Audi R8 V12 TDI Concept

Audi R8 GT Spyder

2011-04-18T22:30:00.000-07:00

Destined to be previewed at Le Mans in June before its proper unveiling at the Frankfurt Motor Show in September, the R8 GT Spyder has been teased with these preview sketches released to the British motor press.Expect the same 560-horsepower V10 as the coupe, mated to Audi's R-tronic six-speed automated manual transmission. But with the droptop's interrupted aerodynamics and added weight, the R8 GT Spyder expected to top out at 193 mph – six mph shy of the coupe's top end. The rear spoiler, front splitter, upgraded brakes and weight reduction regime (less sound isolation, thinner glass and carbon-fiber components) should carry over, as should the Alcantara interior.Production is expected to be capped around the same as the coupe's 333 units worldwide, likely with a slightly higher price tag.

Audi A3 e-tron

2011-04-18T22:10:00.000-07:00

Based on Audi's entry-level hatchback, the A3 e-tron packs an electric motor under the hood which sends power from the rear- and mid-mounted battery packs to the front wheels. Output is rated at 100 kW (just over 130 horsepower) and 199 pound-feet of torque, with the 26.5 kWh lithium-ion batteries providing a range of around 90 miles. The electric A3's performance figures to be far from enthralling, requiring 11 seconds to hit 60 mph and topping out at just 90 mph, but with a 400-volt rapid charger, getting juiced up can take as little as four hours – or as long as nine with a standard 110-volt outlet.Other modifications include a new gauge cluster, a low consumption HVAC system and a heated windshield, but when the A3 e-tron is set to hit the market is still up in the air. The R8-based flaghip will supposedly go on sale sometime in 2013, but if Audi wants to get in on the EV action sooner

Gas Prices Could Bring Economic Recovery

2011-03-27T20:51:00.000-07:00

Just when it looked like people were more willing to spend money again on non-essential items—and on more essential (but deferrable) purchases like new cars—rising prices at the pump could grind some aspects of economic recovery to a halt.

After a major price spike in summer 2008, when prices topped $4 a gallon on a national average, gasoline prices plummeted at the end of 2008 to well under $2 then after a quick rise to about $2.50 have risen only gradually until about a month ago. Prices have risen about 40 cents a gallon over the past month.

Although prices this time aren't expected to spike with the volatility they did in 2008, many analysts haven't ruled out $4 gas this year—especially after political events in the Middle East and North Africa.

The Rinspeed BamBoo enjoys the summer sun

2011-02-16T23:42:00.000-08:00

Rinspeed has unleashed a mammoth collection of photos featuring its upcoming BamBoo. We eagerly await spying this grown-up golf-cart (their words) in person at the 2011 Geneva Motor Show. The photos are heavy on the stylized portrayal of wealthy youth enjoying a summer in Saint-Tropez, yet they reveal little of what's under the BamBoo's skin.

We do know that its German-made 54-kW electric motor will allow speeds of up to 75 miles per hour and that its battery (unknown chemistry) offers 65 miles of range. What's more, it appears that there may be a bicycle or two taking up residence in the rear cargo area. Tech junkies will surely appreciate the included seven-inch (Android-powered?) tablet computer.

Ford Fiesta in North America

2010-10-06T18:39:00.000-07:00

With 3,050 September sales in North America, the Ford Fiesta is just now beginning to move off dealer lots. And while it's far too early to declare The Blue Oval's premium subcompact a success or failure, the folks in Dearborn have to be pleased with one crucial statistic. Car buyers driving off the dealer lot in a new Fiesta are paying a substantial premium over the handsome runt's $13,999 base price.

Bloomberg reports that the average transaction price of a Fiesta is between $3,000 and $4,000 beyond the base MSRP, or more money than customers are paying for the larger (and soon-to-depart) Ford Focus. Given the fact that the Fiesta is newer, fresher, and more heavily marketed than the Focus, we're not all that surprised, but perhaps more shocking is the fact that the Fiesta also has a higher average transaction price than the Toyota Corolla and Honda Civic – both of which are class-above vehicles.
That the Fiesta is selling for premium dollar is no big surprise to Ford, as the automaker decided early on to equip the B-Segment seedling with the same top tech that is typically found in larger, more expensive fare. It helps that Ford has already experienced plenty of Fiesta success in other parts of the world, with 940,000 copies already sold to date. And in those other markets, Ford has achieved strikingly similar model mixes as what is being indicated early on in the States. The top trim Fiesta accounts for 39 percent of U.S. sales, compared to a 42 percent mix in Europe, which accounts for 85 percent of global sales.
Ford is also attracting younger, more affluent customers with an impressive 60 percent buying a Ford product for the first time. We're thinking the early returns are just about everything Dearborn was hoping for save perhaps for total volume, so we'll hold off our praise until we see if Fiesta's overall sales numbers climb now that supply issues have been sorted.

Replacement Front Front Pipe NATURAL FINISH -- 44 in. L x 8 in. W x 5 in. H; Header pipe from exhaust manifold

2010-07-30T15:28:00.000-07:00

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U.S. Grand Prix in Austin has a lot of hurdles

2010-06-02T20:35:00.000-07:00

There has been no shortage of entrepreneurs over the last couple of decades hoping to play host to a Formula One race. But as many of them have discovered, hopping into bed with Bernie Ecclestone is a surefire way to prove Roger Penske's motorsports maxim: "The quickest way to make a small fortune in racing is to start with large fortune."

Tavo Hellmund and his team at Full Throttle Productions have some mighty big dreams for a new dedicated F1 race track in Austin, Texas. So far, however, they don't seem to have land, financing or much of anything else. The owners of the Donington Park track in England already had a track and more time to get ready to host the British Grand Prix and they still failed.

According to ESPN columnist Terry Blount, the $200-300 million estimate for the track seems very low compared to the $250 million spent on Texas Motor Speedway – a facility that was built 15 years ago. The odds of a brand-new track being ready for a race in Austin by 2012 seem pretty slim unless the cash starts flowing and the bulldozers start moving the dirt very soon. Now, a street course, on the other hand...

Audi S8 leaked

2010-05-11T15:25:00.000-07:00

With an all-new Audi A8 arriving in the coming months, a higher performance S8 can't be far behind. This particular image originated from a reader on the World Car Fans forum, but it certainly looks plausible. The wheels are straight off the R8 V10 and the front fascia is an evolution of the look we've seen on S and RS models from Audi for the past several years.

Power will no doubt be plentiful, although we don't yet know which engine will power the new model. The previous generation used a 450-horsepower 5.2-liter V10, but the new A8 has already been spec'ed out with a 500 hp 6.3-liter W12.

The S8 will surely have at least that much power, although Audi has been on an engine downsizing kick lately. The latest S4 and S5 cabrio went from a V8 to a supercharged V6. It wouldn't be surprising to see the engineers at quattro GmbH cook up a new boosted V8 with over 500 hp for this and other future high performance Audis.

We expect to see the real S8 arrive by the time of the Paris Motor Show in September, but this reader rendering will have to do for now.

Audi unleashes its diesel monster, the R8 V12 TDI

2010-03-03T23:42:00.000-08:00

click above for more gorgeous high-res shots of the Audi R8 V12 TDI

Today Audi brought some more of its Le Mans-conquering technology to the street in the form of the new R8 V-12 TDI. The R8 V12 TDI is a concept that melds the 6.0L V-12 diesel from last years Q7 concept with the award winning R8 sports car. The concept engine shares a cylinder count with the race-winning R10, but it's actually a completely new engine with a 60-degree bank angle instead of the 90 degrees used on the race engine. While the 500 hp is only par for the course in its class, the 738 lb-ft of torque is enough to shred all four tires with ease. While the R8 V12 TDI storms to 62mph in 4.2 seconds and maxes out at 186mph, it also manages to get 23 MPG. The combination of a 29,000-psi direct-inject fuel injection system, particulate filters and urea injection allows this beast to pass 2014 EuroVI emissions standards, too. Check out our live high-res images of the R8 V12 TDI in the gallery below. These are our best shots from the show so far, so enjoy!

UPDATE: Video of the live reveal added after the jump!

[Source: Audi]

Audi R8 V12 TDI Concept

Audi R8 V12 TDI Review

2010-03-03T23:41:00.000-08:00

Audi R8 V12 TDI. A diesel-powered exotic car can’t be any more preposterous than a diesel-powered racecar, right? Featuring a 6.0-liter, twin-turbocharged V12 variant of the V10 diesel powerplant used in Audi’s Le Mans-dominating race cars, Audi claims the R8 V12 TDI concept car will reach 60 miles per hour in about four seconds on its way to a top speed around 185 mile per hour. Even with more than 500 horsepower and 700 pound-feet of torque at its disposal, the R8 diesel can reportedly return highway fuel economy in the low 20-mpg range — while Audi’s “adblue” urea injection enables it to pass rigid US diesel emission standards. For more new car reviews, interviews and automotive news visit kbb.com today.

Audi R8 V12 TDI: Cancelled

2010-03-03T23:40:00.002-08:00

This news might come as a shock for people waiting for the Audi R8 V12 TDI: it has been cancelled by Audi!

Plans for an oil-burning R8 have been canned. After more than 12 months of deliberation, Audi has told Auto Express that it can’t justify the cost involved in a diesel-engined evolution of its acclaimed two-seater supercar.

Although a concept version of the R8 V12 TDI impressed when it made its world debut at the Detroit Motor Show in 2008, top brass at the company have now confirmed that development will be halted.

Audi claims the cost of re-engineering the petrol R8 to accommodate the massive twin-turbocharged diesel engine is simply too great – and that it would be unable to recoup its investment through sales alone.

Sensational mid-engined Audi R8 gets a twin-turbo V12 diesel

2010-03-03T23:40:00.001-08:00

It's one of the world’s sexiest cars – and now the Audi R8 is even more special. Because beating beneath the dramatic rear glass cover of this version is a diesel engine!

The 6.0-litre V12 isn’t just one of the fastest oil-burners the firm has ever built – it means the R8 is the quickest, most powerful car of its type on the planet, too.

Unveiled first as a working prototype at this year’s Detroit Motor Show, the 500bhp two-seater also appeared at Geneva in March, painted a brilliant red.

According to Audi, the colour was a matter of much internal debate. Originally the R8 was finished in silver, but after a single outing for the cameras, red was chosen to highlight its diesel performance credentials.

Combined with a unique smoked chrome finish for the air intakes and aerodynamic aids, the new colour scheme is inspired by the distinctive red and silver of Audi’s Le Mans-winning diesel endurance racers. It’s a fitting tribute, too.

From a distance, the R8 V12 TDI looks similar in all but detail to its petrol-engined brother. But in reality, the two cars could hardly be more different.

Only the front wings, A-pillars, roof rails and rear three-quarters have survived the transformation untouched – such is the impact of fitting a huge engine in the compact dimensions.

As a result, the TDI has a new engine cover, wider air intakes, a revised rear wing and more aero-dynamic parts added to the sills. Blade-like spoilers within the intakes up front help to complete the changes, while at the very core of the design is another intake mounted on the roof.

The opening is inspired by the same detail on the 1991 Audi Avus concept car and supplies cool air to the twin intercoolers via carbon fibre manifolds.

As the V12 is 60mm longer than the petrol V8, engineers also had to find extra space in the already compact engine bay. They did so by removing the bulkhead and replacing it with a new one specially shaped to wrap around the front of the diesel powerplant.

As a result, cabin space is marginally reduced, and there is no longer any storage at the rear of the car. The bigger motor also presents another unique challenge for visibility out of the back. The unit is so large you can see virtually nothing through the rear view mirror – so a reversing camera has been added to the adjustable wing.

The pedigree of the V12 itself makes all of that worthwhile. The twin-turbo unit is closely related to the engine that powers the R10 Le Mans winner, and it produces 1,000Nm of torque from only 1,750rpm.

Capable of firing the car from 0-62mph in only 4.2 seconds and on to a top speed of 200mph, this R8 is even faster than the petrol V8 machine on which it is based. To ensure the driver is well aware of this, there have been major changes inside. Most noticeable are the new red anodised instruments, but there is also lightweight leather for the dash, and a red wheel-mounted starter button.

One press primes the ignition – the second starts the V12. Despite the size and design of the unit, it spins into life eagerly with mechanical chatter, although the engine note is strangely muted. There’s no soaring wail as the revs climb, just a clinical, metallic buzz. However, it’s eager to respond.

To pull away from the line, simply slot first gear, and lift the throttle. The idle speed is set to 600rpm, yet even at this pace the unit serves up so much torque it will actually drive the R8 right the way into fourth gear without the need to touch the accelerator and by only using the clutch.

Under full throttle, vast amounts of air are gulped through the intakes, creating a dramatic roar in the cabin. From 1,750rpm, the Audi really begins to surge forward – and although our test drive saw the output of the engine limited in order to preserve the A4-sourced gearbox, it’s still clear that what this unit lacks in aural appeal, it more than makes up for with raw power.

The big V12 promises to be green, too. It features Audi’s Adblue technology, which treats the exhaust gases with urea to reduce nitrogen oxide emissions. As a result, the unit will meet the standard expected of Euro VI pollution laws scheduled to be introduced in 2010. As in the standard car, the steering is accurate and the ceramic brakes are powerful.

However, there’s one last feature of the V12 that’s likely to appeal to keen drivers – the firm’s Dynamic Drive system. This set-up balances suspension, throttle and engine settings according to the driver’s wishes. And in the V12 R8, it’s controlled via a Ferrari-style knob mounted on the steering wheel spoke.

The system switches between dynamic, sport and race modes, which progressively harden the Magnetic Ride suspension and sharpen throttle response to up the pace.

So, the only question left is when the R8 TDI will go on sale. For the time being, Audi is tight lipped, but it acknowledges that it has a very real chance of making limited production, possibly as early as 2010.

One thing is for sure – given the huge performance, its status as the world’s first true diesel supercar, and its spectacular design, there will be no shortage of eager drivers desperate to get behind the wheel.

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Audi R8 V12 TDI Concept returns as “Le Mans” Geneva show car

2010-03-03T21:37:00.000-08:00

Audi’s R8 supercar has caused quite a stir with its V8 and V10 gas variants, but Audi thought it would change things around by adding a V12 diesel into the mix for good measure. This R8 concept car deviates wildly from traditional gas-powered sports cars, but with a race-proven turbocharged diesel it might be one of the most promising exotic concept cars ever created.

Power for the concept comes from the automakers race-derived 6.0 liter V12 diesel motor, which was first used in the R10 Le Mans competition car, and is now available in the Audi Q7. The engine produces 500 horsepower and 738 pound-feet of torque. The peak torque, reached at only 1,750 rpm.

The car sprints to 62 mph in 4.2 seconds, according to Audi. Like most German automakers, Audi is probably reporting a very conservative acceleration time for this car.

Other highlights of the show car include a glass roof, an increased use of carbon fiber, revised front and rear aprons, and larger air intakes all around.

The car also features all-LED headlights, which are visually very appealing, not to mention very energy efficient and bright. With a color temperature of 6,000 Kelvin, the light emitted resembles daylight much more closely than xenon or even halogen light.

Earlier reports suggested that Audi would equip the R8 with a diesel engine for the 2009 model year, but the latest word is that the TDI R8 may never make it into production. Audi engineers are reporting that fitting the turbochargers into the allotted space is proving impossible, and the costs associated with making it fit would make it impossible for Audi to ever turn a profit from a TDI R8.

Does this mean the R8 lineup will eventually include V8, V10, and V12 powerplants? It’s too soon to know for sure, but we can hope.

Coventry-based Climax Cars has confirmed its stunning two-seater Ariel Atom rival

2010-01-07T22:52:00.000-08:00

World exclusive: If you thought 2009 was an eventful time for British manufacturers, just wait until you see what they have in store for 2010! Auto Express is kicking off the New Year by gathering together a home-grown crop of the coolest coupés and supercars around. And at the very top of this list is the sleekest big cat to emerge since the legendary XJS…

Jaguar XJ - See it: 2010
The dust has barely settled on the unveiling of Jaguar’s flagship XJ saloon. However, design director Ian Callum has already let slip that a two-door XJ Coupé has been drawn up by his team. Our exclusive renderings show for the first time how such a car might look.

Enthusiasts will recall the ultra-rare XJC, made from 1975 to 1978. This came with a 4.2-litre straight-six or a 5.3 V12, and was based on the Series II Jaguar XJ – and only 8,378 were built. The new car will revive the XJC’s badge and a selection of its distinctive design cues.

More steeply raked front and rear windscreens give a classic coupé profile, while a full-length sunroof adds to the flowing lines. Body-coloured B-pillars help to visually elongate the XJ’s already
substantial footprint on the road.

The car is likely to be offered with supercharged and naturally aspirated versions of Jaguar’s 5.0-litre V8, as well as the 3.0 V6 diesel producing 600Nm of torque. It will go head-to-head with Mercedes’ two-door CL-Class replacement – to be renamed the S-Class Coupé – when it goes on sale in 2011.

Lotus Esprit - See it: 2010
even though the firm’s new Evora has won plaudits for its laser-like handling and refined nature, bosses aren’t resting on their laurels. Lotus is developing a successor to the mighty Esprit – the mid-engined flagship sold between 1976 and 2004. And with a choice of six, eight and 10-cylinder engines, the model has the Ferrari 458 and Lamborghini Gallardo LP560-4 firmly in its sights.

The wedge-like styling is clearly inspired by the shovel-nosed original, but the similarities end there. Lotus plans to exploit its close links with Toyota and make use of three of the firm’s most powerful engines. Entry-level cars will have a 300bhp version of the Evora’s 3.5-litre V6. Meanwhile, V8 fans can opt for the 414bhp 5.0-litre from the Lexus IS F. The range-topper will use the 550bhp 4.8-litre V10 from Lexus’ LFA.

A longer and wider version of the Evora’s platform should preserve Lotus’ trademark agility and driveability. But with the V10 version scorching from 0-60mph in less than four seconds and on to more than 200mph, the new Esprit promises to be like nothing seen before from the brand when sales start in 2011.

MINI Coupé JCW - See it: 2010
The MINI plant in Oxford is already one of the success stories of the UK auto industry, churning out more than 1.4 million new cars since 2001. And with the introduction of a new Coupé in 2011, its workforce
is preparing to be busier than ever.

The MINI Coupé Concept wowed visitors to last year’s Frankfurt Motor Show with its dramatic floating roof, and the maker soon confirmed production of the two-seater will begin this October.

Its most potent format will be the John Cooper Works variant shown in our image above. Yet while the bonnet stripes and ground-hugging bodykit could have been predicted, there’s a surprise package under the bonnet.

Our sources say MINI might rekindle its engine supply partnership with Peugeot. And as the British firm jointly developed the new range of EcoBoost units with Ford, these powerplants could find their way into the MINI Coupé, too.

Expect a 1.6-litre turbo with around 250bhp to make the Coupé JCW the fastest MINI to date – but with lower emissions than any JCW before it. For fans of the Coupé, there’s even more good news on the horizon.

A Roadster is also on the way, with a production-ready version slated to appear in 2011. And let’s not forget the firm’s first 4x4, the Crossman, is due in showrooms in September, too.

Fenix - On sale: 2011
Like a ‘Fenix’ from the ashes, Lee Noble has left the company bearing his name to rise again at the helm of Fenix Automotive – and this is the first official picture of the firm’s new model.

The as-yet-unnamed supercar features a basic design that is, ironically, reminiscent of the Noble M600. However, where that styling is relatively simple, the Fenix gets aggressive and angular lines, similar to those of the fighter jet-inspired Lamborghini Reventón.

Under the bonnet is a choice of two Corvette engines, giving 480bhp and 638bhp. The latter is lifted from the supercharged ZR1, and is said to propel the Fenix from 0-100mph in just under seven seconds.

Noble M600 - On sale: 2010
although founder Lee Noble has moved on to an exciting new project (see above), the Brit maker’s latest model is aiming for the supercar elite.

Featuring a Volvo-sourced 4.4-litre V8 boosted by two turbos, the M600 produces a huge 650bhp. That’s enough for 0-60mph in three seconds and 225mph – leaving the Ferrari 458 trailing. Yet a £200,000 price could make stealing loyal customers from the Italian legend trickier than Noble thinks.

Jaguar C-type - On sale: 2012
It’s the big cat’s small car! In the new C-Type, Jaguar is looking to reinvent an old name to take the fight to German rivals such as the Audi TT, Mercedes SLK and Porsche Cayman. As with the XK, the new C-Type’s chassis will be a lightweight yet incredibly strong and stiff aluminium monocoque, which should make the model as nimble as its competitors. Power will come from the latest 380bhp 5.0-litre V8. A supercharged 500bhp R model is also likely to be built.

McLaren MP4-12C - On sale: 2011
While its F1 predecessor was the ultimate supercar, McLaren’s latest model is described as “the most efficient, driveable, high-performance sports car in the world”. With a 600bhp twin-turbo 3.8-litre V8 and carbon fibre monocoque, the MP4-12C should prove itself a worthy competitor to Ferrari’s upcoming 458 Italia. At £150,000, it’s £10,000 cheaper, too. Log on to www.autoexpress.co.uk to see US chat show host Jay Leno taking a ride.

Climax sport racer - On sale: 2010
Coventry-based Climax Cars has confirmed its stunning two-seater Ariel Atom rival, the Sports Racer, for 2010. It will have a 345bhp 4.6-litre V8, plus a hand-crafted aluminium body. There’s even a 450bhp supercharged version. Prices start from £92,000 – and with only 200 set to be built, exclusivity is guaranteed.

Aston Martin One-77 - On sale: 2010
The One-77 really is the Best of British; it’s the fastest, most desirable Aston ever, and with a limited run of only 77, it looks set to take a place in the supercar hall of fame. The intricately detailed body – which has already won an Auto Express design award – hides a 7.3-litre V12 that produces 690bhp. Weighing only 1,500kg, the One-77 will sprint from 0-62mph in around 3.5 seconds, and in a recent high-speed run it was clocked at more than 220mph. Owning Britain’s best comes at a price, though: the newest Aston sells for £1.2million.

Arash AF-10 - On sale: 2010
Britain’s answer to the Ferrari Enzo gives a choice of power outputs. A 550bhp version of the AF-10, costing £320,000, will be joined in 2011 by an 800bhp supercharged variant, at £450,000. Arash is also said to be considering a £1.6m Bugatti beater with 1,200bhp.

neon-dragging customized type that we typically see around the Consumer Electronics Show

2010-01-07T21:59:00.000-08:00

Kia's UVO system hands-on – Click above to watch video after the jump

Tucked in between Google's hot new smartphone and a variety of other computer peripheral equipment at this year's CES show is a crossover. Not the jacked-up, tricked-out, neon-dragging customized type that we typically see around the Consumer Electronics Show, but a bone-stock, 2011 Kia Sorento. Well, stock except for one option: UVO.

We recently got a chance to try out the newly-announced system in the plastic, and while impressive in its own right, just hours after sitting down with Ford to check out the latest Sync and MyFord Touch, it's somewhat less than stunning. But, ignoring that for now, Kia's offering looks good and still ahead of the rest of the curve. It's functionally comparable to early Sync, enabling easy access to media on 1GB of internal storage, on a USB-connected drive or even on a CD. You can rip from CD straight to internal memory or to a thumb drive, an interesting feature we're not sure is particularly useful. The touchscreen display is a nice improvement over Ford's two-line Sync readout, but remember that if you get this system, you'll have to opt out of in-dash GPS. Good thing you splurged and got that Droid, right? Check out some screens in the gallery below, and there's a quick video demo after the break.

Kia and Microsoft's UVO

Along with the road-going version of 2011 Mustang

2010-01-03T21:17:00.000-08:00

Along with the road-going version of 2011 Mustang, Ford unveiled the new Boss racing model featuring the same 5.0 liter V8 engine. The Mustang BOSS 302R comes with a six-speed manual gearbox and a series of race equipments including a roll cage, race seats, safety harness, data acquisition and race dampers/springs, and a Brembo brake and tire package.

The 302R model which which carries the legacy of original BOSS Mustangs is available to order for $79,000.

Ford will also make 5 specially prepared versions of this car for the Grand-Am Continental Tire Sports Car Challenge series (formerly known as KONI Challenge) which come with Grand-Am Homologation Package and (M-FR500-BOSS R1). These cars will be equipped with a sealed high-output race engine with an upgraded cooling system, a close-ratio six-speed transmission with integral shifter, a seam-welded body, race suspension/KONI dampers and ABS brake tuning, race performance exhaust and a high-speed balance one-piece driveshaft. The price of each Grand-AmMustang BOSS 302R1 is $129,000.

Press Release:

Forty years after its namesake became a road racing legend, the BOSS is back on track for 2010 with a new 5.0-liter V-8 engine.In honor of the 40th anniversary of Parnelli Jones’ 1970 Trans-Am championship in aMustang BOSS 302 prepared by Bud Moore Engineering, Ford Racing is introducing the BOSS 302R, a factory-built race car ready for track days and road racing in a number of Grand-Am, SCCA and NASA classes.

“To keep pace with consumer demand, the Ford team has built modern versions of the most iconic performance Mustangs over the years,” said Jamie Allison, director, Ford North America Motorsports. “From Shelbys to Bullitt, Mach and Cobra Jet, it is now time for BOSS to join the list of America’s most covetedMustangs. The original BOSS 302 was a championship-winning legend and the new Mustang BOSS 302R will carry on the tradition. The Mustang was born to race from the start, and this new Mustang is bred to win.”

The BOSS 302R follows in the very successful footsteps of its most recent road racing predecessor – the Mustang FR500C from Ford Racing. In 2005, when the Mustang FR500C debuted at Daytona, the first car was delivered on Wednesday of that week and won the KONI Challenge race on Friday.

In five years of competition since then, the Mustang FR500C has won three Triple Crown championships of driver, team and manufacturer’s titles in KONI competition including back-to-back (2008 and 2009). The FR500C has also seen success in FIA GT4 competition winning the 2007 and 2008 driver’s championships.

“We expect the BOSS 302R to continue the successful tradition of winning with factory-built production-based race cars from Ford Racing,” said Allison. “The FR500C and FR500S road racingMustangs, and the Mustang FR500CJ (Cobra Jet) for drag racing have proven to be great cars for our customers, helping teams win races and championships. We believe that the BOSS 302R will provide that same sort of competitive product for our customers with the tradition you can only get from Ford Racing.”

Each Ford Racing factory-built production-based turnkey race car has won its competition debut.

“Racing has long served as a technical proving grounds for production engines,” said Allison. “What’s good enough for the streets is now good enough for the racetrack. The 5.0-liter block and architecture in theMustang BOSS 302R is the same as the 2011 Mustang GT.”

“We have a great team on the BOSS 302R project,” said Andy Slankard, Ford Racing engineering supervisor and the lead engineer on the BOSS 302R project. “Between our partners at AutoAlliance International, wherethe Mustang is built, Team Mustang, Multimatic and the entire Ford Racing team, we have once again proven to be a leader in turnkey production-based race cars.”

Available through Ford dealers, a total of 50 BOSS 302R Mustangs will be built by Ford Racing. Delivery is anticipated in the third quarter of 2010.

Design Miami reveal of the 2011 A8 luxury cruiser

2009-12-08T16:24:00.000-08:00

2011 Audi A8 – Click above for high-res image gallery

At last week's tony Design Miami reveal of the 2011 A8 luxury cruiser, we were able to corner Johan de Nysschen, Audi's executive vice president in North America, and ask him for some tasty tibits on the brand's upcoming products, including the A8's sexier derivative, the A7.

In addition to giving us the first official confirmation of the A7's existence, de Nysschen revealed that the four-door coupe model will slot in "a little bit below" the new A8 in terms of pricing, just as we expected. Of course, it's worth noting that the 2011 A8 faces a price bump due to substantial increases in content and technology, so when the A7 finally comes to the States, the average model is likely to sticker at around $82,000-$83,000, which de Nysschen says is about the price for a typically equipped 2010 A8 (pricing starts at $74,550 plus delivery).

Based on Audi's new longitudinal modular platform technology, the A7 will be clearly related to the A8 (and the A6 replacement that will follow it), and de Nysschen says that the 2009 Detroit Auto Show Sportback concept car serves as a "very reliable indicator" of what the production model will look like. Judging by recent spy shots from our friends at KGP, that very much appears to be the case. While parts commonality will be "substantial," de Nysschen says that the A7 will not use the full aluminum spaceframe design of the A8, although it will have aluminum elements.

As expected, the A8 will launch Stateside in both standard and long-wheelbase formats, with the latter predicted to make up the lion's share of the volume (the A8L presently accounts for about 80 percent of the model's sales).

We asked De Nysschen about how the two models will interact in the full-size luxury sedan segment, and he noted that:

"This top end segment is characterized by more conservative people, and we need to clearly take lower levels of risk with a flagship model [the A8]. But we recognize too that there is a sizable enough cluster of customers in that same segment who are ready for a more avant-garde design [the A7]. So we will essentially be positioning two cars into the same segment, which means that independently, the volume each attains is not that significant, but when you put them together, it will mean that our share of that segment will grow quite dramatically."

All-in De Nysschen thinks that the A8 will account for about 4,000 to 5,000 sales per year in the U.S., and the less costly A7 could clear 7,000-8,000 additional units.

And what of a high-performance S8 to take on Mercedes-Benz's AMG lineup, or the A5 Sportback? Click through to the jump for more details.

2011 Audi A8: Live from Miami

another racing 911: Introducing the Porsche GT3 R

2009-11-22T03:53:00.000-08:00

2010 Porsche 911 GT3 R - click above for high-res image gallery

Over its nearly half-century of its existence, the Porsche 911 seems to have spawned nearly as many racing variants as production models. The newest one announced is the 911 GT3 R, which, as the name implies, is targeted at GT3 class racing worldwide. The GT3 R is the followup to the GT3 Cup S model and just as with its road cars, Porsche has aimed to make the new racer both faster and easier to drive.

The GT3 R is derived from the most recent Cup car that was launched in September. It uses a larger normally aspirated 4.0-liter version of the classic flat-six that cranks out 480 horsepower. Like other road racing 911s, this one is rear-wheel drive only and uses a six-speed gearbox. The GT3 will be shown publicly in January at the Birmingham Motor Show in the UK before deliveries to teams start next spring. Since we can't afford one, we're hoping to see a few of these in the ALMS' new GT Challenge class next season. High-res gallery below, official press release after the jump.

Porsche 911 GT3 R

Buick confirms 2011 Regal 2.0T to come with manual transmission

2009-11-22T03:37:00.000-08:00

2011 Buick Regal live unveiling - Click above for high-res image gallery

Trivia Time: When was the last time a U.S. market Buick was available with a manual transmission? Honestly, we can't recall anything more recent than a buddy in high school having a hand-me-down mid-Eighties Somerset coupe with a stubby, workmanlike five-speed. Even back then its presence in our friend's hooptie was a genuine curiosity and a source of perpetual amusement.

Naturally, we posed this same question to a few Buick PR-types this morning at a first drive event upon learning from vehicle line executive Jim Federico that the reborn 2011 Regal will receive a six-speed manual transmission option (mated to a blown 2.0-liter four, no less). The answer? Shoulder shrugs and sheepish looks. Curiously, nobody even tried to answer our query with a red herring like the ill-fated Reatta coupe (it only came with a four-speed automatic).

So we now know when a Buick will next feature God's Own Gearbox (probably in the third quarter of 2010), but we still can't crack this historical chestnut – so we beseech thee, Autoblog Nation... what year was the last Buick built with a DIY transmission – and what car was it in? Hit us with your best shot in Comments.

Buick Regal Live Unveiling 2011

Chrysler pledges to be quality leader by 2012

2009-11-22T03:18:00.000-08:00

A quick glance at recent Consumer Reports or JD Power data shows that the Pentastar has a big problem on its hands, but the new Chrysler says that will change in a big way by the end of 2012. Chrysler is planning to be a quality leader in only three years by dramatically increasing staffing levels in its quality team while working to dramatically clean up its engineering processes. Just one year ago, there were only 200 staff members on the quality team. Chrysler is now hiring 200 additional workers and shifting head count to beef up its quality team to over 1,700.

Quality boss Doug Betts, who was hired from Nissan during the Cerberus acquistion, tried to address quality before the automaker descended into bankruptcy, but Chrysler's woeful money situation led to the postponement of the Pentastar's long overdue quality renaissance. With bankruptcy in the rearview mirror and Fiat's full blessing to dig deep to fix Chrysler's competitive disadvantages, Betts now has the tools needed to make drastic changes. And some progress has already been made.

For starters, Chrysler has cut per-vehicle spending by $240 million, and warranty spending is down 30 percent to an all-time low. In 2008, 75 percent of all quality problems were design issues, and that number has reportedly dropped to 50 percent this year though better engineering. The factory floor is also receiving attention, as Chrysler is adopting Fiat's "world class" manufacturing system.

Chrysler has also made several departmental shifts to give workers more autonomy to make changes faster. In the past, problems were shifted from one department to another, resulting in an average delay of 71 days to fix a problem. Now cross-departmental teams are organized by 14 vehicle groups, like brakes or transmissions instead of by model alone. Many of the quality fixes will occur as Chrysler unveils new or heavily updated products between now and 2013. The Detroit News reports that 75 percent of all models will receive heavy duty attention within the next 14 months, and all vehicles will be updated by 2013.

Romeo Ferraris 500 Abarth endurance racer

2009-11-22T02:39:00.000-08:00

Romeo Ferraris 500 Abarth endurance racer – Click above to view in high resolution

Think you've seen the most hardcore 500 already? Sure, Abarth has churned out some pretty wicked versions of the retro-hatch, but even the 695 Tributo Ferrari and R3T rally machine can't hold a candle to the beast above.

Given the name, you might think this latest Cinquecento was the result of another collaboration between Abarth and its big sister companies. But this 500 is actually a product of independent racing garage Romeo Ferraris, which has rebodied the 500 in carbon fiber and fitted it with a wing that looks big enough to sustain a jumbo jet's flight path. If that's not bonkers enough, Ferraris has squeezed out an insane output of 360 horsepower from the Abarth's 1.4-liter turbo four. That's more than 257 horsepower per liter, and rivals even the similarly insane 427 Cinquecento from SEMA for pure lunacy.

Drivers Aldo Cerruti, Michela Cerruti and Mario Ferraris will be taking turns behind the wheel at the upcoming 6 Hours of Vallelunga endurance race on November 22. We'd suggest everyone else get the hell out of the way.

the FLM09 packs a Chevy LS3 tuned to 430 horsepower

2009-11-22T01:28:00.000-08:00

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Formula Le Mans Oreca FLM09 – Click above for image gallery

Most major racing disciplines around the world have a clear and comprehensive framework to allow aspiring drivers to learn the ropes. Pretty much everyone starts in karting, but from there F1 hopefuls go on to Formula Renault and other open-wheeled series; NASCAR aspirants to ARCA and the Nationwide Series; rally prodigees to local championships; and so on and so forth. But teams fielding Le Mans prototypes had to recruit from other disciplines. That is, until now.

Earlier this year, the Automobile Club de l'Ouest – the organization behind Le Mans and its associated series – launched Formula Le Mans, known in America as the Le Mans Prototype Challenge. The idea was simple: everybody driving the same cars, designed on the same model as LMP1 and LMP2 racers, in support races to existing LMS events. French racing team (and, since acquiring Courage Competition, chassis constructor) Oreca was contracted to design and build the cars and help organize the series.

The purpose-built chassis known as the FLM09 packs a Chevy LS3 tuned to 430 horsepower with Magneti Marelli engine management, driving an Xtrac six-speed sequential gearbox to Michelin slicks housing Brembo carbon-ceramic brakes. Eight teams participated in the inaugural season this year, fielding some 50 drivers at races at Spa-Francorchamps, La Sarthe, Algarve, the Nurburgring, Silverstone and Magny-Cours.

The opening season was a success, prompting ACO and Oreca to launch a winter series, currently under way. But for next year's series, Formula Le Mans will be fully integrated into the Le Mans Series as another category, much as they've been run in the American Le Mans Series since their inception. In order to separate the FLM cars from the higher-level LMP2 and keep them running for the full race distance, however, the Oreca FLM09s be equipped with restrictor plates. The integration of FLM into the full series ought to make for some interesting racing and a more hands-on training ground for aspiring drivers when they join the grid next year, but for now you can read the full press release after the jump and browse the mega gallery by hitting the thumbnails below.

Formula Le Mans Oreca FLM09

Mid-engined Ghepardo is one part Corvette, one part Camaro

2009-11-06T16:05:00.000-08:00

Caccia Custom Cars Ghepardo - click above image for high-res gallery

Here's what we know: Caccia Custom Cars took a 2002 Chevy Camaro and a 2002 Chevy Corvette and created the Ghepardo. The car uses the Camaro's frame and the Corvette's motor and suspension. The motor is mounted amidships, albeit backwards (note the throttle body). And the House of Kolor paint is called Pagan Gold. Also, you should not confuse this SEMA all-star Ghepardo with the 2006 Bizzarrini Ghepardo concept.

As for this Ghepadro... it's not that bad looking. In fact, the longer we stare at the exterior, the more we like what we see. Obviously we can't get past the gaudy chainmail armor covering up every single vent and opening. And we'd prefer if the five-slot wheels weren't chromed. That said, in profile, it's a nice looking mid-engine coupe and the rear is quite muscular. The front even has a touch of new Lexus, which while sacriligious for a Chevy-on-Chevy mashup like this, ain't bad at all.

The interior, on the other hand, is a house of horrors. Everything is covered over in prison-grade Alcantara or carbon fiber-look fiberglass. Even the fire extinguisher!! Also, we're pretty sure a 15/16" cutting tool isn't the smartest Dremel attachment to use for a show car. In fact, in this Autoblogger's mind, the Ghepardo is now in the running neck-and-neck with the Masonry Vitesse Rose for having the worst interior ever – quite a distinction! Additionally, the Ghepardo fills our minds with the delightful image of Corvette and Camaro fans/owners beating each other to pulps with giant oversized cartoon hammers. Perhaps that's just the food around here talking...

Ghepardo by Caccia Custom Cars

Toyota execs deny cover-up after feds rebuke automaker over runaway car investigation

2009-11-06T15:58:00.000-08:00

Remember Toyota's massive 3.8 million unit unintended acceleration recall that was attributed to pesky floor mats? It appears defective floor mats doesn't tell the whole story, as the Department of Transportation and the National Highway Traffic Safety Administration declared in a statement that "this (unintended acceleration) matter is not closed," adding "removal of the floor mats is simply an interim measure, not a remedy of the underlying defect in the vehicles."

Up to 2,000 Toyota customers claim to have experienced a sudden surge of acceleration, and some reportedly told ABC News that they didn't even have the recalled floor mats in their vehicles. Even more disturbing are the results of an ABC News investigation that reportedly found "hundreds" of accidents and up to 16 deaths as a result of unintended acceleration.

Four of those deaths occurred in August when an off-duty California Highway Patrol Officer, traveling with his wife, daughter and brother in-law, were killed after their Lexus accelerated uncontrollably. The driver's brother in-law called 911 and said that the brakes didn't work before the vehicle reached an intersection, struck another car, went into a ditch and caught fire. Some Toyota owners feel there is an electronic glitch in the system that controls the throttle and the ABC report shows that there is some anecdotal evidence which illustrates that incidents rose after the system was put into place in 2002, but so far, NHTSA has found no evidence to support those claims after six investigations.

ABC News caught up with Toyota Vice President Yukitoshi Funo (pictured second from left) and asked him if Toyota was covering anything up. Funo replied "It is not part of the Toyota culture and Toyota way to cover up anything," adding that the Japanese automaker is working with NHTSA to come up with an agreement on how to proceed going forward.

If you own a Toyota or Lexus and you are concerned about this issue, it appears that there is little that will be done in the short term other than tie down or remove the floor mats. If you do experience the acceleration issue, Consumer Reports suggests shifting your vehicle into neutral, pressing the brake and holding it down in an effort to bring your vehicle to a stop. This post and video from CR demonstrates how to effectively resolve the situation, and the risks of pumping the brakes. Turning off your vehicle could be a bad idea, as turning off the engine will also result in the loss of power steering and power brakes.

Rev for iPhone reaches 2.0, includes data-logging [w/ VIDEO]

2009-11-06T15:35:00.000-08:00

Since there are approximately one trillion iPhones in the world and about ten-times as many apps, it's not hard to find a program to suit your needs. But in the automotive sphere, there aren't nearly as many quality applications and even fewer that can deliver the information most gearheads crave. Thankfully, DevToaster has answered the call with Rev, and putting out the 2.0 release of its popular diagnostic and performance program.

In addition to offering code-reading and clearing features, along with OBD metrics for everything from coolant temp to throttle position (full features here), Rev includes built-in metrics for lateral and forward acceleration to calculate horsepower and torque, saved vehicles, GPS tracking and data-logging. In a bid to make the program more user friendly on the fly, it's reworked its interface to make it easier to edit the visual representations for the virtual (and customizable) gauges and graphs.

Although it's $39.99 App Store price seems like a deal considering its capabilities, the steep price of the company's wireless OBD-II controller ($149.99, pictured at right) is slightly harder to swallow. However, DevToaster is working on bringing the cost of the unit down in the near future and hopes to bring out both a series of "fun," "green" utilities and has talked with Google about developing a version for Android phones. Look for a full review of the 2.0 software soon.

Champion's Champions Crowned at 2009 Race of Champions

2009-11-06T15:26:00.000-08:00

2009 Race of Champions – Click above for high-res image gallery

Every year, around the world, drivers compete wheel to wheel in all manner of racing series, from rally to F1, touring cars to Le Mans and everything in between. It gives racing fans plenty of varied action to follow, but it leaves one question ultimately unanswered: who is the world's best driver? That's where the Race of Champions comes in.

The event has been held every year since 1988 at the end of the regular racing season, giving the world's best from all manner of racing series the world over a chance to compete against one another on equal footing and common ground. And this year's Race of Champions was no less decisive. Follow the jump to read who claimed victory as the champion of champions.

Race of Champions 2009

include Hummer contacting vehicle manufacturing from GM

2009-10-10T08:56:00.000-07:00

General Motors has reached an agreement to offload Hummer onto China's Sichuan Tengzhong Heavy Industrial Machinery, with Tengzhong taking an 80 percent stake and a private investor consuming the rest.

Details on the deal (available in the press release after the jump) include Hummer contacting vehicle manufacturing from GM, with the General's Shrevport and Mishawaka plants continuing to produce vehicles through June of 2011, with a possible extension until 2012. A recent report says the sale will net GM around $150 million, although the transaction still has to be approved by both U.S. and Chinese regulatory agencies, which could come later this year or in early 2010.

Tengzhong, which only produces commercial trucks and industrial equipment, has never entered into consumer vehicles before, but according to Yang Yi, chief executive officer of Tengzhong. "We are excited about some of the initiatives already underway at HUMMER that we believe our investment will be able to accelerate, particularly related to the creation of the next generation of more fuel-efficient vehicles to meet not only future regulations but also customer expectations."

Meet Brian Deese, the 31-year-old in charge of breaking up GM 2009

2009-06-06T00:15:00.000-07:00

Many of us ABers being in our early- to mid-30s, we're less amazed that another of our ilk has risen to a decisive government position. We are, after all, a generation on the rise. The surprising part about Brian Deese's story is that he's been instrumental in shaping the Obama administration's moves to save General Motors, and this is his first official tour of duty in Washington. What qualifies a guy who hasn't even finished his Yale Law degree to steer President's automotive task force around? From what's been said about Mr. Deese, his quick ability to boil down the often competing economic and political aspects of any given issue.

Deese piped up in favor of Fiat's rescue of Chrysler, pointing out with a memo that a fire sale of the ailing automaker would send unforseen ripples out into the economy as a whole. Speaking out in such an influential manner is definitely unusual considering Deese doesn't appear to be an auto enthusiast or business propeller-head with his nose buried in studies and reports about the car industry. A childhood spent in the Boston suburb of Belmont, Massachusetts under the parentage of a college professor an an engineer, Deese did his undergraduate time at Middlebury College in Vermont before heading to Washington to work for Nancy Birdsall on international aid. A turn with former Clinton policy wonk Gene Sperling before the move to Yale, Hillary Clinton's bid for nomination brought Deese back to DC. With friends in Washington, Deese found himself hooked into the Obama team, and from there he's been running busily around our nation's capital.

If General Motors can successfully navigate Chapter 11, we'll all get to see just how well Brian Deese has done digesting the thorny chestnut that is saving our domestic auto industry.

Audi R8 V12 TDI Concept Gallery Images

2009-05-07T03:26:00.000-07:00

Gallery Images

sections. These, together with the glazed engine compartment behind, create a radically new formal element. The unmistakable NACA duct in the middle of the roof is a functional detail that is normally reserved for racing cars. Its ingenious shape accelerates the air drawn in here for the two cylinder banks of the V12 TDI engine.

The continuous line running from the front apron across the wheel arches and flanks to the tail end, then back down the other side, is one of the latest design hallmarks of the Audi brand. This "loop" naturally encompasses the air apertures, the headlights and the taillights.

Unmistakable Face by Day and Night

The passion expressed through the elaborate design of the lights is another typical Audi trait. Nor is anyone likely to overlook this Audi sports car from behind: the LED taillights have a three-dimensional look that can’t be missed.

But the absolute highlight is the all-LED headlights of the study vehicle. With their lenses and reflectors, not only do these innovative light sources have a ground-breaking appearance, they also have an enormous functional advantage: LED light, with its color temperature of 6,000 Kelvin, resembles daylight much more closely than xenon or even halogen light. Better light means the driver will have much less fatigue when driving at night.

Ergonomic and Elegant

The interior's design is as sporty and exclusive as the exterior: the characteristic element here is the monoposto – an expansive arc running around the steering wheel and instruments, connecting the driver to the car. The interior consequently picks up on the dynamism of the R8 V12 TDI concept and gives it tactile expression in a form that is accessible the moment you climb in.

The start/stop button for the engine and the Drive Select switch with the Dynamic/ Sport/Race settings are arranged on the steering wheel. The latter controls the engine and transmission electronics as well as the magnetic ride dampeners in each of three different modes.

In Race mode, the instrument lighting changes from white to red. The navigation system shows a combined display with lap timer and navigation information for the racetrack being driven. Or supplementary information such as centrifugal force and boost pressure can be called up.

Concentrating on the essentials was the priority in the ergonomic arrangement of all Audi R8 versions. The most important consideration – particularly for high-speed driving – is short reach distances for all controls, to keep the time that the driver has only one hand on the steering wheel to a bare minimum. In typical Audi style the monitor is well within the field of view, and the elements of the MMI operating system are located directly below it.

Compared with the production version, the R8 V12 TDI concept's interior has much larger aluminum applications, especially around the center console. The many carbon fiber elements give the interior a decidedly sporty feel.

The R8's exceptional everyday practicality for a sports car is maintained in the study vehicle's spaciousness, even though the longer engine takes up more room. The two occupants have the generous wheelbase of 2.65 meters (8.69 ft.) to thank for the interior comfort. This means the driver and passenger will always be able to find their perfect seated position, whatever their build. The view is also very good for a mid-engine vehicle. Narrow A-posts optimize the field of view to the front and sides.

The aerodynamics experts at Audi have done their work so thoroughly on the study car that, as an added benefit of its elegant shape, the body actually generates downforce – unlike many other sports cars. This aids directional stability at high speeds. It is achieved partly by means of an extending rear spoiler that is much larger than on the production version, and also thanks to the fully clad diffuser underbody.

Two large-format diffuser apertures in the rear bumper demonstrate just how much aerodynamics dictate the shape of the study vehicle. The tailpipes of the exhaust system are located in pairs on the right and left above the diffuser apertures. The add-on, automatically extended rear spoiler also interacts with the air as it flows around the car. The extra downforce it provides increases the efficiency of the air intake generated by the aerodynamic design of the underbody and diffusers. At low speeds, the rear spoiler returns to its initial position.

Chassis

The study car, too, has the innovative dampening technology known as Audi magnetic ride. This adapts the chassis characteristic to the profile of the road and the driver's style within milliseconds.

Ceramic Brakes with Extreme Reserves

A generously dimensioned brake system supplies the necessary braking force. It applies a total of 24 pistons to the four brake disks, combining excellent performance with minimal weight and high durability. The disks are made from carbon fiber reinforced ceramic, a material that has repeatedly proven its worth in the aviation and aerospace sectors. The basis is very hard, frictionally resistant silicon carbide, with its diamond-like crystalline structure. Embedded in it are high-strength carbon fibers that absorb the stresses occurring in the material. The intricate geometry of cooling ducts in the ventilated disks prevents extremely high temperatures. The ceramic brake disk ring is bolted by 10 spring-loaded elements to a stainless steel central element that acts as the connection with the wheel's hub.

The ceramic brakes are identifiable at a glance by the special red, six-piston monobloc aluminum calipers and the fixed calipers at the rear. The advantages of the ceramic brakes include a further reduction in weight of around 20 kilograms (44.09 lbs.), which in this case improves the handling characteristics and comfort. The high abrasion resistance permits an operating life of up to 300,000 kilometers (186,411 miles). Their key strength, however, is their ability to withstand very high loads. Even on the racetrack, for example, the ceramic brakes always maintain their full reserve performance.

Audi R8 V12 TDI

2009-05-07T03:25:00.001-07:00

Audi's having a spot of trouble keeping a lid on things ahead of the 2008 Detroit Auto Show. First the TT-S photos were leaked to Spanish website Motorpasion, and today we see video of the R8 V12 TDI concept has been posted on a Russian site. The Detroit-bound car is said to make 500 horsepower and 737 lb-ft (1000 Nm) of torque while boasting fuel economy of over 23 US mpg (10 liters per 100 km). Zero-to-sixty reportedly takes 4.2 seconds and the car should have a top end of 300 km/h, or around 186 mph. Want one? According to Auto Tuning News, a production version is likely in mid-2009. Save those pennies, kids. Detroit's just days away, and we'll get the full story on the TDI R8 as soon as Audi releases the goods. In the meantime, check out the video (it's all studio stuff with the car static against a plain backdrop) after the jump. Thanks for the tip, Oldenburger!

NAIAS Audi R8 V12 TDI concept

2009-05-07T03:23:00.000-07:00

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Audi is presenting a revolution in the top class at the Detroit Auto Show 2008 – the first 12-cylinder diesel engine in a high-performance roadgoing sports car. The V12 TDI with a displacement of six liters powers a concept car based on the Audi R8. This unit generates a huge 500 hp and 1,000 Newtonmeters (737.56 lb-ft) of torque. Audi is writing a new chapter in diesel technology with this power unit. Equipped with the expertise that Audi has built up through its motor sport activities, the R8 V12 TDI in matt "Grace Silver" embodies superb road handling, pioneering technology and fascinating design.

The V12 TDI is closely related to the engine in the Audi R10, the two-time Le Mans winner – so it catapults the Audi R8 into supercar terrain concerning performance too. It sprints from zero to 100 km/h (62.14 mph) in just 4.2 seconds and its top speed is well over 300 km/h (186.41 mph). The peak torque, reached at only 1,750 rpm, paves the way for effortless acceleration that is unrivaled even at this level.

Its sound is as thrilling as you'd expect in a sports car of this caliber. For all the subtle smoothness that typifies this design principle, the twelve-cylinder unit is full-bodied and equipped with energetic overtones that make no secret of its performance potential. The Genes of the Winner

Thanks to their high performance and pulling power, all Audi TDI engines are ultra-dynamic sources of power. The brand has often enough demonstrated its sporty character in its production cars, especially the six- and eight-cylinder 3.0 TDI and 4.2 TDI. Audi has also been writing a new chapter in its success story on the racetrack since 2006. The diesel engine in the R10 sports prototype won its very first endurance race at Sebring, Florida, when it was pitted against an entire field of gasoline-engined challengers. But its most crucial victories were surely in 2006 and 2007 in the 24 Hours of Le Mans, when it simply outclassed the international elite.

The V12 TDI race engine in the R10 produces over 650 hp from a displacement of 5.5 liters, giving it the potential for a top speed as high as 330 km/h (205.05 mph) depending on the gear ratios. Its power and sturdiness immediately impressed both fans and experts, who were impressed by its restrained noise level. Unusual for a race engine, this powerful Audi diesel makes barely more than a whisper.

Long traditions of motor racing and production technology complement each other at Audi. The FSI engine of the R10's predecessor, the R8, captured five wins at Le Mans with a direct gasoline injection system. Audi is also looking to maximize the advantage by using the race-tested FSI principle in its production models. The latest examples of this are the V8 with high-revving concept in the RS 4 and the production version of the Audi R8.

The Drivetrain

The roadgoing version of the new V12 TDI is built at the Gyor plant, in Hungary. And the R8 V12 TDI still has a massive 500 hp on tap. In developing the six-liter engine, it was a clear priority to integrate it into the current family of Audi V engines, of which many thousands of versions with 6, 8 and 10 cylinders have already been built – both gasoline and TDI. Audi's engineers were in an ideal position to use their experience building the racing engine to develop the road version. Like the other power units in this range, the distance between cylinder bore axes on the V12 TDI is 90 mm (3.54 in.). Yet its included angle is 60 degrees, not 90 degrees. This means no free inertial forces or mass moments of inertia can occur with the V12. The results are refined in every respect.

The 83.0 mm (3.27 in.) bore and 91.4 mm (3.60 in.) stroke produce a total displacement of 5,934 cc – just like the 3.0 TDI. At only 684 mm (26.93 in.) long, this large diesel engine is very compact and just 166 mm (6.54 in.) longer than the V8 TDI. This compact length is key to accommodating the V12 in the midengined Audi R8.

The V12 TDI crankcase is made from gray cast iron with vermicular graphite – a high-tech material referred to as GJV-450 that is already used on the V6 and V8 TDI engines. GJV-450, made by a patented casting process, is about 40 percent more rigid and 100 percent more fatigue-resistant than gray cast iron. This enabled the developers to make its walls thinner, cutting its weight by around 15 percent compared with conventional gray cast iron.

The two cylinder heads are each made from three main elements. These are a base section made from a high-strength aluminum alloy incorporating the intake and exhaust ports, an oil-bearing upper section, and a reinforcing ladder frame supporting the two camshafts.

The valves are actuated by low-friction roller cam followers; the compression ratio is 16.0:1. Map-controlled swirl variation of the combustion air has been adopted from the V6 and V8 TDI engines. This produces permanently optimized swirl concerning both emissions and high performance. Ultramodern Injection Technology

As is the case in the Audi V engines, the no-maintenance chain drive is mounted at the back of the engine, where it occupies little space. Its layout has changed on the new V12 TDI. The camshafts' sprocket engages in an intermediate gear via which two Simplex chains drive the camshafts. Two more chains drive the oil pump and the two high-pressure pumps actuate the common rail injection system.

The two new dual-piston high-pressure pumps form part of the common rail injection system supplied by specialty manufacturer Bosch. The two pumps build up a pressure of up to 2,000 bar in the rails. The piezo injectors with eight-hole nozzles have also been fundamentally revised.

The high pressure distributes the mixture optimally throughout the combustion chamber. The result is that the ignition process is faster, more homogeneous and more acoustically refined. The more efficient combustion process also increases power output, cuts consumption and reduces pollutant emissions.

The current generation of so-called inline injectors makes effective use of the piezo effect: piezo crystals expand in a fraction of a millisecond when an electrical voltage is applied. The number of injection processes per operating cycle can be varied across a wide range thanks to piezo technology – reaching as many as five fuel injection operations in the case of the V12 TDI.

As well as the main injection, pilot and post injections are possible. Pilot injections tone down the acoustic harshness of the combustion process. Retarded post injections are designed specifically to increase the temperature of the exhaust gas, promoting regeneration of the two standard particulate filters.

The two turbochargers are located on the outside of the engine's V, each of them supplying one bank of cylinders. Thanks to their variable turbine geometry, the full flow of exhaust gas always passes through the turbine, so the chargers respond slickly – even at low engine speeds – and operate very efficiently. The two turbochargers, which generate up to 2.6 bar of boost pressure, play a crucial role in producing the huge torque of 1,000 Nm (737.56 lb-ft) that the V12 TDI maintains from 1,750 rpm to 3,000 rpm. In developing 368 kW (500 hp), the diesel achieves a specific output of 62.0 kW (84.3 hp) per liter displacement.

Two large intercoolers reduce the temperature of the compressed air. The V12 has a twin-pipe exhaust system with two particulate filters. The intake system is similar in structure with one air cleaner per cylinder bank, with an airflow meter behind it. Two control units, sharing the workload in a master/slave principle, manage events in the engine.

The Audi R8 V12 TDI concept already fulfills the Euro 6 emissions standard that is likely to take effect in 2014 and calls for sharply reduced nitrogen oxides. By also designing in ultra-precise fuel metering by the common rail system, Audi's engineers have made full use of current clean diesel technology.

The heart of the system is a special catalytic converter downstream of the oxidizing catalyst and the particulate filter. The second component in the system is an additional tank containing an aqueous urea solution. Small quantities of the solution, known as "AdBlue," are injected into the exhaust system. The hot exhaust gases break the solution down to form ammonia that splits the nitric oxides into nitrogen and water. The system remains effective for the entire service life of the vehicle.

The dynamic character of a sports car depends not just on its performance and torque; the transmission ratios have to be right too. In keeping with the character of a high-performance sports car with unbeatable torque potential, the transmission in the R8 V12 TDI has six manually operated gears.

The manual transmission is very compact in design. Together with the smalldiameter double-plate clutch, this means it can be installed low down. The manual transmission has very short shift travel and utterly precise guiding of the shifter into the open gear lever gate. It is made from polished aluminum, has an agreeable feel and exquisite sports car looks. Such a high-performance Audi also has quattro permanent all-wheel drive. In the case of this mid-engine sports car, power is distributed variably between the front and rear wheels from a starting ratio of 40:60 to optimize the handling.

The Design

The R8 V12 TDI concept with matt "Grace Silver" bodywork looks even wider and more resolute than the core model. It shows its potential through its muscular proportions, accentuated wheel arches and even larger air apertures. The rhombuspattern cover on the air inlets and outlets is the hallmark of Audi's sporty top models and a familiar feature of the current RS generation.

Typical of the side view of the R8 is the sideblade. Much wider in the bottom third, it visually accentuates the engine's position as well as acting as an enlarged air deflector.

The continuous aluminum spoiler lip that connects the front and rear diffusers with side air baffles below the enlarged sills also pays tribute to this version's highly developed dynamic talents.

And yet the R8 is unmistakable for its powerful, elegant basic proportions. The selective but always precise use of lines is another typical Audi characteristic, as is the curved arc of the roof. One new aspect is the glass roof of the passenger compartment with two large transparent sections. These, together with the glazed engine compartment behind, create a radically new formal element. The unmistakable NACA duct in the middle of the roof is a functional detail that is normally reserved for racing cars. Its ingenious shape accelerates the air drawn in here for the two cylinder banks of the V12 TDI engine.

The V12 TDI is displayed as the beating heart of this sports car, like a work of art inside a large showcase. Its look, underscored by the air deflectors located beneath the restyled rear glass lid, differs clearly from its production counterpart. The engine can even be seen after dark, when white light-emitting diodes illuminate the engine compartment – as on the production R8 version. This "showroom" can additionally be fully lined in genuine carbon fiber, for a particularly exclusive look. The continuous line running from the front apron across the wheel arches and flanks to the tail end, then back down the other side, is one of the latest design hallmarks of the Audi brand. This "loop" naturally encompasses the air apertures, the headlights and the taillights.

Unmistakable Face by Day and Night

Ergonomic and Elegant

The three-spoke sport steering wheel of course remains the focal point of the car's controls. With a diameter of 365 mm (14.37 in.), it is both sportily compact and ergonomic in shape. The steering wheel rim has a flat lower edge. This is a further aspect of the auto racing feel in the Audi R8 V12 TDI, but one that also brings major functional benefits, facilitating entry and exit for the driver. The steering wheel is covered in fine Valcona leather, with a diecast magnesium core providing strength. The start/stop button for the engine and the Drive Select switch with the Dynamic/ Sport/Race settings are arranged on the steering wheel. The latter controls the engine and transmission electronics as well as the magnetic ride dampeners in each of three different modes.

Concentrating on the essentials was the priority in the ergonomic arrangement of all Audi R8 versions. The most important consideration – particularly for highspeed driving – is short reach distances for all controls, to keep the time that the driver has only one hand on the steering wheel to a bare minimum. In typical Audi style the monitor is well within the field of view, and the elements of the MMI operating system are located directly below it.

Light but Highly Rigid Body

The body of a sports car needs to be particularly light and rigid. Low weight permits superior road performance, and rigidity is the crucial starting point for an agile driving feel allied to high precision. The Audi Space Frame body, made from aluminum, provides the ideal basis for this. Audi has more expertise than any other manufacturer worldwide in the design and production of vehicles based on aluminum technology, and has channeled its accumulated know-how into this area.

The entire bodyshell of the study car weighs just 210 kilograms (462.97 lbs.). In ASF technology, the body's supporting structure is made of extruded aluminum sections and die-castings. Aluminum panels are incorporated into this skeleton to form a positive connection and perform a load-bearing role. Each individual component of the ASF space frame is optimized for its specific task by the use of widely differing shapes and cross-sections, combining maximum stability with minimal weight. It adds up to a car that’s particularly light and rigid, an outcome that can be felt in the R8’s ultra-precise driving feel.

Chassis

The precision chassis of the Audi R8 V12 TDI concept remains supremely in control of the sporty performance, but is capable of assuring relaxed driving pleasure over long distances too. The sports car is spontaneous and agile at obeying steering movements, always demonstrating exceptionally good driving safety. The suspension, with double wishbones at both the front and rear, is optimized for a neutral self-steering response and maximum ease of control. The study car, too, has the innovative dampening technology known as Audi magnetic ride. This adapts the chassis characteristic to the profile of the road and the driver's style within milliseconds.

Ceramic Brakes with Extreme Reserves

Audi has reached another milestone in diesel technology with the new V12 TDI. The brand with the four rings has been performing vital pioneering work in this area for the past three decades. Audi premiered the world's first five-cylinder diesel engine in the Audi 100 in 1978. The first TDI auto engine made its debut in 1989 in the successor model. The 2.5 liter five-cylinder power unit developed 88 kW (120 hp) and 261 Nm, catapulting diesel driving into an entirely new dimension.

This was followed in 1994 by a development version generating 103 kW (140 hp). This engine was optionally available with all-wheel drive – the first TDI quattro model. A new four-cylinder diesel appeared at that time in the Audi 100 and Audi 80, the 1.9 TDI developing 66 kW (90 hp) that has now become legendary.

At the end of 1995 the output of this four-cylinder unit rose to 85 kW (115 hp) with the advent of pump-injector fuel injection. Slightly more than one year later, at the start of 1997, the world's first 2.5 V6 TDI appeared.

With four valves per cylinder, it achieved an output of 110 kW (150 hp), and its top speed of 220 km/h (136.70 mph) made the Audi A8 the fastest production diesel on the market. The first eight-cylinder TDI followed in 1999 – a V8 engine with a 3.3 liter capacity. The 3.0 TDI made its debut early in 2004 as the first V6 diesel with inline piezo injectors in the common rail system.

The 4.2 liter TDI launched in the A8 in 2005 is currently at the vanguard of Audi's TDI range. One in three A8 buyers in Germany chose this V8 engine. The next logical step was to make the V8 TDI available in the Audi Q7 in summer 2007. With extremely clean, ultra-low emission technology, Audi is continuing its tradition of leadership in diesel engine technology. In 1989 it was the Ingolstadt brand that developed direct injection technology. Since then the diesel engine has become around 30 percent more efficient. The Euro 4 European emission standard has reduced particulate emissions for cars by 93 percent. Long before it came into force, Audi had models on the market that met this standard, even without a particulate filter. And the brand will be offering the world's cleanest diesel engines in production vehicles in 2008. The TDI engines with the ultra-low emission system will be the first in the world to meet the forthcoming EU 6 emission standard as well as the toughest known statutory limits that apply in the U.S.

Audi R8 V12 TDI Concept with pictures and wallpapers

2009-05-07T03:22:00.000-07:00

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The V12 TDI is closely related to the engine in the Audi R10, the two-time Le Mans winner - so it catapults the Audi R8 into supercar terrain concerning performance too. It sprints from zero to 100 km/h (62.14 mph) in just 4.2 seconds and its top speed is well over 300 km/h (186.41 mph). The peak torque, reached at only 1,750 rpm, paves the way for effortless acceleration that is unrivaled even at this level.

The new V12 TDI belongs to Audi's family of V engines but has the ideal included angle for this engine type of 60 degrees between cylinder banks. Its highlights include the new chain drive layout that includes the two newly developed high-pressure pumps for the common rail injection system. Its sound is as thrilling as you'd expect in a sports car of this caliber. For all the subtle smoothness that typifies this design principle, the twelve-cylinder unit is full-bodied and equipped with energetic overtones that make no secret of its performance potential.

The Genes of the Winner

Thanks to their high performance and pulling power, all Audi TDI engines are ultra-dynamic sources of power. The brand has often enough demonstrated its sporty character in its production cars, especially the six- and eight-cylinder 3.0 TDI and 4.2 TDI. Audi has also been writing a new chapter in its success story on the racetrack since 2006. The diesel engine in the R10 sports prototype won its very first endurance race at Sebring, Florida, when it was pitted against an entire field of gasoline-engined challengers. But its most crucial victories were surely in 2006 and 2007 in the 24 Hours of Le Mans, when it simply outclassed the international elite.

The V12 TDI race engine in the R10 produces over 650 hp from a displacement of 5.5 liters, giving it the potential for a top speed as high as 330 km/h (205.05 mph) depending on the gear ratios. Its power and sturdiness immediately impressed both fans and experts, who were impressed by its restrained noise level. Unusual for a race engine, this powerful Audi diesel makes barely more than a whisper.

Long traditions of motor racing and production technology complement each other at Audi. The FSI engine of the R10's predecessor, the R8, captured five wins at Le Mans with a direct gasoline injection system. Audi is also looking to maximize the advantage by using the race-tested FSI principle in its production models. The latest examples of this are the V8 with high-revving concept in the RS 4 and the production version of the Audi R8.

The Drivetrain

The roadgoing version of the new V12 TDI is built at the Györ plant, in Hungary. And the R8 V12 TDI still has a massive 500 hp on tap. In developing the six-liter engine, it was a clear priority to integrate it into the current family of Audi V engines, of which many thousands of versions with 6, 8 and 10 cylinders have already been built - both gasoline and TDI.

Audi's engineers were in an ideal position to use their experience building the racing engine to develop the road version. Like the other power units in this range, the distance between cylinder bore axes on the V12 TDI is 90 mm (3.54 in.). Yet its included angle is 60 degrees, not 90 degrees. This means no free inertial forces or mass moments of inertia can occur with the V12. The results are refined in every respect.

The 83.0 mm (3.27 in.) bore and 91.4 mm (3.60 in.) stroke produce a total displacement of 5,934 cc - just like the 3.0 TDI. At only 684 mm (26.93 in.) long, this large diesel engine is very compact and just 166 mm (6.54 in.) longer than the V8 TDI. This compact length is key to accommodating the V12 in the midengined Audi R8.

The V12 TDI crankcase is made from gray cast iron with vermicular graphite - a high-tech material referred to as GJV-450 that is already used on the V6 and V8 TDI engines. GJV-450, made by a patented casting process, is about 40 percent more rigid and 100 percent more fatigue-resistant than gray cast iron. This enabled the developers to make its walls thinner, cutting its weight by around 15 percent compared with conventional gray cast iron.

The two cylinder heads are each made from three main elements. These are a base section made from a high-strength aluminum alloy incorporating the intake and exhaust ports, an oil-bearing upper section, and a reinforcing ladder frame supporting the two camshafts.

The valves are actuated by low-friction roller cam followers; the compression ratio is 16.0:1. Map-controlled swirl variation of the combustion air has been adopted from the V6 and V8 TDI engines. This produces permanently optimized swirl concerning both emissions and high performance.

Ultramodern Injection Technology

As is the case in the Audi V engines, the no-maintenance chain drive is mounted at the back of the engine, where it occupies little space. Its layout has changed on the new V12 TDI. The camshafts' sprocket engages in an intermediate gear via which two Simplex chains drive the camshafts. Two more chains drive the oil pump and the two high-pressure pumps actuate the common rail injection system.

The two new dual-piston high-pressure pumps form part of the common rail injection system supplied by specialty manufacturer Bosch. The two pumps build up a pressure of up to 2,000 bar in the rails. The piezo injectors with eight-hole nozzles have also been fundamentally revised.

The high pressure distributes the mixture optimally throughout the combustion chamber. The result is that the ignition process is faster, more homogeneous and more acoustically refined. The more efficient combustion process also increases power output, cuts consumption and reduces pollutant emissions.

The current generation of so-called inline injectors makes effective use of the piezo effect: piezo crystals expand in a fraction of a millisecond when an electrical voltage is applied. The number of injection processes per operating cycle can be varied across a wide range thanks to piezo technology - reaching as many as five fuel injection operations in the case of the V12 TDI.

As well as the main injection, pilot and post injections are possible. Pilot injections tone down the acoustic harshness of the combustion process. Retarded post injections are designed specifically to increase the temperature of the exhaust gas, promoting regeneration of the two standard particulate filters.

The two turbochargers are located on the outside of the engine's V, each of them supplying one bank of cylinders. Thanks to their variable turbine geometry, the full flow of exhaust gas always passes through the turbine, so the chargers respond slickly - even at low engine speeds - and operate very efficiently.

The two turbochargers, which generate up to 2.6 bar of boost pressure, play a crucial role in producing the huge torque of 1,000 Nm (737.56 lb-ft) that the V12 TDI maintains from 1,750 rpm to 3,000 rpm. In developing 368 kW (500 hp), the diesel achieves a specific output of 62.0 kW (84.3 hp) per liter displacement.

Two large intercoolers reduce the temperature of the compressed air. The V12 has a twin-pipe exhaust system with two particulate filters. The intake system is similar in structure with one air cleaner per cylinder bank, with an airflow meter behind it. Two control units, sharing the workload in a master/slave principle, manage events in the engine.

The Audi R8 V12 TDI concept already fulfills the Euro 6 emissions standard that is likely to take effect in 2014 and calls for sharply reduced nitrogen oxides. By also designing in ultra-precise fuel metering by the common rail system, Audi's engineers have made full use of current clean diesel technology.

The heart of the system is a special catalytic converter downstream of the oxidizing catalyst and the particulate filter. The second component in the system is an additional tank containing an aqueous urea solution. Small quantities of the solution, known as "AdBlue," are injected into the exhaust system. The hot exhaust gases break the solution down to form ammonia that splits the nitric oxides into nitrogen and water. The system remains effective for the entire service life of the vehicle.

The dynamic character of a sports car depends not just on its performance and torque; the transmission ratios have to be right too. In keeping with the character of a high-performance sports car with unbeatable torque potential, the transmission in the R8 V12 TDI has six manually operated gears.

The manual transmission is very compact in design. Together with the smalldiameter double-plate clutch, this means it can be installed low down. The manual transmission has very short shift travel and utterly precise guiding of the shifter into the open gear lever gate. It is made from polished aluminum, has an agreeable feel and exquisite sports car looks.

Such a high-performance Audi also has quattro permanent all-wheel drive. In the case of this mid-engine sports car, power is distributed variably between the front and rear wheels from a starting ratio of 40:60 to optimize the handling.

The Design

The R8 V12 TDI concept with matt "Grace Silver" bodywork looks even wider and more resolute than the core model. It shows its potential through its muscular proportions, accentuated wheel arches and even larger air apertures. The rhombuspattern cover on the air inlets and outlets is the hallmark of Audi's sporty top models and a familiar feature of the current RS generation.

Typical of the side view of the R8 is the sideblade. Much wider in the bottom third, it visually accentuates the engine's position as well as acting as an enlarged air deflector.

The continuous aluminum spoiler lip that connects the front and rear diffusers with side air baffles below the enlarged sills also pays tribute to this version's highly developed dynamic talents.

And yet the R8 is unmistakable for its powerful, elegant basic proportions. The selective but always precise use of lines is another typical Audi characteristic, as is the curved arc of the roof. One new aspect is the glass roof of the passenger compartment with two large transparent sections. These, together with the glazed engine compartment behind, create a radically new formal element. The unmistakable NACA duct in the middle of the roof is a functional detail that is normally reserved for racing cars. Its ingenious shape accelerates the air drawn in here for the two cylinder banks of the V12 TDI engine.

The V12 TDI is displayed as the beating heart of this sports car, like a work of art inside a large showcase. Its look, underscored by the air deflectors located beneath the restyled rear glass lid, differs clearly from its production counterpart. The engine can even be seen after dark, when white light-emitting diodes illuminate the engine compartment - as on the production R8 version. This "showroom" can additionally be fully lined in genuine carbon fiber, for a particularly exclusive The continuous line running from the front apron across the wheel arches and flanks to the tail end, then back down the other side, is one of the latest design hallmarks of the Audi brand. This "loop" naturally encompasses the air apertures, the headlights and the taillights.

Unmistakable Face by Day and Night

The passion expressed through the elaborate design of the lights is another typical Audi trait. Nor is anyone likely to overlook this Audi sports car from behind: the LED taillights have a three-dimensional look that can't be missed.

But the absolute highlight is the all-LED headlights of the study vehicle. With their lenses and reflectors, not only do these innovative light sources have a ground-breaking appearance, they also have an enormous functional advantage: LED light, with its color temperature of 6,000 Kelvin, resembles daylight much more closely than xenon or even halogen light. Better light means the driver will have much less fatigue when driving at night.

New Audi R8 V12 TDI Concept

2009-05-07T03:20:00.000-07:00

Audi R8 V12 TDI Concept Specifications

Chassis
Brakes F/R:	ABS, vented disc/vented disc
Tires F-R:	n.a.
Driveline:	All Wheel Drive
Engine
Type:	Turbodiesel V12
Displacement cu in (cc):	362 (5934)
Power bhp (kW) at RPM:	500(373) / n.a.
Torque lb-ft (Nm) at RPM:	738(1000) / 1750
Redline at RPM:	n.a.
Exterior
Length × Width × Height in:	n.a.
Weight lb (kg):	n.a.
Performance
Acceleration 0-60 mph s:	4
Top Speed mph (km/h):	> 186 (> 300)
Fuel Economy EPA city/highway mpg (l/100 km):	n.a.

Base Price: 2008 Audi R8 V12 TDI Concept - n.a. (last update: 1/15/2008)

2008 Audi R8 V12 TDI Concept Pictures

Outstanding Torque for the Top Class

Audi is presenting a revolution in the top class at the Detroit Auto Show 2008 - the first 12-cylinder diesel engine in a high-performance roadgoing sports car. The V12 TDI with a displacement of six liters powers a concept car based on the Audi R8. This unit generates a huge 500 bhp and 737.56 lb-ft of torque. Audi is writing a new chapter in diesel technology with this power unit. Equipped with the expertise that Audi has built up through its motor sport activities, the R8 V12 TDI in matt "Grace Silver" embodies superb road handling, pioneering technology and fascinating design.

The V12 TDI is closely related to the engine in the Audi R10, the two-time Le Mans winner - so it catapults the Audi R8 into supercar terrain concerning performance too. It sprints from zero to 60 mph in just 4.2 seconds and its top speed is well over 186.41 mph. The peak torque, reached at only 1,750 rpm, paves the way for effortless acceleration that is unrivaled even at this level.

The Genes of the Winner

Thanks to their high performance and pulling power, all Audi TDI engines are ultra-dynamic sources of power. The brand has often enough demonstrated its sporty character in its production cars, especially the six- and eight-cylinder 3.0 TDI and 4.2 TDI. Audi has also been writing a new chapter in its success story on the racetrack since 2006. The diesel engine in the R10 sports prototype won its very first endurance race at Sebring, Florida, when it was pitted against an entire field of gasoline-engined challengers. But its most crucial victories were surely in 2006 and 2007 in the 24 Hours of Le Mans, when it simply outclassed the international elite.

The V12 TDI race engine in the R10 produces over 650 bhp from a displacement of 5.5 liters, giving it the potential for a top speed as high as 205.05 mph depending on the gear ratios. Its power and sturdiness immediately impressed both fans and experts, who were impressed by its restrained noise level. Unusual for a race engine, this powerful Audi diesel makes barely more than a whisper.

The Drivetrain

Audi's engineers were in an ideal position to use their experience building the racing engine to develop the road version. Like the other power units in this range, the distance between cylinder bore axes on the V12 TDI is 90 mm (3.54 in.). Yet its included angle is 60 degrees, not 90 degrees. This means no free inertial forces or mass moments of inertia can occur with the V12. The results are refined in every respect.

The two turbochargers, which generate up to 2.6 bar of boost pressure, play a crucial role in producing the huge torque of 737.56 lb-ft that the V12 TDI maintains from 1,750 rpm to 3,000 rpm. In developing 500 bhp, the diesel achieves a specific output of 84.3 bhp per liter displacement.

Two large intercoolers reduce the temperature of the compressed air. The V12 has a twin-pipe exhaust system with two particulate filters. The intake system is similar in structure with one air cleaner per cylinder bank, with an airflow meter behind it. Two control units, sharing the workload in a master/slave principle, manage events in the engine.

The Design

The R8 V12 TDI concept with matt "Grace Silver" bodywork looks even wider and more resolute than the core model. It shows its potential through its muscular proportions, accentuated wheel arches and even larger air apertures. The rhombuspattern cover on the air inlets and outlets is the hallmark of Audi's sporty top models and a familiar feature of the current RS generation.

Typical of the side view of the R8 is the sideblade. Much wider in the bottom third, it visually accentuates the engine's position as well as acting as an enlarged air deflector.

The continuous aluminum spoiler lip that connects the front and rear diffusers with side air baffles below the enlarged sills also pays tribute to this version's highly developed dynamic talents.

Ergonomic and Elegant Interior

The interior's design is as sporty and exclusive as the exterior: the characteristic element here is the monoposto - an expansive arc running around the steering wheel and instruments, connecting the driver to the car. The interior consequently picks up on the dynamism of the R8 V12 TDI concept and gives it tactile expression in a form that is accessible the moment you climb in.

The start/stop button for the engine and the Drive Select switch with the Dynamic/Sport/Race settings are arranged on the steering wheel. The latter controls the engine and transmission electronics as well as the magnetic ride dampeners in each of three different modes.

In Race mode, the instrument lighting changes from white to red. The navigation system shows a combined display with lap timer and navigation information for the racetrack being driven. Or supplementary information such as centrifugal force and boost pressure can be called up.

Audi R8 V12 TDI Concept

2009-03-23T22:38:00.001-07:00