Five reasons why the Lamborghini Urus will be a worldwide hit

From Motoramic;
“With the official unveiling of the Lamborghini Urus concept today in Beijing, we can finally fill in a few details of the raging bull Lamborghini wants to loose on the world in 2015, such as its 600-hp power target and 3,000-copies-a-year sales goal at a price close to $200,000 each. And after living with that info for a few weeks, and the early reaction around the world, Lamborghini has a chance to build the first great new vehicle of this decade. Here’s five reasons why:

– It will get at least 600 hp from an engine Lamborghini won’t specify. The firm’s V-10 would seem the prime choice for a new SUV, and yet by 2015 regulations in Europe and elsewhere will make engines of that many cylinders difficult to sell through fuel economy rules. Buyers around the world have shown a willingness to accept smaller displacement engines with turbocharging, and the buyers of the Urus will be new to Lamborghini anyway. Why not sell them a turbo V8?

– At 3,000 units a year, the Urus will be the best-selling Lamborghini ever. Lamborghini represents the place where passion overwhelms business sense. The company lost money for decades, and isn’t greatly profitable today, but it’s heritage and image as the pinnacle of sports cars keeps luring fresh capital. Should the Urus succeed like Lamborghini executives think it will, questions of capital won’t be a problem any longer — even if questions of whether that heritage has been sold out get louder.

– Lamborghini vows to minimize the family ties. The Volkswagen empire will soon build both Audi SUVs and the Porsche Cayenne from similar parts. Lamborghini had set itself apart from the cheaper corporate relatives through massive use of carbon fiber, but the Urus is too big and high volume to make much use of exotic material. Lamborghini vows the Urus would be the lightest and best-handling vehicle in the segment, but the biggest hurdle facing Lamborghini will be how it makes the Urus different from Audi and Porsche if its forced to use the same basic ingredients.

– In person, it successfully looks like a Lamborghini. A couple of weeks ago, I was able to make a first-hand comparison between the Urus concept and the Bentley EXP 9F, another stab by Volkswagen at building an SUV for the world’s billionaires. The more you examine the Urus, from the stealth-figher intakes to the geometric wheel openings to the taillights lifted from the Estoque, the more it makes sense. Lamborghini has always been the car that’s more than most of its drivers can handle; extending that into a tall hatchback shape doesn’t dilute that essence. That same exercise stumbled with the Bentley, because the exterior styling reached too far, and because it’s harder to escalate luxuriousness than performance. Bentley drivers herald success, not striving.

– Half may come to the United States. While the Urus was unveiled in China, its largest market may be the United States. If it arrives on schedule in 2015, the Urus will become the go-to ride for any celebrity who basks in the spotlight. Hey, who wouldn’t want a 600-hp, all-wheel-drive Batmobile that can also haul a few kids to private school?”

Volkswagen Group’s Product Plans

From automobilemag.com;
“Volkswagen has met with doubt and derision for pursuing “strategy 2018.” No one, not even VW chairman Ferdinand Piech, can simply mark a date on a calendar when the company might end up as the biggest automaker on earth, certainly not when so many competitors are fiercely fighting over every percentage point of market share. In that respect, at least, the naysayers are correct. Volkswagen is not on track to take the number one spot in 2018, but rather, in 2016 — two years ahead of schedule.

Volkswagen certainly has the momentum and the war chest to turn its ambitious plans into reality. The company shrugged off the ongoing financial crisis in its European home market to sell 8.26 million vehicles in 2011, beating out Toyota for the number-two spot worldwide. More important, it recorded a $14.8 billion profit last year — nearly twice the take of number-one General Motors.

It also has a game plan that differs substantially from that of any of its competitors. Unlike Toyota, purveyor of reliable but often-faceless transportation devices, the VW Group has put a strong emphasis on emotional values like driving pleasure, strong perceived quality, exciting design, and engineering excellence. Unlike Nissan/Infiniti/Renault, Volkswagen hasn’t bet the farm on electric vehicles. Unlike GM, Ford, and Chrysler-Fiat, VW sees no need to seek out cooperation agreements — after all, the group is now big enough all by itself. And unlike BMW and Mercedes, Volkswagen can tap the family’s vast know-how, parts, and logistics reservoir to propel its luxury brand, Audi, to achieve even more substantial cost benefits.

Instead, the mid-term strategy hinges on four essential elements: further integration of the mainstream and premium brands (perhaps eventually in two separate entities); the creation of three highly flexible cost-saving architectures; a much more efficient global production network; and last but certainly not least, to use its massive profits to fuel a clever and aggressive model policy. Make that very aggressive. In the next five years, VW Group plans to introduce some 32 different models ranging from the next-generation Volkswagen Golf to the successor for the Lamborghini Aventador.

Given this engineering advantage and the onslaught of fresh product, can anything derail the VW Group’s rise to the top? Of course. The first threat is VW’s admirable but at times exasperating perfectionism and its tendency to ignore cost when a superior end product beckons (see: Volkswagen Phaeton and Bugatti Veyron Super Sport). Danger number two concerns the top management. The chiefs are getting older, and they are reluctant to name their successors. The company’s traditional structures and long-established networks, though important to its success, can also make it inflexible.

Last but not least, no one really knows how Volkswagen will tick after the departure of Ferdinand Piech, who turned seventy-five this year. True, his wife is about to get a seat on the supervisory board, and Piech’s shares are bundled in two Austrian trusts, but these moves don’t change the fact that much like Apple thrived on the genius of Steve Jobs, the Volkswagen empire very much relies on the vision and determination of Ferdinand the Great. The best he can do is establish a watertight game plan for his legacy. If that formula happens to break up the kingdom into smaller, easier-to-rule pieces, so be it. After all, that’s how the VW Group started its rise to greatness way back when.

The product offensive
Nearly all of Volkswagen’s future models will be developed from one of only three new modular architectures: MQB, for all FWD/AWD cars with transversely mounted engines (except the Up! which is a decontented mix of old and new elements); MLB, for all FWD/AWD models with longitudinally installed drivetrains; and MSB, for all RWD/AWD models with front-, mid- and rear-mounted engines. This system saves space, weight, assembly time, engineering work, complexity, and above all cost. The savings can be from just under 20 to well over 30 percent.

MQB – the bread and butter
FWD/AWD, transverse-engine architecture
The majority of VW Group’s volume models will sprout from MQB, starting first with the 2013 Audi A3 that debuted at this year’s Geneva show; following the A3 this fall will be the all-new MkVII Volkswagen Golf. Both the A3 and the Golf will sprout numerous variants with a smattering of choices of door counts, body styles, and roofs. Since the majority of the models underpinned by the MQB will wear the VW badge, it comes as little surprise to anyone that Volkswagen’s engineering team has the lead on platform development here. The planned models to spawn from MQB are listed here:

MkVII Volkswagen Golf, debuting in October 2012 at the Paris Motor Show
Three- and five-door hatchbacks on sale in Europe in December.
High-performance GTI and GTD follow in spring 2013.
Golf Variant (wagon) in July 2013.
Golf Plus MPV, spring 2014.
Touran MPV appears in June 2014.
Golf CC (like the Passat CC), 2015.
Golf Cabriolet, 2016.
Second-generation Tiguan SUV is set for summer 2014, spawning two more versions:
A long-wheelbase version, 2015.
A “CC” coupe version (think BMW X6), 2016.
A7-generation VW Jetta (which is essentially a Golf sedan) will come after the Golf in 2015
VW Scirocco coupe
The current car will receive a facelift in early 2013.
An all-new sports coupe will replace the current Scirocco in 2016 and has the potential to make it to U.S. shores.
New-generation VW Passat – 2014
Sedan, wagon, and CC variants (though the CC could be U.S.-only).
Potentially, a sleek two-door coupe.
A convertible to replace the slow-selling Eos.
Next-gen VW Polo subcompact
Using MQB-AO components set that will include a real crossover (instead of the jacked-up CrossPolo) and possibly a mini-minivan.
Audi A3, three-door already premiered in Geneva
A new five-door A3 Sportback in late 2012.
The very attractive and U.S.- and China-aimed A3 Sportlimosine due mid-2013
Second-generation A3 convertible toward the tail end of next year.
Third-generation Audi TT, due in early 2014
Its launch has been delayed by six months because the new model did not push the envelope far enough, despite our previous reports of another trend-setting design. We can expect a more dramatic and even sportier design both for the coupe and the roadster variants.

MLB – The four rings’ fighting power
(FWD/AWD, longitudinal-engine architecture)
Despite being slated to underpin vehicles ranging in size from Audi’s mainstream A4 up to its flagship A8 sedan and everything in between, the MLB architecture will pull and stretch in every which way to flex Audi’s product-planning muscle. No surprise then that the four rings will be championing the creation of the MLB platform, given that almost all of its models will ride on this architecture.

B9-generation Audi A4, due in 2014
The new A4 arrives as part of a lighter and more flexible MLBevo matrix. It will be the first Audi to offer a plug-in hybrid and with e-quattro (electrically driven rear wheels).
The rest of the A4/A5 lineup will follow as such:
A5 coupe, 2014
A4 Avant, early 2015
A5 Cabriolet, 2016
A5 Sportback (four-door coupe for Europe only), 2016
Audi A6
In 2015 the A6 will be sent to the beauty clinic. Long-term, Audi is determined to say goodbye to the cookie-cutter design philosophy that crafts the same DNA element onto each and every vehicle. Instead, there will be a much clearer difference between A4, A6, and A8 sedans in particular, as well as between the A, R, and Q ranges.
Audi A8
The A8 will undergo an extensive facelift in the spring of 2014. Design-wise, this is practically a new car (similar to what Mercedes-Benz is doing with its E-Class refresh) and will remain in production until 2017.
Audi Q5, minor facelift this summer
Joining the Q5 in late 2015 will be the Q6 — a coupe-like sister of the next-gen Q5 (think the kind of relationship of BMW X5 to X6).
Audi Q7
Due in 2014 is an all-new Q7 that will shed the pounds and become more efficient than the current, first-generation model.
As a surprise to almost no one, the Q7 will inevitably be joined by the BMW X6-fighting a Q8 coupe sibling.
Audi Q2, due in late 2013
Previously known as the Q1, the Q2 crossover is not based on the A3, as one would assume. Instead it will use a cropped version of the MLB platform underpinning Audi’s larger cars and SUVs.
Volkswagen Phaeton, 2015
Still sold in its home market, the superluxe Volksie has been facelifted about half a dozen times since its debut in 2002. For its successor, marketing would love to try out a five-door Phaeton CC (modeled after the original Concept D styling exercise from 1999), but a traditional three-box sedan is probably more realistic. No more W-12 and V-8 engines for this model, however.
Rumor has it that a wagon variant is tipped to follow the sedan, to the marketers may just get that fifth door after all, albeit in a more conservative package.
Third-gen VW Touareg, due in 2016
The new Touareg will share its gene pool with the next Audi Q7 (see above), Porsche Cayenne, and the forthcoming Lamborghini crossover and the production version of the ungainly Bentley EXP 9 F Concept.

MSB – How would you like your rear-wheel drive?
(RWD/AWD, front-, mid-, or rear-engine architecture)
Conspicuously absent from VW Group’s other two platforms are the group’s halo brands – with the exception of the Cayenne and the EXP 9 F, it seems that Porsche, Bentley, and Lamborghini are missing out on VW’s engineering revolution. (Of course, it is assumed that Bugatti will continue to use its own bespoke engineering.) That is why Porsche’s engineers are the masterminds behind the MSB platform that will underpin all of the group’s rear-wheel drive based cars. MSB will come in three flavors, all depending on where the engine is places: front, mid, or rear.

MSB-M – mid-engined, rear- and all-wheel drive
Porsche 960, a four-door coupe due in late 2015. The 960 will be the lead car for the new MSB-M platform; it has been dubbed “Fefi,” for Ferrari fighter, and will use a twin-turbo flat-six not a V-8.
VW Bluesport/Audi R5/Porsche Speedster, no confirmed timeframe yet to the on-again/off-again nature of the project; however, the most recent reports say that the “Mimo” project is still very much alive and kicking.
Next-gen 982 Porsche Boxster/Cayman — despite the current 981-generation Boxster just debuting at the Geneva show (and the Cayman yet to premiere) the next-gen is already well underway.
Lamborghini Aventador replacement – similar to the Boxster/Cayman, the current Aventador is only just out of the gate. Expect this to be one of the last new models from the first round of MSB-M cars, given the long average lifespan of the Raging Bull’s V-12 flagships.
Eventual follow-ups to the still-to-be-renewed Audi R8 and Lamborghini Gallardo.
At least the R8 is getting a facelift next year to help keep it fresh.
MSB-F – front-engined, rear- and all-wheel drive
Starting in 2017, we’ll see the third-generation of the Bentley Continental range. All three models (GT coupe, GTC convertible, and Flying Spur sedan) have been renewed again.
Baby Porsche Panamera: known so far as the Pajun, the BMW 5 Series-rivaling Porsche could also spawn a smaller Bentley sedan, though that car has yet to be confirmed.
Second-generation Porsche Panamera — you’ll have to wait a while for this one, as the current Panamera only just finished rolling out its full model line at the end of last year with the Panamera GTS, and the facelift for the range will start no earlier than late next year.
MSB-H – rear-engined, rear- and all-wheel drive
Surprise! At this point, the rear-engine is and will remain to be exclusive to the Porsche 911 and its 20-something variations. The MSB-H will underpin the follow-up to the just-released 991-generation 911, so don’t expect to see this any time before 2017.”

Audi AG acquires Ducati!!!

From AudiUSA news;
“AUDI AG acquires sports motorcycle manufacturer Ducati Motor Holding S.p.A.
- Chairman Rupert Stadler: “As a sporty, global premium brand, Ducati is an excellent fit for Audi.”
- Third pillar for AUDI AG in Italy
- Ducati a leading player in engine technology and lightweight construction
AUDI AG is acquiring from Investindustrial Group the tradition-steeped Italian sports motorcycle manufacturer Ducati Motor Holding S.p.A., which has its registered office in Bologna. The transaction will be completed as quickly as possible once authorized by the competition authorities. The Supervisory Boards of AUDI AG and Volkswagen AG approved the acquisition today in Hamburg. Ducati is known worldwide as a leading brand in motorcycle manufacture, with outstanding expertise in engine development and lightweight construction.

Alongside the traditional Italian brands Lamborghini and Italdesign, Ducati is now a third pillar for AUDI AG in Northern Italy. Another building block in the Company’s growth strategy thus falls into place. Rupert Stadler, Chairman of the Board of Management of AUDI AG, declared: “Ducati is known worldwide as a premium brand among motorcycle manufacturers and has a long tradition of building sporty motorcycles. It has great expertise in high-performance engines and lightweight construction, and is one of the world’s most profitable motorcycle manufacturers. That makes Ducati an excellent fit for Audi.” The progressive control systems and special combustion chamber process of Ducati engines, their resulting sporty character, and Ducati’s extensive know-how in lightweight construction thus offer great potential for AUDI AG and the Volkswagen Group.

Peter Mosch, Chairman of the General Works Council of AUDI AG, explains that the employee representatives of AUDI AG support the Company’s sustainable, co-determined growth strategy. “We must use the opportunities offered by globalization for Audi – and that’s exactly what we’re doing. Everyone at Audi is looking forward to working with our new colleagues from Ducati,” commented Mosch.

Ducati is a globally active company and has manufacturing operations at its headquarters in Bologna and at its own factory in Thailand. It maintains a series of importer companies in strategic markets. Experts predict that the motorcycle market will enjoy strong growth over the next few years, especially in Asia. In 2011, Ducati sold around 42,000 motorcycles and generated revenue of some €480 million, employing around 1,100 people.

The company was founded by Adriano and Marcello Ducati in Bologna in 1926. Known originally as Società Scientifica Radiobrevetti Ducati, it initially built parts for radios. It ventured into the manufacture of motorcycles in 1949.

Ducati has been actively involved in motorcycle racing for many decades through its racing division Ducati Corse. Its racing activities are currently focused on the Ducati official factory team in the MotoGP class of the Motorcycle World Championship and in the Superbike World Championship, supporting competitive private teams. Ducati won the manufacturers’ championship in this latter class 17 times in 21 championships and the pilots’ 14 times.”

Another link; http://www.bloomberg.com/news/2012-04-18/audi-buys-ducati-to-add-luxury-motorbikes-to-volkswagen-lineup.html

Possible Audi R8 LMS future in the USA

Courtesy of autoblog.com; “Audi’s customer racing program with the R8 LMS has been an unequivocal success. Since the delivery of the first race car in March of 2010, more than 40 examples have competed in 18 different championships worldwide, racking up more than 100 victories. In 2011 the R8 LMS captured important wins at the 24 hour races at Spa and Zolder, as well as claiming a GT3 class victory at the Nürburgring 24 Hours. Most recently the R8 LMS won the Bathurst 12 Hour race in Australia for the second year in a row.

One of the places the R8 LMS hasn’t had a big impact, though, is here in the United States. For 2012, Audi did finally homologate a version of the race car for Grand-Am, but it’s a version that’s significantly changed from the model that competes in the European GT3 series. The aerodynamics of the car are less aggressive to meet Grand-Am standards, the 5.2-liter V10 is detuned by around 75 horsepower, and driver aids like ABS and traction control have been removed.

With the R8′s success in motorsports internationally, Audi has hinted that it is currently looking at expending the car’s presence to other racing series stateside. One man, James Sofronas, isn’t waiting around for the good folks at Ingolstadt to take action, though. He got his hands on a pair of GT3-spec R8 LMS race cars and is in the process of homologating them for a racing series here in the United States. He recently invited us to take a closer look at the R8 LMS and learn more about the car’s domestic racing future.

Standing in a large workshop surrounded by more than a dozen Porsche and Audi street and race cars, we ask Sofronas, the founder and majority owner of Global Motorsports Group, what exactly he does. He simply answers, “I kind of wear a lot of hats.” It’s an understatement, to say the least. Sofronas keeps busy with what are essentially three full time jobs, handling the day-to-day management and finances of the shop, which specializes in tuning high performance European cars, as well as racing full time in the SCCA Pirelli World Challenge and the American Le Mans Series. He also provides complete support for no less than 15 clients’ race cars including maintenance, prep, setup, logistics and data acquisition.

Despite dividing his time between so endeavors, Sofronas has been successful both on and off track. The Global Motorsports Group, which started in a small 1,200-square-foot shop, is now in a 30,000-square-foot facility and has a steady stream of Porsches, Audis, Lamborghinis and Aston Martins flowing through it to get a variety of upgrades. As far as racing goes, consistency is the name of the game for Sofronas. In more than 130 World Challenge race starts, he has 23 podiums, 40 top five finishes and 82 top ten finishes. Sofronas hasn’t yet been able to take home a driver’s championship, but he’s come close, finishing second in 2009 and third in 2010.

For the most part, Sofronas’ success in World Challenge has been with Porsche and the 911 GT3 Cup, and he admits that it has been helpful having his shop located across the street from Porsche Motorsports North America. “We have a huge relationship with Porsche,” he tells us. “We will never take that relationship for granted.” Even so, Sofronas can see the appeal of the Audis. “Fabryce [his business partner] is actually a really big fan, and I’m slowly becoming a fan of Audis. I’ve owned several street car Audis and I absolutely love them.” Many of GMG’s clients are also fans of Audi, so when an R8 LMS race car came up for sale in Europe, Sofronas thought it was the perfect time to get involved. “We showed it to our client and he was extremely interested in it. We ended up negotiating with the team manager over at Phoenix Racing, and we bought the car.” After another client expressed interest, a second R8 LMS was also purchased.

The R8 LMS sitting in the GMG shop, the first of the two to arrive, is an impressive sight to behold. Nearly all of the bodywork, with the aluminum doors and roof being the only exception, are constructed of carbon fiber. This example has yet to receive a race livery, allowing the beautiful carbon weave to be seen. There are distinct differences from the R8 street car, from the intricate roll cage and the conversion to 2WD, but Sofronas points out that there are lots of similarities as well. “Remarkably enough, a lot of this car is from the street car – the underpinnings, a lot of the suspension, some of the switch gear and even the paddle shifters,” he tells us while we take peek inside the car. The engine is the exact same as the road car as well, which makes for a long life. Sofronas tells us that the engine is likely good for 20,000 kilometers of use before it will need a rebuild, an exceptionally long time for a race car.

As we previously mentioned, the GT3-spec version of the R8 LMS is significantly different than the one recently homologated for Grand-Am. It’s one of the reasons why Sofronas wanted to start with a European version rather than one built for the U.S. race series. “The Grand-Am versions frankly are muted versions of these,” he told us. “They are restricted, they have less aero on the car, they have less clutch on the car, and they can’t run ABS or traction control. It’s a shame because together with all that the car is pretty impressive.”

With no wish to compete in the Grand-Am series with the R8 LMS, Sofronas is looking to the same race series that he competes in with his Porsche. “We are in the process of negotiating with SCCA to find a home for this car in the Pirelli World Challenge series. They are a little more restrictive than FIA GT3, but they are broader than Grand-Am.” Sofronas says that his own company will take on the task of the homologation process, developing a custom splitter and rear wing that fit within the rules of World Challenge.” The splitter will be slightly smaller, restricted to 2-inches within the bodywork, while four inches will need to be shaved off the rear wing’s depth.

As far as the 5.2-liter V10 goes, Sofronas thinks it will need to be slightly detuned, but not by much. The SCCA uses a horsepower-to-weight ratio to equalize competitors in World Challenge, allowing everything from 3,200-pound Cadillacs with over 500 horsepower to lighter Porsches with around 450 horsepower to compete in the series. “This car is closer to the Cadillac as far as horsepower, but it’s a little bit lighter,” Sofronas tells us. “Most likely we are going to have to run this car with a restrictor and a little bit of weight added to it, which is ok as long as it fits with the criteria of all the other cars.”

Overall, though, Sofronas wants to keep the car as original as possible. As he points out, Audi spent millions of dollars developing the car and was able to make use of much more resources than are available to him. “The goal is not to change too much, because they’ve done a great job with the car. It’s really to just make sure the car fits within the guidelines of World Challenge, and then we’ll see how competitive we can be.”

With Sofronas’ involvement in the ALMS, we also asked if he thought that the R8 LMS could be modified to run in that series as well. “Absolutely,” he answers. “In fact, I’ve had discussions with some of the management at IMSA, who sanctions ALMS, and there’s no doubt that this would be a great car to run in GT2.” The task of converting the car to run in the series would be much more involved, though, and Sofronas believes it would take more manufacturer involvement to make it happen. “Audi needs to get more involved in the homologation process for ALMS,” he says. “It’s a lot stricter. But there’s no question this belongs in that series competing against Ferrari and Porsche and BMW. I see this happening a lot sooner than I thought a year ago. Now that we’ve got cars here in the U.S., I think the opportunity is even greater.”

For this season Sofronas has fairly reasonable expectations for the R8 LMS, especially considering both of his clients aren’t professional drivers. “They want to try and run it in the series and go have some fun,” he admits. “They’re not out to win championships.” Looking into the future, though, he sees plenty of potential for winning. He points out that in the last two years, every car in the World Challenge series has won a race. “There’s no reason why this car, if it fits within the rules that they mandate, that it should be competitive and win races,” he says. “It’s just a matter of when.” When that happens, of course, Sofronas hopes to be in the middle of it. “We would like to be the official U.S. race team for World Challenge. I think this is a first good step.”"

More pics; http://www.autoblog.com/2012/03/29/an-inside-look-at-the-audi-r8-lms-and-its-future-of-racing-in-th/

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Akrapovič and BMW Motorsport – a unique partnership in DTM

Press Release Info;
“After a two-decade absence, BMW is set to return to the DTM (Deutsche Tourenwagen Masters) racing scene with Akrapovič by its side. Akrapovič has become an Official Partner to BMW Motorsport and, for the 2012 season, five of the six BMW entries in the DTM race series will display the famed Akrapovič logo.
The first round of DTM kicks off on 29 April at the German Hockenheimring, before moving on to complete a further 10 European dates involving five different European countries.

Akrapovič Technical Director, Uroš Rosa, says: ‘When BMW last competed in DTM, the German company and its race technology absolutely dominated the championship. Because of this, Akrapovič is excited to be involved as a new technical partner at such an initial and crucial development stage. Akrapovič will utilize its 21 years of expertise in the field of racing and replacement exhaust manufacture to work closely with BMW. Working together, we believe Akrapovič and BMW will be unstoppable.’

BMW Motorsport Director Jens Marquardt also commented on the new partnership. ‘We are in the hot phase of preparations for the season. It is great to see the how the circle of partners, who are just as excited about BMW’s comeback as we are, is continuing to grow. Akrapovič is a company that is held in high regard, both in the field of automobiles and motorcycles, and has made a name for itself in all motorsport activities. We are pleased to be taking on the new DTM challenge side by side.’”

Matrix Integrated is very proud to be the Oregon dealer for Akrapovic automotive exhausts.
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2012 A6 Allroad biturbo diesel; 479ft-lbs, 42mpg, NOT coming to the USA :(

From autoblog.com; As an American living in Italy, there are often entire month-long stretches where I drive nothing but European cars that will sadly never come out to play on American soil. Such is the case for the abundantly adored Audi A6 Allroad Quattro seen here. I was initially of the assumption that since the A4 Allroad had already been confirmed for the U.S. that the A6 Allroad would be coming as well, but I am dismayed to report otherwise.

Such a pity, too. The business case for giving North America the whole range of Audi models that Germany offers apparently just doesn’t pan out financially – and for some of us, it’s the old predictable story of unrequited love across the chilly Atlantic.

Team Ingolstadt brought me into their home in Neckarsulm just north of hilly Stuttgart for this drive through the area’s precisely cultivated fields of hops. The aroma of beer is everywhere here, which may go some way toward explaining just why the new A6 Allroad felt so good under and around me as we freight-trained along the Swabian two-lanes.

On hand, a trio of engines: the 241-horsepower 3.0 TDI V6 with 428 pound-feet of torque and seven-speed S tronic, 306-hp supercharged 3.0 TFSI V6 with 325 lb-ft of torque and S tronic, and all-new biturbo 3.0 biTDI V6 with 313 hp and a cranking 480 lb-ft of torque paired with an eight-speed Tiptronic. I felt obliged to try out the TFSI gas-powered A6 Allroad that in theory would be the most likely candidate for U.S. importation, and sure enough, it was solid work over Germany’s postcard roads. Even so, my mind was on my appointment with the mighty biturbo diesel the entire time.

With the A6 Allroad in the TFSI engine trim costing 12-percent more than a similarly equipped sedan in Germany, a U.S. price would most likely follow suit and hover dangerously near $57,000 after destination charges. As for the raucous biturbo diesel, we’d be staring at around $62k.

All testers came fully optioned, too, of course, so those added accessories would jack the price up nicely. Standard wheel size is 18 inches on these husky taskmasters, but my cars for the day were fitted with optional 19-inch treads – the 3.0 biTDI sporting 255/45 Pirelli P Zeros (20s are available, too). Most of the driving was over those idyllic sun-drenched roads of beer, but I escaped to some no-limit autobahn as well, plus I had to find some grassy dirt two-track through a pretty field or two to see how this bigger Allroad behaved in its truest theoretical element.

I’m a supporter of the seven-speed S tronic transmission, certainly versus Audi’s clunky R tronic, and this setup proved itself highly capable once again, wonderfully flexible in every condition mated to the supercharged TFSI V6. Germany gives this particular A6 Allroad a curb weight of 4,255 pounds, and the standard air suspension with Audi Drive Select chassis calibrations did a good job of reining in the mass even as I let loose. If nothing else, Audi has learned how to deal with Quattro’s weightiness and the neutral handling seen on nearly all of its hefty cars. In these Allroad models, one comes to expect the thick and somewhat numb steering feel, but the emphasis on comfort is certainly well executed.

To emphasize the Allroad’s ruggedness, Audi has thoughtfully added both Tilt Angle Display and Hill Descent Control functions to its Multi Media Interface (MMI). The former is a cool tool while softroading for monitoring the sideways incline and fore-aft inclines you’re putting your family through while on the way to grandma’s house. It gives a graphic display that I found very helpful in a couple of tight spots along the way. And while you may think it’s a caving-in to the almighty Apple, the new pair of iPad holders that slip into the backside of the front seats are a first and they are a brilliant touch. Here they cost roughly $200, and I would expect to see them offered in the U.S. very soon on various models from Audi and others.

But I digress from the Holy Grail of my journey: the A6 Allroad with 3.0 biTDI and eight-speed Tiptronic. Whoa, this horse goes. It can get to 62 mph in a stated and conservative 5.6 seconds versus the TFSI’s 5.9 seconds, and top speed is predictably governed at 155 mph. Curb weight rises to 4,380 pounds, but the V37 engine’s potent and progressive biturbo setup makes all action between 1,450 and 4,500 rpm terrifically nimble. As the torque wave that gets everything going under hard acceleration starts to fall off at 2,800 rpm, the power curve takes over as it rises steeply up to 313 hp from 3,900 to 4,500 rpm. The redline is pegged at 5,100 revs and the sound that comes from the optional sport exhaust when all things in ADS are set to Dynamic is brilliantly un-diesel.

The biturbo strategy here with the V37 works thus: Under easier throttle loads, the smaller GT17 Garrett turbocharger works up until the engine reaches 3,600 rpm, while the larger GT30 unit (which never really stops circulating completely) chimes in at 3,000 rpm. From 1,200 rpm under any load, the small-volume GT17 is at its maximum boost pressure of 31.9 psi. When the accelerator demands full power, however, both the GT17 and GT30 work together up to 3,000 rpm for maximum boost, at which point the stressed GT17 bows out and all forced induction bypasses to the lower-pressure but higher-throughput GT30. From behind the wheel, the feeling is that the urge to thrust forward never pauses, not even for a moment. It’s incredibly addictive, especially when the fuel needle moves downward so slowly. Estimated U.S. gallon averages linger around 35 mpg, which is pretty hot stuff for something this versatile and powerful.

This Ingolstadt wagon still leads the herd with a roof weight capacity of 220 pounds, while towing weight on this biturbo TDI reaches 5,500 pounds and cargo space ranges from 20.0 cubic feet on up to 59.3 cu ft. It’s easy to imagine the full-family, four-season road trips.

Sadly, Audi has seen fit to deny North America the glory of driving an A6-based Avant model. We’ll have to content ourselves with the A4 wagon and Allroad as the only load-lugging offerings from Ingolstadt for the foreseeable future. Maybe if people buy the smaller softroader in sufficient numbers, Audi will be able to screw together a business case for the wonderful A6 Allroad as well. Open your checkbooks, voters.”

More pics here; http://forums.vwvortex.com/showthread.php?5644767-Audi-A6-Allroad-3.0v6BiTDi-%28EVO-first-drive%29
Another review here; More pics here; http://forums.vwvortex.com/showthread.php?5644767-Audi-A6-Allroad-3.0v6BiTDi-%28EVO-first-drive%29

Akrapovic technical partner of Audi Sport

We are excited to announce Akrapovic’s official partnership with Audi Sport for their R18 LMP car. Akrapovic has actually had their exhaust systems on the team cars for the past two years, and the past two 24 Hour of Le Mans wins. These systems are made of the same material as Akrapovic’s production car systems–this speaks volumes about their durability.

Official Press Release;
“Akrapovič and Audi – a powerful partnership

After supplying the exhaust systems for Audi Sport since 2009, Akrapovič will become an official Audi Sport partner for the first time in the 2012 season. For 2012, the inaugural year of the newly-formed FIA World Endurance Championship, Audi Sport will be going full out to secure the championship title with Akrapovič as one of their partners – and net a hat trick of wins at the prestigious Le Mans race along the way. Audi’s new R18 e-tron quattro and the R18 ultra endurance weapons are indeed a beautiful creation loaded with unparalleled technology – technology that typifies the German manufacturer’s famed slogan ‘Vorsprung durch Technik’. Of course, being a partner to Audi sport, this means Akrapovič had to bring its technical development and manufacturing experience to the fore with a specially designed Akrapovič exhaust system. Crafted from a specialised titanium alloy, the high-performance system is 40 percent lighter than a stainless steel equivalent to further enhance the performance and handling of the Audi R18s. The special alloy material also has outstanding heat-resistant properties and durability – both crucial in the punishing field of endurance racing. The system is then tuned to the race car´s engine to enable it to use its full performance arsenal. The Akrapovič exhaust used on the Audi R18 e-tron quattro and the Audi R18 ultra is created by Akrapovič engineers working with their peers at Audi Sport right from the initial design phase, through to production, on to testing and, finally, race support. This stringent process is similar to that used to create the Akrapovič range of aftermarket exhausts – available for selected Audi models and other high performance brands. Uros Rosa, Akrapovič Technical Director said: “After being involved in two successive victories in the 24 hour Le Mans with Audi Sport, we’re aiming to build on our success in 2012. Our exhaust has been crafted to meet and surpass incredibly high demands of endurance racing. We’ve worked with Audi every step of the way to develop a system which is perfectly suited to the car’s performance’’ “A wealth of engineering experience and the very latest technology goes into every exhaust we make. The fact Audi has chosen Akrapovič once again reflects the performance levels of our products and manufacturing skills of the entire Akrapovič team. “We’re proud to be working with Audi again and are confident this dynamic duo will make be a force to be reckoned with during the FIA World Endurance Championship.” Akrapovič, the leading manufacturer of premium performance exhaust systems for motorcycles and cars, has a history of racing success. Throughout its 21 years of business, Akrapovič has partnered more than 60 World Champions. Audi Sport is just one of the key race partners it will be supporting in car and motorcycle racing championships throughout 2012.”

Audi’s 2011 LeMans thriller video; http://www.youtube.com/watch?v=atM0J0BLFpg

Matrix Integrated is very proud to be the Oregon dealer for Akrapovic automotive exhausts.
Please contact us to learn more about a system for your vehicle.

Bentley reveals EXP9F luxury sport utility vehicle

From motorauthority.com; “The oft-rumored Bentley SUV has arrived–albeit in concept form, as the Bentley EXP 9 F, at this week’s Geneva Motor Show.

Bentley describes the EXP 9 F, which could kick off a third model line (next to the Mulsanne and Continental ranges) for the ultra-luxury automaker, as a “compelling new take on the Grand Touring Bentley,” calling it “equally at home at an opera gala performance, on the sand dunes and the overtaking lane of the autobahn.”

With an increasingly diverse customer base, adding a high-end sport utility vehicle makes good sense to Bentley. As many Bentley owners also own SUVs from other automakers, introducing one under the Bentley brand allows the automaker to retain a higher percentage of customer business. An SUV is seen as essential in attracting buyers in developing markets, too.

The challenge was creating an SUV that exceeded customer expectations. Bentley’s director of design, Dirk van Braeckel, explains that the “EXP 9 F had to represent the absolute pinnacle of the sport utility sector, setting a new benchmark for this type of vehicle.”

Starting with a clean sheet of paper, Bentley’s designers incorporated familiar styling elements such as the matrix grille, round lamps and signature character lines. Like all Bentley models, the EXP 9 F Concept had to convey the “hewn from solid” design language that sets all Bentleys apart.

In keeping with Bentley’s “visible engineering” theme, the daytime running light apertures serve as the intakes for the W-12 engine’s charge coolers, and each sports a turbine fan design. The turbine theme is carried over to the 23-inch alloy wheels, and outback, the taillights are styled to look like the engines of a jet fighter, glowing from within and projecting light outwards.

Inside, Bentley blends luxury, technology and utility. There are the expected elements, such as wood, leather, and polished metal, but TFT “virtual” instrumentation adds a bit of contemporary functionality. Floor mats are reversible, with one side being silk wool (for city use) and the other crafted of saddle leather (for the outdoors).

Seating is 4+1, and the rear seats can be easily folded and stowed for increased cargo capacity. When in place, the seats allow users to stay connected via mounted tablet computers, and the center armrest hides a cooled compartment for champagne and glasses. Bespoke picnic baskets and a retractable awning make the EXP 9 F ideal for an afternoon in the country.

Drivers get the benefit of 3D navigation, and can choose between Comfort, Sport and Off-Road driving modes. While the concept uses Bentley’s 6.0-liter, twin-turbocharged W-12 engine mated to an eight-speed automatic transmission, both the new 4.0-liter twin-turbo V-8 or a future hybrid drivetrain could be used in its place.

Bentley will base a production decision on the feedback received from Geneva Show attendees. While an SUV may represent a dramatic break from tradition at Bentley, if its customers demand all-terrain capability, Bentley is happy to address their needs.”

More pictures here; http://www.motorauthority.com/pictures/1073680_bentley-reveals-its-exp-9-f-luxury-performance-suv-concept_gallery-1#100384127

’12 VW Polo GT–50mpg

From autoblog.com; “Volkswagen already offers quite a bit of fun in the small hatchback segment with the 177-horsepower, 40-mpg Polo GTI, but for those wanting even better fuel economy without sacrificing any fun, VW has announced the Polo Blue GT.

Fitted with the new 1.4-liter TSI inline-four, the Blue GT is capable of achieving up to 50 mpg thanks to direct injection, cylinder deactivation and stop/start technology. With 138 horsepower, the hatchback is capable of reaching 62 mph in 7.9 seconds and can achieve a top speed of 130 mph.

Distinguishing itself from the rest of the Polo lineup, the Blue GT features a mix of components from the VW parts bin including front and rear bumpers and a rear spoiler from the Polo GTI, as well as side sills from the BlueMotion model. The car also features unique 17-inch wheels, special badging and a lowered ride height of 15mm. Inside the Blue GT gets redesigned sports seats, a leather-trimmed steering wheel and instrumentation from the GTI model.”

German site link here; http://www.autoblog.com/2012/03/07/2012-volkswagen-polo-blue-gt-geneva-2012/

Mercedes A-Class

From caranddriver.com; “The A-class concept got people excited. Mercedes showed us a three-door hatchback with some attitude, and it promised derivatives would arrive here soon. Things were, quite literally, looking good. And they still are. Mostly.

A drive of the taller B-class, which shares its underpinnings with this new A-class, had us looking forward to sampling the versions we’ll get here. And we still are. But after seeing the five-door revealed ahead of its Geneva debut, for once we’re not clamoring for the hatchback. Something has been lost in the transformation from concept to production, and the car doesn’t seem to have enough Mercedes in its design.

Fear Not, Compact-Luxury Intenders
You may or may not like how this five-door hatch looks (we may or may not ourselves), but won’t be among the front-wheel-drive Mercedes we’ll see here. The first will be a small, sleek sedan, which may be called CLC. If spy photos are any indication, it should do a convincing baby-CLS impression.

But back to the A-class at hand. It will be offered in Europe with the usual wide-ranging engine menu. Gas options include a 1.6-liter turbo four in 121- and 154-hp strengths (installed in the A180 and A200, respectively) and a 208-hp, 2.0-liter turbo four (A250). Diesel models include the A180 CDI (107 hp, 184 lb-ft), A200 CDI (134 hp and 221 lb-ft), and the 2.1-liter A220 CDI (167 hp and 258 lb-ft). All feature engine stop-start and can be paired with either a six-speed manual or a seven-speed dual-clutch automatic. 4MATIC all-wheel drive likely will be added soon.

We’re sure to see the 2.0 gas turbo in models sold here, and the 2.1-liter turbo-diesel wouldn’t be a huge surprise—it will arrive in the U.S. first in the refreshed GLK. We’re also hoping a 300-plus-hp AMG engine makes its way into U.S.-bound A-class derivatives. Fingers crossed.

Few Surprises Inside
Much of the interior matches what we’ve already seen in the B-class. It all looks nice enough, with metallic finishes on plastic pieces to impart the luxury feel the badge suggests. It’s also packed with enough tech to choke a Cray: an iPhone-integrating infotainment system, standard Attention Assist, and available nannies such as Mercedes’ Pre-Safe collision-prep suite, radar cruise and collision warning, automatic high beams, blind-spot assist, lane-keeping assist, and of course a rearview camera.

AMGee, You Shouldn’t Have
Mercedes also will offer an A-class AMG Sport package. It rides on a suspension supposedly tuned by real AMG engineers and gets lightweight 18-inch AMG wheels, which look as though they could have been swiped from a C63. We do question the package’s red accents—front and rear fascia trim, seat belts, interior air vents, and brake calipers!—especially given the comparatively understated nature of AMG’s own cars. The diamond-look grille from the concept doesn’t quite work here, either. Again, we’ll wait for the real AMG A-class.

The A-class five-door goes on sale in Europe soon and we should see the CLC (or whatever it ends up being designated) in a little over a year.”

German site link here; http://www.caranddriver.com/photo-gallery/2013-mercedes-benz-a-class-photos-and-info-news