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.”

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

2013 Audi RS4 Avant

From motorauthority.com; “Sure, the Cadillac CTS-V is great. We love it, in fact. But sometimes you might need to fly a little under the radar, rather than targeting it with heat-seeking missiles.

If that’s the case, the 2013 Audi RS4 Avant may be just what you’re looking for–and the newest version has now been fully revealed ahead of its world debut in just a few weeks at the 2012 Geneva Motor Show.

Powered by the same airpump as the 2013 RS5, namely a naturally-aspirated 4.2-liter V-8 good for 450 horsepower and 317 pound-feet of torque, it’s capable of 4.7-second runs to 62 mph.

That’s quick, but not exactly mind-shattering–but hey, this is the sleeper uberwagon, remember? Top speed is electronically limited to 155 mph, though Audi is happy to raise this to 174 mph upon request.

The engine is matched to a seven-speed S tronic dual-clutch transmission with launch control (no mention of a manual has been made) and drive is sent to all four wheels via the latest quattro permanent all-wheel drive system.

The heart of the quattro all-wheel drive system is a crown-gear center differential. This compact and lightweight component can vary the distribution of power between the front and rear axles immediately, smoothly and over a wide range, with up to 70 percent flowing to the front or as much as 85 percent to the rear. A default 40:60 setting provides that classic rear-driving feel.

The self-locking crown-gear center differential works together with the torque vectoring system, which acts on all four wheels. If the load on the inside wheel is reduced too much, the torque vectoring system brakes it slightly before unintended slip can occur. On top of this, Audi also offers its sport differential, which uses two superposition stages to actively distribute the power between the rear wheels.

The Audi RS4 Avant is 0.79 inches longer and 0.94 inches wider than the regular A4 Avant, but also 0.79 inches lower. Many components of its five-link front suspension and the self-tracking trapezoidal-link rear suspension are made of aluminum. The steering system is also a speed-dependent electromechanical setup.

The wheels measure 19 inches in diameter in standard trim with 265/35 tires, though a 20-inch set with 265/30 tires is available as an option. For the front axle there are 14.37-inch steel brake discs though you can opt for a set of 14.96-inch carbon ceramic units. Six-piston brake calipers are also used at the front.

To further boost performance, there is an available sport suspension plus system with dynamic ride control (DRC). Oil lines and a central valve connect diagonally opposed pairs of shock absorbers. During fast cornering, the system boosts the stabilization of the front outside wheel, for example.

Inside, the RS4 Avant is clad completely in black, with the exception of the roofliner, which is available in Moon Silver. Chrome trim accentuate switches and control elements, while carbon inlays are standard, with brushed matte aluminum, a black piano finish, or a light stainless steel mesh available as options.

The standard heated front sport seats with integrated headrests are power adjustable and covered in a combination of black leather and Alcantara. Fine Nappa leather in either Black or Moon Silver accentuated with Stone Gray piping is optionally available. Other options include bucket seats or climate-controlled deluxe seats with a ventilation function.

The thick ring of the leather multifunction sport steering wheel is flattened at the bottom like on most sporty Audis, and the shift paddles mounted on the back of it sport an aluminum-look finish. The driver information system with color display includes an RS menu with a lap timer and an oil thermometer.

First sales will start in Europe this fall, but as for an American launch, don’t hold your breath. We’re just not cool enough.”

More pics here; http://www.motorauthority.com/pictures/1072958_2013-audi-rs4-avant-official-details-and-mega-gallery_gallery-1#100382090

TT-RS Plus

From autocar.co.uk; “Audi is taking aim at the new Porsche Boxster and upcoming second-generation Porsche Cayman with a spectacular 174mph version of the Audi TT RS, seen here for the first time. Called the Audi TT RS plus, the powered up coupe and roadster pairing will join what is shaping up as a formidable display of new Audi models – the third-gen Audi A3 and Audi RS4 Avant included – at the Geneva motor show in March.

The centrepiece of the new range-topping TT is a tuned version of Audi’s turbocharged 2.5-litre five-cylinder direct injection petrol engine – as used by the go-fast TT RS and RS3 Sportback.

Mounted transversely over the front wheels in a unique carbonfibre-trimmed engine bay, the four-valve-per-cylinder unit delivers an added 20bhp and 11lb ft of torque over the standard tune of the engine. Power is up to 355bhp and 343lb ft – some 44bhp and 78lb ft more than the new Boxster S’s naturally aspirated 3.4-litre horizontally opposed six-cylinder.

Among the changes brought to the compact powerplant – known internally as EA855 – is a revised inlet manifold and increased turbocharger boost pressure. Together, they provide the 1450kg TT RS plus coupe with a power-to-weight ratio of 244bhp per tonne, with the TT RS plus roadster coming in at 235bhp per tonne.

Engineers at Audi’s quattro division have also provided the TT RS plus with an exhaust system flap that opens on generous applications of the throttle for added aural effect.

Like the Audi TT RS, drive is channeled through a standard six-speed manual gearbox to all four wheels via a Haldex style multi-plate clutch. A seven-speed dual clutch S-tronic gearbox featuring a launch control function is available as an option.

With the system, the TT RS plus coupe will storm from standstill to 62mph in just 4.1sec, with the slightly heavier roadster taking 4.2sec. In manual form, they require an additional 0.2sec respectively, according to Ingolstadt’s official performance figures. Top speed in both cases is limited to 174mph – up by 19mph on the standard TT RS, which is limited to 155mph.

The gain in performance is achieved without any dramatic effect on consumption, which Audi puts at 33.2mpg for the coupe and 32.8mpg for the roadster. By comparison, the new mid-engined/rear-wheel drive Boxster S, which also makes its debut in Geneva, reaches 62mph in a claimed 5.0sec, tops out at 169mph and returns a combined 35.3mpg.

Allied to the TT RS plus’s engine upgrade is a revised version of the standard TT RS’s already firm-riding MacPherson strut (front) and multi-link (rear) chassis complete with sinister-looking, black and red 19-inch alloy wheels shod with 255/35 tyres.

Buyers can specify an optional adaptive damping system that uses magnetically accutated dampers to vary the firmness as part of Audi’s Drive Select system. The standard brake package is retained, with four-piston calipers and crossdrilled steel discs sited up front.

A series of exterior styling changes help distinguish the TT RS plus. Included, is a new look grille that uses a high gloss anthracite coloured diamond pattern plastic insert and matt aluminium look plastic frame. The exterior mirrors have also been altered with new CFRP (carbon fibre reinforced plastic) housings, while the sizeable tailpipes receive black oval trims. There’s also a redesigned fixed wing for added downforce and stability at speed.

Production of the TT RS plus will begin in April and UK sales are expected. Both coupe and roadster versions will be produced at Audi’s Gyor factory in Hungary alongside other TT models and the A3 cabriolet.

In Germany, the TT RS plus is priced at €60,650 (around £50,845) for the coupe and €63,500 (£53,235) for the roadster. The optional seven-speed dual-clutch S-tronic gearbox adds €2150 (£1800) in each case.”

More pics here; http://www.autocar.co.uk/car-news/geneva-motor-show-2012/hot-audi-tt-rs-plus-revealed/261278/pictures/hot-audi-tt-rs-plus-revealed.aspx

Audi’s new twin-turbo TDI 3.0L V6 (with soundmaker!)

From autoblog.com; “If you’re in the market for a new car and diesel’s among the options you’d consider, your local Audi showroom should be among your first destinations. The German automaker has made burning oil a cause célèbre right up there with Quattro all-wheel drive, but it’s not about to sit on its proverbial laurels and let the competition catch up. To that end, Audi has just announced its most powerful V6 TDI yet.

Called the BiTDI, the 3.0-liter, six-cylinder twin-turbo-diesel packs 313 metric horsepower (309hp on our scale) and a whopping 480 pound-feet of torque. It’s being rolled out initially in the UK on the A6 (sedan, Avant wagon and Allroad high-rider) and A7 Sportback, but we’re told to expect its arrival soon as an option on the Q7 crossover.

In the A6 sedan, the BiTDI is said to be good for a 5.1-second dash to 62 mph, with top speed (as per usual) limited to 155 mph while returning a 44.1 mph rating on the combined UK cycle. But if that’s not full enough a package for you, Audi has also fitted a sound actuator to give its throaty new diesel the exhaust note you’d expect from a hi-po gasoline engine.”

Catch the sound here; http://www.autoblog.com/2012/02/01/audi-pumps-out-new-twin-turbo-tdi-3-0l-v6-w-audio/#continued

BMW M goes diesel, introduces M550d/Touring, X5 M50d, X6 M50d

From autoblog.com and bmwblog.com; “Rumors of BMW M launching a diesel model have been circulating for over a year, and confirmation has finally arrived in the form of not one, not two, but four M-fettled oil-burners, each sporting all-wheel drive and the oft-rumored tri-turbocharged 3.0-liter inline six. And before you get excited, none of them are slated for sale in the U.S. – this is a Euro-only affair.

So with that unfortunate fact out of the way, let’s get to the details.

The new M models come in the form of the M550d xDrive sedan, M550d xDrive touring, X5 M50d and X6 M50d. Each makes use of a 3.0-liter inline-six common-rail diesel with the aforementioned trio of turbos specifically developed for the M Performance range. Output is rated at 376 horsepower at 4,000 rpm and 545 pound-feet of torque available from 2,000 to 3,000 revs. If you’re keeping track at home, that’s a bump of 80 hp and 103 lb-ft over the 535d and 74 hp and 103 lb-ft more than the 3.0-liter mill fitted to the diesel X5 and X6.

Each model comes equipped with an eight-speed automatic gearbox and standard xDrive AWD, allowing the M550d sedan to hit 60 mph in 4.6 seconds – just four tenths of a second off the all-new M5′s 0-60 run. You read that right. The M550d Touring hits 60 in 4.9 seconds, with the X5 M50d and X6 M50d passing the mark in 5.4 and 5.3 seconds, respectively. All models are limited to 155 mph and fuel consumption ranges between 6.4 liters/100km and 7.7 liters/100km.

Interestingly, the M-ified diesel 5ers ditch the standard electromechanical steering for a hydraulic system that’s derived from the M5, and both the X5 and X6 variants uses systems similar to those on the X5 M and X6 M.

And if you’re wondering why we won’t see these M diesels here in the States, blame the necessity to reengineer the SCR (selective catalytic reduction) systems to make them comply with emissions standards across the country…

…In what seems like the blink of an eye, the BMW 5 Series range has established itself as the best-selling model in the executive segment. A convincing balance between dynamics and ride comfort, exemplary efficiency, premium quality and innovative equipment features has earned both the Sedan and the Touring versions their huge popularity.

Added to which, sporty yet elegant design and agile handling have helped fuel the fascination associated with the brand. And now the arrival of the BMW M Performance Automobiles aims to accentuate the sporting aspects of the BMW 5 Series’ character. The BMW M550d xDrive and BMW M550d xDrive Touring capture the imagination with performance figures that leave their diesel-powered class rivals firmly in the shade. And they combine these leading values with the efficiency drivers have come to expect from diesel BMW cars.

The sporting focus of the BMW M550d xDrive and BMW M550d xDrive Touring is highlighted by bespoke modifications to power transfer, chassis and design components. These upgrades bear the signature of BMW M GmbH, which uses its development expertise to mould the two models into extraordinarily harmonious overall packages. The outstanding power of the tri-turbo straight-six diesel engine is translated into thrilling driving dynamics with impressive precision.

This allows the 5 Series-based BMW M Performance Automobiles to offer the driver not only supreme diesel power, but also remarkably agile handling and predictable, controllable responses when exploring their dynamic limits.

Most powerful engine of its kind, sportiest diesel models in the segment.

The new and globally unique M Performance TwinPower Turbo technology gives the six-cylinder in-line diesel engine powering the BMW M550d xDrive and BMW M550d xDrive Touring maximum output of 280 kW/381 hp and peak torque of 740 Newton metres (546 lb-ft). The engine’s instantaneous and sustained wave of torque allows it to lay down benchmark performance values for diesel-powered executive cars. The BMW M550d xDrive Sedan goes from 0 to 100 km/h (62 mph) in 4.7 seconds, while the BMW M550d xDrive Touring records 4.9 seconds for the same sprint. The duo also display addictive elasticity at higher speeds thanks to their engine’s vast reserves of power. Top speed is electronically limited to 250 km/h (155 mph) in both cases.

The diesel technology developed exclusively for the BMW M Performance Automobiles also gives the new arrivals a convincing head start in terms of efficiency. The Sedan offers fuel economy figures of 6.3 litres per 100 kilometres (44.8 mpg imp) in the EU test cycle, while the Touring achieves 6.4 l/100 km (44.1 mpg imp). CO2 emissions are 165 grams per kilometre for the BMW M550d xDrive Sedan and 169 g/km in the case of the BMW M550d xDrive Touring. Standard-fitted BMW BluePerformance technology also allows the two models to meet the stipulations of the EU6 exhaust standard.

The new cars’ outstanding balance between driving pleasure and fuel consumption can be credited to the impressive efficiency of the new diesel powerplant and the spread of BMW EfficientDynamics technology fitted as standard. The BMW M550d xDrive and BMW M550d xDrive Touring benefit, among other things, from the pace-setting efficiency of an eight-speed Sports automatic transmission with long high gears, precisely graded responses and minimal converter slip. Another standard feature, the Auto Start-Stop function, switches the engine off automatically when the driver stops at junctions or in congestion. And the ECO PRO mode activated using the standard Driving Experience Control switch helps the driver maintain an economical and relaxed driving style through tweaks to the engine management, accelerator responses and gearshift program. In addition, ECO PRO mode regulates the output of electrically operated functions such as the climate control, heated seats and exterior mirrors to provide extremely efficient energy management. The BMW M550d xDrive and BMW M550d xDrive Touring also come with Brake Energy Regeneration, need-based operation of ancillary units, active air flap control and a disengageable air conditioning compressor.

BMW xDrive all-wheel drive with special M set-up.

The BMW M Performance Automobiles come as standard with BMW xDrive to channel the engine’s power variably and as the situation demands between the front and rear wheels. The electronically controlled all-wheel-drive system works using a bespoke control strategy, which allows the threat of understeer in extremely dynamic driving situations to be counteracted by adjustments to the power split, without the DSC (Dynamic Stability Control) system linked up to xDrive having to intervene. The system’s M-specific tuning accentuates the traditional rear-wheel bias of BMW cars when it comes to power distribution.

The all-wheel-drive system of the BMW M550d xDrive and BMW M550d xDrive Touring sends more drive to the rear axle on the entry into a corner, delivering exceptionally precise cornering and impressive directional stability. In addition, the likewise standard Performance Control divides power between the rear wheels to maximise the cars’ sports performance. Carefully judged braking of the rear wheel nearest the inside of the bend coupled with a simultaneous increase in drive power ensure the car responds to the driver’s steering commands instantaneously and with high precision. The driver can even use the self-steering response typical of M cars to execute controlled drifts through dynamically taken corners.

Hallmark M chassis tuning delivers precise, agile handling.

The chassis technology of the BMW M550d xDrive and BMW M550d xDrive Touring is based on a double-wishbone front axle and integral rear axle. In addition, the Touring model has air suspension with automatic self-levelling at the rear axle. The suspension, spring and damper system, and hydraulic steering with Servotronic function also benefit from M-specific tuning. The associated modifications imbue both models with a fresh take on the traditional M handling characteristics, the cars’ agility under lateral and longitudinal acceleration – and the precision of its responses to steering commands – entering a new dimension.

Special rubber bearings and anti-roll bars optimise the bodyshell mounting of the BMW M550d xDrive and BMW M550d xDrive Touring. Plus, modified springs and dampers give the two models tighter basic responses to dynamic forces. Optimised anti-roll control promotes instantaneous turn-in at any speed. The build-up of lateral forces under changes in direction is pleasingly linear and can therefore be controlled at all times. All of which means the BMW M Performance Automobiles also preserve the familiar comfort- enhancing properties of the BMW 5 Series when it comes to ironing out bumps and ruts in the road surface. If the optional Dynamic Damper Control or Adaptive Drive system is specified, COMFORT+ mode can also be selected using the Driving Experience Control switch. The M-specific overall set-up of the BMW M Performance Automobiles also includes modifications to the tuning of the electronically controlled dampers and anti-roll control. The result is a well-resolved, typically M overall set-up regardless of the equipment options chosen.

The powerful braking system on the BMW M550d xDrive and BMW M550d xDrive Touring features inner-vented discs; like the discs charged with stopping the V8 petrol-engined BMW 550i, they have a diameter of 374 millimetres at the front axle and 345 millimetres at the rear. The standard 19-inch M light-alloy wheels in double-spoke design are fitted with 245/40 R 19 format tyres. 20-inch M light-alloy wheels – developed exclusively for the BMW M Performance Automobiles – with mixed tyres can be ordered as an option.

Exclusive sporting character outside and in.

Another feature of the typically M overall set-up are the aerodynamic characteristics of the body, which help to give the BMW M550d xDrive and BMW M550d xDrive Touring their precisely controllable dynamics. The sporty yet elegant appearance of the two cars is complemented by a bespoke, airflow-optimising design for the front and rear aprons. The front view of both models is dominated by large air intakes. For example, the spaces around the outer air intakes normally reserved for foglamps on regular BMW 5 Series models are used to enhance the inflow of cooling air.

The three-dimensional shaping of the front apron incorporates air-channelling flaps at the lower edge of the outer intakes, which are split horizontally by bars painted Ferric Grey metallic. The same shade is used for the exterior mirror caps and optional 20-inch M light-alloy wheels. BMW Individual High-gloss Shadow Line trim for the B-pillars, exterior mirror base and window surrounds also comes as standard.

Its extremely powerful form and an integrated diffuser element allow the bespoke rear apron of the BMW M550d xDrive and
BMW M550d xDrive Touring to optimise both the cars’ sporting appearance and airflow around the underbody. A horizontal trim strip on the top edge of the Black insert accentuates the width of the body. The exhaust tailpipes, positioned far to the outer edges of the rear end, come with trapezoidal embellishers in Chrome Dark. Another distinguishing feature is the “M550d” lettering on the boot lid and front door sills.

Lending the interior a familiar M ambience are features such as the gearshift lever with M logo, M leather steering wheel with gearshift paddles, M driver’s footrest, BMW Individual roof liner in Anthracite and Aluminium Hexagon interior trim strips. The sports seats in the exclusive M variant Alcantara/Cloth in Grey Shadow are adorned with contrast stitching and an embossed M logo. Dakota leather is available as an alternative, at no extra cost.

The standard equipment of the BMW M550d xDrive and BMW M550d xDrive Touring also includes xenon headlights, Cruise Control with braking function, electrically adjustable seats with memory function for the driver’s seat, 4-zone climate control, a rain sensor, the Radio Professional, a hands-free facility with USB interface, ambient light and the iDrive control system. High-quality options such as Comfort Access, automatic tailgate operation (standard in Germany on the BMW M550d xDrive Touring), hands-free tailgate opening, electrically operated glass/panoramic sunroof, doors with Soft Close Automatic function, trailer coupling, heated steering wheel, active seats, navigation systems with hard disk storage, and high-quality audio and rear-seat entertainment systems deliver a further boost to comfort.
Almost all of the BMW ConnectedDrive driver assistance systems and mobility services laid on for the BMW 5 Series can also be specified here. Features such as the Park Distance Control system, rear-view camera, Adaptive Headlights, Head-Up Display, High-Beam Assistant, Active Cruise Control with Stop & Go function, Speed Limit Info, Lane Change Warning System, Lane Departure Warning System, Surround View and BMW Night Vision with pedestrian recognition are all available. Other innovative technologies enabling the link-up of the car with the outside world and the integration of mobile devices give drivers access to, among other things, the BMW Assist service (including Advanced Emergency Call with automatic position finding), BMW Online and internet, as well as the online services Facebook and Twitter, and Real-Time Traffic Information.”

More pics here; http://www.autoblog.com/2012/01/25/bmw-m-goes-diesel-introduces-m550d-x5-m50d-x6-m50d/

More pics here; http://www.bmwblog.com/2012/01/26/bmw-m550d-xdrive-and-bmw-m550d-xdrive-touring/

Spy photos of TT (Mk3)

From carmagazine.co.uk; “Audi is buffing up its next TT to follow closely in the spirit of the current coupe – and CAR’s new artist’s impression points the way to the new third-generation TT coming in 2014.

And our spies in mainland Europe have scooped early prototypes of the 2014 Audi TT on test as Audi prepares its new coupe for development.
So what’s new on the 2014 Audi TT?

CAR’s sources in Ingolstadt confirm the car’s front end is positively mean-looking, boasting a hectagonal singleframe grille, a pair of large low-mounted air intakes as well as wraparound combined headlamp-and-indicator units, as depicted in our new picture.

At the back, to increase the downforce the stubby rear end houses an active air dam which is supported by a neatly integrated high-mounted roof spoiler.

Audi’s R&D chief Michael Dick has previously told CAR: ‘It will be a fusion of the Mk1 and Mk2. Expect a more sinewy and athletic car. The design remains iconic, but the driving dynamics will advance significantly.’
What about inside the new Audi TT?

Expect a variation of the fully animated single-screen instrument panel devised for the next Audi R8 supercar. The rest of the world has caught up with Audi interiors, so we also expect a fresh focus to make sure cabins bearing the four rings still feel special.
And to drive?

Based on the same flexible MQB architecture as the next 2012 VW Golf Mk7 and Audi A3, the new TT relies once more heavily on four-cylinder engines.

The two petrol-fed four-cylinders deliver 180 and 220bhp, the diesel develops 178hp and the racier TTS will be equipped with a 276bhp turbocharged 2.0 litre. Quattro is standard on this model and on the next TT RS, which borrows the awesome 385bhp kraftwerk upgrade from the 2012 limited-edition.
When can I buy a new Audi TT Mk3?

The new TT coupe lands first in 2014. Expect the roadster versions to arrive just three months after the fixed-head.”

More pics here; http://www.carmagazine.co.uk/Secret-new-cars/Search-Results/Spyshots/Audi-TT-2014-scooped/