Oh, what fun, a luxury sport sedan advertising smackdown. Lexus has returned a volley after Audi made a shot across their bow with a TV spot swiping at Lexus and implying that a self-parking car is for non-driving drivers. Like that kid in class who never knew quite how to shoot back a response, Lexus has produced a couple of spots that are almost, almost badass. The spots, titled “Etiquette” and “Doughnut” juxtapose imagery of the GS 460 partaking in power oversteer antics to a soundtrack of operatic aria. That’s cool, the Lexus 4.6 liter V8 does have a muscular snarl, and the GS can at least keep up with the pack. What’s uncool is the snooty tagline, admonishing “just because you can do something, doesn’t mean you should.” Yeah, nannying is such a come-on to purchase. The tagline for “Doughnut” is even worse – “Yes, you can. And no, you shouldn’t.” Doesn’t that just makes the “screw you” center in your brain light up? To create spots with badass imagery and hooligan undertones, only to soft-pedal the tagline and shroud it all in some sort of veil of “that’s beneath us” does not sound the klaxon for enthusiasts. The car itself looks to be fun, if they’ve managed to put some discipline into the suspension, a real manual transmission, and dial back the electronic joy-killers.

[Source: AutoBlog]

The F-16 is inherently unstable and cannot fly without computerized nannies to keep it aloft. As AWD systems in cars get more complex and can do more things more quickly, one wonders if there will come a time when we’ll be absolutely unable to drive without gizmos to make sure rubber stays on road. Torque vectoring is the next step in AWD, its contribution being that it can get power to any wheel nearly instantly without having to use the brakes or cut power.

Most current AWD control wheelspin by braking a spinning wheel or cutting the power from the engine. Torque vectoring is achieved by using redesigned differentials that can distribute power to the wheel or wheels that have traction. That means that wheels don’t need to be stopped, and even better, you won’t suffer from a sudden loss of power as you’re negotiating an unexpected loss in traction. The systems in use now or being developed work on FWD, RWD, and AWD cars, and can get power to any wheel or combination of wheels. Ricardo’s system can do so in a tenth of a second.

We drove Acuras with SH-AWD (Super Handling All Wheel Drive) earlier this year on an ice track in Montreal, and the difference is remarkable. Where other SUV’s stopped in the middle of an icy corner either due to braking or power loss, the Acuras maintained their lines almost at speed. Mitsubishi has used the technology for almost a decade now on its Lancer Evolutions, and Audi and BMW will be joining the party later this year with new systems from Ricardo and ZF.

[Source: Auto Blog]

The VAG 1.8-liter turbocharged inline four was a staple of Audi and VW’s product lineup for close to a decade, but with the addition of the two-liter turbo’d engine a couple years back, it quickly lost its place as the defacto work horse for both brands. However, Audi determined that with a few tweaks, primarily the addition of a direct-injection system, they could revive the erstwhile mill in a move to appeal to consumption-conscious consumers.

They’ve fitted the TFSI 1.8T to the new A5, making it the cheapest way to get into Audi’s newest hotness. Before, a base A5, sporting the 3.2-liter FSI V6 would set you back just over £33,000. When the A5 1.8 TFSI (mit manual) goes on sale, European buyers will be able to get behind the wheel of the Teutonic coupe for over £6,000 less — and they aren’t going to skimp on features either. Buyers abroad will be able to get Milano leather, tri-zone climate control, parking sensors, and an electromechanical parking brake, all standard.

For all the details, Audi’s full press release is posted after the jump.

PRESS RELEASE

ALL-NEW TURBO FSI ENGINE FOR AUDI A5

Replacement for highly successful 1.8-litre Turbo engine brings yet more FSI efficiency to A5 coupé

* New four-cylinder FSI engine for A5 combines turbo charging with direct petrol injection for excellent all-round performance
* A5 1.8 TFSI available to order now with six-speed manual transmission for £26,190 OTR or £27,140 with Sport specification – first UK deliveries in late November
* 170PS @ 4,800-6,200rpm, 250Nm @1,500-4,800rpm, 0-62mph in 8.4 seconds, 140mph, 39.8mpg, CO2 169g/km

The first four-cylinder engine to power the all-new Audi A5 coupé joins the UK range this week, and fittingly it too is also a completely new design. The advanced, directly injected successor to the familiar 1.8-litre Turbo petrol unit that has powered A3, A4, A6 and TT models in the past creates the A5 1.8 TFSI, which is available to order now for an OTR price of £26,190. First UK deliveries are expected in late November.

Performance-enhancing turbo charging and fuel-rationing FSI direct petrol injection combine in the new unit to deliver 170PS at 4,800rpm and a healthy 250Nm torque peak that remains available from 1,500rpm through to 4,800rpm. As a result, the front-wheel-driven A5 1.8 TFSI with six-speed manual transmission passes the 62mph yardstick 8.4 seconds after take off, and can continue to a top speed of 140mph, all the while demonstrating a healthy dislike for petrol, with up to 39.8mpg possible according to the combined cycle test.

The extensive equipment list from which the first phase of V6-powered A5 models benefits is carried over largely unchanged to the four-cylinder version. It includes luxuries such as Milano leather-upholstery, advanced three-zone climate control and rear acoustic parking sensors, as well as sophisticated features like a space-liberating electromechanical parking brake which are more commonly to be found only in larger luxury cars.

Key optional features for this new lead-in model include Xenon head lamps with LED daytime running lights (£775), a Sport upgrade bringing larger 18-inch wheels, sports seats and further lowered sports suspension (£950), a 505-watt, 14-speaker Bang & Olufsen audio system (£525), the Audi Parking System Advanced with rear-mounted camera (£650) and Adaptive Light swivelling headlights (£325).
A5 1.8 TFSI manual 170PS £26,190 OTR
A5 3.2 FSI multitronic 265PS £33,230 OTR
A5 3.2 FSI quattro manual 265PS £33,375 OTR
A5 2.7 TDI multitronic 190PS £31,640 OTR
A5 3.0 TDI quattro manual 240PS £33,430 OTR
S5 quattro manual 354PS £39,825 OTR

Sourse: AutoBlog

For those unfamiliar with the DTM, it’s a European touring car series that sees major carmakers such as Mercedes-Benz, BMW and Opel compete against each other using race cars based on their regular production models. At the series’ most recent event in Barcelona, Audi motorsport boss Wolfgang Ullrich instructed all his drivers to park their cars midway though the race.

The reason behind the controversial decision was because of what Audi claims was rough treatment by several Mercedes-Benz drivers. During the race, a number of Audi drivers were bumped off the track by their Mercedes rivals. In one incident, Audi’s Martin Tomczyk took the lead before he was bumped off the track by two-time Formula 1 World Champion Mika Hakkinen. After attempting to restart, Tomczyk was forced to retire because of damage to his radiator. All remaining Audi drivers were then ordered to retire because of fears of further damage at the hands of Mercedes’ unscrupulous tactics.

The two Mercedes drivers involved were penalized for the incidents after the race with fines as well as a ten-place grid penalty at the championship finale in Hockenheim next month.

[Source: Speed TV]

When it comes to coupés, no one does it quite like Audi. First came the all-conquering TT, which was followed by the sensational R8. But, despite a line-up that has more than doubled in the past 10 years, the firm has never really had a direct rival to the likes of the BMW 3-Series Coupé.

That’s all about to change with the launch of the A5 and S5 – the first of a new generation of mid-sized models that are wasting no time in going for BMW’s jugular.

While most manufacturers stagger the launch of their high-performance variants, Audi is offering the sporty S5 quattro from the outset. It is a car which it hopes will take on the excellent 335i Coupé and act as a halo model for the rest of the A5 range.

So, should BMW be worried? We think so. For starters, the S5 certainly looks aggressive and muscular, helped by its low stance and wide track. A chrome-edged grille, silver mirrors and a more pronounced spoiler set the flagship apart from the standard car – as do the twin dual exhaust pipes.

True, it may not be a radical dep-arture in terms of styling for the company, but the A5 range is hugely important. It features an entirely new-generation bodyshell and is the first Audi to use a fresh platform that will also underpin the forthcoming A4 saloon and convertible.

There are also changes in the cabin, with slightly revised switchgear, an intelligent key system and an improved version of the familiar MMI (Multi Media Interface) programme.

We were disappointed that some of the controls don’t seem quite as robust as in previous cars, but, as you’d expect, the build quality and finish are second to none. The driving position is also comfortable, and the cabin wraps itself around you, adding to the feeling of sportiness.

Press the stylish engine start/stop button, and the throaty V8 roars into life. The sound is a little muted on the move, but with 349bhp on tap, performance is as swift as you would hope for, with a 0-62mph sprint time of little more than five seconds.

The in-gear performance is equally impressive, and while its acceleration is smooth rather than instant, the S5 gathers pace very quickly.

The new platform gives the A5 the longest wheelbase yet seen in a mid-sized Audi, and is achieved thanks to a front axle which is placed as far for- ward as possible. This allows the engine to be positioned directly behind it, improving weight distribution.

And S5 buyers also get stiffened suspension, uprated brakes and 19-inch alloys, providing a set-up that can easily handle uneven road surfaces without being crashy. But the coupé isn’t easy to drive in traffic, due to a sharp throttle and sensitive clutch.

Instead, it’s much happier on open roads. True, the steering can’t quite match the feedback offered by BMW, but the quattro configuration means that grip levels are truly exceptional, while body control is equally good. Again, thanks to the low stance it feels well poised, but is agile and takes corners effortlessly – making it a superb grand tourer.

Currently, the only other A5 model available is the 3.0-litre diesel, but later this year two more engines will be added to the range. They will be a 3.2 FSI and a 2.7 TDI, both of which will come with a multitronic box and in standard front-wheel-drive guise. Meanwhile, an entry-level 1.8 TFSI unit with 168bhp will be introduced next year, giving buyers a choice of powerplants to rival BMW.

With customers queuing to get their hands on the incredible R8 supercar, Audi’s reputation for making fine drivers’ machines
is clearly as strong as ever. But the stunning
two-door isn’t the only option for buyers who want breathtaking performance – the RS4 sets plenty of pulses racing, too.

For starters, it looks great. While the basic shape of the standard A4 compact executive car is fairly mundane, the range-topper gets
blistered wheelarches to highlight the fact that it sits 30mm lower and has a much wider track. Add in huge 19-inch alloys, as well as subtle detailing such as the chrome mirrors and a more aggressive spoiler lip, and the car looks squat and purposeful from every angle.

As the RS4 has a saloon bodyshape, it can’t quite match the M3 coupé for visual aggression, but the extra set of doors certainly adds a dose of practicality to the package. Then again, with the Audi boasting a shorter wheelbase than the BMW, it doesn’t provide any advantage in terms of legroom for rear passengers.

Up front, the RS4’s driving position is spot-on, and the superb flat-bottomed steering wheel has a wide range of adjustment. The Recaro sports seats are comfortable and supportive, too, while the six-speed manual gearlever is topped by neat perforated trim that is great to hold.

But it’s once you press the start button that the Audi really begins to feel special. As with the BMW, a great engine is at the heart of this car’s appeal. It fires into life with a delicious V8 rumble, and sounds good on the move as well – especially when you hit the Sport button. This sharpens throttle response in much the same way as the M3’s MDrive set-up.

But even without it, the RS4 delivers muscular low-down grunt; its 430Nm torque figure is 30Nm up on the BMW’s. Power outputs are identical, though, at 414bhp, and there was little to split the two in terms of pace.

The Audi’s V8 doesn’t have the mechanical hard edge of the BMW unit higher up in the rev range, although we think it sounds just as good. It loses nothing to the M3 for refinement, either. Crucially, its six-speed manual gearbox is much slicker than the BMW’s, and there’s less inertia from the drivetrain to be felt in the lever. The quattro transmission gives excellent traction, yet despite the extra bulk of the four-wheel-drive system, the RS4 is 5kg lighter than the M3.

What’s more, when compared with the rear-driven BMW, the Audi’s dynamics aren’t upset by the fact its front wheels have to drive and steer. In fact, until the R8 arrived, this model could lay claim to being the most accomplished driver’s car the firm had ever produced. Its nose feels a little heavier than the M3’s, but the purity of the steering hasn’t been affected.

Through corners, there’s a suppleness to the Audi’s suspension that translates into a fraction more body movement. It’s always incredibly involving to drive, but it doesn’t provide the same on-the-limit grip of the BMW, and on the track it’s more prone to understeer. As a result, it feels slightly less honed than the M3.
But as a daily driver, the RS4 delivers great pace, and is every bit as quick from A to B on a twisty road. The differences between the Audi and BMW are minimal, and that extends to the price. So choosing the winner will be tough.

To AutoExpress

When it comes to style, the new Audi TT Roadster has it all. Auto Express has already been impressed by the 2.0-litre turbo (Issue 939), but now we’ve tried the flagship V6 quattro to see if it adds even more substance to those drop-top looks.

With an extra 53bhp and four-wheel drive as standard, the V6 sprints from 0-62mph in 6.1 seconds, compared to 6.7 seconds in the entry-level machine. Go for the twin-clutch S tronic gearbox fitted to our test car (a £1,400 option), and it’s two-tenths of a second quicker still, thanks to lower gearing.In reality, though, it’s the distinctive V6 soundtrack that sets this TT apart from the 2.0-litre car – although you need to lose the insulating drop-top to get the maximum benefit.Retracting the fully automated hood couldn’t be simpler – all you have to do is press a button on the centre console, and the fabric lid stows in only 12 seconds. There’s also a neat wind deflector to cut draughts. The electrically operated mesh design pops up from behind the seats at the flick of a switch, and does a fine job.

Dropping the lid doesn’t restrict the luggage space, either, and the 250-litre boot has a large opening, so buying a TT won’t consign you to a lifetime of travelling light. There’s even the option of a load-through hatch to the cabin – this allows items as long as 1.9 metres long to be carried securely inside. Raise the hood and the torquey V6 makes an excellent long-distance companion. Admittedly, over-the-shoulder visibility is restricted, but because none of the mechanism is exposed to view, from the inside the hood feels like a conventional metal roof.

However, the 3.2-litre version isn’t as sharp to drive as the 2.0-litre car – you can thank the extra 175kg it has to lug around. And despite the additional power, the flagship rarely feels as fast as the figures suggest.

So it’s a case of less is more with the TT Roadster, and at £28,185 the agile 2.0-litre turbo represents better value for money. However, if you want greater traction, power and refinement, the drop-top’s excellent residual values ensure the range-topping machine is still an attractive proposition.

FONTE [AutoExpress]