Cruise Passengers note: storage is notable by its absence. Audi will sell you a fantastic seven piece set of fitted luggage for around 5,000 euros (which is more beautiful than anything else in the car). But hey, long-distance love is not the R8's main mission.
The track is the R8's true métier. Zero to sixty in 4.2 seconds says this sucker moves. Equally important, the Coupe changes direction with sufficient to elicit an refloating gleeful cackle from the most jaded track addict. Even with the ESP traction control disengaged, have Quattro-equipped mid-engine motor's back-end out of alignment is almost as hard as trying not to.
Too much speed into a corner? Back from the accelerator and nose Tucker neatly in line. Composure through long sweepers at speeds of 100 + km / h is just as exemplary. And the R8's binders are phenomenal: endlessly reassuring combination of power, feedback and measured graduation.
At the Vegas circuit, max attack e-gear shift was fast yet smooth. Unfortunately, Audi put the e-gear indicator in the witness protection program. Yet flogging the R8 around a track and then run the home may be the new owner's new favorite pastime.
The R8's handlers claimed the R8 will open a new automotive segment: affordable exotica. Yes, yes, as quickly and conscientiously as the car is that the R8 is struggling to surpass the dynamic benchmark set by the equivalent price Porsche 911 Turbo.
While the rear-engined German is faster than the R8, the visual malicious Audi definitely possess the X factor needed to make a suitable alternative to the father of all daily Super Cars. In time, the battle lines will move closer. Call me a speed-crazed way victim, but I can not wait.
Subscribe to:
Posts (Atom)