We just had a feeling that it was bound to happen, and happen it did, as Audi is now set to introduce an RS version of the A5 coupe at the upcoming Geneva Motor Show. Developed by Audi’s quattro division, the RS 5 receives power from a high-revving 4.2-litre V8 channeled to a rear-biased all-wheel drive system by the 7-speed S-tronic (DSG) gearbox.

Audi RS 5

Up front, the naturally aspirated 4,163cc V8, which in various forms have seen action in the Q7, RS 4, and R8, is renowned for its high-revving characteristics despite its long-stroke design (bore × stroke: 84.5mm × 92.8mm). Fuel is delivered by the VW Group’s FSI direct injection system operating at 120 bar injection pressure. That’s 1,740psi for those of you who operate in imperial.

Thus far, Audi engineers have managed to squeeze up to 414hp out of this engine as seen in the RS 4 and R8. For the RS 5, the ante has been upped to an impressive 450hp, produced at a stratospheric 8,250rpm. Its high-revving characteristic is further underlined with its maximum torque of 430Nm being spread over between 4,000 and 6,000rpm.

High-revving 4.2 FSI V8 under the hood.

Linking the engine to the famous quattro drivetrain is the 7-speed twin clutch transmission of the VW Group, dubbed S-tronic in Audi applications. The standard setting on the RS 5 sees a 40:60 front/rear torque distribution, but a self-locking crown-gear centre diff can vary it anywhere from 70:30 to 25:85 as and when needed. Electronic torque vectoring is also integrated into the system, appropriately decelerating the inner wheels during cornering. Available as an option is a sport differential installed at the rear axle to help actively distribute torque between the rear wheels.

Claimed performance figures are, as expected, impressive, whether or not you take the 1,725kg mass into account. Top speed is limited to 250kph, but raisable to 280kph by request. From a standstill, only 4.6 seconds is needed to break into the triple-digit range. Fuel consumption is claimed at 10.8 litres/100km. Even if we know this is not realistically achievable in day-to-day driving, what’s the worse that it can be? 15? 16? Certainly acceptable for this kind of performance.

No mistaking it for the vanilla-flavoured A5.

Sitting 20mm lower than a standard A5, the RS 5 is shod with 265/35 R19 rubber as standard, but bigger 275/30 R20 donuts can be specified at cost. Braking is performed by vented discs all-round, with 380mm carbon-fibre front discs optionally available over the standard 365mm rotors.

Sales of the RS 5 will begin in spring, with a starting price of €77.7k.

Sporty Interior

KON

Pictures: Audi Press Release.

Earlier this week in Miami, Audi’s 100th anniversary was celebrated in style with the world premiere of the all new A8 sedan. Bearing the internal chassis code name D4, the third generation A8 moves the game on from its predecessor with lightweight aluminium construction, an improved Multi Media Interface (MMI) system, full LED headlights, and an array of electronic driver aids to match the best from Stuttgart and Munich.

Set to go on sale worldwide in 2010, the A8 is introduced with two 4.2-litre V8 engines – one petrol (FSI) and one diesel (TDI). A 3.0-litre TDI engine will follow later, in two states of tune – 250hp and 204hp, the latter being front wheel drive and tested in the EU cycle to consume 6.0 l/100km, and emit 159 g/km of CO₂. The 4.2-litre motors are claimed to offer improvements in FC by 13 – 22% from their predecessors.

As per current trend in the increasing number of gears offered with auto transmissions, the new A8 comes standard with an 8-speed tiptronic semi-auto gearbox sending power to its quattro permanent AWD system. Standard on the 4.2 TDI, but optional on the rest is a sport differential which dynamically distributes torque between the rear wheels, sending more power to the one with more grip.

The all-new Audi A8.

Shape & Styling

Official press photos from Audi show a matured and elegantly styled vehicle. It isn’t very adventurous though – it could pass off as a mere facelift of the outgoing A8 rather than an all-new model. The unmistakable Audi family look is maintained, as it convincingly resembles an enlarged A4, which is a very handsome car in our books. It is, of course, very much larger than an A4, measuring 5,137mm long, 1,949mm wide, and 1,460mm tall. Its wheelbase is nearly 3-metres long, measuring at 2,992mm.

Dominating the front styling is Audi’s now-trademark giant one-piece radiator grille. Eight louvres run across it horizontally, with the famous four rings and number plate appearing to float in the midst. Flanking the grille are a pair of all-LED headlights, a feature first seen in the R8 5.2 FSI unveiled earlier this year. Now, if you think those headlights are just headlights, you’re quite wrong.

Audi’s trademark grille

The technological galore on the new A8 starts with the headlights and continue to the rest of the car. It is controlled by an adaptive head lamp system which swivels the bulbs to illuminate corners, and lowers your high beam when oncoming traffic are detected. It’s even connected to the sat nav system, so anticipates the upcoming corners, and move your headlights accordingly. Gone are the fog lights, replaced with what Audi calls the all-weather lights, housed in the headlamp unit.

Headlights are all-LED

There are more LEDs on show at the back – 72 LEDs each side are arranged to form a harmonious trapeziodal shape illumination similar to what’s now seen in the A4 and A6. The brake lights are housed inside the trapezoid, with the signal and reverse lamps below.

Taillights are LED too.

Body & Chassis

The very first generation of the A8 served to pioneer the Audi Space Frame (ASF) aluminium chassis technology. For the latest A8, the ASF sees a 25% increase in torsional stiffness over the previous model, whilst at the same time recording some savings in weight, thanks to the use of a new high-strength aluminium alloy. For drag coefficient, Audi quoted a figure of 0.26, specifically attaching it to the 4.2 FSI only. It’s an impressive figure, though we have no idea why it should be different for the 4.2 TDI or 3.0 TDI.

Audi Space Frame

Under the skin, the suspension components are built mainly of aluminium. The control arms of the five-link front suspension are made of forged aluminium, whereas the rear trapezoidal links are made of the same metal in cast grade mounted on a steel subframe. The air-filled struts of the adaptive air suspension system are electronically controlled, being connected to the Audi Drive Select system, featuring three modes – comfort, auto, and dynamic, with the option for the driver to programme a fourth.

The steering system also features a heavy use of electronics. Dubbed dynamic steering, it is a speed-sensitive system which is tied to the car’s stability programme, even making unnoticed steering corrections for the drivers when the car is being pushed to the limits.

Interior

A lot of good things were printed on Audi’s press release about the new A8’s interior, but perhaps  the most eye-catching feature of them all is the shift-by-wire lever of the 8 A/T, located on the driver’s side of wide centre console. Inspired by the thrust lever on yachts, it is also shaped like the top of a walking stick, it also reminds us of an aircraft’s throttle control.

What does it remind you of?

Indeed, the unfamiliar might even be forgiven if they do mistake the new A8’s cabin for that of an aircraft. Just further north of the gear selector lever is a panel of switches to operate the climate control and Audi MMI system for which an 8-inch LCD screen rises upon activation, displaying info in full-blown 3D imagery. Other standard features in the cabin include a start/stop button, two zone climate control (four-zone an option), and 12-way electric adjustment front seats (22-way optional).

Cabin is tech-laden

Engine & Drivetrain

As mentioned earlier, the new A8 goes into the market with two 4.2-litre V8 motors on offer, to be followed by a 3.0-litre diesel V6s. All of the engines feature direct injection, and are equipped with various fuel saving features, termed ‘modular efficiency system’ by Audi. Among systems mentioned under this package include brake energy regeneration and computer controlled thermal management.

While the 372hp 4.2-litre FSI is a properly powerful motor, the highlight of the range is actually the 350hp 4.2 TDI, which twists out an astonishing 800Nm @ 1,750 – 2,750rpm. En route to a capped 250kph top speed, the 4.2 TDI demolishes the century sprint in 5.5 seconds, yet consuming only 7.6 l/100km of fuel, and emitting 199 g/km CO₂.

Diesel V8 motor is the gem.

The 3.0 TDI is no slouch either. Displacing 2,967cc, the engine is good for 250hp and 550Nm @ 1,500 – 3,000rpm. It’s marginally slower than the 4.2 TDI, 6.6 seconds to hit 100kph from rest, but it’s also more economical, taking in only 6.6 l/100km, and emitting 174 g/km CO_2. Helping it with these commendable economy figures is a start-stop system which deactivates the engine during standstill. A detuned 204hp version of this engine will then be added in a front-wheel drive variant of the A8.

Sending power to the quattro all-wheel drive system is an 8-speed Tiptronic semi-automatic transmission, for which Audi promised smooth and seamless gear change. The brains of this transmission is what Audi calls the Dynamic Shift Program (DSP). Besides the usual changing of shifting modes available to the driver, the DSP is, get this, actually tied in to the car’s navigation system, and hence plans its gearchanges based on the car’s projected course.

To rein in the 4.2 TDI’s mountainous reserves of torque, that  variant is equipped standard with an electronic sport differential, optional on others, continuously varies driving force between the rear wheels. As expected, the differential’s controller has three selectable programming modes – auto, comfort, and dynamic.

Audi Drive Select

The Wired Stuff

Like the S-class and 7-series, Audi’s flagship luxo-barge is pumped full of electronics. First of them is the pre-sense system, which upon detection of skidding via the ESP sensors, and I paraphrase this from the press release, ‘activates the hazard warning lights, closes the side windows & sunroof, and tensions the front seat belts’.

As an option, pre-sense can be tied to the adaptive cruise control with stop & go to form Audi pre-sense front, which monitors traffic in front via radar and warns the driver first by signal, then by jerking the brakes. If the driver ignores those warnings, the system takes matters into its own hands and proceeds to slow (but not stop) the car down, once again ‘activating the hazard warning lights, closing the side windows & sunroof, and tensioning the front seat belts’.

Going for the full monty Audi pre-sense plus sees the car braking with full force when it determines that a collision is imminent. Audi claims that this feature reduces the speed at impact by about 40kph. Finally, the pre-sense rear monitors for impending rear-end collision, upon which it closes all the glass areas, tightes the seat belts, and straigthens the optional memory seats.

The aforementioned ACC Stop & Go system sees the world with a pair of radar sensors mounted in the front air inlets. In stop-and-go traffic, it has the ability to bring the A8 to a halt, and then get it moving again when the car in front gets going. Linked in to the on-board navigation system, it has the ability to ‘detect complex scenarios and make anticipatory decisions in support of the driver’. As you read on, you’re probably wondering if one of these days, cars will render even drivers obsolete.

Further assistance comes in the form of the Audi lane assist, which warns the driver when he/she makes inadvertent lane changes. Like rival luxo-barges, the A8 also features night vision assistant with thermal imaging technology and the pedestrian identifying algorithms.

The MMI system also moves things on, with the introduction of touchpad interface to replace the  now standard  rotary knob system. It allows you to  draw letters or numbers with your fingers, recognizing Cyrillic, Chinese, Japanese, and Korean characters.

Availability

The new A8 is widely expected to hit the market in early 2010, though no official dates have been given by Audi yet. I don’t expect the car to go on sale (in Europe at least) any later than March 2010.

On our shores, I doubt Audi is in any hurry to bring this new A8 here, considering that the outgoing A8 sells in limited numbers, thanks definitely to its RM900k price tag.

It’s probably gonna be too expensive when it comes…

KON

Pictures: Official Audi release

A month ago, Audi released a couple of teaser images for their upcoming A5 Sportback model, which we featured here on 17 July 2009. Recently, the full details has just been released ahead of its scheduled launch for the European market in September. Five engine options are offered, with prices set to start at €33,650 for the 180hp 2.0 TFSI.

Audi A5 Sportback

Depending on engine, the A5 Sportback can be had with either manual, Multitronic CVT or the seven-speed S-Tronic twin-clutch transmissions sending power to only the front wheels or all four via Audi’s trademarked quattro all-wheel drive system. On top of the range, the 3.0 TDI and 3.2 FSI can be optioned with a sport differential that counters understeer by varying power distribution to the rear wheels.

A5 Sportback 2.0 TFSI

The A5 Sportback comes with a lengthy list of equipment which can be stretched further by ticking the appropriate option boxes. Like the M-Sport and AMG Sport packages offered by BMW and Mercedes respectively, customers can also specify the A5 Sportback with Audi’s very own S-Line package that brings with it all the skirtings, sports seats, sports steering, and firmer springs.

Decked in S-Line package.

Engines & Drivetrains

As of launch, the Audi A5 Sportback will be available in five highly-efficient direct injection engines – two of them petrol, three diesel. The two petrol-powered engines displace 2.0-litres and 3.2-litres respectively, with the smaller unit force-induced by turbocharging. The award-winning four-cylinder 2.0-litre turbocharged fuel-stratified injection (TFSI) engine displaces 1,984cc, and is available in two states of tune: 180hp and 211hp.

Top of the petrol range is the 3,197cc naturally aspirated V6 FSI engine. Unlike the torquey nature of the 2.0 TFSI, the V6’s character is more of a rev-happy variety. Its peak torque of 330Nm is delivered high up the tacho’s reach at between 3,000 and 5,000rpm. As a result, with quattro and S-Tronic, it does no better than the 6.6-second century sprint managed by the equivalent 2.0 TFSI.

The three diesel engines on offer consist of one four-cylinder and two V6 powerplants. The four-pot motor found in the 2.0 TDI comes in two power ratings. In its lower state of tune, the 1,968cc turbodiesel produces 143hp of power and 320Nm of torque, routed to the front wheels by the Multitronic CVT. The more powerful version is rated at 170hp and 350Nm. Paired with a good old six-speed manual transmission and front-wheel drive, it makes do with only 5.2 litres of diesel for every 100km travelled.

Completing the diesel line-ups are the 2.7 and 3.0-litre V6 engines, both pumping out astonishing amounts of torque. The smaller of the two motors produces 190hp and 400Nm (@1,400 – 3,250rpm) from 2,698 cubic centimetres of displacement. It is only available with front wheel drive and manual transmission, though Multitronic will be added to the list of options soon enough. The 3.0-litre V6 twists out 500Nm of torque from 1,500rpm up to 3,000rpm. This propels the flagship diesel variant, with S-Tronic and quattro drivetrain, from zero to hundred in 6.1 seconds, and a top speed of 248kph, while keeping consumption down to an impressive 6.6 litres/100km.

In addition to the abovementioned models, three new engine options are set for introduction by 2010, one of them being a 160hp 1.8-litre TFSI engine. This engine will be paired with either the Multitronic CVT or the six-speed manual in a front wheel drivetrain. If at all the A5 Sportback even makes it to Malaysia, this will be the version that comes.

The quattro system on the A5 Sportback is defaulted to a 60% rear bias in power distribution, though this can vary from anywhere between an 85% rear bias and a 65% front bias. Optionally available on the 3.0 TDI quattro and the 3.2 FSI quattro is a sport differential fitted to the rear axle. By varying the power distribution between the rear wheels, the sport differential is able to cancel out both oversteer and understeer just miliseconds after the system senses things are going out of order.

Chassis

To ensure optimum handling balance for the A5 Sportback, a lot of work was done by Audi on the car’s body stiffness and weight distribution. Unsprung mass is greatly reduced by extensive use of aluminium in the suspension components. Both the quattro and front wheel drive models feature identical suspension designs, with a five-link axle up front and a self-tracking trapezoidal link behind.

Front-wheel drive versions of the A5 Sportback come standard with Audi’s latest ESP which includes an electronic differential lock to help cancel out understeer and improve road-holding at corners. The system is fully electronic, and actually works by lightly braking the inner front wheel, thus sending excess torque to the outer wheel, and keeping the vehicle on track.

Various electronic trickery keep the A5 Sportback in line.

Body

According to Audi, the A5 Sportback is a FIVE-door coupe, with four passenger doors holding a frameless window each and a rear hatch. The resultant side-profile, with its sloping C-pillar, at this moment is only closely resembled by the up coming BMW 5-series GT and to a (very) far extent, the Porsche Panamera. The massive rear hatch opens to unveil 480 litres of cargo space, a volume that can be swelled to 980 litres thanks to its split folding rear seatbacks. With the seatbacks up, the A5 Sportback takes in only four passengers.

A side profile like no other: Audi’s five-door coupe.

480-litre luggage capacity can be expanded to 980 thanks to split folding rear seats.

Availability

The A5 Sportback is set to hit showrooms in Europe by September. Until the 1.8 TFSI arrives next year, prices will start at €33,650 for the six-speed manual 2.0 TFSI going all the way to €47,000 for the S-Tronic 3.2 FSI.

Top of the range diesel – 3.0 TDI

Back in the 20th century, the car industry was a lot more clear cut in defining its products. Sedans had four doors and a boot while hatchbacks, depending on variant, were either three or five-doored. Growing bigger, we had pickups and SUVs, which were proper four-wheel drives. Then, to transport goods or a lot of people, most usually resorted to vans.

In recent years, the lines between the segments became muddled, thanks no doubt to the brilliance of the marketing and product planning guys, who started inventing new market segments. This brought us products like the soft-roader, for people who want the height and looks of a four-wheel drive, but still want it to drive like a car. Then came the multi-purpose vehicle, which had the awesome cargo/people carrying capacities of vans, but fused with some creature comforts and style, that a van obviously does not have.

The insanity has gone even further in the last couple of years as the manufacturers started to introduce niches between niches, coming up with products that overlapped two (or more) segments. Many such products are usually some sort of cross over between a coupe and/or SUV and something else. In older times, most of us conjure up images of two-doored vehicles when we think of the word coupe. Not any more.

Mercedes got the ball rolling with its now famous four-door coupe – the CLS. It’s arch nemesis in Munich came up with something even more outrageous – the X6, which they brand as a Sports Activity Coupe, essentially a fusion of a four-door coupe with an SUV. Now, the coupe door-count is set to increase to five, with Audi introducing the new A5 Sportback, penciled to go on sale in Europe this September. Initial images released by Audi, which consist only of a sketch showing the body shape and an upclose shot of the tailgate, shows inspiration being drawn from the BMW 5-series GT.

Designer’s sketch of the Audi A5 Sportback.

While BMW stopped short of officially labeling the 5 GT as a coupe, only describing it as a car with a coupe-like silhoutte, Audi had no such hesitation. As far as Ingolstadt is concerned, the A5 Sportback is a five-door coupe. Its brief is to combine the elegance of a coupe, the comfort of a sedan, and the practicality of an avant (as Audi calls its estates) into one stylish and shapely package.

Audi claims that the A5 Sportback has comparable leg and headroom with the A4 sedan, providing figures to back up their claims. The A5 Sportback has a roofline 36mm lower than the A4 sedan, and a wheelbase measuring at 2,810mm like the A4. Figures like these can be misleading, so we’re not buying into Audi’s claim just yet. Do not forget that the lowered roofline would also need to accomodate the hinge mechanism of the tailgate, which a saloon would not have.

Roofline is only 36mm lower than A4 sedan.

There will be five powerplant options available for the A5 Sportback upon launch – two petrol and three diesel, all of which feature direct fuel injection and comply with Euro 5 emission standards. For the petrol variants, we have the famous 211hp 2.0 TFSI engine along with the 265hp 3.2 V6, both of which are offered together with Audi’s quattro all-wheel drive system.

The 2.0 TDI, which is the entry level model of the Sportback range, features the same 170hp/350Nm turbodiesel powerplant as the VW Golf GTD mated with a six-speed manual transmission and fitted with a start/stop function. Moving up the range, we have a 2.7 TDI good for 190hp & 400Nm. On top of the diesel range is the 3.0 V6 TDI quattro, which produces 240hp & 500Nm.

Optionally available on the A5 Sportback is the Audi drive select system, which allows the driver to choose between three different modes determining throttle response, gear shifting points (for S-tronic or multitronic), and steering response. It must, however, be ordered together with any one or more of the following: adaptive shock absorber control, continuously variable assistance dynamic steering, and quattro with sport differential, with the latter applicable only to the 3.0 TDI and 3.2 FSI.

The A5 Sportback will go on sale in Europe this September with the entry level 2.0 TDI offered at a starting price of €36k. By mid-2010, a new entry level model, presumably a 1.8 TFSI will go on sale as well, making the Sportback the entry model of the A5 model range.

Audi’s relentless pursuit of BMW and Mercedes in recent years is finally beginning to bear fruit. Years of product planning and brand building efforts are showing desired results, as they top the sales charts in Western Europe and China for the premium market segment. Back at their home continent, Audi managed to put 45,124 cars on the road during January 2009, while in China, over 12,000 Audis were sold in the month of April 2009.

It’s not quite accurate to say that Audi is currently breathing down the necks of Merc and BMW. No, Audi are hammering them, and that is set to continue, with the new TT RS taking aim at the higher end versions of the BMW Z4 and the Merc SLK. Developed by quattro GmbH, the TT RS is powered by a 2.5-litre inline-5 TFSI engine good for 340hp, sent to all four wheels via the famous quattro all-wheel drive system.

In terms of pricing (UK prices) and output, the £42k (coupe) TT RS sits a rung above the Z4 sDrive35i (302hp, £37k) and SLK 350 (300hp, £36k), but below the SLK 55 AMG (355hp £52k). The now discontinued Z4 M, with 338hp, would have served as an interesting match up against the top dog TT, which Audi audaciously labels as the ‘purist driving machine’ – an obvious dig at the Ultimate Driving Machine.

Audi TT RS Coupe (L) & Roadster (R)

Exterior

Audi has added various subtle design touches to differentiate the RS from the run-of-the-mill TTs. Although each change is reasonably minor on its own, they all add up to give a powerful visual effect. The single-frame grille is retained, but the rectangular slats are now replaced with a honeycomb design proudly wearing the “TT RS” badge alongside the four rings. Right below, is an aerodynamically functioning front splitter, optionally available in aluminum finish, working in tandem with the rear spoiler

Enlarged vents most visible signal of intent up front

The air intake vents flanking the grille are flared, enlarged, and actually purposeful. Unlike on the regular TT, the fog lights are omitted, allowing the left vent to channel air across the gearbox and the right vent to an additional water cooler. Above the vents, the pair of headlamps feature Audi’s now trademark daytime running lights, with 12 LEDs forming a straight line underlining the main bulbs.

Front splitter serves aerodynamic purpose. Aluminum finish available as an option.

Down the flanks, the side mirrors are finished in matt aluminum as standard, but optionally available in body colour or carbon finish, while the flared wheel arches from the standard TT are carried over. Sitting under the arches are 18″×9J wheels shod in 245/40 rubber, though owners can opt to upsize to 19″ items shod in 255/35 tyres, or go as high as 20 inches. Peeking from behind the wheels are powerful internally vented disc brakes (370mm up front, 310mm behind) with each caliper painted black and stamped with the “RS” logo.

18″ rims as standard equipment, but buyer can upsize to 19″ or even 20″

At the rear, a more elaborately designed rear bumper signals the TT RS’ sporting intent. The large oval tailpipes, a design cue presumably carried over from the R8 5.2 FSI, are visually joined by the matt black rear diffuser with a honeycomb surface pattern. Unlike the retracting spoiler on the high volume TTs, the spoiler on the TT RS is fixed, and more aggressive looking. On the Roadster the third brake light integrated onto the spoiler’s underside.

Rear diffuser and oval exhaust tips differentiate this from standard TT

Rear spoiler now fixed.

The TT RS occupies a reasonably small area of space, with a footprint measuring 4,198mm × 1,842mm. Regardless of version, the front face of the TT RS measures at a low 2.09m², which reduces wind resistance going forward. For the magical drag coefficient numbers, Audi claims figures of 0.32 for the Coupe, and 0.34 for the Roadster.

Frontal cross-sectional area measures 2.09m² while Cd is rated at 0.32 (Coupe) and 0.34(Roadster).

Interior

Pictures released from the Audi press room to the international media shows a cabin with the typical ergonomic and build quality associated with the maker from Ingolstadt. Compared to cabins of the A4s and whatnots, the TT’s cabin has a few less buttons and a few more curves. In typical sports car fashion, the speedo and tacho are each recessed into a binnacle, while the thick rimmed steering is wrapped in perforated leather and flattened at the bottom.

Interior features an extra touch of sportiness, with the usual high standards of an Audi cabin.

The entire interior is coloured in black, with brush aluminum finishes and “TT RS” logos sprinkled all over, including on the low mounted sports seats, which are finished in a combination of leather and Alcantara. Dominating the central dashboard is the Audi MMI interface, sitting between three circular air-con vents above, and three circular air-con control dials below.

MMI interface a prominent feature on the dashboard.

In terms of luggage capacity, the Coupe’s trunk space amounts to 290 litres, extendable to 700 litres, courtesy of split folding rear seatbacks. The Roadster makes do with 250 litres, optionally available with a load-through hatch and a removable ski sack, adding a touch of practicality to the interior. For the rainy days, the Roadster will have a soft top capable of folding in 12 seconds, even when driving at speeds up to 50kph.

Body & Chassis

Construction of the TT RS, both Coupe and Roadster, is based on Audi’s Space Frame (ASF) technology, which ensures not only minimum weight, but also optimum balance. The front end of the chassis, where the massive weight of the engine is situated, is composed of lightweight aluminum. In Audi’s own words, the “extruded sections, die-castings and aluminum sheets form an impact resistant structure of exceptional strength”. An exceptional claim indeed.

To balance out the weight distribution, the rear end is made of heavier steel sheets. In the case of the Coupe, its body structure is composed of 66kg steel, and 140kg aluminum, adding up to a total weight for the body-in-white (industry speak for the assembly of chassis and body panels, but without all the fittings) of 206 kg. For the Roadster, the additional reinforcements in its superstructure contributed to a 45kg penalty over the Coupe.

Adding all the engines, tyres, lubricants and various other goodies puts the Coupe’s weight at a healthy 1,450kg, while the Roadster has an extra 60kg to lug around. Supporting that weight on the four ends are McPherson struts up front, and a four-link suspension at the back. Compared to the standard TT, the TT RS sits 10mm closer to the ground, and users can opt to specify an electronic controller to work with the magnetic ride dampers, allowing a change of the damping characteristic in a matter of milliseconds.

For steering, the TT RS gets a variable ratio rack & pinion system. Audi goes on to add the claim that “because the electromechanical system does not require any energy when travelling straight, it is extremely efficient and saves approximately 0.2 litres of fuel per 100km.” Sounds impressive, though have no idea how theyarrived at the figure and then proceeded to verify it!

Powertrain & Performance

Under the hood of the TT RS, a transversely mounted 2,480cc TFSI powerplant resides. It is a long-stroke engine, designed with compact dimensions and minimum weight in mind. All five cylinders, with their bores measuring at 82.5mm each, are squeezed into a block measuring less than half a metre in length, at 494mm.

2,480cc, five cylinders, TFSI – 340hp @ 5,400-6,500rpm, 450Nm @ 1,600rpm – 5,300rpm.

The block itself is cast from vermicular graphite cast iron, a material first used in large turbodiesel engine, said to give an excellent combination of high rigidity and low weight. The pistons are cast from aluminum, weighing only 492 grams each. As a result, the engine of the TT RS is both compact in dimensions, and light in weight, tipping the scales at a low 183kg.

Feeding the engine is the Turbocharged-Fuel Stratified Injection (TFSI) system, with the turbo ramming air down its throat, and the FSI directly injecting precise amounts of fuel into the cylinders at a pressure of 120 bar. At full load, the turbo, with its 64m diameter compressor wheel, can (theoretically) ram 335 litres of air down the engine’s throat at a pressure of 1.2 bar. The injectors, meanwhile, are designed to introduce fuel into the combustion chamber in a swirling pattern, to achieve a cooling effect on the walls and eliminate the problem of knocking.

So, what did all these exercises in engineering result in? Well, for power, we are getting 340hp between 5,400rpm and 6,500rpm. Torque, all 450Nm of it, arrives as early as 1,600rpm, and stays until 5,300rpm. Consumption for the Coupe is claimed at 9.2l/100km, and for the Roadster, 9.5l/100km.

All that power and torque from the TFSI goes through a new six-speed manual transmission and then to Audi’s trademark quattro all-wheel drive system, which channels all the juice to the four wheels. For its application in the TT RS, Audi has toughened up the shafts and gears of this unit to take the additional power of the engine. The throws of the gears are said to be shortened; essential, because long throw and rubbery gear change would absolutely destroy the motoring experience in a car like this.

To further improve weight distribution, the multi-plate clutch, electronically activated but hydraulically actuated, is mounted just ahead of the rear axle. Furthermore, when the quattro system detects that the front wheels are slipping, it is able to instantly re-route power to the rear wheels to get the driver out of trouble.

Six-speed manual connected to quattro all-wheel drive system.

So, how does all that translate to something usable for us on the road? Well, if you were to take off from standstill hunting for the top speed on a runway, 100kph will be reached in 4.6 seconds. The double ton arrives 11.3 seconds later, before the speedo bounces off the limiter at 250. Of course, you can have the limiter removed, allowing you to tip 280kph flat out.

Availability

Audi plans to commence deliveries of the TT RS in Europe by Summer 2009, pricing the Coupe at €55.8k and the Roadster at €58.7k. Euromobil is not likely to make it officially available in Malaysia, so interested buyers in our shores will need to keep an eye on grey importers.

 The little car that could go anywhere

Mention Quattro and most car fans will remember the images of a deranged rally car tearing around forests, kicking up more dust than a sandstorm and sending children and small animals clutching their mother.

The development of all wheel drive in competition is generally regarded as one of the the biggest race-to road car contribution in automobile technology and Audi is always ready with a Quattro version of their regular models and fans who buy them are known to be the most loyal because they know the real-world benefits of the all-wheel drive system.

The new A4-Allroad will be another step for the Allroad nameplate, offerign even more capability than most drivers will ever need.

The best thing about all-wheel drive is how it expands the safety envelope tremendously and creates a calmer drivign environment in most circumstances and there is no doubt that a bigger safety envelope leads to less accidents – unless it inflates driver confidence disproportionately, of course.

Obviously an all-wheel drive system offers limited benefits on dry tarmac but during the rainy season when standign water threatens to spin cars running over them at highway speeds, drivers with all-wheel drive will notice a huge difference.

The difference is noticeable even when you drive pick-up trucks which are fitted with crude, agricultural versions of the all0wheel drive technology so you can imagine what it would be like for a highly tuned car.

Below is the full details of the new Allroad

The Audi A4 allroad quattro:

A Vehicle that knows no Boundaries

• The A4 allroad quattro is right at home on any road – and offroad
• quattro permanent all-wheel drive and increased ground clearance
• Sporty character and innovative high-end technology

A vehicle that knows no boundaries: Audi is launching the A4 allroad quattro. With its permanent all-wheel drive and increased ground clearance, the A4 can handle any road or trail; it also offers driving pleasure – even on unpaved surfaces. Naturally, the Audi A4 allroad quattro features all the innovative technologies which impart to the A4 model line its superiority: a range of powerful and highly energy-efficient engines, Audi drive select (intelligent handling technology), the high-tech S tronic transmission, and innovative communication and assistance systems. The vehicle will be available in early summer at a basic price of 37,100 euros.

The design of the Audi A4 allroad quattro recalls the A4 Avant: crisp lines enclose tastefully curved surfaces and the low roof line establishes a coupé-like silhouette. Striking details re-interpret this model line’s sporty elegance. The moon-gray single-frame radiator grille bears vertical chrome strips; an accentuated bumper and large air inlets underscore this vehicle’s unique identity. Chrome rings encircle the fog lights. And in the option featuring xenon plus headlights, light-emitting diodes comprise the daytime running lights and taillights. Underneath the front end and tail end, the A4 allroad has a stainless-steel underbody guard.

Viewed from the side, the vehicle dazzles with flared wheel arches, angular sills (available with stainless-steel insert strips), and large wheels – 17-inch wheels in 7-arm design are standard. The roof is capped off by an offset rail with two high crosspieces. The width of the A4 allroad quattro is emphasized by the rear bumper’s distinctive styling and the integrated horizontal reflectors. On the 2.0 TDI, the two exhaust tailpipes appear side by side; on the 2.0 TFSI and 3.0 TDI, they terminate to the left and to the right.

Body and Luggage Compartment
The Audi A4 allroad quattro is a truly expressive car. Its measurements include: 4.72 meters (15.49 ft) in length, a wheelbase of 2.81 meters (9.22 ft), 1.84 meters (6.04 ft) in width, and 1.50 meters (4.92 ft) in height. It also features greater ground clearance than the Audi A4 Avant: 180 millimeters (7.09 inches) when the Audi A4 allroad quattro is unloaded.

Audi has created a vehicle body consisting primarily of high-strength and ultra-strong steel panels – which, in turn, reduce the car’s weight while enhancing its rigidity, vibrational comfort, and impact safety. An array of precisely arranged metal sections protects passengers in the event of an accident.

In addition to the two front airbags, which take into consideration the precise positions of the driver and front-seat passenger, there are side air bags in the front and, optionally, in the rear as well. Last but not least, a head-protection airbag system also stands at the ready. The integral head-restraint system in the front diminishes the risk of whiplash in the event of a rear-end collision.

The luggage compartment’s base capacity is 490 liters (17.30 cubic feet). This can be increased, however, to an impressive 1,430 liters (50.50 cubic feet) and a length of 1.78 meters (5.84 feet) by folding down the split rear-bench backrest, which optionally features a load-through hatch with removable ski bag. The hatch is exactly one meter wide (3.28 feet). The luggage compartment boasts an ingenious design which enhances its use and is lined with high-quality carpet.

Befitting its character, the A4 allroad quattro has a wealth of practical flourishes: the luggage-compartment cover and the partition safety netting are stored in separate compartments; a mere tap of the hand triggers the cover to automatically retract upward. Additional standard equipment includes fastening rings and bag hooks as well as a shelf on one side with an adjustable net.

Every Audi A4 allroad quattro also has a reversible loadliner, the underside of which has been designed as a dirt-resistant tray. Optional equipment includes a reversible mat, a 12-volt outlet, an electromechanical assembly for the tailgate, and a load-securing set with a telescopic rod and strap retainer. The load-securing set’s two rails in the floor allow the luggage compartment to be divided as required.

Interior
Refined touches, uncompromising quality and flawless functionality: the interior of the Audi A4 allroad quattro embodies all the strengths for which Audi is renowned. The cockpit clearly serves the driver. Among the control unit’s highlights: the standard electromechanical handbrake – which has replaced the lever on the center console with a button – and the central on-board monitor. A color display complements the concert or symphony sound system, or the MMI navigation system plus; the MMI’s offset control unit is housed in the center console.

Customers can choose one of several different trim materials: an exclusive allroad fabric, two types of leather, or an Alcantara/leather combination. The fabric designs are available in two colors and the leather trim in seven colors (two of which feature sporty contrasting stitching). Standard inlays are micrometallic platinum; options include aluminum trigon, natural fine-grain ash, laurel nutmeg, and walnut brown. Carpeting is made of velour; the headlining is star silver, linen beige, or black (optional). Many of the operating controls gleam thanks to their standard aluminum look; the door sill trims bear special allroad logos.

As for seats, Audi offers a seat-heating system, electrical adjustability, a sporty version with pronounced side sections, and climate-controlled comfort seats. The latter not only can be heated, but also deliver relief on hot days thanks to an integrated cooling unit with small fans. The long wheelbase of the A4 allroad quattro ensures plenty of interior space – even on the rear bench seat.

The Engines
Audi will initially offer three different engines for the A4 allroad quattro: a gasoline engine and two diesel engines. All three are turbocharged direct-fuel-injection engines. They command respect due to excellent performance, impressive pulling power, smooth running, and high fuel efficiency. The engines are further bolstered by pioneering technologies arising from Audi’s modular efficiency expertise. For example, all three units boast a standard on-board recuperation system, which converts mechanical energy into electrical energy during deceleration.

The 2-liter TFSI – voted “Engine of the Year” on four consecutive occasions by an international panel of experts – incorporates three high-end technologies: FSI direct gasoline injection, the turbocharger, and the Audi valvelift system, which boosts pulling power by means of a variable control system. Between 1,500 and 4,200 rpm, the four-cylinder engine delivers 350 Nm of torque to the crankshaft. Peak output is 155 kW (211 bhp). In addition, the 2-liter TFSI propels the Audi A4 allroad quattro to 100 km/h (62.14 mph) in just 6.9 seconds, and to a top speed of 230 km/h (142.92 mph). On average, it consumes a mere 8.1 liters of fuel per 100 km (29.04 mpg).

As for the 2.0 TDI, the successor to the most successful diesel engine ever, a common-rail system providing injection pressure of 1,800 bar ensures excellent driving refinement. The two-liter diesel engine delivers 350 Nm between 1,750 and 2.500 rpm. A respectable 125 kW (170 bhp) provides admirable output, yet requires just 6.4 liters of fuel per 100 km (36.75 mpg). The Audi A4 allroad quattro 2.0 TDI reaches 100 km/h (62.14 mph) in 8.9 seconds and a top speed of 213 km/h (132.35 mph).

The very best of the three engines is the 3.0 TDI. This V6 diesel produces 176 kW (240 bhp) and transmits 500 Nm of torque to the crankshaft at 1,500 to 3,000 rpm. The 3.0 TDI in conjunction with S tronic propels the Audi A4 allroad quattro to 100 km/h (62.14 mph) in 6.4 seconds, and tops out at 236 km/h (146.64 mph). On average, the three-liter engine sips only 7.1 liters of fuel per 100 km (33.13 mpg). Like the other two engines, it already meets the EU’s Euro 5 emission standard.

The Driveline
The 2.0 TDI transmits its power to a six-speed manual transmission. The 3.0 TDI and 2.0 TFSI feature the next generation of Audi’s dynamic and very efficient S tronic. This innovative dual-clutch transmission switches extremely smoothly among its seven gears within a few hundredths of a second. S tronic also excels thanks to its high efficiency ratio and a broad spread of the gear ratios. The seven-speed S tronic has a fully automatic mode at the ready: the driver can shift as required, if necessary via shift paddles on the steering wheel.

In the Audi A4 allroad quattro drivetrain, the differential is in front of the clutch and immediately behind the engine. This technical stroke of genius made it possible to reposition the front axle much closer to the vehicle’s front end, in turn allowing for a long wheelbase and an ideal distribution of the axle loads. The benefits include steady straight-line stability, superb ride comfort, and excellent driving dynamics.

The Audi A4 allroad quattro features quattro permanent all-wheel drive as standard equipment. Its purely mechanical center differential favors the rear, distributing power at a 40:60 ratio to the front and rear axle. If necessary, the quattro permanent all-wheel drive can route up to 65 percent to the front or as much as 85 percent toward the tail end.

The Chassis
The width of the Audi A4 allroad quattro lays the foundation for its driving dynamics. The car’s track is 1,583 mm (62.32 in.) at the front and 1,574 mm (61.97 in.) at the rear – some 20 mm (0.79 in.) wider, respectively, than the A4 Avant. The body is higher on account of a new chassis with longer springs, which – like the new shock absorbers – combine sportiness with comfort. The standard, 17-inch lightweight alloy wheels are fitted with 225/55 tires. At a diameter of 690 millimeters (27.17 inches), even this standard configuration looks rather imposing. For the time being, Audi is also offering 18-inch wheels.

The chassis in the A4 allroad quattro retains all the advantages which distinguish the A4 model line. Steering is straightforward and responsive. A steering box beneath the wheel conveys the driver’s input directly to the wheels. The five-link front suspension and the self-tracking trapezoidal-link rear suspension consist largely of aluminum to reduce unsprung weight. 16-inch brakes with excellent cooling behavior provide for rapid deceleration. It should come as no surprise that the A4 allroad quattro offers sportiness, comfort, and stability – onroad and offroad. After all, it is an A4.

On rough terrain, the A4 allroad quattro relies on a high-tech feature of its Electronic Stabilization Program (ESP): the Offroad Detection (ORD) technology automatically identifies the type of driving surface and adjusts the ESP’s control parameters accordingly. When the driver depresses the gas pedal, ESP increases propulsive power by tolerating more wheel spin than otherwise. If necessary, it will override for a time in the interests of safety.

On paved roads, Audi drive select further enhances the joys of driving. This control system automatically and perfectly adapts the personality of the Audi A4 allroad quattro to the driver’s preferences. Audi drive select namely evaluates the engine’s throttle response, the Servotronic power steering, and S tronic’s shift points in automatic mode. The driver can freely switch among three different engine maps: comfortable, standard, and sporty. And MMI navigation plus provides yet another on-board control option, and is individually programmable.

Audi drive select can be paired with Audi dynamic steering. It consists of a superimposed gear system, and varies the steering ratio as well as steering assistance in a continuously variable manner. Audi drive select functions directly at low speeds and indirectly at high speeds. At the vehicle’s cornering limit, the dynamic steering keeps the A4 allroad quattro on course via split-second corrective actions – subsequently obviating extensive ESP intervention.

Equipment Packages
The Audi A4 allroad quattro will be available at dealerships early this summer at a basic price of 37,100 euros. It is generously equipped with 17-inch lightweight alloy wheels, fog lights, a headlight washer system, roof rails, a convenient luggage-compartment cover, a reversible loadliner, an automatic climate-control system, an electromechanical handbrake, and a sound system with CD player.

Optional equipment also includes a multitude of attractive features. The high-beam assistant automatically switches between high beams and low beams. The two-part panoramic glass roof with an electrically operated interior shade suffuses the interior with sunlight and fresh air. And the electromechanical tailgate, the ingenious three-zone climate-control system, the xenon plus headlights with LED daytime running lights and LED reverse lights, and the climate-controlled comfort seats are all luxurious options.

If a customer so desires, they can take delivery of an A4 allroad quattro with innovative assistance systems straight from the luxury class. Audi lane assist helps the driver to remain in a given lane, while Audi side assist makes it safer to change lanes. Adaptive cruise control is a radar-assisted cruise-control system which detects vehicles ahead and maintains the proper following distance by braking and accelerating on its own. Should the rate of deceleration for some reason not suffice, the system alerts the driver via one of two alarms based on the extent of danger.

Audi also offers top-notch multimedia options. The world-class MMI navigation plus system belongs to Audi’s cutting-edge generation of new high-tech devices. It integrates a color display with three-dimensional maps, a DVD player, a voice-activated unit facilitating whole-word commands, and a large hard disk drive which stores data for navigation, music, and phoning. MMI navigation plus can be rendered even more sophisticated by means of tuner modules which enable digital TV/radio reception. Last but not least, a Bang & Olufsen sound system indeed constitutes a luxurious extra: its 14 speakers delivering 505 watts create breathtaking surround sound.

AUDI AG sold around 1,003,400 cars in 2008 and thus achieved its thirteenth consecutive record year. Audi produces vehicles in Ingolstadt and Neckarsulm (Germany), Györ (Hungary), Changchun (China) and Brussels (Belgium). Aurangabad in India saw the start of local production of the Audi A6 at the end of 2007 and of the Audi A4 in early October 2008. The company is active in more than 100 markets worldwide. AUDI AG’s wholly owned subsidiaries include Automobili Lamborghini Holding S.p.A. in Sant’Agata Bolognese (Italy) and quattro GmbH in Neckarsulm. Audi currently employs around 57,000 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 significantly increase the number of models in its portfolio by 2015 to 40. The Audi brand celebrates its 100th birthday in 2009. The company was founded by August Horch in Zwickau on July 16, 1909; he named it Audi after the Latin translation of his surname (“hark!”).

Audi has now introduced the eagerly anticipated 5.2 FSI variant of the R8. The existing R8, powered by a 4.2-litre V8 producing 420bhp and 430Nm, is now joined by a 5.2 V10 rated at 525bhp and 530Nm. Featuring quattro all-wheel drive as standard, the R8 5.2 FSI can be ordered with a 6-speed manual transmission or a 6-speed sequential gearbox, dubbed the R-tronic.

The car features double wishbone suspension with electronically controlled adaptive magnetic dampers all-round – a feature that allows the driver to choose from either a sporty or a comfort-biased ride & handling characteristic. They will be suspending a set of 19″ wheels, shod in 235/35 tyres up front and massive 295/30 tyres behind. Optionally available are a set of carbon-fibre ceramic disc brakes that is claimed to reduce weight by 9kg over the standard steel discs.

The car is well-equipped inside – with heated Fine Nappa leather seats, on-board navigation, Bang & Olufsen sound system, and auto climate control all standard. The exterior features styling cues to distinguish the R8 5.2 from its 4.2-litre brethrens. They both do, however, roll out handbuilt from the same quattro GmbH plant in Neckarsulm.

Audi R8 5.2 FSI quattro

Exterior

The R8 5.2 retains the same basic shape and look of the 4.2 version, but with minor styling cues gives the 5.2 a more aggressive stance. There’s a new colour exclusive only to the 5.2, called Sepang Blue – ironic, considering that this is a model not likely to be seen in the vicinity of Sepang. I can’t show you how it looks like, as Audi did not release any official pictures of the car in this new colour.

Styling changes begin up front, with the all-LED headlight assembly. While the latest crop of Audis start to incorporate LED running lights, the R8 5.2 has high beam, low beam, daytime running lights and turn signals all in LED. While LEDs are bright and energy efficient, they provide very scattered illumination. It would have taken very intricate lens engineering to focus all the light from the LED to be properly useful as headlights.

All LED headlights a world’s first.

The massive Audi grille in front now features a chromed grid pattern compared to the 4.2’s matt black grille. The slats at the air intakes under the headlights now have two slats instead of three, and the whole unit is given a high gloss black finish. The changes are subtle, but definitely visible. Placed side-by-side, the 5.2 does appear to be the more aggressive sibling, without really shouting it out

R8 4.2(left) vs R8 5.2(right): minor changes give the 5.2 a much more aggresive face.

But, not to worry, if you really can’t differentiate, Audi has kindly slapped a pair of ‘V10′ badges at the fenders to inform you. Down the flanks, we have the distinctive sideblades that is unmistakably the hallmark of the R8 available in eight different colours, now flaring even further outward. From atop, the mid-mounted 5.2 V10 FSI motor is visible in all its glory through the rear window.

V10 badges announces 525bhp and 530Nm contained amidships

Sideblades flare even further outward compared to 4.2

5.2 V10 engine visible through rear window.

Changes at the rear from the 4.2 are a little less subtle. Like the front air intakes, the rear outlets consists of only two horizontal slats also finished in high-gloss black. However, unlike on the 4.2, where the outlets are visually seperated, the 5.2 has them joined in one continuous high-gloss black strip, in which the number plate also rests. The 4.2’s quad-tailpipes are also replaced with a pair of large oval tailpipes that appear nicely integrated to the bumper.

The most obvious styling cue differences lie in rear end. 4.2(left) has visually seperate air outlets, while 5.2 has them visually joined.

Rear end upclose

Interior

Audi rarely disappoints in the interior of its cars, and the R8 appears to be no exception. We can be expect, to the point of being assured of, a well-built cabin. The one in the R8 has a futuristic look to it. The littering of aluminium finishes and black leather serves to amplify the sporty intent. Audi claims its practical too – each of the two occupants get 1.39m of shoulder room and the space behind them takes 90 litres of luggage.

Audi claims 1.39m of shoulder width for both occupants.

The sporting theme is more obvious from the driver’s point of view, with the flat-bottomed steering appearing to be encompassed by an design feature called the monoposto. It forms an arch-like structure between the doors and the central transmission tunnel. Viewed from the driver’s perspective, the design of the dashboard seems to flow around this arch.

The central LCD, besides serving as the interface point with the MMI navigation plus system also works as a driver information system – displaying a digital speed readout and serving as a lap timer when needed – and as the display for the integrated rear view camera. Sound freaks also get to enjoy the power of a 12-speaker 465W Bang & Olufsen sound system.

Monoposto feature dominates dashboard design.

Powertrain

Here’s the part that really differentiates the 5.2 R8 against the 4.2 – the 5,204cc 90-degree V10 engine. According to the Audi press release, this engine will feature virtually unchanged in the R8 LMS car racing in the FIA GT3 European Championship. It is naturally aspirated, featuring dry sump lubrication and compliant to EU4 emission standards.

5.2 V10 engine

Audi claims that the V10 engine is the ’ideal solution for maximum dynamism’. A V8 displacing the same engine capacity would feature bigger and heavier pistons and con-rods, and would thus be less rev-happy. A V12, meanwhile, would have more components – increasing moving mass and internal friction. This part of the claim is a little ironic, when you consider that the V10 certainly can’t have that few moving pieces inside.

A quick glance at the power/torque curve shows that, despite having a long stroke configuration, this is a very rev happy engine. As you race your way up the tachometer, max torque (530Nm) arrives at a stratospheric 6,500rpm, then max power (525bhp) at 8,000rpm before you hit the redline at 8,700rpm.

Although you don’t get a plateau of mid-range torque like the turbocharged Audis, it is worth noting that you have at least 400Nm on call throughout the rev range. The curve shows a slight kick of torque in the 3,000-4,000rpm range, followed by a brief flatspot at 4,000-4,500rpm.

Power/torque curve from Audi

There is a choice of two identically ratioed six-speed transmissions: a conventional 6M/T and the R-tronic sequential gearbox. Both transmissions connect the engine to the quattro all-wheel drive system via a double-disc clutch, and both feature ‘launch control’ as standard. But while the manual gets a clutch pedal and a conventional shifter, the R-tronic is equipped with steering-mounted paddle shifts, and can shift gears within a tenth of a second.

The operating mechanics of the R-tronic features a 50 bar electro-hydraulic oil circuit which receives inputs electronically. It serves to actuate gear change and clutch operations, allowing the R-tronic the capability of full automatic gear shifting. The transmission control system features four different shift programs – two auto & two manual – selectable by the driver.

The transmission itself is mounted lengthwise behind the engine. It sends the power and torque from the V10, via a drive shaft, to the front axle differential – a viscous coupling which then distributes them to all four wheels. In regular driving, the rear axle gets 85% of the torque, making this a very rear-biased all-wheel drive setup. Fully mechanical, this system can re-route up to 30% of torque to the front wheels within milliseconds if necessary.

6-speed R-tronic. Ratios: 1 – 4.37, 2 – 2.71, 3 – 1.93, 4 – 1.50, 5 – 1.24, 6 – 1.04, R – 3.71, Final Drive – 3.08

Believe it or not, difference between the 6M/T and the R-tronic is, on paper, just a mere 0.3 seconds. However, even if you do buy the car, you’re not likely to experience it – 0.3 seconds is how much faster it takes the R-tronic to accelerate from rest to 200kph as both versions power to an astonishing 316kph top speed. Both cars share the same 0-100kph time of 3.9 seconds.

Ride & Handling

The Audi press release claims that the R8 possesses handling as ‘the epitome of dynamism’. While only a test drive would tell whether that is the case, the effort that was put in certainly wasn’t lacking. Audi tested the 5.2 over 8,000 kilometres on the North Loop of the Nurburgring alone, just for the purpose of fine tuning its suspension, claimed to be sportier than the 4.2. Of course, it has to.

R8 underwent 8,000km at the ‘Ring

Fortunately for Audi, the starting ingredients are alright.  The R8’s mid-mounted engine all-wheel drive configuration gives it a healthy 44:56 front/rear weight distribution, and the car has aluminium forged double wishbones all round. The shock absorber pistons feature magnetic ride, an electronically-controlled system that varies the suspension damping rates.

Each shock absorber piston is filled with a synthetic oil with suspended magnetic particles. The orientation of the particles change with the application of an electric voltage around them. This causes the particles to either impede or allow the oil flow in the piston – thus varying the suspension damping rates. The electronic control system continously monitor data from a series of sensors and then re-calculates the optimum damping rates for each individual and then vary each voltage accordingly.

Stopping the R8 are a four ventilated disc brakes with a total of 24 pistons in their calipers. The front wheels are stopped by 365mm  discs with 8 piston calipers, while the rear wheels have 356mm discs with 4 pistons each. Optionally available are ceramic disc brakes that shed a massive 9kg of weight from the car.

Availability

The R8 5.2 is available in only two options: 6M/T or R-tronic, with the base manual version coming going for EUR 142,400. Like the A5 Cabrio written before this, deliveries of the R8 will commence in the second half of 2009. This car is unlikely to be available in Malaysia through official channels, but those who can afford one ought to keep an eye on the grey importers.

After launching the stunning A5 two-door coupe, Audi has quickly followed it up with a cabriolet version, unveiled for the European market back in December 2008. Featuring a fabric top and a similar lineup to the coupe version, the A5 Cabriolet will start to find its way into homes by the second quarter of 2009.

Customers will have a mind-boggling number of possible drivetrain combinations to consider. There are five engines – three petrol and two diesel – to choose from, and customers can pair them with a conventional 6-speed manual, the Multitronic CVT or the VW Group’s famous 7-speed Direct Shift Gearbox (DSG), named S-Tronic in Audi applications. Power can be sent either only to the front wheels, or to all four via Audi’s famous Quattro system.

Unlike the BMW 3-series Convertible, the A5 does not get a folding metal roof, and will have to make do with a fabric one. The powered top opens in 15 seconds and closes in 17. There’s also the option of an acoustic top, which Audi claims to reduce wind noise “almost to the hardtop level.”

The Audi A5 Cabriolet

Exterior

Up front, the cabrio retains the same handsome fascia as the coupe, with the big Audi corporate grille flanked by a pair of intricately designed headlights. The side view is a standard cabriolet profile with only the wind screen and four headrests rising above the car’s shoulder. Like most cabriolets, when viewed from above, it has a sort of tub-like look when the top’s down. Depending on engine version, the A5 Cabriolet comes standard with 16″ or 17″ alloy wheels, but buyers can choose to upsize their rims to diameters of 18″, 19″ or 20″.

A5 Cabrio front

The taillights, which comes with a distinct LED pattern, are of a markedly different design from the A5 coupe and much better looking. It actually looks more like the taillights of the A4, although it becomes clear upon closer inspection that they are not the same. However, it does appear, from the photos at least, that the taillights of the coupe and cabriolet versions are interchangeable. The third brake is mounted to the tip of the bootlid

Rear ends of the A5 Cabrio (above), A5 Coupe (left) and A4 (right)

The soft top

Its closest rival, the BMW 3-series comes with a folding metal roof as standard, so Audi needs plenty of good reasons to justify not putting a hardtop as well. That it ‘fits smoothly into the design profile’ is probably something made up by press relations, but that it is lighter in weight is a sufficiently valid reason. Not only is the roof material itself lighter than a metal top, but also the folding mechanism can be made less complex.

The top consists of three layers. Buyers can specify four colours for the outer layer and three for the inside layer. The middle layer is a cushioning pad, which can be replaced by a 15mm thick foam layer – forming the acoustic top, which is claimed to reduce wind noise to almost hardtop levels. The powered top, which takes 15 seconds open and 17 seconds to close, can be operated at speeds up to 50kph. When retracted, the top occupies 60 litres of boot space, reducing luggage carrying capacity from 380 litres to 320 litres.

Soft top up

Interior

The entire front dash assembly and design of the A5 Coupe is carried over here unchanged. The pictures show the interior of a left hand drive unit with the MMI unit, but expect RHD versions to look little more than just a mirror image of this one. There’s little to fault this dash. The LCD screen is nicely integrated, but the sheer amount of buttons surrounding the gear lever gives the centre console a cluttered look.

Fine dash, but too many buttons around gear lever gives cluttered look.

The Audi Multi Media Interface (MMI) operating system comes with either one of the two navigation systems available. Of course, just like how BMW claims the iDrive, and Mercedes the Comand, the Audi press release proclaims the MMI to be the best solution in the market – yes, I am sure they all are. Both versions come standard with 3D image navigation, versatile memory card reader, and DVD drive. The more expensive version, the MMI Navigation Plus, is equipped with a high-def monitor, on-board hard drive, and integrated to a Bang & Olufsen sound system and a digital TV tuner.

The standard seats that come with the car are mounted low. The English version of the press release homourously translates this from German calling it ‘the low standard seats’, but credit to Audi AG, their press department responded within 15 minutes after I emailed them of this glaring error. Electric seatbelt extenders are standard, and there are options for firmer sports seats, electric adjustment (not standard?), and the aforementioned climate-controlled seats.

The rear seats appear to take two passengers with sufficient comfort. It can be optioned with a dividing centre console equipped with two cup holders. They can be 50:50 split-folded to join the passenger compartment with the boot, creating 750 litres of storage – hardly impressive figures, but still useful all the same.

Rear seats look accomodating enough.

Drivetrain Options

As mentioned earlier, the A5 Cabriolet is comes with a choice of five direct injection engines – three petrol and two diesel. Except for the 3.2 FSI engine, which complies with EU4 emission regulations, all the others are compliant with EU5 standards. On paper, they also look deliciously driveable with the maximum torque available at sub-2,000rpm engine speeds on a plateau well into the mid-range.

The petrol range starts with the 160hp 1.8-litre TFSI and followed by the 2.0-litre TFSI engine in two states of tune: 180hp/320Nm and 211hp/350Nm. The 180hp version engine is available only in front-wheel drive guise, paired with the Multitronic CVT. The more powerful 211hp version comes with the option of Audi’s famous Quattro all-wheel drive system paired together with the 7-speed S-tronic twin clutch transmission. Otherwise, this engine can also be paired a front-wheel drive drivetrain, featuring either a conventional 6-speed manual or the Multitronic.

There are also two V6 turbodiesel models to choose from: 2.7-litres and 3.0-litres; the 2.0 inline-4 TDI found in the coupe will not be offered for the cabriolet. The 2.7 is rated at 190hp and has 400Nm of torque available from 1,400rpm to 3,250rpm. It is available only in front wheel drive guise, whereas the 240hp 3.0-litre diesel is only available with the Quattro setup, as the peak torque of 500Nm @ 1,500-3,000rpm would probably be too much for the front wheels to handle by themselves.

On top of the range is the naturally aspirated 3.2 V6 FSI engine that generates 265hp of power at 6,500rpm. The figures show that this engine, being the only naturally aspirated one in the range, has a far more peaky character than the other turbo engines – torque being a mere 330Nm @ 3,000 – 5,000rpm. It can either be available in front-wheel drive (with Multitronic) or in Quattro form (with S-tronic).

Unfortunately, if the A5 does eventually come to Malaysia, it’s unlikely that we will see anything above the 180hp version of the 2.0 TFSI. As it stands, the only versions of the A4 and A6 available here are the entry level 1.8T and 2.0T respectively. However, you’re not getting a slouch though. The 180hp A5 does 0-100kph in 8.9 seconds, on the way to a respectable 219kph top speed, while returning a (claimed) fuel consumption figure of 7.4 litres / 100km (13.4km/l).

I recently tested the facelifted A6 2.0T rated at 170hp / 280Nm, and it still provided very rapid acceleration when paired with the Multitronic CVT – more than enough grunt to murder the BMW 523i. As such, I would expect the lighter A5, even at entry level having its engine in a more powerful state of tune, to have more than sufficient go.

Engine spec and drivetrain options

Chassis

Like every other chassis design that comes out these days, the one underpinning the A5 is claimed to provide class-leading ride and handling quality – meeting that perfect balance between sportiness and comfort. It features an advanced suspension setup, adaptive shock absorbers, massive disc brakes all round, and even the option of variable ratio steering.

The suspension setup of the A5 features extensive use of aluminium construction. Up front, the it features a five-link axle, while the rear end is supported by a trapezoidal link axle – a setup which Audi (naturally) claims to give ‘a smooth ride and maximum driving stability’. Audi also claims a ‘perfect distribution of axle loads’, though what they meant by ‘perfect’ is pretty much open to interpretation.

A hydraulic rack-and-pinion power steering comes as standard, with the option of upgrading to the variable ratio servotronic system. The servotronic works in conjunction with the Audi Drive Select system and features a superposition gear that varies the steering ratio by as much as 100% depending on driving speed.

The Audi Drive Select dynamic management system allows drivers to switch between three settings, varying engine mapping, fuel feed, transmission shifting points (for S-tronic & Multitronic only, obviously) and even the steering operating mode to give a varied driving experience. Buyers who go for the MMI can even programme their OWN preferred mapping – talk about ride customization.

The S5

At the top of the line is the high performance S5 variant, powered by a supercharged 3.0 V6 TFSI engine rated at 333bhp. Like the standard A5 engines, this one also boasts an impressively strong mid-range, with a maximum torque of 440Nm available between 2,900rpm and 5,300rpm. This is almost equivalent to the 4.4 V8 that powered the now discontinued BMW 545i and 645i.

The engine channels all its power to all four wheels via the Quattro system mated to the 7-speed S-tronic, and is available with an optional sport differential. Audi claims that the S5 will hit 100kph from rest in 5.6 seconds, with top speed electronically restricted to a European standard 250kph. Fuel consumption is claimed to be an impressive 9.6l / 100km (10.4km/l), though Audi is honest enough to admit that this is a preliminary figure.

Availability

As mentioned earlier, European buyers will begin to take delivery of the A5 Cabrio in the second quarter of this year. Prices start at EUR 37.3k (RM173k) for the manual 1.8T. There is no sign of its impending arrival in Malaysia, but if it does, expect to see a 1.8T with Multitronic priced in the region of RM270k* or a 2.0T with Multitronic priced at RM300k*.

*Prices a guess on writer’s part, extrapolating from a selling price of RM235k for the A4 1.8T, and RM333k for the A6 2.0T.