The Audi Fan Club

Walter Da Silva does it again! I love these Audi designs so much. I think Audi is the only car maker who doesn't put fugly hofmeister kinks in all their cars.

icelt

Hey guys, first time visiting this thread. Just wondering if this is the best place to post a question requesting feedback on the B7 A4 Avant? Basically I'm seriously considering putting a 3.2 titanium on order and just wanted to see if any of you guys had feedback regarding reliability, performance, things to watch out for, dealer comments, etc.

Thanks.

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Well the B7 is about to replaced by the B8 in america. We have had the B8 in europe for a little while now and the new A4 was a huge leap forward.

The chassis of the A4 is wonderful, and no longer is the 3 series the undisputed king of its class.

I do like the look of the new A4, but I think the silly Diodes on the headlamps have to go 👎

On the launch of the facelifted A6 we will see a new audi engine. A 3.0 Twin Turbo Diesel Injection with blutec. End result is 295 hp. Dont know how much torques though.

Also I hear there is gonna be a 350hp 4.2 TDI.

In your face BMW

blutec? Is MB actually working with Audi or something?

forza2.0

Well the B7 is about to replaced by the B8 in america. We have had the B8 in europe for a little while now and the new A4 was a huge leap forward.

The chassis of the A4 is wonderful, and no longer is the 3 series the undisputed king of its class.

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Did you mean specifically that the new B8 chassis is wonderful or more in general for all recent A4's?

Part of my logic in focusing on the B7 is since it is at the end of its production run the factory should have perfected its manufacturer, well at least as perfect as it will ever get. The new B8 is bound to have teething issues, and as intend to keep this car for the long haul I just feel more confident investing in the "proven" and known established technology (B7) over the new revision (B8) and the assoc unknown bugs that will eventually show up. Also to be honest, I'm not all that jazzed about the new B8 looks. The curves towards the rear end just don't work for me and I love the fact that the B7's Titanium package covers up all the chrome accent crap.

Here's a shot of the example that I'd likely try to copy:



Edit---- that new brown interior is quite lovely though. Wish we could order that color in the states.

Omnis

blutec? Is MB actually working with Audi or something?

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sort of, they are getting the technology from bosch. This is to spread merc's development costs.

Did you mean specifically that the new B8 chassis is wonderful or more in general for all recent A4's?

Part of my logic in focusing on the B7 is since it is at the end of its production run the factory should have perfected its manufacturer, well at least as perfect as it will ever get.

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The b8 chassis is wonderful I meant. I have posted some track times for the new 3.2 A4 and it has been beating alot of more powerful cars, and posted the same time as the rather more powerful bmw 335i. The A4 chassis is alot more accomplished than that of the A5.

Suppose you are right about the B7 near enough being perfected now though.

Please read YSSMAN'S thread first: https://www.gtplanet.net/forum/showthread.php?t=102943





Source: Fourtitude



Audi is once again setting standards, this time with the new Audi TT and its TDI engine—a model that combines pure sportiness and powerful performance with sensational efficiency. The Audi TT 2.0 TDI Coupe quattro and Audi TT Roadster 2.0 TDI quattro are the first series-production sports cars to feature diesel engines. It’s a compelling union: The two-liter engine generates dynamic propulsion with 125 kW (170 hp) and 350 Nm (258.15 lb-ft) of torque, yet the TT Coupe and TT Roadster consume an average of only 5.3 liters and 5.5 liters of fuel per 100 km (44.38 mpg and 42.77 mpg) respectively—unparalleled in the sports car segment.

Audi is setting the pace with this synthesis of excellent dynamism and low fuel consumption, as it has done for many years: Since debuting in 1989 the TDI engines from the brand with the four rings have been paving the way for the world’s most successful efficiency technology and acting as trendsetters for the entire automobile industry. Today, these powerful, refined and highly fuel-efficient engines represent a modern, smart take on sportiness. The run of victories achieved by the Audi R10 TDI diesel race car at the Le Mans 24 Hours and in the American Le Mans Series are impressive evidence of the tremendous potential of this technology.

The dynamic diesel engines from Audi exert an exciting impact not just in racing but also in series-production models—and now indeed in a sports car. The TT Coupe quattro with the 2.0 TDI sprints from zero to 100 km/h (62.14 mph) in 7.5 seconds and achieves a top speed of 226 km/h (140.43 mph). The Audi TT Roadster, likewise equipped with quattro permanent all-wheel drive, requires only an extra tenth of a second for the standard sprint, and continues up to a top speed of 223 km/h (138.57 mph). Both versions serve as outstanding examples of the success of the Audi efficiency strategy, thanks to their fuel efficiency ratings of 5.5 liters per 100 km (42.77 mpg), a figure that corresponds to CO2 emissions of only 145 grams/km.

Powerful, refined and efficient: The 2.0 TDI
The new four-cylinder TDI engine (engine displacement = 1,968 cc) represents a fresh take on the all-round compelling qualities of the TDI concept. Designers of the dual-camshaft, two-liter model looked to its predecessor—the most-produced diesel engine in the world—and expanded upon its major strengths: driving pleasure, efficiency and refinement.

The new common rail injection system is equipped with highly modern piezo injectors, whose eight-hole injection nozzles can perform up to five distinct injection sequences per cycle. This fine degree of modulation creates a modest pressure increase in the combustion chambers, resulting in a significantly reduced noise level. The system pressure of 1,800 bar allows fuel to form a fine dispersion, enabling precise, highly efficient combustion.

The turbocharger is also part of a new generation and operates with adjustable vanes that allow torque to build up rapidly. The positions of swirl flaps on the intake manifold are controlled by electric motors in order to adapt the flow of air to the current load and engine speed. The geometry of the engine’s pistons has been modified, and the acoustics of the camshaft drive belt have been overhauled. Just as they did in the preceding model, two balancing shafts reduce the vibrations arising in the crankshaft drive.

The cumulative result of this progress is a high maximum engine speed of 5,000 rpm and, most importantly, improved thermodynamics in the combustion chambers. What this means is that the engine can run on up to 60 percent recycled exhaust that has been thoroughly cooled by the radiator. This results in a drastic reduction in untreated NOx emissions, with the 2.0 TDI already meeting the threshold values of the upcoming Euro 5 standard.

Dynamic road performance
The 2.0 TDI in the Audi TT Coupe and the Audi TT Roadster delivers 125 kW (170 hp) at 4,200 rpm and sends a full 350 Nm (258.15 lb-ft) of torque to the crankshaft at engine speeds between 1,750 and 2,500 rpm. Operating quietly and generating little in the way of vibration, this model delivers a hefty amount of power at the lowest rpm levels and is highly responsive to input from the gas pedal. Its supreme power development lends this engine its own unique, fascinating character—that of a muscular, smart sports engine.

The Audi TT Coupe 2.0 TDI quattro easily leaves the gasoline-powered competition behind when accelerating from a standstill. It sprints from zero to 100 km/h (62.14 mph) in just 7.5 seconds and never looks back until it reaches 226 km/h (140.43 mph). The TT Roadster accelerates to 100 km/h (62.14 mph) in 7.7 seconds and keeps going up to 223 km/h (138.57 mph).

These models—the world’s first diesel sports cars—consume an average of only 5.3 liters and 5.5 liters of fuel per 100 km (44.38 mpg and 42.77 mpg) respectively, which corresponds to CO2 emissions of a mere 140 g/km and 145 g/km. In so doing, they are setting a benchmark that represents a veritable quantum leap in the sports car segment. With the TDI engine in the TT series, Audi once again establishes its leading role on the diesel market. The brand with the four rings is advancing progress and starting at the top.

In keeping with the theme of sporty performance, Audi has combined its two diesel-engine sports cars with highly effective manual six-speed transmissions whose short lever travel allows the driver to shift quickly, easily and precisely. The housings for these transmissions are made of lightweight, high-tech magnesium materials. Relatively long final transmission ratios have been employed to bring the drivetrain in line with the character of the TDI engine.

In light of their high torque values, Audi is equipping both of its new TT models with quattro permanent all-wheel drive. The heart of this system is an electronically controlled, hydraulically activated multi-plate clutch, which is located in the rear of the vehicle for improved weight distribution. This clutch generally distributes up to 85 percent of the engine power to the front axle and 15 percent to the rear axle; in extreme situations it can divert up to 100 percent of the power to either axle.

The overall concept: An exercise in uncompromised sportiness
Consistent efforts to reduce vehicle weight are also part of the efficiency strategy pursued by the brand with the four rings. Both sports cars are very lightweight: the 2 + 2-seater TT Coupe weighs only about 1,370 kilograms (3020.33 lbs) when empty, while the two-seater TT Roadster with soft top weighs roughly 1,415 kilograms (3119.54 lbs). Underlying these low weights is an innovative hybrid body construction developed by Audi. Front components are made of aluminum and utilize Space Frame technology; rear components are made of steel. This solution guarantees that the frame is as rigid as possible and optimizes load distribution between the axles.

The Audi TT Coupe and TT Roadster are dynamic, emotion-packed sports cars. As was the case with preceding models, these cars are impressive for their powerful design, whose dynamic flow continues on into the interior. The cockpit contains multiple nods to the circle motif, and the sports steering wheel with its flat-bottomed rim fits the driver’s hand like a glove. The sport seats are deep-set, providing a sporty seated position and firm lateral support. The backs of both rear seats fold down in the TT Coupe, making the trunk space grow from 290 to 700 cubic liters (10.24 – 24.72 cubic ft). The Roadster (250 liters, 8.83 cubic ft) comes with a practical load-through hatch upon request.

The sports suspension likewise offers extraordinarily dynamic features. The front suspension is pivoted on an aluminum subframe and has a wide track measuring 1,572 millimeters (61.89 inches).

A highly precise rack-and-pinion steering system with a direct steering ratio provides an intimate link between the driver and the road. Power steering with servo assist, which decreases as speed increases, is generated by an electromechanical drive that is even more efficient than a hydraulic pump.

The coil springs and shock absorbers in the four-link rear axle are situated in separate areas. The links are also finely differentiated: The layout of the trailing links, which absorb the propulsive and braking forces, is relatively soft to promote a comfortable ride. The connections to the three transverse links per wheel, on the other hand, are rigid in order to direct transverse forces into the body with precision.

The Audi TT Coupe 2.0 TDI quattro and Audi TT Roadster 2.0 TDI quattro roll on 16-inch, cast aluminum wheels fitted with 255/55 R16 tires. Behind the wheels are large disk brakes with pads that develop large coefficients of friction. The ESP stabilization program supports the neutral to slight understeering feel of the TT—the finishing touch on an overall portrait of exciting dynamics, exhilarating driving pleasure and stability you can count on.

Audi magnetic ride, a high-tech shock-absorber system available as an option, is an adaptive system that resolves the traditional conflict of interests between comfort and handling. A magneto-rheological fluid circulating in the shock absorbers changes the direction of the magnetic particles within milliseconds when electricity is applied; this alters the overall characteristics of the fluid and, in turn, modifies the damping characteristic. The driver can choose between “Normal” and “Sport” programs by flipping a switch.

Equipment makes a statement of refined style
Standard equipment for both of the new TT models reflects the sporty character and refined style of the series. Faux aluminum accents add a shine to gray inlays and various other components in the interior. The sports steering wheel comes with a Nappa leather cover. The climate control system (standard for the TT Coupe) regulates heating and ventilation in response to the level of sunlight. The driver information system and chorus audio system round out the standard equipment.

A wide array of high-tech equipment is available as options, including a highly modern generation of audio devices, electrically adjustable front seats, the adaptive light dynamic cornering light system and two navigation systems with a user interface based on the Audi MMI concept—a cut above the competition.

Audi just carries on with the constant onslaught of products. Poor competition

You knew it was coming, and here's all the technical information you could ever want on this car... the Q7 V12 TDI Quattro!👍


Source: Fourtitude


Audi is taking TDI technology to a whole new level with the Audi Q7 V12 TDI quattro, the most powerful diesel-powered passenger vehicle in its class. The V12 engine under the hood generates 368 kW (500 hp) of power and 1,000 Nm (757.56 lb-ft) of torque from six liters of displacement, enabling the big SUV to perform like a sportscar. The new Audi Q7 V12 TDI quattro represents a combination of superior power and efficient fuel consumption, an Audi hallmark. With its sporty chassis, modified body and exclusive equipment, the Audi Q7 V12 TDI quattro is the consummate high-performance SUV. quattro GmbH, a wholly owned Audi subsidiary, is responsible for production and development of the vehicle. Series production of the Audi Q7 V12 TDI will begin this year.

Audi, the inventor of TDI technology, is penning a new chapter in the history of diesel engines with the Audi Q7 V12 TDI quattro. The world’s first V12 diesel engine in a series-production vehicle moves this big, high-performance SUV with supreme confidence and composure. On demand, the six-liter engine catapults the Audi Q7 from zero to 100 km/h (62.14 mph) in 5.5 seconds like a top-class sportscar. Speed is electronically capped at 250 km/h (155.34 mph).

The 12-cylinder diesel engine is no less impressive when it comes to fuel consumption. On average, it requires just 11.9 liters of fuel per 100 km (19.77 mpg), a surprisingly good figure in light of the strength of the engine. The six-liter TDI uses significantly less fuel than any competing gasoline engine in the high-performance SUV sector; thanks to efficient combustion and the complex exhaust emission control system, the Audi Q7 V12 TDI quattro already complies with future emissions standards.



Totally refined, high-tech engine
The V12 TDI captivates its drivers with sheer inexhaustible power and highly cultivated operation – the subtle engine sound takes on a voluminous, strong note when the throttle is open. The six-liter unit is a member of the modern family of Audi V engines, all of which have center-to-center spacing of 90 millimeters (3.54 inches) between cylinders. Instead of the usual 90 degrees, however, its cylinder angle measures 60 degrees. This method of construction is ideal for the V12 as it prohibits any undesirable free inertial forces and moments of inertia.

Another factor contributing to the vehicle’s smooth running characteristics is the high rigidity of the crankcase. Made of cast vermicular graphite, it is approximately 15 percent lighter than conventional gray iron. The six-liter unit is extremely compact at just 684 millimeters (26.93 inches) in length. The crankshaft is held in place by a rigid main bearing bracket. The V12 TDI’s engine capacity of 5,934 cc is derived from a bore measurement of 83.0 millimeters (3.27 inches) and a stroke of 91.4 millimeters (3.60 inches), just as in the 3.0 TDI.

The aluminum cylinder heads consist of three elements: the lower section where the intake and escape channels are integrated, the upper section which guides the flow of oil and a reinforced ladder frame containing the two camshafts driven by two simplex chains on the back of the engine. The valves are actuated by low-friction roller cam followers. Map-controlled flaps in the intake channels cause the induced air to swirl. This improves combustion, thus reducing emissions and enhancing performance.



High pressure: 2,000 bar in the common rail system
The common rail injection system, with high-pressure pumps driven by chains, can create pressure of up to 2,000 bar. The high pressure level permits intensive mixture formation of the fuel in the combustion chamber, thereby facilitating especially smooth, acoustically satisfying combustion. Shifting very rapidly and precisely, the eight-hole injectors working on the piezo principle can deliver up to five injections per combustion cycle.

Two turbochargers are positioned on the exterior of the V engine, each supplied with a cylinder bank. Thanks to their adjustable guide vane geometry, they respond quickly even at low engine speeds and reach high levels of efficiency, applying a relative maximum boost pressure of 1.6 bar. Two large charged air coolers reduce the temperature of the compressed air, paving the way for the high output of 500 hp.



Outstanding performance paired with exceptional efficiency
The six-liter TDI unit is further impressive proof of the technological leadership embodied in Audi’s “Vorsprung durch Technik” slogan. Back in 1989, the brand with the four rings put the TDI principle into series production and has been continually advancing it ever since at the forefront of the field. The most powerful diesel in its class generates an extremely high specific torque of 169 Nm (124.64 lb-ft) per liter of capacity; 1,000 Nm (757.56 lb-ft) is available at a range of 1,750 to 3,250 rpm. Specific power output is 62.0 kW (84.3 hp) – equivalent to that of a sportscar.

The new V12 TDI in the Audi Q7 is closely related to the engine that twice powered the Audi R10 TDI racing car to overall victory in the Le Mans 24 Hours – a 5.5-liter V12 that delivers approximately 480 kW (over 650 hp).

The Audi Q7 V12 TDI quattro’s powerful engine torque flows through a rapidly and gently shifting six-speed tiptronic that was specially designed for the six-liter diesel engine’s immense torque. The driver can shift the gears of the automatic transmission either with the selector lever or manually with the standard chromed shift paddles on the three-spoke steering wheel.

The quattro drive distributes the power to the front and back wheels in a 40:60 ratio – giving the vehicle a sporty, rear-focused driving style that guarantees maximum agility and driving enjoyment. When needed, the inter-axle differential transfers most of the power to the axle with better traction. Great care has also been devoted to reinforcing all key components in the quattro driveline.



High tech from Audi: The aluminum chassis
The chassis of the Audi Q7 V12 TDI quattro is a marvel of high-tech construction. Elaborate double wishbones guide the front and rear wheels; the axle components are made primarily of aluminum. Thanks to the extreme precision and directness of the servotronic steering, the driver remains in close contact with the road. This is where the handling characteristics, driving safety and comfort of the high-performance SUV set new standards. With maximum ground clearance of 205 millimeters (8.07 inches), the Audi Q7 V12 TDI quattro also proves itself easily capable of handling the demands of rough terrain.

The adaptive air suspension works with sporty new tuning. In combination with electronically controlled shock absorbers incorporating dynamic roll stabilization, the air suspension can be adjusted in three zones ranging from extremely comfortable to highly dynamic. The driver can also adjust ground clearance in five stages via this system and lower the tail end by 71 millimeters (2.80 inches) for comfortable loading.

Standard carbon-fiber ceramic brakes
The ultimate high-performance SUV from Audi takes to the road on sporty 10-spoke wheels of 20 inches in diameter. Alternatively, the wheels are also available in a 20-spoke design or as 21-inch variants in three different designs. Behind the large wheels is a powerful 20-inch brake system. Made of ceramic reinforced with carbon fiber, the internally ventilated disks are notable for their low weight, robust performance and minimum wear. The front disks are gripped by eight-piston brake calipers, while the rear brakes function with four pistons each. The calipers are titanium gray and the front ones bear the “Audi ceramic” logo.

The visual styling of the Audi Q7 V12 TDI quattro gives it an unmistakable look. Daytime running lights consisting of twelve white LEDs per headlight announce the vehicle’s presence even at a distance. They are located on the upper edge of the air intake slots, replacing the turn signals that were moved to the bi-xenon headlights. Further honing the vehicle’s profile is a chromed grid in the single-frame radiator grill and a shiny underbody protector made of stainless steel. The newly designed bumper groups the side air intake slots into large units.

When viewed from the side, both the 20-inch wheels and the matt aluminum caps on the exterior mirrors catch the eye. The wheel arches have been widened a total of 26 millimeters (1.02 inches) at the front and 30 millimeters (1.18 inches) at the rear; the lower edges of the doors flaunt striking new moldings. The windows are framed by matt aluminum cover strips, the roof rails sport the same look. The taillights are set in a dark-colored background, while the newly designed bumper incorporates two large, oval exhaust tailpipes. At the rear, the underbody protector is also made from stainless steel. A metallic or pearl effect finish comes standard.


Sophisticated: Highlights on board the Audi Q7 V12 TDI
In the interior of the most powerful Audi Q7, passengers will find shiny door sill trim with aluminum inserts and velours carpet. Carbon covers and the aluminum-look selector lever give the center tunnel a high-tech ambience, exclusive wood trim is available as an option. The buttons of the MMI operating system, which has proven a superior concept in numerous independent tests, gleam in silver, the air vents in aluminum, the pedals and footrest in stainless steel. On the speedometer, the range extends up to 310 km/h (192.63 mph).

Verano leather covers the electrically adjustable sport seats, the deluxe center armrest and the armrests in the doors are upholstered with leather as well. The front and rear seats can be heated; a special lighting package softly illuminates the interior.
Also included in the luxurious standard specification are the leather package, leather multi-function sports steering wheel, black roof lining, folding exterior mirrors, DVD navigation system, Bose Surround Sound system with CD changer, Bluetooth mobile phone preparation, alarm system and tire pressure monitoring system. The tailgate opens and closes electronically. Partially overlapping the D-pillars, it gives the vehicle a brawny rear body.

There are four optional high-tech assistance systems for the Audi Q7 V12 TDI quattro: The adaptive cruise control system, Audi lane assist and Audi side assist aid the driver in maintaining the proper distance to the vehicle ahead, staying in lane and changing lane, while Audi parking system advanced incorporates a camera for a clear view behind the vehicle.




The optional Audi music interface offers a convenient iPod interface. Available on request, the B&O Advanced Sound System creates an unparalleled acoustic experience. An even more comfortable interior can be achieved with the advanced leather package that includes, among other things, exclusive leather covering of the instrument panel and center console.

The large glass roof open sky system is available to crown the spacious interior – optionally with four, five, six or seven variable seats – as is a rail system for the cargo area of up to 2,035 liters in size.

Presales of the Audi Q7 V12 TDI will begin in the second half of 2008. The most powerful diesel vehicle in its class is the exclusive top-of-the-line model in the Q7 range.

The equipment, data and prices stated here refer to the model range offered for sale in Germany. Subject to amendment; errors and omissions excepted.




Im not a big fan of the Q7 or SUV's in general but Audi's introduction of a high-performance and economical engine to the Q7 platform has really changed the way I look at this car.👍

Oh, and it looks awesome too!👍

Another great introduction of a diesel engine to the Audi Range:tup:

Tommi

I cant wait to see this car in action. King of SUV's.

Source: DTM.com
To make a championship winning car even better - the Audi Sport engineers and technicians faced this delicate task when the job of developing the DTM race version of the new Audi A4 arose. From the visual aspect they certainly succeeded: The new A4 DTM, which was publicly unveiled for the first time at the Motor Show in Geneva, spontaneously appears even more dynamic than the successful predecessor model with which Mattias Ekström won the DTM title last year.


The fourth-generation Audi A4 DTM, which bears the project name “R14” internally at Audi Sport, is also futuristic from the technical aspect. With the help of state-of-the-art CFD calculations (Computational Fluid Dynamics) particular attention was paid to the air flow running around and through the car. “In doing so we completed what we had already started last year with the R13,” explains Head of Audi Motorsport Dr Wolfgang Ullrich. “We are convinced that we have achieved the most logical optimisation of the aerodynamics allowed within the framework of the regulations.”

During the twelve month development period, which started in March 2007, a predominantly new DTM car differing in many details to its predecessor was created in Ingolstadt and Neckarsulm. “Ground breaking technical innovations on a par with quattro, FSI or TDI are not possible owing to the restrictive nature of the regulations,” says Dr Martin Mühlmeier, Head of Audi Sport Technology. “In the DTM it’s more a question of the logical interpretation and implementation of the technology allowed.”

In the process it was possible to reduce the car’s centre of gravity height and to further reduce the dry weight, which in turn gives the race engineers more flexibility to set the car up to suit specific race tracks and the weight distribution. The technicians even found development potential in the four-litre near 460 hp V8 engine used in the Audi A4 DTM. The internal friction was further reduced which in turn benefited the power produced and torque curve.

The basic principle of the vehicle, which is stipulated by the regulations, remains the same: The A4 DTM is a thoroughbred race car with the silhouette of the new Audi A4. The chassis has a hybrid concept. It consists of almost 31 metres of steel tube of the type also used in the aerospace industry. The driver sits in a carbon fibre safety cell that actually resembles a Formula 1 monocoque. This combination guarantees the highest torsional stiffness and safety.

The bodywork is made from carbon-fibre composite and is - in spite of all the aerodynamic gadgets - immediately identifiable at first glance as an Audi A4. The distinctive brand styling-elements like the Single Frame grille and the white LED daytime low-beam lights ensure that the face of the A4 DTM has the same unique look like the road going model.

The most important components of the new DTM were tested immediately after the end of the 2007 DTM season. The first R14 prototype completed its roll-out shortly before Christmas at Le Castellet (France). Before its race debut on 13 April at the Hockenheimring, the new Audi A4 DTM will have spooled off several thousand test kilometres - including endurance tests.

“The new road going A4 has already won many international awards in a very short period of time,” says Dr Wolfgang Ullrich. “We aim to do these awards justice with the new DTM. We are convinced that the new Audi A4 is an excellent base for a successful DTM car.”

Defending champion Mattias Ekström, who unveiled his new company car in Geneva together with his boss, prefers not to make any predictions at the moment: “If the new A4 DTM is as quick as it looks then I’ll be satisfied,” says the Swede diplomatically.

The new Audi A4 DTM meets its future opponents for the first time at the official DTM test between 10 and 12 March in Mugello (Italy).

Source: Fourtitude



Geneva, Switzerland may be known better for jewels, watches or chocolate, but anyone into cars may suggest a different mode of indulgence. Each March, the Geneva Auto Show marks one of Europe’s biggest and most important shows, one that plays an important role on Audi’s own schedule.



At the heart of Audi’s focus this year was the simply brutal V12 TDI. This brute of diesel engine sees production first under the hood of the hottest Q7 model to date – something bound for Europe and other markets, but not yet confirmed for America. The Q7 V12 TDI gets its own unique LED bedecked front fascia inspired by the original Q7 V12 TDI design study from a year ago. Other production changes can be seen on this uber Q, including the same satin silver MMI button cluster and wheel design first seen on the RS6 Avant. This particular Q7 also showcased a new in-headrest rear-seat DVD/entertainment system that’s a considerable improvement over previously external versions offered through Audi Accessories.



In addition to this production-ready Q, Audi also showed a design study based on the same model. The ‘Q7 coastline’ design study with nautical theme allowed Audi’s in-house tailor quattro GmbH to flex their automotive couture muscles through an extravagantly crafted, almost-white leather interior with satin-finish wood accenting that bestowed the SUV with a yacht-like ambience. Outside, modest nautic flag badging with the fender “V12” nomenclature and chrome wheels identical to last year’s Q7 V12 TDI design study were fitted.



Near the two Q7s, Audi also shared an updated R8 concept fitted with the very same V12 TDI and now with the designation “Le Mans”. Sources at Audi tell us this is the very same car as the matte silver version shown in Detroit earlier this year, though it’s had a few changes. For one, the R8’s gotten a full re-spray in eye-catching red, with elements like the car’s grille now in accenting satin silver. Under the wheels, the once anodized-looking brake calipers are now in color-matched non-metallic red, while the duct in the roof is a subtle black.



The newly-scarlet R8 may have technically been seen before in Detroit, though it certainly grabbed attention as it rolled across the stage at a pre-show party held by the Volkswagen Group. It was displayed at the Geneva PalExpo for the show’s two media days then packed onto a plane bound for the USA. We’re told the car will be on display at the American Le Mans Series’ 12 Hours of Sebring next weekend, then do a one-night only showing next Wednesday at the Audi Forum in New York City for a closed event with unfortunately no public viewing before the car returns to Germany. New Yorkers may catch glimpses of the car through the Audi Forum’s plate glass windows, but those dedicated to getting a closer look on American soil should place Sebring on their calendars.



The R8 V12 TDI may still be just a design study, but Audi began their diesel sportscar offering in earnest in Geneva with their launch of the TT 2.0-liter TDI. Adding the frugal diesel 4-cylinder to the already light aluminum TT makes Audi a leader in the sure-to-grow diesel sportscar segment and certainly helps corporate fleet fuel consumption numbers with an impressive average 44 miles per gallon.



Even more significant to Audi’s bottom line is the Avant variant of the best-selling A4. This 5-door version will come to America later this year, making use of the B8-generation’s increased size to create package both more utilitarian and better-looking at the same time. The car also follows Audi’s trickle-down equipment model, implementing features like MMI and aluminum luggage control tracks that had previously only been seen in higher-priced models like the A6 Avant.



Audi also used Geneva to pull the wraps off of another A4 variant – the Audi A4 DTM racecar also known internally as “R14”. Audi boss Dr. Wolfgang Ullrich was joined by DTM championship driver Mattias Ekström to pull the cover off of a car painted with the livery of the Swede’s sponsor Red Bull. Ekström and his peers on the Audi Sport squad will take to the track with a mix of the B8-based R14 and older B7-bodied versions when the series kicks off the 2008 season on April 13 in Hockenheim.



Geneva is an auto show known more for quirky concepts and extravagant displays by Italian design houses than it is for aftermarket manufacturers who tend to place more emphasis on events like Germany’s Frankfurt IAA or enthusiast events like Worthersee in Austria. Nevertheless, the Swiss tuning market is a strong one and a number of tuner offerings can be found if you’re willing to walk the more obscure halls of Geneva’s PalExpo center.



Upstairs on the main show floor, we did find a TT by Caractere in the Goodyear stand, while a Caractere-bodied A5 could be found down in Hall 7. The Caractere kits are impressive, mimicking Audi design cues with a more animated spin while including molded plastic components such as grille inserts for an OE appearance. Even the A5’s trunk spoiler, while more flamboyant than the factory, carried the lines of the A5’s rounded tail without being obnoxious.



Elsewhere in the tuner-focused Hall 7, we ran across even more body-kitted Audis – an amber-hued JE Design Q7 and a pair of TT roadsters from Rieger and Oettinger. Hofele single-frame grille conversion kits were also on display. Used to display new wheel designs, we also found an A5 and S3, along with two Lamborghini Gallardos in the relatively small mix of tuners and aftermarket suppliers.



All im going to say is that I wish I had gone

Source: Fourtitude

• Autobild readers from 26 countries have voted
• New midsize model takes first place in nine countries
• A4 Avant to complement the line this spring​

The new Audi A4 is staying in the success lane. By a clear majority, readers of the 26 European editions of “Autobild” voted this new midsize model “Europe’s Auto1.” This marks yet another chapter in the success story of this multiple winner in all comparison tests.

Rupert Stadler, Chairman of the Board of Management of AUDI AG, accepted the trophy in a ceremony at the Geneva Motor Show.
“I am very pleased that our most important model was able to win Europe’s largest reader poll,” said Stadler at the ceremony. The new Audi A4 Sedan was launched last autumn. And the new Audi A4 Avant has now made its world debut in Geneva; it will be in dealers’ showrooms this spring.

The annual competition for the “Auto1” is conducted by trade magazine “Autobild” and its sister publications in a total of 26 European countries with a readership of 40 million.

The voting was conducted in six vehicle categories. The 26 “Autobild” editors in chief, along with technicians and racing drivers, then went on to select the overall champion from among the category winners. And in the end, that was the Audi A4 by a clear majority. The new A4 convinced the editors in chief with both its driving dynamics and comfort as well as its fascinating design and first-class craftsmanship.

The “Auto1” marks the latest highlight in an impressive string of awards that the A4 has garnered since its market launch.
With this award, Audi is continuing its success story in what is Europe’s premier reader poll. The last Audi to win this trophy was the Audi A6 in 2005.

AUDI AG sold a total of 964,151 cars in 2007 and thus achieved its twelfth consecutive record year. Audi produces vehicles in Ingolstadt and Neckarsulm (Germany), Györ (Hungary), Changchun (China) and Brussels (Belgium). At the end of 2007, production of the Audi A6 started in Aurangabad, India. The company is active in more than 100 markets worldwide. AUDI AG’s wholly owned subsidiaries include Automobili Lamborghini S.p.A. in Sant’Agata Bolognese, Italy, and quattro GmbH in Neckarsulm. Audi employs more than 54,000 people worldwide, including 45,000 in Germany. The brand with the four rings invests more than € 2 billion each year in order to sustain the company’s technological lead embodied in its “Vorsprung durch Technik” slogan. Audi plans to nearly double the number of models in its portfolio by 2015, from the 25 currently on offer to 40.

AUDI AG will present the complete results for the 2007 business year at its Annual Press Conference on March 11, 2008 in Ingolstadt.


Kudos Audi, well Deserved:tup:

Tommi2000

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Dats pretty hawt.

V1P3R

Tommi2000

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Dats pretty hawt.

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+1 👍



Source:Fourtitude



It’s morning at a retired airport ground that adjoins the Sebring International Raceway. I’m in town for the American Le Mans Series’ 12 Hours of Sebring race, and word from Audi was that we might take a quick spin in their diesel-powered, mid-engined R8 supercar shown just last week in Geneva and planned for display here at the race tomorrow.

The crimson R8 V12 TDI "Le Mans" sits before me on the tarmac, awaiting some quick frottage - just enough to see the potential, though not enough to jeopardize Audi’s one-off prototype. The car is still a concept, which means two things: First, it's hasn't undergone the battery of tests that production cars do and, second, its build cost was more than the $1.2 million my insurance company says my life is worth. "Nothing over 50," say the Audi’s handlers. Good idea.



"Meh", you say. "What good is such a limited drive?" But, let me ask you - paraphrase rather - in my best Ferris Bueller voice: “If you had the keys to a car like this, would give them back? I didn’t think so.”

It was three years ago at this very track, on this very race weekend that Audi raced into motoring history, driving home a maiden win for the all-new R10 V12 TDI racecar. Only three years, yes, but in that time Audi has put into production the mid-engined R8 and also a V-12 TDI engine. Sadly, the two are not yet combined in actual production form, but you can guess that’s the intention when you consider the scarlet wedge that's basking in the south Florida sun.



Even before this particular prototype was color-changed from satin silver for Detroit to brilliant red for display in Geneva, it was clear this was no run-of-the-mill R8. This design study is more aggressive at both front and rear, with more aluminum brightwork - from the unsplit honeycomb grille to trim on the lower fascias and the wedged-out, supercooling version of the R8’s trademark sideblade. The latter is an element we’ll likely see carry over on the next production variant sporting Audi’s V-10.

The roof is transparent glass, split by a singular large NACA duct that channels air into the V-12’s engine bay, also harking back to a trademark design cue of the 1991 Audi Avus concept car.



This V12 TDI R8 resets the bar, and makes the high-revving 4.2-liter production R8 look somehow lesser; it’s like a Hemi hogging the spotlight from the 340 Six Pack in vintage Dodge Challengers.

Like the Hemi, the V12 TDI is a heavy brute of an engine. Unlike the Hemi, this isn’t a homologation mill - something you might be wondering if you are casually aware of the R10 racecar. Both the R10 and the R8 Le Mans study have a V12 TDI, but the similarities begin and end there. The Le Mans' 6.0-liter street engine is about 150 hp shy of the 5.5-liter race engine, but with a rating of 737 lb-ft of torque from only 1750 rpm, it’ll shred pavement like a Kenworth hauling a double-wide on snow chains. Weak it is not. The Germans on hand tell me that it’ll also hit 62 mph in 4.2 seconds under full power, with a top speed of 186 mph, before pausing to add that I will not be getting anywhere near that today. The engine’s only running 442 lb-ft today - an effort to keep guys like me from damaging the thing and to increase life of the experimental transmission that’s been custom-built within a case from the Audi A4 parts bin.

Looking at this car in the metal, we have no doubt about critics’ potential concerns over its environmental impact. For these people, we’ll point out that the R8 V12 TDI will provide 24 mpg and meets the upcoming 2014 Euro 6 emissions standards, thanks to Audi’s particulate-catching AdBlue system.



Sliding onto the car’s seats, perforated all-black hides with red R8 logos, I'm surrounded by enough aluminum accenting to boost Alcoa’s share price. What little storage space there was behind the seats is gone - the firewall’s been moved forward to accommodate the V12’s length.

The most noticeable change for the driver is right under my nose - a new flat-bottomed, partially aluminum steering wheel with a magnesium core. The anodized red starter button’s moved from the dashboard to the 3 o’clock spoke, as is a dial control for the car’s dynamic chassis. Turn the knob to Sport Mode and, in addition to firming up the electrically adjustable dampers and recalibrating the throttle map, the instrument lighting goes from white to red.

This R8’s navigation isn’t just for finding truck stops with low sulfur diesel either. It also has track layouts and a lap timer function, as well as real-time data like boost pressure and centrifugal force - both lateral forces and acceleration/braking forces.



For now though, to hell with the technical details. I’m told I have exactly one half hour with this prototype. All I need is one hand on the wheel, one on that gated shifter - yup, it’s a manual - and feet positioned for quick use of those three alloy pedals: clutch, throttle, and the stoppers - carbon ceramics, to be precise.

There’s no key and no ignition for this prototype. With a foot off of the clutch, I press the satin-red starter button on the steering wheel once and the car powers up. Depress the clutch and hit it a second time and the thing fires to life. It’s a quiet and subdued rumble with a touch of diesel clatter. If you’ve watched Audi’s R10 slingshot quietly down a straight at an American Le Mans Series race, you get the idea.



The noise is almost unexpected in this prototype engine. It’s not chattering like a Cummins Ram, but it is more noticeable than Audi’s whispering production TDI engines as seen in the on-sale-soon Q7 3.0 TDI.

Engaging first gear, you hear the trademark snikt as the shifter enters the gate. Clutch feel seems decidedly production - linear and light. First gear is short and the TDI’s redline is shorter, so I’m through it quickly even though there’s little anger in my launch.

Heavy into the pedal, the sound is like nothing I’ve ever heard. There’s the churn and muffled roar of twelve firing cylinders right behind your head, almost drowned out by the vacuum of air sucking into the car’s enlarged intakes.



Our test track is big and straight - a cement landing strip used during World War II for B-17 Bombers. Grass is growing between the aging cement slabs, in joints that thump smoothly under the R8. Audi staff have done their best to clean an even narrower path down one straight and I’m asked to do my best to stick to that area.

Cornering in this prototype is limited to spirited turnarounds or zig-zagging down the strip like a racer trying to keep tire temps up while lapping behind a pace car. I note the car’s added girth over the V-8 R8 I just drove over to this abandoned stretch, but this is still no brick sled. The V12 TDI prototype has multi-mode Audi Drive Select system and more aggressive tune.

Racing (if you can call 50 mph racing) toward the end of the runway, rev-matching for a downshift causes me to pause momentarily. The revs go up easily, but redline is nearly half that of the gas R8, making me think twice as I go down a gear and try to re-set my brain’s ear-based tach from R8 V-8 to R8 V-12.



Down at the end of the airfield, I swing the R8 around to head back and bring the car to a stop. Now it’s time to launch it in earnest.

Maybe it’s my knowledge of the cost of this car, or my empathy for the job security of the engineer riding with me, possibly the well-being of the A4-derived gearbox. But I decide to abandon any idea of sidestepping the clutch and churning up a rooster tail of B1-era tarmac. It’s just as well, as even a hard, controlled launch in first brings you to redline in a ridiculously short amount of time.

Snikt. On to second. Power hits you like a brick wall, red stone and mortar smacking you upside the nostrils the whole way down the line. It’s that linear, making the stock R8’s 4.2-liter V-8 feel small displacement. The eight is almost Honda-like in comparison, with the need to keep the revs high - not so with the V-12.



Power delivery is something akin to what I’ve felt from the big W-12 twin turbo fitted in the Bentley Continental GT. It simply doesn’t feel as fast as the R8 4.2, but the speedo says it is. Delivery is smoothly brutal and that makes gauging pace hard to do. The low noise level, save intake suckage, is another factor. It’s there but not snarling like the R8 4.2.

I’m on to third and I want to keep on it, but my co-driver (read: minder) starts motioning his hand down. Alas, I’m caught red-handed, but it is what it is.



I’ve driven the Audi R8 V12 TDI and even wrung it out a bit. When I run into Audi Sport team driver Allan McNish at the track, he mentions he hasn’t been able to do more yet than sit in the car. Alas, while talking to Allan that’s my only bragging right. He’s nabbed pole for the 12 Hours and I think that’s trump. Oh yeah, he’s also got a couple Le Mans wins under his belt.

As for the R8 V12 TDI, Audi executives refuse to be pinned down on actual production of a car such as this. If they did, they’d have instant credibility given their diesel wins in races like Sebring and Le Mans. The current R8 is sold-out for months, with V-10 and open-top variants already in the pipeline. It’s possible that an R8 V12 TDI could be sold, or Audi could wait until the car’s successor - presumably something with a longer wheelbase to accept this big engine. For now, time will have to tell; Audi’s staff isn’t saying boo.



👍

Can someone please clear up for me, how much power the V12 TDI produces?

Turbo Lag

Can someone please clear up for me, how much power the V12 TDI produces?

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It produces 500hp and 737.56 lb-ft of torque:tup:


Tommi

My god, that thing looks stunning in that red!

Tommi2000

It produces 500hp and 737.56 lb-ft of torque:tup:


Tommi

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Thanks 👍 Don't diesel's have more torque though?

Turbo Lag

Thanks 👍 Don't diesel's have more torque though?

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Its been limited to 1000nm of torque to be kind to the gearbox.

Source: fourtitude



The Audi R8 has achieved a double victory at the 2008 World Car of the Year awards, winning both the World Performance Car and the World Car Design of the Year awards. The super sports car from Audi was chosen for these awards by 47 World Car jurors from 24 countries throughout the world.

When naming the Audi R8 as the 2008 World Performance Car, the jurors observed that it has “solid credentials on paper thanks to its mid-mounted 420 horsepower V8 engine and aluminum construction. But where it excels is in the exceptional balance, refinement and control that grant the driver the confidence to push to the limit. It has astonishing precision for a car of its size category”.

Last year, the Audi RS 4 collected the World Performance Car award, so this makes it two in a row in the performance category for the brand with the four rings. This year there were two representatives from Audi in the final stages of voting, as the Audi S5 was also one of the top three finalists for the award.

For the 2008 World Car Design of the Year award, the jurors praised the Audi R8 for “transforming the sports car landscape. The R8 design is striking, original and full of interesting details, from the nose strakes to the much discussed vertical ‘blade’ behind the B pillar”.

World Car design expert Tom Matano, Executive Director of the School of Industrial Design, Academy of Art University, San Francisco, USA commented that the Audi R8 is “a great visual representation of the technology within, a complete package of Techno-Iconic Design”.

Last year, the Audi TT received the World Car Design of the Year award, so Audi has retained this design crown for the second year in a row.

Audi won the overall World Car of the Year title with the Audi A6 sedan at the inaugural World Car of the Year awards in 2005. With one overall win and four category wins in total, Audi is the most successful manufacturer at the World Car of the Year awards.


👍

I was at Infineon Raceway at the Jim Russell Driving school and stopped by to talk to the Audi guys who happened to be testing the new A4 against the BMW 328Xi, IS250 AWD, and C300 4Matic. First 2009 A4 in the states (euro spec non show car) and I got to sit in it! Here are pics

I'll join the club. I'm a member of the Norwegian VW-AUDI club and have an Audi A3 1.8T (2003) myself. Not the biggest and baddest, but small and fast My car in Norway is worth about as much as an S5 in the states, which is the Audi of my dreams! Damn car hating country

And btw, I can't wait to turn up my stereo, sit down in my racing seat and rev that R8!

bennyrrr

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OMG Sexy Look at how much better looking that is than the other few behind.

Sucks that audi backed out of the v12 TDI for the R8. Only a v8 now.

Redline2008

I'll join the club. I'm a member of the Norwegian VW-AUDI club and have an Audi A3 1.8T (2003) myself. Not the biggest and baddest, but small and fast My car in Norway is worth about as much as an S5 in the states, which is the Audi of my dreams! Damn car hating country

And btw, I can't wait to turn up my stereo, sit down in my racing seat and rev that R8!

Click to expand...

Awesome!, always great to have new members, especially owners and (other) club members:tup:, welcome!👍

See you around!

Tommi

vr6gti72

Sucks that audi backed out of the v12 TDI for the R8. Only a v8 now.

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I know, I was really looking forward to it as well.

The New Audi S tronic: Direct Shift Gearbox for Longitudinal Applications

[FONT=Verdana, Arial, Helvetica, sans-serif]• News high-tech transmission with twin-clutch technology[/FONT]
[FONT=Verdana, Arial, Helvetica, sans-serif]• Shifts at lightning speed with high efficiency[/FONT]
[FONT=Verdana, Arial, Helvetica, sans-serif]• Suitable for longitudinal installation and quattro drive[/FONT]

Seven gears that shift at lightning speed without interrupting traction – Audi presents a new phase in the evolution of transmission systems. The seven-speed S tronic combines its dynamic working method with high efficiency. The new twin-clutch transmission is designed to work with longitudinally installed engines and the quattro all-wheel drive system, and its 550 Nm torque capacity makes it suitable for a wide range of sporty models. Audi will introduce the new S tronic into multiple model lines in series production during the course of this year.

With the seven-speed S tronic, Audi is launching a new phase in its drive strategy. The new transmission, which was developed entirely by Audi, is intended for the mid-range model lines. Audi has designed it to be sporty while also being a highly efficient high-tech component.

Audi drivers can use the new seven-speed S tronic in various modes. The fully automatic mode, in which the computer selects the gear, keeps the D (Drive) and S (Sport) programs available. The gears can also be manually switched with the shift selector lever or with the optional rocker switch on the steering wheel – an amazingly fast process.

The new high-tech transmission from Audi gives the driver a dynamic and comfortable sense of shifting with unsurpassed precision and perfection. It combines outstanding economy with superb agility and potential for sporty driving.

The seven-speed S tronic is composed of two transmission structures. It integrates two multidisk clutches that control different gears. The large K1 clutch located on the outside conducts the torque via a solid shaft to the gear wheels for the odd gears 1, 3, 5 and 7. They are located in the rear of the cast-aluminum transmission housing, toward the center of the vehicle.

A hollow shaft rotates around the solid shaft. It is connected to the smaller K2 clutch, which is integrated into the inside of its larger sibling, and which controls the gear wheels for the even gears 2, 4 and 6, as well as reverse gear. All gear wheels are located in a single row on both drive shafts, in the order 4, 6, 2, R, 1, 3, 7 and 5.

Both transmission structures are continuously active, but only one is powered at a time by the engine. For example, when the driver accelerates in third gear, the fourth gear is already engaged in the second transmission structure – lying in wait, so to speak. The switching process takes place as the clutch shifts – while K1 is opening, K2 closes at lightning speed. This process takes only a few hundredths of a second and is completed without interrupting traction. It is so comfortable and smooth that the driver hardly notices it.

The power flows from the drive shaft to the self-locking center differential of the quattro drivetrain, which distributes it into two directions. In the basic distribution, 60 percent of the torque flows over the cardan shaft to the differential for the rear axle, and 40 percent flows over a side shaft to the bevel gear of the front-axle differential. Because this shaft is installed at a 7.2 degree angle, it uses a slanted, beveloid gear. To reduce weight, it is also hollow.

The asymmetric-dynamic power distribution provides sporty and agile driving characteristics with slight emphasis on the rear end. When needed, the center differential can deliver up to 85 percent of the power to the rear axle or a maximum of 65 percent of the power to the front axle.

Typical Audi: uncompromising quality
Each component of the new seven-gear S tronic attests to Audi’s innovative way of thinking and to the company’s uncompromising quality standards. Carbon-coated synchronizer rings ensure synchronization of unsurpassed quality and stability. The gears one through three and reverse are also designed as three-cone synchronizations.

Highly precise management of both multidisk clutches was one of the most important development goals. This was achieved in part with a compact pressure cylinder, electronically controlled rotation speed compensation and the use of an optimized coil spring package. This package of technology provides maximum precision and comfort at startup and shifting.

The transmission is managed by the so-called mechatronic module. This module involves a compact group of control units and hydraulic control valves that is integrated on the left of the transmission when facing the direction of travel. Its control concept allows the speed of the gear shifting process to vary and extremely precise control of the power necessary for the process.

The required control pressure is provided by an efficiently operating oil pump that is located next to the mechatronic module and is driven by a gear section. The oil pump is supported by a vacuum booster for cooling the twin clutch during starting. This allows the amount of oil pumped to be roughly doubled as needed without increasing power.

A unique feature of the seven-speed S tronic is its two separate oil systems. While the twin clutch, mechatronic module and oil pump are supplied by their own oil circuit with seven liters of automatic transmission fluid (ATF) oil, the wheelsets and the central and front-axle differential are lubricated with about 4.5 liters of hypoid gear oil. This separation allowed the development engineers to position all of the components ideally, without being forced to compromise by using a single lubricant.

Audi has designed the new seven-gear S tronic to provide both exhilarating driving and consistent economy. The new high-tech engine is notable for its very high efficiency. Its highly intelligent controls also allow economical driving in automatic mode. The maximum possible transmission-ratio spread of 8.0:1 allows a sporty, short transmission ratio for the first gear as well as an rpm-sinking, long ratio for the last gear. The seven-speed S tronic is designed for up to 9,000 rpm and can transmit torque of up to 55 Nm.

Vorsprung durch Technik: the history of S tronic
Audi has led the march in the field of transmissions for many years. The introduction of quattro all-wheel drive in 1980 was a milestone in the history of automotive technology. And the S tronic is a prime example of the company's basic philosophy –

“Vorsprung durch Technik.”
The first Audi with a twin-clutch transmission was produced way back in November 1985 – the Sport quattro S1, which was driven by Walter Röhrl and his copilot Christian Geistdörfer in the World Rally Championships. Röhrl, the finest rally pilot of his time, described his 350 kW (476 hp) sports car as “a formidable thing” and a “natural phenomenon” – and the high-tech transmission provided him with even more powerful performance.

The twin-clutch transmission, which was controlled electrically with a short touch control lever in the S1, could shift through its five gears at lightning speed. Because the traction was not interrupted, the turbocharger for the five-cylinder engine remained constantly pressurized – a bypass in the engine’s airways supported this effect. A twin-clutch transmission was also on board the S1 during training for Röhrl’s victorious storming of the peaks during the 1987 Pikes Peak mountain race in Colorado.

The S tronic is one of the most versatile solutions in Audi's range of transmissions. In the spring of 2003, Audi introduced the technology in series production in the TT Coupe and Roadster, combined with the high-torque 3.2-liter V6 with 184 kW (250 hp). The ultra-compact twin-clutch transmission, designed for transverse installation with six gears, was the perfect complement to the powerful engine. TT pilots could use it in automatic mode or shift the gears by hand, either with the short shift selector lever or with rocker switches affixed behind the steering wheel.

In the past five years, the new technology in the TT and A3 has become firmly established – as dynamic high-tech alternatives to hand-shifting as well as being fully imbued with the positive attributes of a conventional geared automatic transmission. Due to its wide range of strengths, the S tronic is also available in the A3 with a TDI four-cylinder engine. By the end of 2007, Audi had produced 188,338 cars in both model lines with twin-clutch transmissions.

A wide-ranging program: the ideal solution for every need
Today, Audi has a wide-ranging portfolio of transmission technology options – five technologies with widely varying characteristics may now be selected to perfectly fulfill their specific range of applications. Aside from the sporty S tronic with six – and now seven – gears, Audi offers a classic manual transmission, an automatic R tronic, the comfortable tiptronic torque-converter transmission, and the versatile, continuously variable multitronic – at least two customized solutions are available for each model range. The common denominators among all of these transmissions are compact and light construction, high efficiency, precise functioning in extremely durable quality, and convenient and simple operation.

Manual shift transmissions are available in many of the model ranges, from the compact A3 to the A6, along with the TT, the Q7 and the R8; they are suitable for combination with front-wheel and quattro drives. In the A4 and A5 model lines, Audi has introduced a new generation of transmissions that are notable due to modified positioning of the differential and for their greatly reduced internal friction, which further improves efficiency. Most manual transmissions operate with six gears. In the A3 1.9 TDI e and A3 Sportback 1.9 TDI e, five-gear transmissions are used in which the upper gears feature a somewhat longer gear ratio – which helps sink consumption on average to an exemplary 4.5 liters of diesel per 100 km (52.27 mpg).

The sequential-shift R tronic with six gears is reserved exclusively for the R8; as befits the character of a supercar, the engineers have designed it to be especially dynamic. In the R tronic, hydraulic units manage activation of the gears and clutch, and the driver’s commands are transmitted electronically.

The tiptronic transmissions from Audi are found in all sedan model lines, from the A3 to the A8, as well as in the high-performance Q7 SUV, in combination with front-wheel or quattro drive. The great strength of this classic torque-converter transmission is in its highly convenient shifting. In order to improve this even further while also improving efficiency, in the latest configuration, engineers have modified the damping system in the torque converter. In addition, gear shifting is completed more swiftly.

The redesigned multitronic also features even greater efficiency and dynamics. The continuously variable transmission from Audi combines the advantages of manual gear shifting with the strengths of an automatic. As an especially comfortable driveline, the multitronic available in the A4, A5, A6 and A8 is paired with front-wheel drive. The new seven-gear S tronic developed by Audi, which will be introduced in series production in multiple models during the course of this year, is combined with quattro technology – Audi has designed it as a sporty and highly efficient high-tech transmission.

http://www.fourtitude.com/news/publish/Audi_News/article_3842.shtml

Swoon

I'm sitting in my Playseat Evo now with G25, GT5P, Audi R8, high volume, big screen and I'm fully entoxicated. This is like ecstacy. Gotta save for a F430 though, I gotta admit, I don't exactly hate Ferraris but I wish there were Lambo's in GT.