Preview: 2009 Audi S7

Audi is preparing a new four-door coupe positioned between its A8 limo and A6 models and, as with any new Audi, there's invariably a performance "S" model. Aimed at the segment starter, Mercedes' svelte CLS saloon, the new A7 should arrive on the market in early 2009 and will be joined by a convertible version one year later.

Standard models will get the usual assortment of FSI and TDI six and eight cylinder engines but a new top of the line S7 is tipped to get the naturally aspirated 5.2L V10 engine from the S6. The S7 will also benefit from Audi quattro and the carmaker's new sport differential torque distribution set-up.

Depending on the success of the car, there could even be a new super-saloon in the form of a RS7 powered by the new 580hp twin-turbo engine that debuted in the new RS6.

These new renderings of the car reveal designers won't be making any drastic changes to Audi's current design language, with the new S7 taking many cues from the S5 and S4 models. One of the new themes set for Audi's performance models is the clean front end, devoid of any fog lights, and it appears this will carry for the future S7 as well.

Source: http://www.motorauthority.com/cars/audi/preview-2009-audi-s7/

Thousands of Audi owners at Castle Combe Circuit

Thousands of Audi owners and enthusiasts from all over the country will be descending on Castle Combe Circuit. Audi Driver International 13th October 2007.

Organised by Audi Driver magazine, this major one-day event for Audi owners includes a wide range of activities. As well as track sessions where enthusiasts can take their own cars out on the circuit, many aftermarket tuning companies bring along their race and demo cars to show off and give passenger rides.

The event also sees a driving test / slalom in the main paddock area, as well as a Concours d'Elegance for show cars both classic and custom, displays by all the major Audi owners clubs, trade stands, autojumble, car sales area, technical seminar, club parade laps and it finishes at 4.45 pm with a grand parade around the circuit.

A popular feature is that, at lunchtime, owners who've come along with their children can take part in a special low-speed parade lap around the circuit, free of charge.

Now in its fifth year, Audi Driver International is regularly attended by several thousand enthusiasts and spectators and its reputation is growing steadily.

Spectators are more than welcome open to the public from 8.30 am, it only costs £6 on the gate and you'll be entered into a free draw to win a passenger ride around the circuit in one of the top tuners' cars.

For further information, there is a dedicated website at www.audidriverinternational.co.uk
Defined tags for this entry: Audi, classic cars


Source: http://www.classicrallies.com/blog/index.php?/archives/777-Thousands-of-Audi-owners-at-Castle-Combe-Circuit.html

Exotic Audi R8 outshines stars

Until I spent a long weekend with the Audi R8, I didn't realize just how many camera phones there were in the city of Toronto.
Having been cellphone shopping only a few weeks before my R8 experience, I knew that camera phones were quite popular. But my, oh my, they're everywhere.
They're in your side-view mirror, hanging out of cars sitting in your blind spot on the Gardiner Expressway, trying to get some footage of you accelerating away.
They're staring at you through the back window of cars in front, panning back and forth to take in the full magnificence of the R8's LED driving-light arrangement and its big, low shield-shaped grille.
They're poking out from crowds at bus shelters, snapping a pic as you drive by. They're right in your face as you come back to the car in a parking lot, hoping to sneak away and avoid any lengthy conversation.
I've driven more expensive cars than the Audi R8. I have driven faster cars and cars that make more noise and cars that go around corners faster. But I have never driven anything that draws quite so much attention.
The Toronto International Film Festival opened the same day I picked up the R8. On my drive home from work through the entertainment district, onlookers peered into the gunslit-shaped side windows, hoping to catch a glimpse of celebrity and instead got an eyeful of fat Asian auto journalist – not old enough or thin enough to be Chow Yun-Fat and not in good enough shape to be Jackie Chan.
One guy, I kid you not, even asked for my autograph, even though he didn't know who I was. The car was enough, he said; he'd glimpsed it parallel-parked on Richmond and had circled the block to take a closer look. Is this what celebrity feels like?
Such adulation from the masses comes at a price, of course, but perhaps not as high a price as you might expect.
Oh sure, $139,000 to start (my tester listed at just over $150,000) is a big chunk of change in anybody's book. But curbside speculators always guessed high on the price scale.
Perhaps it's the R8's proportions, which are long, low, wide and eerily reminiscent of the Lamborghini Gallardo with which it shares a little bit of DNA.
Perhaps it was the detailing: delicate double-spoke alloys that barely wrapped around huge brake calipers bearing R8 logos, rear lights that looked like neon-outlined TV screens, that contrasting panel of silver on the side of my gray test car.
Perhaps it's the specifications: 420 horses from its dry-sump, direct-injection V8, six speeds, four-wheel drive, only two seats.
Perhaps it's the technology: magnetic ride-control suspension, GPS navigation, optional F1-style paddle shifters.
The darn thing looks high-tech, too, a combination of its tall windshield, jeweled lights, the vents cut into those side panels and the mesh-inset rear wing that automatically rises at 110 km/h. "One-forty?" people gawped. "It looks like should be two-fifty!"
One-forty it is, though, making Audi's most direct target the Porsche 911 Carrera 4S, which stickers at about $10,000 less than the R8 but is about the same when equipment is evenly matched.
Curious about the reaction the R8 would get, I took it to an informal gathering of Porsche and Corvette enthusiasts that meets every Saturday in the parking lot of a suburban coffee shop. It was, not surprisingly, the star of the show, swarmed by interested would-be owners who loved its design, its interior and the sound its V8 made.
The only disappointment, really, seemed to come from the fact that all of next year's allocation of 100 cars is already sold out, making R8 ownership an unlikely proposition even for people who can afford it. It's all part of Audi's plan to keep the car exclusive enough to stay special.
In terms of the way the R8 compares behind the wheel, the Porsche has its advantages and it has its disadvantages.
The main difference is that the 911 feels smaller once you're on the move. Its narrower body, more upright seating position and larger glass area make it easier to thread through traffic and along winding roads with precision.
The Audi, despite being incredibly nimble and light on its feet, always feels like a big car: its width makes squeezing into tight parking spots a chore, even when using the reversing camera, and you always second-guess yourself about whether you can thread through any given piece of pavement.
While their power-to-weight ratios and acceleration times are close enough to be almost equal, the Audi can feel faster and more powerful in everyday situations, thanks to the fat spread of torque from its V8.
While the R8 redlines at over 8000 r.p.m., it delivers plenty of low-end punch even at 2000; the Porsche needs to be revved harder and often requires a downshift when the Audi doesn't.
Braking performance is about equal; the C4S has six-pot calipers up front while the Audi has eight, but both drag the cars to a drama-free stop in a minimum distance. Likewise, both all-wheel-drive systems are strongly rear-biased, shuttling power up front when needed without inducing understeer in corners.
One area where the 911 has an advantage is steering feel. While both cars corner flat and true – and both, interestingly enough, also bob their noses a little bit in fast curves – the Audi's steering can feel heavy and a little bit numb while the 911's three-spoke wheel dances under your fingertips.
Ultimately, this leads to a greater sense of confidence, even if the Porsche's rear-engine layout means it'd be trickier to drive at the limit than the smoother-transitioning mid-engined Audi.
On the other hand, the R8 is vastly more comfortable as a daily driver: even in the supposedly-stiff sport mode, it rides better than the 911 and, in comfort mode, is as composed as any sedan.
The R8's cabin feels much wider and, except for a dead pedal that was too close for my taste, the layout is near-perfect, with easy-to-decipher controls and displays right where you would expect them.
Even though a lot of the parts in the R8's interior come from other Audis – the steering wheel, door handles, climate control knobs and other bits come from the TT, for instance – it's hard to deny the sense of occasion you feel dropping into its low, low cabin.
The view out the windshield is spectacular. The cockpit sweeps around the driver, the gauges float in chromed triangular pods and the navigation screen swivels away at the touch of a button so you can load discs and memory cards.
Choose the manual transmission and you get an exposed shift gate like a vintage Ferrari's; even moving around a parking lot, you get a clack-clack sensation to remind you that you're driving something special.
There are other theatrical touches as well. When you unlock the R8 with the keyfob, not only is the interior lit up, but so is the glass-covered engine bay, cool blue xenon exposing the V8 for the world to see.
Flick on the headlights and you discover subtle little R8 logos in the headlamp lenses; the driving lights are a row of LEDs that curve under the main beams, sort of an automotive form of mascara.
Inside, the gauges flicker on and all the needles do a full sweep before settling into their proper positions; the navigation system even has a cool R8-branded startup screen.
Under way, you're treated to one of the world's greatest engine notes, a magnificent high-tech rumble from the quad pipes; think Pavarotti singing thrash metal.
Properly executed downshifts are greeted with a sharp bark from the exhaust and you hear the odd screech of tire before the lenient stability control reins in the fun in tight corners.
It is, ultimately, the sense of theatre, combined with genuine everyday ability, that makes the R8 such an interesting proposition.
It's as practical as a 911 – save for the Porsche's tiny rear seats – but looks so much more exotic.
It's as comfortable as a luxury sedan but exudes so much more drama, whether you're sitting still in traffic or roaring along the left lane of the expressway.
It's a car with the visual presence of an Italian supercar, with a generously sized trunk, decent behind-the-seats storage and unflappable build quality.
It is beautiful to behold and a delight to drive, one of the very best performance cars you can (more or less) buy. And, at least for now, definitely the coolest.

Source: http://www.wheels.ca/article/31484

Audi 2007 Melges 24 US National Champion: Record setting fleet set

In just over a week, some sixty Melges 24 skippers and crews will hit the waters of Lake St. Clair to decide who will be crowned the Audi 2007 Melges 24 U.S. National Champion.  With 56 entries received to date, and up to 8 more expected, this will be the largest U.S. Nationals in the 14 year history of the class – confirming the health of this ultra-competitive, high-octane One Design class.
 
U.S. Melges 24 Class President Scott Gregory and his Georgia-based Team Satisfaction were initially unable to make it to Bayview Yacht Club for the championship, but when the entry list hit 40 boats, they cleared their schedules. "We just couldn't miss an event like this up in Detroit," Scott said. "Those guys really get it – there are so many good sailors in the Detroit fleet, and they are the most enthusiastic group in the country.  They sail hard, they party hard, and they're always helping others improve.  We can't wait to get out there and mix it up."
 
Gregory and his team will have plenty of company.  Melges 24 events consistently draw some of the world's best sailors, and this one is no exception.  World Champion Dave Ullman, helming for Scott Holmgren on Rosebud, is clearly the favorite – but his challengers include some of the best in the business. Ullman's biggest obstacle is likely to be current North American Champion Brian Porter and his Full Throttle team.  Porter enlisted the help of two close friends from Lake Geneva to see if he can dethrone the legendary Ullman; Melges Performance Sailboats President Harry Melges III and VP Andy Burdick – both World Champs in the Melges 24.  Full Throttle was only seconds away from becoming the World Champion in Santa Cruz this past May when, on the final leg of the final race, a brutal gust of wind knocked her on her side, mast in the water.  Ullman's crew immediately dropped their spinnaker, giving them the control they needed to pass the disabled Porter and win the championship.
 
Star studded fleet includes World, National, North American champions
 
Other top sailors contending for the title of U.S. Champion include dozens of past Melges 24 champions at all levels.  Two-time World Champion Vince Brun will be on the course after a hiatus from the class, and other competitors of note include Bill Hardesty, John Pollard, Simon Strauss, Argyle Campbell, Mark Ivey, Michael Miller, Erik Shampain, and Bora Gulari.  Every one of these racers has the proven ability of a champion, as they've shown in everything from the Olympic 470 to the Transpac52.
 
Typical September winds on the lake are gusty and shifty, and local knowledge could prove to be the key to a solid result.  Local stars include up-and-coming match racer Nate Hollerbach, who heads off to Bermuda in a few weeks for one of the premier match racing events in the world – the Gold Cup.  Hollerbach is honing his skills on the helm of Zig Zag, although he'll have some very motivated opponents on the water:  Squaring up against Nate are his father, Marc and brother, Adam aboard Fu.
 
Penalty Box Productions to produce championship DVD
 
Event Chairman Paul Hulsey was pleased to announce yesterday that he had retained high-performance race filmmaker Peter Crawford's Penalty Box Productions to film the event. "With this many competitors, and the likelihood of solid breeze, it would be horrible to miss out on high quality video coverage," Hulsey said.  Crawford, a lifelong scow and iceboat sailor, has an eye for fast racing machines, as he proved with amazing footage from the windy 2007 Worlds in Santa Cruz.  Each team will receive a short DVD of the event, and interested parties can pre-order a full-length DVD that includes both the Worlds and National Championship footage.

Audi 2007 Melges 24 U.S. National Championship 
The Audi 2007 Melges 24 U.S. National Championship is hosted by Bayview Yacht Club, with the support of Sponsor/Partners Audi of America, Inc., the Detroit-Area Audi Metro Dealers, Barefoot Wines, Yachtscoring.com, Latis Yachting Solutions, the Detroit Medical Center's Rehabilitation Institute of Michigan, Rock City Marine, Tim Wilkes Photography, and Penalty Box Productions.
  
The Melges 24 is the most unique one-design sportboat in the world, and one of the fastest-growing one-design race classes in the world.  More information on the U.S. Melges 24 Class is available at www.usmelges24.com

Source: http://bymnews.com/news/newsDetails.php?id=15321

Frankfurt Motor Show: Audi A4 e Concept unveiled

With the new Audi A4 e Concept, the German automaker plans to show how its new Modular Efficiency program is. The new concept uses just 4.9 litres per 100 km. Also the Co2 emissons is just 129 g/km, that means less than the limit that will be introduced in 2012!

The 2.0 TDI in the new Audi A4 presents itself in an essentially enhanced form. A common rail injection system supersedes the unit injection pumps used to date, its piezo injectors supplying fuel with a pressure of up to 1,800 bar, allowing extremely fine atomisation in the combustion chambers. This improves fuel combustion and smooth running.

Press release:

With the new 2.0 TDI e Concept, Audi is showing just how effective its new Modular Efficiency program is. The sporty middle class saloon undercuts the consumption limit of five litres per 100 km. The A4 2.0 TDI e Concept needs just 4.9 litres for 100 km on the EU cycle. This means CO2 emissions of just 129 g/km – less than the limit that the European Union aims to introduce for vehicle fleets from 2012. With an output of 105 kW / 143 bhp and a peak torque of 320 Nm, the A4 2.0 TDI e Concept is a powerful saloon – for Audi, a dynamic character always goes hand in hand with low consumption.

In this vehicle, Audi has realised a whole package of innovative engineering solutions. Some of these are already in series production on the new Audi A4. Others, such as the start/stop system or the energy recuperation system, will be introduced in the near future.

TDI marries efficiency with dynamism

The 2.0 TDI in the new Audi A4 presents itself in an essentially enhanced form. A common rail injection system supersedes the unit injection pumps used to date, its piezo injectors supplying fuel with a pressure of up to 1,800 bar, allowing extremely fine atomisation in the combustion chambers. This improves fuel combustion and smooth running.

The refined engine develops a powerful 105 kW / 143 bhp of output. Even in the speed range between 1,750 and 2,500 rpm it puts a bullish 320 Nm of torque onto the crankshaft – this mighty pulling power at low revs is a one of the great strengths of the TDI principle. Modified piston geometry improves the thermodynamics in the combustion chambers. Other measures to reduce internal friction and for temperature management further increase fuel efficiency.

On the A4 e Concept, the 2.0 TDI engine is supplemented by the ultra low emission system. That means that this engine not only works highly efficiently, but it is also exceptionally clear and absolutely future-proof: Even today, it undercuts the strictest European emissions levels, which are not expected to come into force until 2014. The ultra low emission system, which makes the TDI the world's cleanest diesel, will go into series production in 2008 as an option on the new Audi A4 3.0 TDI.

Low-friction gearbox

The TDI's power is transmitted onto a newly developed six-speed manual gearbox that is characterised by greatly reduced internal friction. It has been specially tailored for the high-torque of the TDI engine – its transmission ratios are slightly longer in third to sixth gears. Like all Audi gearboxes, its gear changes are playfully light and extremely precise. The gear change indicator in the driver information system encourages an economical driving style. It indicates which gear is selected and if another gear is judged to be better while driving steadily, it will show this as a recommendation.

An especially fast and smooth start

Another important contribution is made by the start/stop system. It avoids the engine running inefficiently when the vehicle is stationary. This is important because much of our day-to-day driving is made up of trips that are shorter than ten kilometres, and these are interrupted by numerous stops at traffic lights.

As soon as the A4 2.0 TDI e Concept comes to a standstill, the gear lever is moved to neutral and the driver takes his foot off the clutch, the TDI is automatically switched off. The engine is restarted when the driver depresses the clutch. The TDI runs up while he is engaging the gear. It has reached idling speed by the time he releases the pedal. A specially developed starter motor turns the engine in little more than two tenths of a second – 60 percent faster than a conventional part, and yet especially comfortable acoustically.

Microhybrid gathers energy when coasting and braking

The recuperation system on board the A4 2.0 TDI e Concept converts kinetic energy into useful electrical energy as the vehicle decelerates. An innovative gel battery is used as the power source for the vehicle electrical system. This is extremely robust even at high loads and when it is heavily discharged, allowing it to achieve a particularly long service life.

When the A4 2.0 TDI e Concept is coasting or braking, the secondary voltage from the D/C converter is run up. The alternator is now able to convert the kinetic energy into electrical energy that is temporarily stored in the gel battery. When the saloon subsequently accelerates again, the battery feeds the energy back, relieving the load on the alternator.
The power steering has also been thoroughly modified – its effectiveness has been improved by around 50 percent because it is now fed hydraulic energy by a demand-controlled vane-cell pump. In contrast to conventional power steering pumps, which constantly recirculate large volumes, it only pumps as much oil as actually needed at that very moment.

On the automatic air conditioning system, Audi uses an innovative, thermostatically controlled refrigerant circuit with an internal heat exchanger. Along with intensive precision work on other components, has greatly improved the efficiency of the system – the new automatic air conditioning system requires 20 percent less fuel that its predecessor model did.

Sporty performance yet highly efficient

The A4 2.0 TDI e Concept glides smoothly and effortlessly through the wind. Its body is fundamentally extremely aerodynamic. Its boot lid has been given a slight additional separation edge. Specially designed alloy wheels improve the airflow across the wheels and wheel arches, while a sporty tuning has lowered the body by 20 millimetres. This modification reduces the frontal area, improving air resistance.

For Audi, efficiency means exactly the same as dynamics. For example, the tyres are configured for light running, but still have a sporty performance – they have the wide, visually attractive 225/50 R17 format. Yet the most impressive evidence of the potential of the A4 2.0 TDI e Concept is found in its performance figures. The middle class saloon sprints from 0 to 100 km/h in just 9.3 seconds. Its top speed is 215 km/h. A spurt from 80 to 120 km/h in 5th gear needs just 8.7 seconds.

Source: http://4wheelsblog.com/prototypes/frankfurt-motor-show-audi-a4-e-concept-unveiled

Preview: 2009 Audi S7

Audi is preparing a new four-door coupe positioned between its A8 limo and A6 models and, as with any new Audi, there's invariably a performance "S" model. Aimed at the segment starter, Mercedes' svelte CLS saloon, the new A7 should arrive on the market in early 2009 and will be joined by a convertible version one year later.

Standard models will get the usual assortment of FSI and TDI six and eight cylinder engines but a new top of the line S7 is tipped to get the naturally aspirated 5.2L V10 engine from the S6. The S7 will also benefit from Audi quattro and the carmaker's new sport differential torque distribution set-up.

Depending on the success of the car, there could even be a new super-saloon in the form of a RS7 powered by the new 580hp twin-turbo engine that debuted in the new RS6.

These new renderings of the car reveal designers won't be making any drastic changes to Audi's current design language, with the new S7 taking many cues from the S5 and S4 models. One of the new themes set for Audi's performance models is the clean front end, devoid of any fog lights, and it appears this will carry for the future S7 as well.

Source: http://www.motorauthority.com/cars/audi/preview-2009-audi-s7/

Thousands of Audi owners at Castle Combe Circuit

Thousands of Audi owners and enthusiasts from all over the country will be descending on Castle Combe Circuit. Audi Driver International 13th October 2007.

Organised by Audi Driver magazine, this major one-day event for Audi owners includes a wide range of activities. As well as track sessions where enthusiasts can take their own cars out on the circuit, many aftermarket tuning companies bring along their race and demo cars to show off and give passenger rides.

The event also sees a driving test / slalom in the main paddock area, as well as a Concours d'Elegance for show cars both classic and custom, displays by all the major Audi owners clubs, trade stands, autojumble, car sales area, technical seminar, club parade laps and it finishes at 4.45 pm with a grand parade around the circuit.

A popular feature is that, at lunchtime, owners who've come along with their children can take part in a special low-speed parade lap around the circuit, free of charge.

Now in its fifth year, Audi Driver International is regularly attended by several thousand enthusiasts and spectators and its reputation is growing steadily.

Spectators are more than welcome open to the public from 8.30 am, it only costs £6 on the gate and you'll be entered into a free draw to win a passenger ride around the circuit in one of the top tuners' cars.

For further information, there is a dedicated website at www.audidriverinternational.co.uk
Defined tags for this entry: Audi, classic cars


Source: http://www.classicrallies.com/blog/index.php?/archives/777-Thousands-of-Audi-owners-at-Castle-Combe-Circuit.html

Exotic Audi R8 outshines stars

Until I spent a long weekend with the Audi R8, I didn't realize just how many camera phones there were in the city of Toronto.
Having been cellphone shopping only a few weeks before my R8 experience, I knew that camera phones were quite popular. But my, oh my, they're everywhere.
They're in your side-view mirror, hanging out of cars sitting in your blind spot on the Gardiner Expressway, trying to get some footage of you accelerating away.
They're staring at you through the back window of cars in front, panning back and forth to take in the full magnificence of the R8's LED driving-light arrangement and its big, low shield-shaped grille.
They're poking out from crowds at bus shelters, snapping a pic as you drive by. They're right in your face as you come back to the car in a parking lot, hoping to sneak away and avoid any lengthy conversation.
I've driven more expensive cars than the Audi R8. I have driven faster cars and cars that make more noise and cars that go around corners faster. But I have never driven anything that draws quite so much attention.
The Toronto International Film Festival opened the same day I picked up the R8. On my drive home from work through the entertainment district, onlookers peered into the gunslit-shaped side windows, hoping to catch a glimpse of celebrity and instead got an eyeful of fat Asian auto journalist – not old enough or thin enough to be Chow Yun-Fat and not in good enough shape to be Jackie Chan.
One guy, I kid you not, even asked for my autograph, even though he didn't know who I was. The car was enough, he said; he'd glimpsed it parallel-parked on Richmond and had circled the block to take a closer look. Is this what celebrity feels like?
Such adulation from the masses comes at a price, of course, but perhaps not as high a price as you might expect.
Oh sure, $139,000 to start (my tester listed at just over $150,000) is a big chunk of change in anybody's book. But curbside speculators always guessed high on the price scale.
Perhaps it's the R8's proportions, which are long, low, wide and eerily reminiscent of the Lamborghini Gallardo with which it shares a little bit of DNA.
Perhaps it was the detailing: delicate double-spoke alloys that barely wrapped around huge brake calipers bearing R8 logos, rear lights that looked like neon-outlined TV screens, that contrasting panel of silver on the side of my gray test car.
Perhaps it's the specifications: 420 horses from its dry-sump, direct-injection V8, six speeds, four-wheel drive, only two seats.
Perhaps it's the technology: magnetic ride-control suspension, GPS navigation, optional F1-style paddle shifters.
The darn thing looks high-tech, too, a combination of its tall windshield, jeweled lights, the vents cut into those side panels and the mesh-inset rear wing that automatically rises at 110 km/h. "One-forty?" people gawped. "It looks like should be two-fifty!"
One-forty it is, though, making Audi's most direct target the Porsche 911 Carrera 4S, which stickers at about $10,000 less than the R8 but is about the same when equipment is evenly matched.
Curious about the reaction the R8 would get, I took it to an informal gathering of Porsche and Corvette enthusiasts that meets every Saturday in the parking lot of a suburban coffee shop. It was, not surprisingly, the star of the show, swarmed by interested would-be owners who loved its design, its interior and the sound its V8 made.
The only disappointment, really, seemed to come from the fact that all of next year's allocation of 100 cars is already sold out, making R8 ownership an unlikely proposition even for people who can afford it. It's all part of Audi's plan to keep the car exclusive enough to stay special.
In terms of the way the R8 compares behind the wheel, the Porsche has its advantages and it has its disadvantages.
The main difference is that the 911 feels smaller once you're on the move. Its narrower body, more upright seating position and larger glass area make it easier to thread through traffic and along winding roads with precision.
The Audi, despite being incredibly nimble and light on its feet, always feels like a big car: its width makes squeezing into tight parking spots a chore, even when using the reversing camera, and you always second-guess yourself about whether you can thread through any given piece of pavement.
While their power-to-weight ratios and acceleration times are close enough to be almost equal, the Audi can feel faster and more powerful in everyday situations, thanks to the fat spread of torque from its V8.
While the R8 redlines at over 8000 r.p.m., it delivers plenty of low-end punch even at 2000; the Porsche needs to be revved harder and often requires a downshift when the Audi doesn't.
Braking performance is about equal; the C4S has six-pot calipers up front while the Audi has eight, but both drag the cars to a drama-free stop in a minimum distance. Likewise, both all-wheel-drive systems are strongly rear-biased, shuttling power up front when needed without inducing understeer in corners.
One area where the 911 has an advantage is steering feel. While both cars corner flat and true – and both, interestingly enough, also bob their noses a little bit in fast curves – the Audi's steering can feel heavy and a little bit numb while the 911's three-spoke wheel dances under your fingertips.
Ultimately, this leads to a greater sense of confidence, even if the Porsche's rear-engine layout means it'd be trickier to drive at the limit than the smoother-transitioning mid-engined Audi.
On the other hand, the R8 is vastly more comfortable as a daily driver: even in the supposedly-stiff sport mode, it rides better than the 911 and, in comfort mode, is as composed as any sedan.
The R8's cabin feels much wider and, except for a dead pedal that was too close for my taste, the layout is near-perfect, with easy-to-decipher controls and displays right where you would expect them.
Even though a lot of the parts in the R8's interior come from other Audis – the steering wheel, door handles, climate control knobs and other bits come from the TT, for instance – it's hard to deny the sense of occasion you feel dropping into its low, low cabin.
The view out the windshield is spectacular. The cockpit sweeps around the driver, the gauges float in chromed triangular pods and the navigation screen swivels away at the touch of a button so you can load discs and memory cards.
Choose the manual transmission and you get an exposed shift gate like a vintage Ferrari's; even moving around a parking lot, you get a clack-clack sensation to remind you that you're driving something special.
There are other theatrical touches as well. When you unlock the R8 with the keyfob, not only is the interior lit up, but so is the glass-covered engine bay, cool blue xenon exposing the V8 for the world to see.
Flick on the headlights and you discover subtle little R8 logos in the headlamp lenses; the driving lights are a row of LEDs that curve under the main beams, sort of an automotive form of mascara.
Inside, the gauges flicker on and all the needles do a full sweep before settling into their proper positions; the navigation system even has a cool R8-branded startup screen.
Under way, you're treated to one of the world's greatest engine notes, a magnificent high-tech rumble from the quad pipes; think Pavarotti singing thrash metal.
Properly executed downshifts are greeted with a sharp bark from the exhaust and you hear the odd screech of tire before the lenient stability control reins in the fun in tight corners.
It is, ultimately, the sense of theatre, combined with genuine everyday ability, that makes the R8 such an interesting proposition.
It's as practical as a 911 – save for the Porsche's tiny rear seats – but looks so much more exotic.
It's as comfortable as a luxury sedan but exudes so much more drama, whether you're sitting still in traffic or roaring along the left lane of the expressway.
It's a car with the visual presence of an Italian supercar, with a generously sized trunk, decent behind-the-seats storage and unflappable build quality.
It is beautiful to behold and a delight to drive, one of the very best performance cars you can (more or less) buy. And, at least for now, definitely the coolest.

Source: http://www.wheels.ca/article/31484

Audi 2007 Melges 24 US National Champion: Record setting fleet set

In just over a week, some sixty Melges 24 skippers and crews will hit the waters of Lake St. Clair to decide who will be crowned the Audi 2007 Melges 24 U.S. National Champion.  With 56 entries received to date, and up to 8 more expected, this will be the largest U.S. Nationals in the 14 year history of the class – confirming the health of this ultra-competitive, high-octane One Design class.
 
U.S. Melges 24 Class President Scott Gregory and his Georgia-based Team Satisfaction were initially unable to make it to Bayview Yacht Club for the championship, but when the entry list hit 40 boats, they cleared their schedules. "We just couldn't miss an event like this up in Detroit," Scott said. "Those guys really get it – there are so many good sailors in the Detroit fleet, and they are the most enthusiastic group in the country.  They sail hard, they party hard, and they're always helping others improve.  We can't wait to get out there and mix it up."
 
Gregory and his team will have plenty of company.  Melges 24 events consistently draw some of the world's best sailors, and this one is no exception.  World Champion Dave Ullman, helming for Scott Holmgren on Rosebud, is clearly the favorite – but his challengers include some of the best in the business. Ullman's biggest obstacle is likely to be current North American Champion Brian Porter and his Full Throttle team.  Porter enlisted the help of two close friends from Lake Geneva to see if he can dethrone the legendary Ullman; Melges Performance Sailboats President Harry Melges III and VP Andy Burdick – both World Champs in the Melges 24.  Full Throttle was only seconds away from becoming the World Champion in Santa Cruz this past May when, on the final leg of the final race, a brutal gust of wind knocked her on her side, mast in the water.  Ullman's crew immediately dropped their spinnaker, giving them the control they needed to pass the disabled Porter and win the championship.
 
Star studded fleet includes World, National, North American champions
 
Other top sailors contending for the title of U.S. Champion include dozens of past Melges 24 champions at all levels.  Two-time World Champion Vince Brun will be on the course after a hiatus from the class, and other competitors of note include Bill Hardesty, John Pollard, Simon Strauss, Argyle Campbell, Mark Ivey, Michael Miller, Erik Shampain, and Bora Gulari.  Every one of these racers has the proven ability of a champion, as they've shown in everything from the Olympic 470 to the Transpac52.
 
Typical September winds on the lake are gusty and shifty, and local knowledge could prove to be the key to a solid result.  Local stars include up-and-coming match racer Nate Hollerbach, who heads off to Bermuda in a few weeks for one of the premier match racing events in the world – the Gold Cup.  Hollerbach is honing his skills on the helm of Zig Zag, although he'll have some very motivated opponents on the water:  Squaring up against Nate are his father, Marc and brother, Adam aboard Fu.
 
Penalty Box Productions to produce championship DVD
 
Event Chairman Paul Hulsey was pleased to announce yesterday that he had retained high-performance race filmmaker Peter Crawford's Penalty Box Productions to film the event. "With this many competitors, and the likelihood of solid breeze, it would be horrible to miss out on high quality video coverage," Hulsey said.  Crawford, a lifelong scow and iceboat sailor, has an eye for fast racing machines, as he proved with amazing footage from the windy 2007 Worlds in Santa Cruz.  Each team will receive a short DVD of the event, and interested parties can pre-order a full-length DVD that includes both the Worlds and National Championship footage.

Audi 2007 Melges 24 U.S. National Championship 
The Audi 2007 Melges 24 U.S. National Championship is hosted by Bayview Yacht Club, with the support of Sponsor/Partners Audi of America, Inc., the Detroit-Area Audi Metro Dealers, Barefoot Wines, Yachtscoring.com, Latis Yachting Solutions, the Detroit Medical Center's Rehabilitation Institute of Michigan, Rock City Marine, Tim Wilkes Photography, and Penalty Box Productions.
  
The Melges 24 is the most unique one-design sportboat in the world, and one of the fastest-growing one-design race classes in the world.  More information on the U.S. Melges 24 Class is available at www.usmelges24.com

Source: http://bymnews.com/news/newsDetails.php?id=15321

Frankfurt Motor Show: Audi A4 e Concept unveiled

With the new Audi A4 e Concept, the German automaker plans to show how its new Modular Efficiency program is. The new concept uses just 4.9 litres per 100 km. Also the Co2 emissons is just 129 g/km, that means less than the limit that will be introduced in 2012!

The 2.0 TDI in the new Audi A4 presents itself in an essentially enhanced form. A common rail injection system supersedes the unit injection pumps used to date, its piezo injectors supplying fuel with a pressure of up to 1,800 bar, allowing extremely fine atomisation in the combustion chambers. This improves fuel combustion and smooth running.

Press release:

With the new 2.0 TDI e Concept, Audi is showing just how effective its new Modular Efficiency program is. The sporty middle class saloon undercuts the consumption limit of five litres per 100 km. The A4 2.0 TDI e Concept needs just 4.9 litres for 100 km on the EU cycle. This means CO2 emissions of just 129 g/km – less than the limit that the European Union aims to introduce for vehicle fleets from 2012. With an output of 105 kW / 143 bhp and a peak torque of 320 Nm, the A4 2.0 TDI e Concept is a powerful saloon – for Audi, a dynamic character always goes hand in hand with low consumption.

In this vehicle, Audi has realised a whole package of innovative engineering solutions. Some of these are already in series production on the new Audi A4. Others, such as the start/stop system or the energy recuperation system, will be introduced in the near future.

TDI marries efficiency with dynamism

The 2.0 TDI in the new Audi A4 presents itself in an essentially enhanced form. A common rail injection system supersedes the unit injection pumps used to date, its piezo injectors supplying fuel with a pressure of up to 1,800 bar, allowing extremely fine atomisation in the combustion chambers. This improves fuel combustion and smooth running.

The refined engine develops a powerful 105 kW / 143 bhp of output. Even in the speed range between 1,750 and 2,500 rpm it puts a bullish 320 Nm of torque onto the crankshaft – this mighty pulling power at low revs is a one of the great strengths of the TDI principle. Modified piston geometry improves the thermodynamics in the combustion chambers. Other measures to reduce internal friction and for temperature management further increase fuel efficiency.

On the A4 e Concept, the 2.0 TDI engine is supplemented by the ultra low emission system. That means that this engine not only works highly efficiently, but it is also exceptionally clear and absolutely future-proof: Even today, it undercuts the strictest European emissions levels, which are not expected to come into force until 2014. The ultra low emission system, which makes the TDI the world's cleanest diesel, will go into series production in 2008 as an option on the new Audi A4 3.0 TDI.

Low-friction gearbox

The TDI's power is transmitted onto a newly developed six-speed manual gearbox that is characterised by greatly reduced internal friction. It has been specially tailored for the high-torque of the TDI engine – its transmission ratios are slightly longer in third to sixth gears. Like all Audi gearboxes, its gear changes are playfully light and extremely precise. The gear change indicator in the driver information system encourages an economical driving style. It indicates which gear is selected and if another gear is judged to be better while driving steadily, it will show this as a recommendation.

An especially fast and smooth start

Another important contribution is made by the start/stop system. It avoids the engine running inefficiently when the vehicle is stationary. This is important because much of our day-to-day driving is made up of trips that are shorter than ten kilometres, and these are interrupted by numerous stops at traffic lights.

As soon as the A4 2.0 TDI e Concept comes to a standstill, the gear lever is moved to neutral and the driver takes his foot off the clutch, the TDI is automatically switched off. The engine is restarted when the driver depresses the clutch. The TDI runs up while he is engaging the gear. It has reached idling speed by the time he releases the pedal. A specially developed starter motor turns the engine in little more than two tenths of a second – 60 percent faster than a conventional part, and yet especially comfortable acoustically.

Microhybrid gathers energy when coasting and braking

The recuperation system on board the A4 2.0 TDI e Concept converts kinetic energy into useful electrical energy as the vehicle decelerates. An innovative gel battery is used as the power source for the vehicle electrical system. This is extremely robust even at high loads and when it is heavily discharged, allowing it to achieve a particularly long service life.

When the A4 2.0 TDI e Concept is coasting or braking, the secondary voltage from the D/C converter is run up. The alternator is now able to convert the kinetic energy into electrical energy that is temporarily stored in the gel battery. When the saloon subsequently accelerates again, the battery feeds the energy back, relieving the load on the alternator.
The power steering has also been thoroughly modified – its effectiveness has been improved by around 50 percent because it is now fed hydraulic energy by a demand-controlled vane-cell pump. In contrast to conventional power steering pumps, which constantly recirculate large volumes, it only pumps as much oil as actually needed at that very moment.

On the automatic air conditioning system, Audi uses an innovative, thermostatically controlled refrigerant circuit with an internal heat exchanger. Along with intensive precision work on other components, has greatly improved the efficiency of the system – the new automatic air conditioning system requires 20 percent less fuel that its predecessor model did.

Sporty performance yet highly efficient

The A4 2.0 TDI e Concept glides smoothly and effortlessly through the wind. Its body is fundamentally extremely aerodynamic. Its boot lid has been given a slight additional separation edge. Specially designed alloy wheels improve the airflow across the wheels and wheel arches, while a sporty tuning has lowered the body by 20 millimetres. This modification reduces the frontal area, improving air resistance.

For Audi, efficiency means exactly the same as dynamics. For example, the tyres are configured for light running, but still have a sporty performance – they have the wide, visually attractive 225/50 R17 format. Yet the most impressive evidence of the potential of the A4 2.0 TDI e Concept is found in its performance figures. The middle class saloon sprints from 0 to 100 km/h in just 9.3 seconds. Its top speed is 215 km/h. A spurt from 80 to 120 km/h in 5th gear needs just 8.7 seconds.

Source: http://4wheelsblog.com/prototypes/frankfurt-motor-show-audi-a4-e-concept-unveiled