Audi apresenta o A5 reformulado

Audi apresenta o A5 reformulado

A Audi revelou as principais mudanças do novo A5, que ganhou uma considerável reforma na frente, em termos de design, além de novo chassi e motorização. Aplicável no Audi A5, S5, A5 Sportback, S5 Sportback e A5 Cabrio, a alteração introduz a fileira de LED nos farois, tornando o esportivo ainda mais agressivo.

O coração da família A5 também merece destaque: agora, o 3.0 TFSI supercharged, com potência de 333 cv, equipa o modelo, deixando- o ainda mais leve do que quando era equipado com o 4.2 l V8.

Na versão de entrada, um motor 1.8 TFSI, a gasolina, permite ao A5 desenvolver 170 cavalos de potência. Há, ainda, as opções de motor 2.0 TFSI, que gera 212 cv, além do 2.0 TFSI com 272 cv. Na versão a diesel, o comprador também estará bem servido, com motor 2.0 TDI, gerando 177 cv, além do 3.0 TDI, com duas etapas de potência, sendo elas de 204 cv e 245 cv.

Externamente, além das linhas frontais ainda mais alongadas e clássicas, o cupê de 4,63 m de comprimento está disponível em novas cores. Na opção pelo pacote “S Line”, a suspensão fica 10 mm mais baixa, dando mais esportividade ao A5, que também ganhou rodas de 18 polegadas em sua remodelação.




Fonte: Quatro Rodas

Audi A4 2.0 TFSI Convertible Tuned to 260HP

Even if it has been out of production for some years, the Audi A4 Convertible continues to command the attention of the tuning industry. Sport-Wheels, one of the lesser-known tuning companies in Germany, has presented a new take on the soft-top model with a package for the 2.0-liter TFSI version comprising both mechanical and cosmetic updates.The tune starts from the A4's engine bay with a

Audi A1 clubsport quattro Concept

Every year, fans of the Volkswagen Group get together at the Wörthersee festival, held in Reifnitz, Austria, to share their passion about cars. The show is so big that the VW Group’s brands spare no money to develop dedicated one-off models for the event. Audi’s star attraction at this year’s Worthersee Tour (June 1 to 4, 2011), which celebrates its 30th anniversary, is the ludicrous A1

Audi Challenges BMW, Mercedes and Lexus with new Ad Campaign

Audi of America has launched a new advertising campaign that will most likely generate a similar response from the competition in the premium segment. Under the tagline “Car Carrier”, the two Audi commercials feature a BMW owner that goes nuts when he sees a truck full of brand new automotive metal from Ingolstadt.The driver gets out of his BMW 3-Series through the sunroof and jumps on the

2011 Audi TR8

Judging this tuning package on the project name alone would lead anyone to believe that Project Kahn had worked on another kit for the Audi R8. Take a close look at the images provided and any Audi lover will tell you that this is simply not the case. Although the vehicle you see before does come with the face of an R8, the body actually belongs to its younger brother, the Audi TTThe TR8

2014 Audi Q6

There’s been talk about an Audi Q6 as far back as 2006 when it was reported that the company had registered the name in Europe. Nothing much was said until two years later when it was reported that its underpinnings would be shared with the Porsche Cayenne to get it ready to do battle with the BMW X6. The Q6 went back into news hibernation for a few more years and now we’ve come across more

All-New 2012 Audi A6

It’s only been five months since Audi pulled the wraps off the four-door saloon version of its fourth generation A6 executive model at the 2011 Detroit Motor Show, but the brand with the four rings has already prepared a more practical station wagon body style with the Avant moniker.Today, Audi announced that it will reveal the spanking new 2012 A6 Avant next week on Wednesday, May 18, during

Audi A7

Audi A7

Recently, the car manufacturer Audi launched the Audi A7 series which has received positive responses from his fans. Because in addition to type sedan, this car is well suited to the needs for fast car enthusiasts but still elegant.
Behind the wheel, you get a sense that the 310-horsepower supercharged V-6 is almost a perfect analogue for the V-8s of just a few years ago. It pulls like a superlux bullet train, willingly ripping through the gears on its way to a 5.4-second 0-60 mph time. Unfortunately, the fuel economy is also roughly analogous to the V-8s of a few years ago: I observed an average in the mid-16 mpg range over the course of a week, and frequently dipped into the 12-14 mpg range on spirited trips. That's the first of the things I don't particularly like about the A7, but it's one I could live with considering the car's positive traits from a driver's perspective.

Audi A7

There's a lot to like about the A7 from a passenger's perspective, too, including a roomier-than-expected rear seat. It's not a long-wheelbase executive limo sort of roominess, but even those a few inches over six feet have space to relax. Up front, the comfort is almost limitless thanks to the highly adjustable seats, except for one small detail, likely an artifact of side-impact crash requirements: the driver's seat isn't centered on the steering wheel.
With the convenience and the genius of this car, it is hoped all interested persons can quickly change and use the beauty of this car. So the Audi lovers will soon be entertained and enjoy the grandeur and comfort soon.

Audi A7

Audi A7

Audi A7 Interior

Audi A7

Audi A7

Recently, the car manufacturer Audi launched the Audi A7 series which has received positive responses from his fans. Because in addition to type sedan, this car is well suited to the needs for fast car enthusiasts but still elegant.
Behind the wheel, you get a sense that the 310-horsepower supercharged V-6 is almost a perfect analogue for the V-8s of just a few years ago. It pulls like a superlux bullet train, willingly ripping through the gears on its way to a 5.4-second 0-60 mph time. Unfortunately, the fuel economy is also roughly analogous to the V-8s of a few years ago: I observed an average in the mid-16 mpg range over the course of a week, and frequently dipped into the 12-14 mpg range on spirited trips. That's the first of the things I don't particularly like about the A7, but it's one I could live with considering the car's positive traits from a driver's perspective.

Audi A7

There's a lot to like about the A7 from a passenger's perspective, too, including a roomier-than-expected rear seat. It's not a long-wheelbase executive limo sort of roominess, but even those a few inches over six feet have space to relax. Up front, the comfort is almost limitless thanks to the highly adjustable seats, except for one small detail, likely an artifact of side-impact crash requirements: the driver's seat isn't centered on the steering wheel.
With the convenience and the genius of this car, it is hoped all interested persons can quickly change and use the beauty of this car. So the Audi lovers will soon be entertained and enjoy the grandeur and comfort soon.

Audi A7

Audi A7

Audi A7 Interior

Audi A7

Audi A7

Recently, the car manufacturer Audi launched the Audi A7 series which has received positive responses from his fans. Because in addition to type sedan, this car is well suited to the needs for fast car enthusiasts but still elegant.
Behind the wheel, you get a sense that the 310-horsepower supercharged V-6 is almost a perfect analogue for the V-8s of just a few years ago. It pulls like a superlux bullet train, willingly ripping through the gears on its way to a 5.4-second 0-60 mph time. Unfortunately, the fuel economy is also roughly analogous to the V-8s of a few years ago: I observed an average in the mid-16 mpg range over the course of a week, and frequently dipped into the 12-14 mpg range on spirited trips. That's the first of the things I don't particularly like about the A7, but it's one I could live with considering the car's positive traits from a driver's perspective.

Audi A7

There's a lot to like about the A7 from a passenger's perspective, too, including a roomier-than-expected rear seat. It's not a long-wheelbase executive limo sort of roominess, but even those a few inches over six feet have space to relax. Up front, the comfort is almost limitless thanks to the highly adjustable seats, except for one small detail, likely an artifact of side-impact crash requirements: the driver's seat isn't centered on the steering wheel.
With the convenience and the genius of this car, it is hoped all interested persons can quickly change and use the beauty of this car. So the Audi lovers will soon be entertained and enjoy the grandeur and comfort soon.

Audi A7

Audi A7

Audi A7 Interior

Audi Trimaran Concept

If Audi can make themselves a cool little bicycle, why not throw in a boat while they are at it? That’s the opinion of German grad student, Stefanie Behringer, which is why she designed a trimaran yacht as her graduate project under the supervision of the AUDI concept design group in Munich, Germany.The new trimaran boat integrates two jet skis within a motorboat, but its basis is pure

Audi RS5

Audi RS5

The Audi A5 is the most beautiful car he has ever designed: “It’s elegant and powerful, yet free of aggression and arrogance.” But no one would accuse the A5’s hot-rod brother, the new RS5, of a lack of aggression or arrogance—this coupe clearly means business. Wheels as large as 20 inches squat in the wheel wells, a trick automatic spoiler rises from the rear deck, and huge air intakes up front suck in vast tracts of atmosphere while fat, R8-style exhaust pipes shoot the air back out again, burned up and spent. Sounds fantastic, right? Prepare your checkbook, as the RS5 will be sold in the U.S., a fact recently confirmed to Car and Driver by Audi CEO Rupert Stadler.

“To us, the RS5 is the legitimate successor of the second-generation RS4 of 2005 and its successful package,” says Cornelius Fröhlich, responsible for marketing the new hell raiser. We hope this doesn’t mean there won’t be another RS4. Otherwise, it’s good news. The last RS4 was a monster in family-sedan clothing, a four-door with extraordinary power, designed for head-to-head battles with Mercedes’ AMG and BMW’s M division. The RS4 triumphed against the E46 M3 and C55 AMG in an uninstrumented—and thus technically unofficial—comparo, and although it finished third out of three cars in its final shootout appearance, it trailed the second-place C63 AMG by only four points and the champion E92 M3 by 11. With the RS5, we’d say a rematch is in order.

Audi RS5

High-Revving Horsepower, Computer-Controlled Shifting
The RS5 keeps the RS4’s high-revving, naturally aspirated 4.2-liter V-8, but now it’s stronger by 30 hp, for a total of 450. The compression ratio is 12.3:1. High-revving in this case means up to an 8300-rpm redline, so long as the oil is up to temperature; the engine is protected by a 6000-rpm limiter otherwise. It’s no secret that with this engine Audi wanted to show BMW that Munich isn’t the only German town capable of building high-revving V-8s.

You can say bye-bye to the crisp six-speed manual transmission of the RS4, as the RS5’s power is shunted only through a seven-speed dual-clutch automated manual. When we asked whether there would be a standard gearbox offered in the future, Fröhlich told us, sadly, that “the majority of customers in this segment are used to automatic transmissions.” In its favor, the dual-clutch unit—Audi calls it S tronic—allows the driver to include transmission setup as part of the configurability offered by the optional Audi Drive Select (ADS) adjustable chassis system. It also helps that the S tronic box is good. In the RS5, shifts occur without any hesitation, and the quickness produces some sweet burbles and overrun from those twin exhaust cannons out back.

The all-wheel-drive system is upgraded with Audi’s first use of a self-locking crown-gear center differential, and it helps cut nearly seven pounds out of the drivetrain. The new center diff will make its way into other Quattro models as well, and it can direct up to 85 percent of the power to the rear wheels or up to 70 percent to the fronts as grip dictates. Under normal driving, the power distribution is split 40 percent to the front and 60 percent to the rear.

Audi RS5

For the first time in an all-wheel-drive car, Audi has added a software-based, wheel-selective pseudo-torque-vectoring system. Based on inputs from the vehicle’s ESP system, it slightly applies the brakes to the inner front wheel during cornering to effectively curb understeer, a behavior long associated with Audis that was mitigated a bit by the more rearward position of the engine in the company’s latest longitudinal modular platform. Torque vectoring at the rear is handled mechanically by Audi’s optional sport differential, a heavy piece of hardware that nevertheless makes the car feel more light on its feet, shifting power from left to right in search of more grip and balance.

Audi Drive Select sharpens responses even more, and it controls settings for the suspension, sport differential, steering, transmission, throttle response, and exhaust sound. At its hardest-core setting, dynamic, it can virtually eliminate body roll, while normal and comfort modes progressively soften things up. (There’s also a mode that allows drivers to program the various chassis elements individually.) Carbon-ceramic front brakes are available, and they bite right now.

To further tighten body motions, Audi will fit its Dynamic Ride Control system, whereby each set of diagonally opposed shocks is connected via hydraulic lines that incorporate a central valve. During cornering, the valve allows fluid to flow to the outboard front shock almost immediately, reducing lateral roll. The system works in concert with Audi Drive Select’s variable suspension settings.

Audi RS5 Interior

Electronic Magic Makes for a Fine Drive
We were able to sample all of this on the 26-turn Ascari racetrack near Marbella, Spain, and can attest that the RS5’s electronic firepower and mechanical mumbo jumbo translate into an extremely responsive car that feels much lighter than its estimated 3900 pounds. The torquey V-8 has a wide range of usable power, and no one is going to miss a turbo. As the revs rise, a subdued rumble hardens into an aggressive snarl—especially if you push the right button on the ADS. Flip from comfort to dynamic, and the difference in sound is clearly audible even at idle.

Audi says the RS5 will cover 0 to 62 mph in about 4.6 seconds, which is quick but nothing earth shattering; we’ve tested the automatic-only C63 AMG at 3.9 seconds to 60 mph and a dual-clutch-equipped M3 at 4.1. Our guess is that the RS5 will cover the 0-to-60 sprint in 4.4 seconds. But the complicated nature of the RS5 means you won’t be able to tease more speed and power from it without investing big bucks, so you’re best served to avoid straight-line drag races against those German sleds and your neighbor’s modified Supra or GT-R.

The Audi will put up a tougher fight on the track or on back roads. The car feels as agile as it does planted to the road, and the load changes aren’t very pronounced. You’re able to induce easily controllable oversteer, but if you don’t push it, the RS5 will stay neutral seemingly forever. The handling is definitely what one would call forgiving, and at the limit, you appreciate the improvement from the more nose-heavy Audis of yore. We won’t say whether the RS5 will trump the benchmark BMW M3 just yet, but we think it’s going to be one hell of a fight.

In Germany, you can order your RS5 beginning in May, with deliveries starting in June. On its home turf, the RS5’s price list starts at €77,700 (about $106,000), some €5000 more than a BMW M3 coupe with a dual-clutch transmission. U.S. pricing should be somewhat more accommodating—we expect a base sticker somewhere around $70,000—and an Audi rep tells us we can expect all the chassis technology to make it across the Atlantic, although it’s not yet decided what will be standard or optional. Based on our initial impressions, whatever Audi charges may well be justified.

http://www.caranddriver.com/reviews/car/10q2/2011_audi_rs5-first_drive_review

Audi RS5

Audi RS5

The Audi A5 is the most beautiful car he has ever designed: “It’s elegant and powerful, yet free of aggression and arrogance.” But no one would accuse the A5’s hot-rod brother, the new RS5, of a lack of aggression or arrogance—this coupe clearly means business. Wheels as large as 20 inches squat in the wheel wells, a trick automatic spoiler rises from the rear deck, and huge air intakes up front suck in vast tracts of atmosphere while fat, R8-style exhaust pipes shoot the air back out again, burned up and spent. Sounds fantastic, right? Prepare your checkbook, as the RS5 will be sold in the U.S., a fact recently confirmed to Car and Driver by Audi CEO Rupert Stadler.

“To us, the RS5 is the legitimate successor of the second-generation RS4 of 2005 and its successful package,” says Cornelius Fröhlich, responsible for marketing the new hell raiser. We hope this doesn’t mean there won’t be another RS4. Otherwise, it’s good news. The last RS4 was a monster in family-sedan clothing, a four-door with extraordinary power, designed for head-to-head battles with Mercedes’ AMG and BMW’s M division. The RS4 triumphed against the E46 M3 and C55 AMG in an uninstrumented—and thus technically unofficial—comparo, and although it finished third out of three cars in its final shootout appearance, it trailed the second-place C63 AMG by only four points and the champion E92 M3 by 11. With the RS5, we’d say a rematch is in order.

Audi RS5

High-Revving Horsepower, Computer-Controlled Shifting
The RS5 keeps the RS4’s high-revving, naturally aspirated 4.2-liter V-8, but now it’s stronger by 30 hp, for a total of 450. The compression ratio is 12.3:1. High-revving in this case means up to an 8300-rpm redline, so long as the oil is up to temperature; the engine is protected by a 6000-rpm limiter otherwise. It’s no secret that with this engine Audi wanted to show BMW that Munich isn’t the only German town capable of building high-revving V-8s.

You can say bye-bye to the crisp six-speed manual transmission of the RS4, as the RS5’s power is shunted only through a seven-speed dual-clutch automated manual. When we asked whether there would be a standard gearbox offered in the future, Fröhlich told us, sadly, that “the majority of customers in this segment are used to automatic transmissions.” In its favor, the dual-clutch unit—Audi calls it S tronic—allows the driver to include transmission setup as part of the configurability offered by the optional Audi Drive Select (ADS) adjustable chassis system. It also helps that the S tronic box is good. In the RS5, shifts occur without any hesitation, and the quickness produces some sweet burbles and overrun from those twin exhaust cannons out back.

The all-wheel-drive system is upgraded with Audi’s first use of a self-locking crown-gear center differential, and it helps cut nearly seven pounds out of the drivetrain. The new center diff will make its way into other Quattro models as well, and it can direct up to 85 percent of the power to the rear wheels or up to 70 percent to the fronts as grip dictates. Under normal driving, the power distribution is split 40 percent to the front and 60 percent to the rear.

Audi RS5

For the first time in an all-wheel-drive car, Audi has added a software-based, wheel-selective pseudo-torque-vectoring system. Based on inputs from the vehicle’s ESP system, it slightly applies the brakes to the inner front wheel during cornering to effectively curb understeer, a behavior long associated with Audis that was mitigated a bit by the more rearward position of the engine in the company’s latest longitudinal modular platform. Torque vectoring at the rear is handled mechanically by Audi’s optional sport differential, a heavy piece of hardware that nevertheless makes the car feel more light on its feet, shifting power from left to right in search of more grip and balance.

Audi Drive Select sharpens responses even more, and it controls settings for the suspension, sport differential, steering, transmission, throttle response, and exhaust sound. At its hardest-core setting, dynamic, it can virtually eliminate body roll, while normal and comfort modes progressively soften things up. (There’s also a mode that allows drivers to program the various chassis elements individually.) Carbon-ceramic front brakes are available, and they bite right now.

To further tighten body motions, Audi will fit its Dynamic Ride Control system, whereby each set of diagonally opposed shocks is connected via hydraulic lines that incorporate a central valve. During cornering, the valve allows fluid to flow to the outboard front shock almost immediately, reducing lateral roll. The system works in concert with Audi Drive Select’s variable suspension settings.

Audi RS5 Interior

Electronic Magic Makes for a Fine Drive
We were able to sample all of this on the 26-turn Ascari racetrack near Marbella, Spain, and can attest that the RS5’s electronic firepower and mechanical mumbo jumbo translate into an extremely responsive car that feels much lighter than its estimated 3900 pounds. The torquey V-8 has a wide range of usable power, and no one is going to miss a turbo. As the revs rise, a subdued rumble hardens into an aggressive snarl—especially if you push the right button on the ADS. Flip from comfort to dynamic, and the difference in sound is clearly audible even at idle.

Audi says the RS5 will cover 0 to 62 mph in about 4.6 seconds, which is quick but nothing earth shattering; we’ve tested the automatic-only C63 AMG at 3.9 seconds to 60 mph and a dual-clutch-equipped M3 at 4.1. Our guess is that the RS5 will cover the 0-to-60 sprint in 4.4 seconds. But the complicated nature of the RS5 means you won’t be able to tease more speed and power from it without investing big bucks, so you’re best served to avoid straight-line drag races against those German sleds and your neighbor’s modified Supra or GT-R.

The Audi will put up a tougher fight on the track or on back roads. The car feels as agile as it does planted to the road, and the load changes aren’t very pronounced. You’re able to induce easily controllable oversteer, but if you don’t push it, the RS5 will stay neutral seemingly forever. The handling is definitely what one would call forgiving, and at the limit, you appreciate the improvement from the more nose-heavy Audis of yore. We won’t say whether the RS5 will trump the benchmark BMW M3 just yet, but we think it’s going to be one hell of a fight.

In Germany, you can order your RS5 beginning in May, with deliveries starting in June. On its home turf, the RS5’s price list starts at €77,700 (about $106,000), some €5000 more than a BMW M3 coupe with a dual-clutch transmission. U.S. pricing should be somewhat more accommodating—we expect a base sticker somewhere around $70,000—and an Audi rep tells us we can expect all the chassis technology to make it across the Atlantic, although it’s not yet decided what will be standard or optional. Based on our initial impressions, whatever Audi charges may well be justified.

http://www.caranddriver.com/reviews/car/10q2/2011_audi_rs5-first_drive_review

Audi RS5

Audi RS5

The Audi A5 is the most beautiful car he has ever designed: “It’s elegant and powerful, yet free of aggression and arrogance.” But no one would accuse the A5’s hot-rod brother, the new RS5, of a lack of aggression or arrogance—this coupe clearly means business. Wheels as large as 20 inches squat in the wheel wells, a trick automatic spoiler rises from the rear deck, and huge air intakes up front suck in vast tracts of atmosphere while fat, R8-style exhaust pipes shoot the air back out again, burned up and spent. Sounds fantastic, right? Prepare your checkbook, as the RS5 will be sold in the U.S., a fact recently confirmed to Car and Driver by Audi CEO Rupert Stadler.

“To us, the RS5 is the legitimate successor of the second-generation RS4 of 2005 and its successful package,” says Cornelius Fröhlich, responsible for marketing the new hell raiser. We hope this doesn’t mean there won’t be another RS4. Otherwise, it’s good news. The last RS4 was a monster in family-sedan clothing, a four-door with extraordinary power, designed for head-to-head battles with Mercedes’ AMG and BMW’s M division. The RS4 triumphed against the E46 M3 and C55 AMG in an uninstrumented—and thus technically unofficial—comparo, and although it finished third out of three cars in its final shootout appearance, it trailed the second-place C63 AMG by only four points and the champion E92 M3 by 11. With the RS5, we’d say a rematch is in order.

Audi RS5

High-Revving Horsepower, Computer-Controlled Shifting
The RS5 keeps the RS4’s high-revving, naturally aspirated 4.2-liter V-8, but now it’s stronger by 30 hp, for a total of 450. The compression ratio is 12.3:1. High-revving in this case means up to an 8300-rpm redline, so long as the oil is up to temperature; the engine is protected by a 6000-rpm limiter otherwise. It’s no secret that with this engine Audi wanted to show BMW that Munich isn’t the only German town capable of building high-revving V-8s.

You can say bye-bye to the crisp six-speed manual transmission of the RS4, as the RS5’s power is shunted only through a seven-speed dual-clutch automated manual. When we asked whether there would be a standard gearbox offered in the future, Fröhlich told us, sadly, that “the majority of customers in this segment are used to automatic transmissions.” In its favor, the dual-clutch unit—Audi calls it S tronic—allows the driver to include transmission setup as part of the configurability offered by the optional Audi Drive Select (ADS) adjustable chassis system. It also helps that the S tronic box is good. In the RS5, shifts occur without any hesitation, and the quickness produces some sweet burbles and overrun from those twin exhaust cannons out back.

The all-wheel-drive system is upgraded with Audi’s first use of a self-locking crown-gear center differential, and it helps cut nearly seven pounds out of the drivetrain. The new center diff will make its way into other Quattro models as well, and it can direct up to 85 percent of the power to the rear wheels or up to 70 percent to the fronts as grip dictates. Under normal driving, the power distribution is split 40 percent to the front and 60 percent to the rear.

Audi RS5

For the first time in an all-wheel-drive car, Audi has added a software-based, wheel-selective pseudo-torque-vectoring system. Based on inputs from the vehicle’s ESP system, it slightly applies the brakes to the inner front wheel during cornering to effectively curb understeer, a behavior long associated with Audis that was mitigated a bit by the more rearward position of the engine in the company’s latest longitudinal modular platform. Torque vectoring at the rear is handled mechanically by Audi’s optional sport differential, a heavy piece of hardware that nevertheless makes the car feel more light on its feet, shifting power from left to right in search of more grip and balance.

Audi Drive Select sharpens responses even more, and it controls settings for the suspension, sport differential, steering, transmission, throttle response, and exhaust sound. At its hardest-core setting, dynamic, it can virtually eliminate body roll, while normal and comfort modes progressively soften things up. (There’s also a mode that allows drivers to program the various chassis elements individually.) Carbon-ceramic front brakes are available, and they bite right now.

To further tighten body motions, Audi will fit its Dynamic Ride Control system, whereby each set of diagonally opposed shocks is connected via hydraulic lines that incorporate a central valve. During cornering, the valve allows fluid to flow to the outboard front shock almost immediately, reducing lateral roll. The system works in concert with Audi Drive Select’s variable suspension settings.

Audi RS5 Interior

Electronic Magic Makes for a Fine Drive
We were able to sample all of this on the 26-turn Ascari racetrack near Marbella, Spain, and can attest that the RS5’s electronic firepower and mechanical mumbo jumbo translate into an extremely responsive car that feels much lighter than its estimated 3900 pounds. The torquey V-8 has a wide range of usable power, and no one is going to miss a turbo. As the revs rise, a subdued rumble hardens into an aggressive snarl—especially if you push the right button on the ADS. Flip from comfort to dynamic, and the difference in sound is clearly audible even at idle.

Audi says the RS5 will cover 0 to 62 mph in about 4.6 seconds, which is quick but nothing earth shattering; we’ve tested the automatic-only C63 AMG at 3.9 seconds to 60 mph and a dual-clutch-equipped M3 at 4.1. Our guess is that the RS5 will cover the 0-to-60 sprint in 4.4 seconds. But the complicated nature of the RS5 means you won’t be able to tease more speed and power from it without investing big bucks, so you’re best served to avoid straight-line drag races against those German sleds and your neighbor’s modified Supra or GT-R.

The Audi will put up a tougher fight on the track or on back roads. The car feels as agile as it does planted to the road, and the load changes aren’t very pronounced. You’re able to induce easily controllable oversteer, but if you don’t push it, the RS5 will stay neutral seemingly forever. The handling is definitely what one would call forgiving, and at the limit, you appreciate the improvement from the more nose-heavy Audis of yore. We won’t say whether the RS5 will trump the benchmark BMW M3 just yet, but we think it’s going to be one hell of a fight.

In Germany, you can order your RS5 beginning in May, with deliveries starting in June. On its home turf, the RS5’s price list starts at €77,700 (about $106,000), some €5000 more than a BMW M3 coupe with a dual-clutch transmission. U.S. pricing should be somewhat more accommodating—we expect a base sticker somewhere around $70,000—and an Audi rep tells us we can expect all the chassis technology to make it across the Atlantic, although it’s not yet decided what will be standard or optional. Based on our initial impressions, whatever Audi charges may well be justified.

http://www.caranddriver.com/reviews/car/10q2/2011_audi_rs5-first_drive_review

Audi Car 2011

Audi A5

The Audi A5 (Internally Designated Typ 8T) is a compact executive car produced by the German automobile manufacturer Audi since 2007. It is the coupé and cabriolet versions of the fourth generation (B8) Audi A4 saloon and estate models. The A5 marks Audi's return to the mid-size coupé market since the (B3/B4) Audi 80-based Coupe model ended production in 1996. The B6/B7 A4 spawned a convertible

2011 audi auto union of luxury with the future design

Audi Auto Union Type C is representative of the birth of the Audi, and recently the company discovered a version of the E-tron of the classical model. 2011 Audi Auto Union Type C E-tron is the concept of a small study, which was released by Audi at the International Toy Fair in Nuremberg. Audi Auto Union Type C E-tron is a prototype electric car that can drive the maximum speed of 30 km / h (18.64 mph).
2011 audi auto union Rear 2011 audi auto union of luxury with the future design
2011 audi auto union interior 2011 audi auto union of luxury with the future design
The brand with the four rings has a unique style that is as innovative as it is unique for its 75 square feet (807.29 meters square) stand – Audi Auto Union Type C E-tron. This is based on the limited edition pedal car sold by quattro GmbH, a subsidiary of Audi AG. The body of hand-finished sole is made of aluminum material and look at carbon and is suitable for children and adults up to 1.80 meters (5’11 “) tall. 01:02 full study is 2.32 meters (7.61 meters) long and 97 centimeters (38.19 inches) wide.
Electric motor drives the rear wheels, is charged by a lithium-ion battery, rated at 1.5 hp, reaches a torque of 40 Nm (£ 29.50 m) – and for a moment to 60 Nm (44 pounds, 25 m). This allows the car reaches a top speed of 30 km / h (18.64 mph). The study also has a reverse gear. Depending on how it works, and a small Audi E-tron has a range of about 25 miles (15.53 km). Can then be loaded into a standard household 230 volt outlets.

Audi r8 spyder

The latest Audi R8 V10 Spyder. The American tuner adds up its ain supercharger to the 5.2 litre V10 powerhouse as a total output signal of 710 PS (700 bhp / 522 kilowatt) – up well by the series’ 525 PS (518 bhp / 386 kilowatt).Torque are also chanced up by a making noise 140 lb-ft (190 Nm). That attains the Audi R8 V10 Spyder at once do the 0 to 60 miles per hour (96 kilometres per hour) dash in 3.1 seconds equated to the standard model’s 3.7. STaSIS directing also does some elevating of the break on improved dampers and springs and agrees the Audi R8 V10 Spyder on larger wheels. for more latest car you can view........

New Audi Quattro Life Again

The name of the Audi Quattro rally ever formations in the world arena in the era of the 1980s. In fact, HP's 550-powered car driven by motion of four-wheel racer French woman, Michele Mouton, had seized the world's runner-up position in 1985. However, entering the 1990s, Audi disappeared from the scene of the rally.

Reportedly, the German car manufacturer wanted to produce the Audi Quattro. Concept car was exhibited at the Paris Motor Show 2010. However, according to some information, the Audi Quattro will be built by Audi S5 platform.

The designers and engineers have demonstrated the concept to Audi board Audi. The company reportedly is ready to give the green light to the production phase, although there has been no confirmation of when it will be announced. However, Autocar Audi Quattro leaking information that will be marketed in 2013.

In terms of design, appearance of the Audi Quattro is very cool and has a very strong impression that sport. The lines are a strong feature of the Audi Quattro longer appear on the front, except for double headlights hidden in the bumper above, plus a hood that there is a kind of thin air cavity.

Audi R8

Origem: Wikipédia, a enciclopédia livre.

Audi R8
Construtor:	Audi
Produção:	2007 - presente
Tipo de Carroçaria:	Coupé
Motor:	4.2 V8 central 5.2 V10 central
Caixa de velocidades:	Manual 6 Velocidades ou automática R-Tronic de 6 marchas
Distância entre os eixos (mm):	2.650
Comprimento (mm):	4.430
Largura (mm):	1.900
Altura (mm):	1.250
Peso bruto (kg):	1.560
Consumo:	14.6 l
Depósito (l):	75
Modelos relacionados:	Audi Le Mans Quattro
Modelos similares:	BMW M6 Mercedes-Benz CLK AMG Porsche 911 Aston Martin V8 Vantage Ferrari F430 Ferrari California

O R8 é um modelo superdesportivo de dois lugares da Audi.
Ele é baseado no carro conceito Audi Le Mans Quattro, apresentado em 2003 no salão de Frankfurt.

Mudou pouco em relação ao carro conceito. A grande grelha em forma de trapézio, identidade da marca, está bem integrada à frente, mas agora com os anéis a repousar em cima do capot, e na traseira, o carro tem entradas de ar que melhoram a aerodinamica parecidas às da frente que têm a mesma função e também a de refrigerar os travões.

Conta com motor V8 de 4,2 litros e 32 valvulas (4 por cilindro) que rende 420cv (414hp) à 7800 rpm, e o faz acelerar de 0 à 100 km/h em 4,4 segundos, atingindo uma velocidade máxima de 301 km/h.

Partilha a plataforma com o seu irmão Lamborghini Gallardo.

Com um comportamento fascinante dado o seu motor central, que equilibra a distribuição de pesos, contando também com a famosa tracção integral quattro.

Audi R8 V12 TDI Concept

Um protótipo do Audi R8 com motor V12 movido a diesel (capaz de produzir 500cv) foi apresentado na edição de 2008 do NAIAS.

Motorização V10

Em dezembro de 2008 foi lançada uma versão equipada com motor 5.2 V10 40 valvulas que rende 525cv (518hp) à 8000 rpm e atinge a velocidade máxima de 316 km/h.

• o audi R8 aparece do filme Transformers Revenge of The Fallen,sendo o decepticon Sideways.

Fonte:http://pt.wikipedia.org/wiki/Audi_R8