Last weekend the 31st Loerie awards were held here in Cape Town. The Loeries is a bit like the Oscars but for South African advertising. I was lucky enough to attend the awards and very glad when Audi won an award for the above creative spot done by Ogilvy SA. To learn more about the Q5 just click here or pop in and let us organise a test drive for you.

Audi Canada have come up with a fun idea to help Audi R8 V10 customers deal with the fact that locally they have sold out of the V10 models. They decided to create a limited edition fun garage door print cover, featuring a life size picture of the Audi R8 V10.

If you go to Audi Canada you can buy the print in 3 different sizes for $469.99 (Approx R3,200) each. To check it out for yourself visit: http://www.audi.ca/ca/brand/en/models/r8_52/own_a_r8.html

An Audi R8 V10 for R3,200 ! Bargain.

- The highly anticipated Audi concept showcases the performance sports car capabilities of electric vehicle technology
- Utilizing four motors, e-tron produces 313 hp and 3,319 lb-ft of torque
- The electric vehicle study incorporates a range of novel approaches

INGOLSTADT/FRANKFURT, Germany, Sep 15, 2009  -  Audi presents the highlight of the IAA 2009: the e-tron, a high-performance sports car with a purely electric drive system. Four motors – two each at the front and rear axles – drive the wheels, making the concept car a true quattro. Producing 230 kW (313 hp) and 4,500 Nm (3,319.03 lb-ft) of torque, the two-seater accelerates from 0 to 100 km/h (0 – 62.14 mph) in 4.8 seconds, and from 60 to 120 km/h (37.28 – 74.56 mph) in 4.1 seconds. The lithium-ion battery provides a truly useable energy content of 42.4 kilowatt hours to enable a range of approximately 248 kilometers, or 154 miles.
The performance figures are by no means the only evidence of the consistent and holistic strategy. The design makes it clear that the e-tron belongs in the major leagues of sports cars, and the package takes into account the specific realities of an electric vehicle. The battery is directly behind the passenger cabin for an optimal center of gravity and axle load distribution.
The e-tron is able to freely distribute the powerful torque of its four electric motors to the wheels as required. This torque vectoring allows for dazzling dynamics and an undreamed-of level of agility and precision when cornering.
Audi has taken a new, and in some cases revolutionary, approach to many of the technical modules. A heat pump is used to efficiently warm up and heat the interior. The drive system, the power electronics and the battery are controlled by an innovative thermal management system that is a crucial component for achieving the car’s range without compromising its high level of interior comfort. Networking the vehicle electronics with the surroundings, which is referred to as car-to-x communication, opens new dimensions for the optimization of efficiency, safety and convenience.

The Concept

Electric drive systems are still very much outsiders. The first vehicles of this type took to the roads around 1900, yet in 2009 no volume car manufacturer has a car powered exclusively by batteries in its lineup. Fewer than 1,500 electric vehicles are currently registered in Germany, corresponding to only 0.035 percent of all registered vehicles.
Yet electric driving potentially offers numerous advantages. Electric cars reduce the dependence of transportation and the economy on the raw material petroleum. They produce no direct exhaust emissions and thus ease the local burden on the environment. Electric drive systems are also significantly more efficient than combustion engines, consequently making them easier on the customers’ wallets. Other strengths include sportiness and the fun they bring to driving. All of the torque is essentially available the moment the driver steps on the accelerator, allowing for breathtaking acceleration.
There is still a lot of work to do before electric cars are ready for volume production, however. The greatest challenge is the integration of the energy storage system. Acceptable range and performance requires a traction battery that is heavy and takes up a lot of space. Audi is taking a new approach to offset these disadvantages – a holistic approach with a specific vehicle package, a systematic lightweight construction concept and an optimal configuration of all components for the electric drive.

Audi e-tron – The Holistic Approach

The most important development related to batteries for electric drives are lithium-ion cells. Numerous experts throughout the world are working on their further development for use in cars, with the primary objectives being to reduce weight and increase capacity and performance. Audi has also opted for this technology, both for use in a hybrid production vehicle, such as the upcoming Q5 hybrid, and in the e-tron test platform.
The requirement specification for the concept vehicle goes far beyond battery technology and the replacement of the combustion engine with an electric drive system, however. The Audi development engineers decided back in the concept phase to design practically every component and technology based on the new requirements of electric mobility. The interaction of all elements has a decisive influence on the factors efficiency, range and practicality.
The Audi team therefore focused its attention on the total vehicle, which is reflected in the comprehensive requirement specification.
• The reduction of road resistances and the resulting increase in range plays a major role with electric vehicles. Lightweight construction was therefore a top priority for the e-tron concept car. The body, in particular, combines low weight with supreme strength and rigidity. An intelligent aerodynamics concept with active elements helps to reduce consumption.
• The package ensures the safe integration of the electric drive system and the battery. Placing the battery in front of the rear axle ensures an optimal axle load distribution without compromising the compact overall design and the generous amount of interior space.
• Advanced battery technology enables a practical range. The battery system is water-cooled for optimal performance and service life.
• A needs-based energy management system controls all functions for the chassis, convenience equipment and other auxiliary consumers.
• The innovative thermal management system with optimally matched cooling and heating components considers the cooling requirements of the battery and the drive system in addition to the interior temperature.
• Driving dynamics and road comfort are what Audi customers have come to expect in the sports car segment.
• Vehicle safety is on par with the best of today’s production vehicles.
• The driver is provided with clear and comprehensive information.
• The e-tron concept car uses car-to-x communication technology developed by Audi to improve the efficiency of conventionally powered vehicles. For example, information about traffic light cycle times and the flow of traffic – provided by the infrastructure and other vehicles – is used to compute an optimal driving strategy. Audi has already modeled such a solution in Ingolstadt as part of its “travolution” project.

Design and Package

The caliber of the car is apparent to the observer at first glance. The Audi e-tron has a wide, powerful stance on the road. The car body seems almost monolithic; the closed rear end appears powerful and muscular. The trapeze of the single-frame grille dominates the front end and is flanked by two large air intakes. The top of the grille merges into the flat strips of the adaptive matrix beam headlamp modules with their clear glass covers. High-efficiency LED technology is used for all lighting units – a matter of honor for Audi as the worldwide pioneer in this field.
The headlamps are the core of a fully automatic light assistance system that reacts flexibly to any situation. The new technology recognizes weather conditions and adapts the illumination to rain or fog. The technology at the heart of the light assistance system is a camera that works together with a fast computer to detect oncoming traffic, recognize lanes and measure visibilities, such as in the event of fog.
If there is oncoming traffic, for example, the high beams are turned off in the corresponding section of the illumination field. The cornering light system analyzes data from the navigation system and illuminates corners before the driver steers into them. The Audi e-tron does not have conventional fog lamps that consume additional power. It instead intelligently varies the low beams to widen the illumination field, thus significantly reducing the glare from the car’s own lights.
The variability of the headlamps is also reflected in their design. The LED elements change appearance and thus the character of the front end of the vehicle depending on the speed driven and the ambient conditions. The innovative lighting technology offers the Audi designers almost as much design freedom as the shape of the body does.
New design elements unique to the e-tron are the air intakes in the single-frame grille and in front of the rear wheel wells. They are closed flush under normal circumstances and opened by means of flaps when additional cooling air is required. Maximum efficiency is also the reason behind this measure. The concept car has a remarkably low drag coefficient, which gets even better when the flaps are closed.
The vehicle body is compact. The sweeping line of the front end and the flat curved roof immediately identify the two-seater as an Audi. The contours of the flanks are familiar. The tapering of the dynamic line above the sill and the shoulder line tie together the front end, the side and the rear, lend a plastic quality to the doors and the transition to the side air intake and sharply emphasize the Audi-typical round wheel wells with the large, 19-inch tires.
At 1.90 meters (74.80 in) wide, just 4.26 meters (167.72 in) long and 1.23 meters (48.43 in) tall, Audi e-tron has the proportions of a supercar. The wheelbase of 2.60 meters (102.36 in) leaves plenty of room between the axles for people and technology. Like with a mid-engined sports car, the cabin of the e-tron is shifted far forward toward the front axle, leaving room in front of the rear axle for the roughly 470 kilogram (1,036.17 lb) battery unit, the inverter and the power electronics.
The two electric motors, which have their own cooling system, are mounted behind the rear axle. The front electric motors are mounted on the front axle, with their cooling system arranged in front of them. This special package, which features a 42:58 weight distribution, ensures perfect balance, which contributes to the driving dynamics of the e-tron.
Systematic lightweight construction is an even more important prerequisite for efficiency and range with electric vehicles than for conventionally powered automobiles. The Audi development engineers drew on the core competence of the company for the e-tron. The body structure is based on Audi Space Frame (ASF) technology and was realized as a hybrid construction. All add-on parts – doors, covers, sidewalls and roof – are made of a fiber-reinforced plastic.
The combination of aluminum and carbon fiber-reinforced composite material guarantees supreme rigidity coupled with low weight. Audi will soon use this technology in a similar form for production vehicles. Despite the complex drive system layout with four electric motors and a high-capacity battery system, the total weight of the Audi e-tron is only around 1,600 kilograms (3,527.40 lb).

Interior and Control Concept

Optical and functional references to the new drive concept characterize the interior design. They establish an advanced connection between proven Audi genes and new formal hallmarks. Typical for the Audi design language is the reduction of the architecture, controls and flow of information to the essential in favor of visible lightweight construction and a tidy overall impression.
The dash appears to float and has a curve that extends laterally into the door panels. With no need to allow for a transmission, shifter and cardan tunnel, the designers took advantage of the opportunity to create a particularly slim and lightweight center tunnel and center console. The flush gear selector, with which the driver chooses between the modes forward, reverse and neutral, emerges from the tunnel when the vehicle is started.
The cockpit of the e-tron is also oriented toward the driver – a further characteristic Audi trait. Instead of the classic instrument cluster, the concept car is the first Audi to be equipped with a large, fold-out central display with integrated MMI functions. It is flanked by two round dials.
The MMI is controlled via a scroll pad with a touch-sensitive surface on the steering wheel (“MMI touch”) – an element inspired by modern smartphones.
While an analog speedometer on the right provides speed information, the instrument on the left tells the driver how much power is being drawn. The central display shows the range in the status bar and presents all key information from the infotainment and navigation systems. It also provides the driver with relevant data from the vehicle’s communication with its surroundings. The instruments combine the analog and the digital worlds into a single unit.
Characteristic for the concept of the Audi e-tron is the near total elimination of switches and small components such as the ignition. The climate control unit is located to the right above the steering wheel. The display provides temperature and ventilation information. Again drawing inspiration from a smartphone, the system is controlled by means of a touch-sensitive sliding control.
The racing-inspired lightweight bucket seats combine excellent lateral support with comfort. Contrasting colors – snow white and cognac – delineate the various zones of the interior. The colors and the high-quality materials combine elegance and sportiness.

Drive System and Energy Supply

Four asynchronous motors with a total output of 230 kilowatts (313 hp) give the Audi e-tron the performance of a high-output sports car. The concept car can accelerate from 0 to 100 km/h (0 – 62.14 mph) in 4.8 seconds if necessary, and goes from 60 to 120 km/h (37.28 – 74.56 mph) in 4.1 seconds. The torque flows selectively to the wheels based on the driving situation and the condition of the road surface, resulting in outstanding traction and handling.
The top speed is limited to 200 km/h (124.27 mph), as the amount of energy required by the electric motors increases disproportionately to speed. The range in the NECD combined cycle is approximately 248 kilometers (154 miles). This good value is made possible by the integrated concept: technology specially configured for the electric drive system combined with state-of-the-art battery technology. The battery block has a total energy content of roughly 53 kilowatt hours, with the usable portion thereof restricted to 42.4 kWh in the interest of service life. Audi uses liquid cooling for the batteries.
The energy storage unit is charged with household current (230 volts, 16 amperes) via a cable and a plug. The socket is behind a cover at the back of the car. With the battery fully discharged, the charging time is between 6 and 8 hours. A high voltage (400 volts, 63 amperes) reduces this to just around 2.5 hours. The Audi engineers are working on a wireless solution to make charging more convenient. The inductive charging station, which can be placed in the garage at home or also in special parking garages, is activated automatically when the vehicle is docked. Such technology is already used today in a similar form to charge electric toothbrushes.
The battery is charged not only when the car is stationary, but also when it is in motion. The keyword here is recuperation. This form of energy recovery and return to the battery is already available today in a number of Audi production models. During braking, the alternator converts the kinetic energy into electrical energy, which it then feeds into the onboard electrical system.
The Audi e-tron, which is slowed by four lightweight ceramic brake discs, takes the next large step into the future. An electronic brake system makes it possible to tap into the recuperation potential of the electric motors. A hydraulic fixed-caliper brake is mounted on the front axle, with two novel electrically-actuated floating-caliper brakes mounted on the rear axle. These floating calipers are actuated not by any mechanical or hydraulic transfer elements, but rather by wire (“brake by wire”). In addition, this eliminates frictional losses due to residual slip when the brakes are not being applied.
This decoupling of the brake pedal enables the e-tron’s electric motors to convert all of the braking energy into electricity and recover it. The electromechanical brake system is only activated if greater deceleration is required. These control actions are unnoticeable to the driver, who feels only a predictable and constant pedal feel as with a hydraulic brake system.

Making its Automotive Debut: The Heat Pump

The heat pump – used here for the first time ever in an automobile – also serves to increase efficiency and range. Unlike a combustion engine, the electric drive system may not produce enough waste heat under all operating conditions to effectively heat the interior. Other electric vehicles are equipped with electric supplemental heaters, which consume a relatively large amount of energy. The heat pump used by Audi – and commonly used in buildings – is a highly efficient machine that uses mechanical work to provide heat with a minimum input of energy.
A high-efficiency climate control system is used to cool the interior. It works together with the thermal management system to also control the temperature of the high-voltage battery. The battery, the power electronics and the electric motors must be kept at their respective ideal operating temperatures to achieve optimal performance and range.
As soon as the vehicle is connected to a charging station the vehicle is preconditioned as appropriate by the thermal management and other associated systems.
The drive system is heated if temperatures are cool, and cooled if hot. This preconditioning can also be extended to the interior, if necessary, so that the passengers can step into a cabin that has been heated or cooled as appropriate for their comfort.

Driving Dynamics

The normal distribution of the tractive power is clearly biased toward the rear axle in accordance with the weight distribution of the e-tron. Similarly to a mid-engined sports car, roughly 70 percent of the power goes the rear and 30 percent to the front. If an axle slips, this balance can be varied by means of the four centrally controlled electric motors. The electric vehicle from Audi thus enjoys all of the advantages of quattro technology.
The four individual motors, which in the interest of greater traction are installed behind the wheels as wheel drives, also enable the e-tron’s lateral dynamics to be intelligently controlled. Similar to what the sport differential does in conventional quattro vehicles, torque vectoring – the targeted acceleration of individual wheels – makes the e-tron even more dynamic while simultaneously enhancing driving safety. Understeer and oversteer can be corrected by not only targeted activation of the brakes, but also by precise increases in power lasting just a few milliseconds. The concept car remains extremely neutral even under great lateral acceleration and hustles through corners as if on the proverbial rails.
The chassis has triangular double wishbones at the front axle and trapezoidal wishbones made of forged aluminum components at the rear axle – a geometry that has proven in motorsports to be the optimal prerequisite for high agility, uncompromising precision and precisely defined self-steering behavior. A taut setup was chosen for the springs and shock absorbers, but it is still very comfortable.
The direct rack-and-pinion steering gives finely differentiated feedback. Its electromechanical steering boost varies with speed, so that the e-tron only has to provide energy while steering, and not while driving straight ahead.
As befitting its status, the Audi concept car rolls on 19-inch tires with a new blade design. 235/35 tires up front and 295/30 tires in the rear provide the necessary grip.

Car-to-x Communication

The electronics development engineers at Audi not only aimed to make the e-tron as efficient and fun to drive as possible, they were also very concerned with safety and traffic management. The technical concept car includes a prototype of an information processing system. Future generations of these systems will usher in a new era in the networking of road traffic, particularly in regions and countries with a high volume of traffic. This progress is made possible by the rapid advancements in computing power, software and communication technology.
The buzzword “car-to-x communication” refers to the direct exchange of information in flowing traffic and to the traffic environment. The letter “x” is a free variable that can refer just as easily to other vehicles as to fixed infrastructure such as traffic lights. In contrast to today’s telematic systems, car-to-x communication no longer requires a central service provider to quickly and effectively pool and process information. The participants themselves perform these tasks by spontaneously networking with one another.
The future car-to-x network still needs some time before it becomes reality on the roads. This obstacle is one that can be overcome, however, as nearly every carmaker in Europe, the U.S and Japan have decided to develop a common standard for hardware and software. Once all new cars are equipped with this technology, a functional network of automotive transmitters will soon be available, at least in large population centers.
These transmitters can be used to open up many new practical applications. Below are just four examples showing the possibilities offered by car-to-x communication.
Example 1 – Efficiency and range: Numerous external factors influence energy consumption and thus the range of any vehicle. An intelligent vehicle equipped with car-to-x technology is aware of necessary braking or acceleration maneuvers in advance because it combines navigational data with information about the flow of traffic, for example. The central computer can prevent driver actions that would use energy unnecessarily or use targeted braking for recuperation of the battery.
Example 2 – Safety: A vehicle has spun out on a slippery road in a blind curve and is unable to free itself under its own power. At the same time, other vehicles are approaching quickly. The stuck vehicle uses car-to-x to send out a warning signal reporting the precise location of the hazardous location. A corresponding warning then appears on the navigation system display of the approaching cars.
Example 3 – Traffic flow: Many cars are traveling between traffic lights on an arterial road. Over and over again, they accelerate only to have to brake again when the traffic light changes to red. Car-to-x technology enables them to establish a network between themselves and receive information from the traffic light controller. The drivers can then make more judicious use of the gas pedal because they know what to expect. The same applies for imminent traffic jams: cars ahead provide information that results in adjustments to the posted speed limits, noticeably spreading out the traffic.
Example 4 – Convenience: The driver has entered a shopping center with a chronic shortage of parking spaces into his navigation system as the destination. With car-to-x, the mobile system networks with the parking space registration system at the destination. When the system in the parking garage reports that a convenient parking spot is available, the navigation system can register its location and also reserve the spot.

Breathtakingly dynamic open-top driving

• 5.2 FSI quattro Mid-mounted V10 engine producing 386 kW (525 hp)
• 0-100 km/h (62.14 mph) in 4.1 seconds
• Top speed of 313 km/h (194.49 mph)
• Carbon fibre composite side panels and rear boot top
• Cloth electric folding roof (Opens/closes in 19seconds)
• Audi Space Frame (ASF)
• Weighs: 1,720 kilograms (Manual gearbox)
• LED headlights
• 11 colour options for the car and 3 for the roof
• Bang & Olufsen sound system as standard
• High-resolution, 6.5-inch colour display & MMI control system
• Optional seatbelt microphones for the hands-free unit
• Base price: e156,400 ( £139,146.95 or $229,435.76)

The V10 engine produces 386 kW (525 hp) and launches the open-top two-seater to 100 km/h (62.14 mph) in 4.1 seconds on its way to a top speed of 313 km/h (194.49 mph). Featuring technologies such as the Audi Space Frame (ASF), quattro permanent all-wheel drive, full-LED headlights and with an innovative seatbelt microphone available as an option, the R8 Spyder 5.2 FSI quattro is the new top-of-the-range Audi.
The Audi R8 Spyder 5.2 FSI quattro makes a powerful statement. The sculptured lines of the emotion-packed, high-performance sports car are a fascinating and unique interpretation of its dynamism. Unlike the Coupé, the Spyder does not have sideblades behind the doors. The side panels and the large cover over the storage compartment for the cloth top are made of a carbon fiber composite. Two arched cowls, which extend to the spoiler lip and include large, integrated air vents, give the rear of the open-top two-seater a powerful profile.
Like every open-top Audi, the R8 Spyder 5.2 FSI quattro has a cloth top – an uncompromising solution for a high-performance sports car. The soft top’s approximate weight is a mere 30 kilograms (66.14 lb); it thus keeps the vehicle’s total weight and center of gravity low. The top takes up little space when open and is a harmonious design element when closed. It tapers off to two slim fins extending to the trailing edge of the car, emphasizing the elongated silhouette.
The electrohydraulic soft top opens and closes in 19 seconds, even while driving at speeds up to 50 km/h (31.07 mph). When opened, it folds like a Z into its storage compartment over the V10 engine. The compartment cover opens and closes automatically. The heated glass window, which is separate from the cloth top, is lowered into the bulkhead. It can be independently raised and lowered at the press of a switch, with the top up or down. An additional net-like wind deflector comes standard and can be latched into the bulkhead behind the seats in two easy steps.
The top, which comprises an outer skin of a leakproof textile fabric and the headliner, is fully compatible with high-speed driving. When driving at moderate speeds with the top up, interior noise levels in the R8 Spyder are barely higher than in the Coupé. The bulkhead includes integrated rollover protection in the form of two strong, spring-tensioned plates. Head/thorax side bags in the backrests protect the passengers in the event of a side impact. Full-size airbags stand at the ready in the event of a head-on collision. In a rear-end collision, the integral head restraint system reduces the risk of whiplash injuries.
In the version with manual transmission, the R8 Spyder 5.2 FSI quattro weighs only 1,720 kilograms thanks primarily to its aluminum Audi Space Frame (ASF) body. Despite reinforcements in the area of the sills, the center tunnel, the rear wall, the floor pan and the A- and B-pillars, the body weighs only 216 kilograms (476.2 lb) – just 6 kilograms (13.23 lb) more than that of the R8 Coupé. The high stiffness of the ASF body, which includes an integrated engine frame of ultra-lightweight magnesium, provides the foundation for the car’s dynamic handling and superior safety.
Close attention to detail: the design
Numerous details demonstrate that the Audi designers put their hearts into the design of the R8 Spyder 5.2 FSI quattro. The air inlets in the nose, which direct air across the three radiators, and the lip of the front skirt are painted high-gloss black. The struts in the broad, low, single-frame grille are finely coated with chrome. The standard full-LED headlights are technical works of art. Their reflectors resemble open mussel shells; the daytime running lights appear to be a homogeneous strip, but actually comprise 24 individual LEDs that form a curve at the lower edge of the headlight.
The full-LED headlights from Audi are unmatched by its international competitors. Light-emitting diodes are used for the low beams, the high beams, the daytime running lights and the turn signals. With a color temperature of 6,000 Kelvin, the LED light is very similar to daylight, making it easier on the eyes when driving at night. Additional strengths include excellent light distribution, long service life and extremely low energy consumption.
The side sills of the R8 Spyder 5.2 FSI quattro are broad and angular. V10 badges on the flanks allude to the power of the engine. A dark surface between the rear lights emphasizes the car’s width. The chambers of the lights are colored dark red, with LEDs generating a three-dimensional light pattern. The exhaust system ends in two large, oval tailpipes, and the fully lined underbody ends in an upturned diffuser. The rear spoiler extends automatically at higher speeds.
Audi offers the R8 Spyder 5.2 FSI quattro with a choice of three colors for the top. The body is available in eleven paint finishes, with metallic and pearl effect finishes standard. The windshield frame is coated with anodized aluminum.
Sporty luxury: the interior
The open-top two-seater from Audi features a generously spacious interior. The three-spoke leather multifunction sport steering wheel is flattened at the bottom as in a race car, and the low-mounted, electrically adjustable seats guide and support the body perfectly.
Quality of fit and finish is extraordinary and the controls are clear and logical. The standard driver information system includes a lap timer for recording lap times. The instruments and the gear lever knob feature red rings. The pedals, the footrests and the shift paddles of the optional R tronic are in aluminum look. Highlighting the list of standard equipment are a generous full-leather package featuring Fine Nappa leather, an excellent sound system from Bang & Olufsen, a deluxe automatic air conditioning system and heated seats. Six different interior colors are available.
Many additional fine features documents the top status of the Audi R8 Spyder 5.2 FSI quattro. The leather for the seats are colored with pigments that reflect the infrared component of sunlight, which keeps the seats up to 20 degrees Celsius (68 degrees Fahrenheit) cooler.
Door sill strips coated with aluminum and adorned with black satin finish applications impart an air of luxurious sportiness. Three storage compartments are integrated into the rear bulkhead, one of which contains the optional CD changer or Audi music interface, if desired. There is a front compartment for 100 liters (3.53 cu ft) of luggage.
The latest version of the navigation system plus with MMI operating logic is also standard in the R8 Spyder 5.2 FSI quattro. It features higher resolution and particularly fast route calculation. The system’s most visible new feature is the high-resolution, 6.5-inch display. The topographic view can be scrolled in any direction. The system can be combined optionally with a rearview camera that serves as a parking aid.
Audi offers custom extras, such as exclusive leather packages and special inlays. A worldwide first is the optional seatbelt microphone for the hands-free unit, which makes it possible to talk on the phone even with the top down on the highway. Three small, flat microphones are integrated into both seatbelts. At least one of them is ideally positioned relative to the speaker when the belt is on. There is a fourth microphone in the windshield frame.
Uncompromising power: the engine
The Audi R8 Spyder 5.2 FSI quattro, which was developed in cooperation with quattro GmbH, dazzles with uncompromising performance. The V10 engine with the aluminum crankcase, much of which is hand-built, follows in the grand motorsports tradition at Audi. The normally aspirated engine produces 530 Nm (390.91 lb-ft) of torque at 6,500 rpm. Peak output of 386 kW (525 hp) is reached at 8,000 rpm, and the rev limit is not reached until 8,700 rpm. Specific power output is 100.9 hp per liter of displacement; each hp only needs to move 3.3 kilograms (7.28 lb) of weight.
Performance reflects this awesome potential: 0 – 100 km/h (62.14 mph) in 4.1 seconds; 0 – 200 km/h (124.27 mph) in 12.7 seconds; top speed is 313 km/h (194.49 mph) with the six-speed manual transmission. As load and revs increase, the engine unfolds the rich, unmistakable Audi ten-cylinder sound – a powerful, throaty roar with musical undertones.
The 5.2-liter engine features FSI direct fuel injection. The high 12.5:1 compression ratio that this enables contributes to the high performance and good fuel efficiency. Equipped with a manual transmission, the R8 Spyder 5.2 FSI quattro consumes an average of 14.9 liters of fuel per 100 km (15.79 US mpg) – a good figure given its power. With R tronic, this figure improves to 13.9 liters (16.92 US mpg). Dry sump lubrication, another motorsports technology, ensures that the supply of oil is maintained even at the maximum lateral acceleration of 1.2 g.
The Audi R8 Spyder 5.2 FSI is also available with an optional automatic six-speed transmission. The R tronic offers a normal and a sport program as well as a fully automatic and a manual mode. The manual mode allows the driver to make lightning-fast gear changes using the joystick on the center tunnel or with the paddles on the steering wheel. The open-air sports car also comes with “Launch Control” – a program that manages engagement of the clutch perfectly to maximize acceleration at start.
The quattro permanent all-wheel drive features a central viscous coupling and distributes power to all four wheels with a heavy rear bias. It works together with the locking differential on the rear axle to provide significantly greater traction, stability, cornering speed and precision. It is the superior technology – in particular for a high-performance sports car.

Dazzling performance: the chassis
The Audi R8 Spyder 5.2 FSI quattro has a 2.65-meter (8.69-ft) wheelbase and a 43:57 axle load distribution. Like in a race car, there are double triangular wishbones made of aluminum at all four wheels. The hydraulic rack-and-pinion power steering conveys highly precise road contact.
The chassis is tuned for good comfort, thanks in part to standard Audi magnetic ride technology. This uses magnetic fields in the shock absorbers to adjust their response to road conditions within milliseconds and adapt to the driver’s style. The driver can choose between two base characteristics. A sports suspension with conventional shock absorbers is available as an option.
The R8 Spyder 5.2 FSI quattro rolls on 19-inch wheels of 10-spoke Y design. The front rims are shod with 235/35 tires, with 295/30 tires at the back. 305/30 tires are optionally available. The brakes offer impressive performance: The four discs are internally ventilated and perforated, with eight-piston calipers up front and four-piston calipers at the back. Optionally available from Audi are oversized carbon fiber-ceramic discs that are extremely lightweight, robust and long-lived. The ESP stabilization system has a Sport mode and can also be completely deactivated. The brake system includes an assist function that facilitates starting on gradients.
The Audi R8 Spyder 5.2 FSI quattro is built by quattro GmbH at the Neckarsulm plant. The vehicle, including the ASF, is largely hand-built. The open-top two-seater will be launched in Germany in the first quarter of 2010. Its base price will be 156,400 euros.
US launch information for the R8 Spyder is not available.

This is our latest commercial for the A4 2.0 TDI from Germany. To have a look at our Audi Cape Town A4 range just click here or if you are interested in a pre-owned new style A4 just click here to see our latest stock. Enjoy.

For those of you that haven’t seen the new Audi Electricity Untamed campaign here is a nice little article of what has been happening so far. Unveiling of the campaign is expected on the 15th September just before the upcoming IAA motor show in Frankfurt/Germany (17th-27th Sept). This article was originally published by Uwe Gutschow, an ex Capetonian now working as Director of Interactive Strategy at ad agency Saatchi & Saatchi in LA. (Click here for the original article)

Interesting new campaign for Audi.

Some interesting clips started appearing on YouTube, like this one:

It’s received over 160k views. There’s also a YouTube Channel with more clips here.

The link at the end of the clips link through to a website that seem to be entirely about creating word-of-mouth around the concept. It basically lists number of blog posts, tweets, flickr photos and YouTube videos, but also feeds in the content on the page. No one is sure what this all means and speculation is that perhaps their launching an electric car or some other technology.

I like the idea of a concept that’s so intriguing that people want to talk, debate and discuss it. Even though they have no idea what it really is.  What I like even more is that Audi is letting people’s speculation and comments filter up to help fuel the speculation.

So far, judging by the numbers it seems to be paying off.

Hopefully the reveal won’t disappoint

Local Car Journalist Scott Hayes took the new Audi R8 V10 for a spin around the Cape. Here is what he had to say (Originally found here)

If you’re following us on Twitter, you would have seen that last Friday we spent some time in the beautiful new Audi R8 5.2 FSI Quattro – otherwise known as the Audi R8 V10. What you are reading therefore, is an exclusive first impression of Audi’s range topping supercar in SA.

The V10’s 386 kW and 530 N.m of torque are enough to rocket the R8 V10 towards the horizon at, well, any speed you wish really. You can do zero to 100 km/h in 3.9 seconds, 200 km/h in 12 seconds or simply hang-on for dear life before reaching the R8’s claimed top speed of 316 km/h. However, making our way out of town and filtering through early morning traffic, we weren’t about to test any of the above figures – just yet. Instead we had time to ‘aclimatise’ to the new R8 V10, taking in the quality interior trim and finish thereof, now synonymous throughout the Audi range.

Inside, there is not much to distinguish the V10 R8 from its smaller V8 sibling, apart from a ‘V10′ logo, red rings around the dials and another on top of the gear lever. Early morning rush hour traffic is typically no place for a supercar, but for us it highlighted the genuine all-round capability of the R8. With full leather trim, climate control, electronically adjustable heated sports seats, cruise control and a host of other features, the R8 sports an interior familiar to ‘lesser’ Audi’s in the current line-up. But Audi have some of the best interiors in the business and the R8 is a supercar which we would happily strap ourselves into for a long haul journey or use as a daily drive if desired.
Exterior changes to the new R8 V10 are subtle. Flared side-blades, extended sills, a larger rear diffuser, standard LED headlamps (an industry first), 10-spoke 19-inch wheels exclusive to the V10, polished black front and rear air vents, more chrome for the front grille, and oval exhaust tips, help to distinguish the bigger V10 from its smaller V8 sibling.

As we began to leave the city behind and traffic started to clear, we had our first chance to ’step on the gas’. Beginning with a mechanical whine, quickly drowned out by a rising cacophony from the 90-degree 10-cylinder engine, we found ourselves at autobahn speeds without so much as a down shift from the R-tronic gearbox. Somewhat uneventful really, apart from the impressive rate of speed – that is until we pressed the ’sport’ button. Immediately we were greeted by super-quick shifts from the 6-speed auto, which gave the feeling of a more aggressive throttle response when compared to the normal mode that responds somewhat jerkily and reluctantly to impatient throttle orders. As a result, we would stay in sport mode for the remainder of our journey, rewarded by blips of the throttle on every down shift, which we imagine can only be likened to the automotive equivalent of heroin.

Climbing up into the hills for our first sampling of the Audi R8 V10’s handling, nothing but smooth tarmac, sunshine and glorious sweeps lay ahead. Dropping a gear in the R-tronic box let out an  intoxicating bark from the engine before we were rocketed towards the first corner. The steering responds as if wired to our brain as we turn into the first bend, the 235/35/R19 tyres wrapped around the front wheels seem to be connected to an invisible scalectrix track and the 295/30 section rear tyres wait for our command to dig in and deliver the 530 N.m of available torque. Thanks to Audi Magnetic Ride, the electromagnetic dampers can be stiffened within milliseconds at the press of a button to provide sharper handling. From our initial impressions, the car seemed to handle the uneven public roads better with the more compliant ride of the standard suspension setting, with the sportier setting better left for trackday use.

The R8’s mid-engined layout means the V10 power plant sits behind the rear seats but in front of the rear axle, keeping the major masses near the centre of the Audi Space Frame chassis and providing near-perfect weight distribution for agile handling – which is partly why racing cars use the same configuration. When accelerating hard from mid-corner, we detected a slight tendency toward under-steer but this is a characteristic best explored on the racetrack to discover the extent to which it does, or doesn’t, play a role in the V10 R8’s handling.

Flooring the accelerator teleported us to the next corner where the 380 mm front and 356 mm rear discs scrubbed off our speed at a reassuring rate, initially a bit snatchy but the steel discs warmed to the task with each successive corner. Optional on the new Audi R8 5.2 FSI are ceramic brake discs. The discs are made of a composite material containing high-strength carbon fibres and abrasion-resistant silicon carbide. These are especially light: their combined weight is nine kilograms less than their steel equivalent – meaning quicker steering response as less inertia is at play on the wheels. The ceramic brakes can easily cope with the harsher requirements of racing, won’t corrode, and have a typical service life of 300 000 kilometers. The ceramic discs are distinguishable from the standard steel discs by their charcoal gray calipers, emblazoned with the inscription “Audi ceramic”.

Once over the mountain we had a chance to discover the full extent of the 5,2-litre engine’s power. Burying the accelerator pedal releases a wave of power, which doesn’t seem to end as the revs climb unabated in every successive gear. Put another way, we can now relate to the phrase “Beam me up Scotty!”. Even at high-speed, however, the R8 feels planted on the road with the suspension and steering never feeling anything other than responsive and confidence-inspiring. In fact, the R8 has achieved a synergy that other supercar makers will find hard to beat for the price (starting at R1.95 million). Yes, it may not be the fastest, the most powerful, or the lightest in its league. But with a luxurious interior, agile handling, more than enough proverbial bite to match its bark and at half the price of its bigger Lamborghini cousin, the Audi R8 5.2 FSI quattro is attractive in more ways than one and a more than capable gentleman’s supercar.

Thanks to Audi Centre Cape Town for the use of their R8 V10. If you’re in Cape Town, why not visit them and take a look at the car for yourself.

Post Originally written on local Site: www.matthewbuckland.com

Big up to Joe Botha and Chris Rawlinson (aka I did an “advanced” driving course) for putting this fun shindig together. The idea was to drive a variety of Audis (a Q5, A4, A6, TT, R8 to be precise) across beautiful Cape Town, with a social media twist. It was to be tweeted, blogged, Facebooked, Flickred and whatevered. Swapping cars along the way, we started off at Audi Centre Cape Town in the city centre, then to Constantia Village, and then to Noordhoek where we met up with former Springbok Bob Skinstad at The Toad (his bar), back through Hout Bay, Llandudno, ending at Mouille point. I believe this may happen again. And I certainly recommend it!

The fact that there were fast, shiny cars had nothing to do with my participation: I was interested in being part of a social media junket using non-traditional methods to advertise and PR themselves. Ok, I lie — it was a bit of both. For me this is a great example of a company opening its doors to new methods of marketing, rather than just going the traditional advertising route. Will be interesting to gauge the return on investment.

Pics of the day below (excuse the quality, was on my iPhone):

Originally Posted on local site www.chrisrawlinson.com (This is one way we help get involved with our local customers)

Last Friday I had the pleasure of helping to organise the first of what I hope will become many Audi Centre Cape Town MVP days. The basic idea was to see if we could use some fun non-traditional media methods to help advertise and get some nice PR for Audi Centre Cape Town.

I chatted to Audi Cape Town and put forward the idea and thanks to the incredible Wernich Stipp we got the go ahead for a fun morning out. Audi Cape Town then kindly agreed to lend us 4 new cars for the day namely the Q5, A4, A5, TT (and an R8 for a surprise drive).

For a PDF copy of the days activities I came up with and gave to all the MVP’s click here.

I arranged for our half way drive stopping point to be at local rugby legend Bob Skinstad’s place in Noordhoek, namely the incredible Toad in the Village (A must visit for anyone staying in Cape Town). Bob even kindly was there to say hi before he left to cover the Tri-Nations (See pic above).

At the Toad we then pulled a name out of a hat for a drive in the Audi R8 and Gabrielle Rosario took the honours, getting to drive it back to town. Finally we ended the day up at Theo’s restaurant in Mouille point, where Audi kindly bought us all a late lunch and even gave us gift bags for coming !!

Audi Centre Cape Town are legends, I have been blown away. For all the pictures from the day click on the Album link below.

The group consisted of Joe Botha, Cath Lückhoff, Matt Buckland, Marilu Matthee, Scott Hayes, Elodie Kleynhans, Gabrielle Rosario and myself. Big Thanks to everyone for coming along and helping out and am looking forward to seeing how this evolves !

****Update: Joe Botha added more pictures on Facebook, Click here*****

View Full Album

Audi is presenting a new vehicle concept – the Audi A5 Sportback. The five-door model with the long, flowing rear end unites the best of various vehicle genres: the emotion and elegance of a coupe, the comfort of a sedan and the practicality of a station wagon. The Sportback joins the Coupé and Cabriolet as the third member of the A5 model family.

The A5 Sportback will be rolling into Audi dealerships in September featuring an emotion-packed design, high everyday practicality, a sporty character and engines that are as efficient as they are powerful. Sales have already begun, with prices starting at 33,650 euros. A further, specially-priced model to follow in 2010 will make the A5 Sportback the entry-level model in the A5 model series.

Audi, the inventor of the Avant, is setting new trends in design with the A5 Sportback. The five-door coupe is defined by elegant lines. It is 36 millimeters (1.42 in) lower than the A4 Sedan; with its short front overhang, long wheelbase, wide track and the four frameless doors with their slender window lines, it is the very picture of sporty elegance.

The interior is spacious, offering uncompromising comfort in all four seats. The large luggage compartment hatch is harmoniously integrated into the long, tapered tail end with the flat C pillars; the spoiler lip underscores the tension-filled character. The luggage compartment volume of 480 liters (16.95 cu ft) nearly matches that of the A4 Avant and increases to 980 liters (34.61 cu ft) with the rear seats folded down.

The A5 Sportback follows the consistent path of innovative technologies at Audi when it comes to the drivetrain. All of the engines are highly-efficient direct injection models – TDI for the cultivated diesels, FSI for the gasoline engines – and all comply with the Euro 5 emissions standard.

All models are equipped with a recuperation system that recovers energy during braking and deceleration and stores it temporarily in the battery.

Audi is initially offering three gasoline and three TDI engines, with three more engines to follow by mid-2010. The gasoline engines – the two-liter TFSI with 132 kW (180 hp) or 155 kW (211 hp) and the 3.2-liter V6 with 195 kW (265 hp) – are equipped with the Audi valvelift system for variable control of valvelift. The intelligent technology boosts performance while simultaneously reducing fuel consumption.

The 2.0 TDI produces 125 kW (170 hp) and consumes on average a frugal 5.2 liters of fuel per 100 km (45.23 US mpg). It is coupled with the start-stop system, which further enhances fuel efficiency in city traffic. The 140 kW (190 hp) 2.7-liter TDI offers even more power. The 3.0 TDI, which also features the S tronic, puts out an impressive 176 kW (240 hp).

Like the three gasoline engines, the top diesel engine delivers its power to the quattro permanent all-wheel drive system. The two most powerful engines are optionally available with the newly developed sport differential, which variably distributes power between the rear wheels and provides even greater dynamics, driving pleasure and safety. The two TDI models with front-wheel drive – the 2.0 TDI and 2.7 TDI – and the 2.0 TFSI (132 kW / 180 hp) benefit from another Audi innovation: The ESP stabilization program with electronic front differential lock increases agility and prevents understeer.

The perfect complement is the Audi drive select vehicle dynamics system, which enables the driver to freely vary the throttle response characteristic, the shifting points of the seven-speed S tronic, and the boost provided by the servotronic steering system, which comes standard (from power outputs of 140 kW (190 hp) upwards). The system is offered as a modular package with at least one of the following three options: sport differential, adaptive shock absorber control or dynamic steering with variable boost.

At a glance

Engines

• Six engines from 125 kW (170 hp) to 195 kW (265 hp) at launch; three additional engines by the middle of next year
• Direct fuel injection for all engines
• Exceptional performance with exemplary efficience
• All engines with recuperation system
• 2.0 TDI and 2.0 TFSI with start-stop system

Drivetrain

• Depending on the engine: manual, multitronic or seven-speed S tronic
• quattro all-wheel drive in the top models; sport differential for variable distribution of power to the rear wheels as an option from 176 kW (240 hp)

Chassis

• Balanced axle load distribution, lightweight construction suspension
• 17-inch aluminum wheels standard, with options up to 20 inches
• ESP stabilization system with new electronic front differential lock standard on front-wheel drive models
• Optional Audi drive select dynamic control system, adaptive shock absorber control, dynamic steering and sport differential available as options

Body

• Sporty, elegant design with flowing, stretched lines
• Large luggage compartment hatch with two-piece cover
• 480 to 980 liters of luggage space (16.95 to 34.61 cu ft)
• Generously spacious interior with easy entry

Equipment and trim

• Comprehensive and comfortable standard equipment with luxurious options
• State-of-the art assistance systems available as options
• Two powerful MMI navigation systems available