As the years roll on the Audi TT may arguably be starting to seem a bit ‘run of the mill’. In the 12 years since it’s been in production, the TT has developed a wonderful following and helped owners enjoy the experience of some good old fashion open top motoring.

However, Audi is now working on an all new sports car called the R4. Although this latest set of renderings is not meant to depict the final production car, you can get an idea of how the Audi R4 might look in Walter de Silva-approved, production sheetmetal… with the wheels from the R8 5.2 FSI V10. The R4 has not been touted as a replacement for the TT, but one look should tell you that the TT’s days could be numbered.

The mid-engine coupe will sit upon an entirely new chassis that was conceptualised on the VW BlueSport roadster concept car. An all electric R4 is also said to be in development and is based on the Audi e-tron concept car. Power will most likely come from a version VW’s 2.0-litre TFSI engine.

Audi has added a fourth model to its growing R8 line-up, in the form of the limited-edition 2011 Audi R8 GT. Based on the 5.2 FSI V10 model, the R8 GT is both lighter and meaner than its ‘regular’ siblings.

Thanks to its alumininium spaceframe, the R8 was already close to being the lightest it could be. Nonetheless, Audi has managed to cut a further 100 kg from the supercar’s usual 1 625 kg kerb weight by swapping a number of aluminium panels for carbon fibre versions. There is also a thinner windscreen, and a polycarbonate rear window.

If slicing the equivalent of a human passenger from its mass isn’t enough, Audi has eked a further 27 kW of power from the big V10, making for a total of 418 kW – topping its cousin, the Lamborghini Gallardo. The boost in power comes courtesy of tweaks to the engine electronics, leading also to a small boost in torque – up 10 N.m to 540 N.m at 6 500 r/mon. The limited-edition R8 GT is claimed to accelerate to 100 km/h in just 3.6 seconds and on to 200 km/h in 10.6 seconds. The top speed has increased slightly to 320 km/h, versus 316km/h for the ’standard’ R8 V10. For transmissions, the R8 GT is available only with the hydraulically-actuated R-tronic sequential ‘manual’ transmission, which Audi claims can change gears a within a tenth of a second at high load.

Only 333 examples of the R8 GT will be built and the price in Germany is €193 000. No word from Audi SA on when or how many will be landing on our shores.

The Audi R8 V10 was named as the 2010 World Performance Car at the World Car of the Year Awards ceremony at the New York Auto Show. This is the second time that the R8 has won the World Performance Car award: the V8-powered R8 took this award in 2008.

The World Car Awards jurors observed that: “In the opinion of many on the World Car Awards jury, Audi has at long last satisfied our hunger for a street car that lives up to the excitement of the original Le Mans series-dominating R8 LMP1 race car.”

Developed jointly with quattro GmbH, the Audi R8 V10 is powered by a 5,2-litre direct injection ten-cylinder engine, which develops 386 kW, enabling it to sprint from zero to 100 km/h in just 3.9 seconds and then to a top speed of 316 km/h. It features Audi technologies such as quattro permanent all-wheel drive, a lightweight aluminum body and the innovative all-LED lights.

This is the second World Performance Car award win for the Audi R8: the original V8-powered version won the same award in 2008. Whether a customer chooses an R8 with a V8 or a V10 engine, they will get a World Performance Car award winner. This is also the third Word Performance Car award for Audi in the five years that the award has been on offer: the RS 4 was named as the 2007 World Performance Car. The truly global nature of the World Car jury is evidence that Audi is hitting the performance car sweet spot of car lovers around the world.

Since the awards began, Audi has claimed one overall award and five category awards:

2005
Audi A6 World Car of the Year

2007
Audi RS 4 World Performance Car
Audi TT World Car Design of the Year

2008
Audi R8 World Performance Car
Audi R8 World Car Design of the Year

2010
Audi R8 V10 World Performance Car

Adapted from AudiWorld

Every now and then we drive a car that leaves a lasting impression on us. Our 2009 list includes the fabulous Audi R8 5.2 FSI – its supercar performance, looks and useability make it such an accomplished car. Nissan’s GT-R is also on our list of memorable motors, not for the same reasons as the Audi, but because it stands out as a masterstroke of engineering by the brand known locally for Sentra’s, Tiida’s, X-Trails and, oh yeah, their 370Z. But another car stood out for us, not for its blinding performance, howling engine or head turning looks. Instead it makes its presence felt in entirely the opposite manner.

The BMW 730d is a luxury saloon that serenaded its way into our hearts in 2009 – a position from which it may be difficult to unseat.

The BMW 730d is dripping with technology and for us to mention every element would take more vocabulary than we’d care to think. Instead we’ll tell you of the elements that make the new 7 such a superb motorcar.

Interior
Stepping inside the new BMW 7 Series, one’s immediate impressions are of space, eloquent design and of course luxury. Interior leg, shoulder and headroom are more than ample and makes us wonder whether the extra room offered by the 750Li’s 140 mm extended wheelbase is necessary. Coupled with this generous personal space are a host of storage compartments for one’s personal items and an enormous 500-litre boot that will accommodate executive luggage with ease.

Once settled inside, your attention is drawn to the elegant and modern interior design. The driver’s controls and functions are clearly arranged and accessible, thanks to the hallmark BMW driver oriented layout. Apart from the seats, leather is used extensively throughout, including the door trim, armrests and on the dashboard as an option. The exposed seams and stitching along instrument panel, doorsills and air vents provide a hand stitched feel to the interior upholstery. As standard, the dash is finished in a newly developed soft skin material almost identical in look and feel to high-quality leather. The various lines, blends of trim such as leather, chrome, gloss black and aluminium accents work together to create an interior with an air of sophistication.

The luxurious appeal of the 7 Series is accomplished through the interior design and finish but also the convenience provided by its technological wizardry. From the driver’s perspective, a few functions stand out. BMW’s Active Cruise Control for example, works to maintain the 7’s speed regardless of whether you’re in traffic or cruising on the highway. The system automatically reduces your speed up to a standstill if a slower vehicle appears in the lane ahead. If you’re stopped for more than three seconds, the touch of a button alerts the car to pull off again. The system also maintains the following distance set by the driver. In this way, the car practically drives itself except for your steering inputs.

Another technological convenience are the Adaptive Headlights and Night Vision infra-red camera. The thermal imaging camera is displayed on the 10.1-inch full colour LCD monitor in the dashboard, which incidentally also receives a TV signal, and offers increased visibility at night. This system works incredibly well and supplements the already excellent xenon headlights to make driving at night far safer. In addition, BMW has achieved a world first by incorporating the detection and recognition of individual persons and their behaviour. This is done by a control unit analysing the video data and using intelligent algorithms to look specifically for pedestrians, which are highlighted in yellow on the LCD display. Should the system detect any danger to individual persons, the driver receives a warning via the display, or via the optional Head-Up Display if fitted to the car. Other features include cameras mounted on either end of the front bumper to aid in manoeuvering in tight spots, or to provide visibility when creeping out of a side road to join the main traffic flow.

The iDrive system controls access to all function and vehicle settings via the LCD display, an 80GB hard drive is standard on all models and ensures enough space for storing around 100 music CD’s. The satellite navigation is easy to use and has the latest maps, which impressed us when navigating recently developed areas of the city. Also impressive is the Integrated Owners Manual, which offers information on all the car’s functions and equipment through video and slide-shows. This makes it quick and easy to get to terms with all the features of the new 7 Series. Rear passengers also have access to all multimedia functions via their own iDrive controller. Individual 9.1-inch LCD screens integrated into the front seat backrests, stereo jacks for headsets and AUX-In plugs for a personal music or DVD player. In addition, all audio and video sources are accessible from the rear seats.

Exterior
Although the styling has undoubtedly improved over the previous generation, the latest 7 Series is still not overly attractive in our opinion. It’s mainly the front portion of the car that we dislike. The short overhang preceding the front wheels gives the impression of the car having a squashed nose. Moreover, the traditional kidney grilles dominate and preside over a rather insipid looking lower air intake that also houses the front fog lights. Thankfully the rear end has more muscle, with a set of haunches that stretch to accommodate the 245/50/18 sized tyres. The chiseled shoulder line that runs the length of the 7 Series, and incorporates the door handles, adds definition and connects the front and rear of the 5 metre limousine.

At 1,9 metres wide and 5 metre’s long, the 7 Series is a big car to park, which means you sometimes need to look for a spot where other drivers haven’t parked on the limits of their bay. Even with the park distance control and various cameras, you still need to be awake when manoeuvring in close quarters.

One thing the 7 does have is presence. On the road it fills its lane and subconsciously coaxes slower drivers to keep left for the luxury barge approaching.

The Drive
The 730d is a superb car to drive. Actually you don’t really drive this car, as that would imply effort on your part. The 730d transports you with the light and velvety appeal of an expensive chocolate mousse. Cosseted in the multi-way electronically adjustable leather seats, cooled by vents feeding cool air into the seat and backrest surface, you are transported in complete comfort. Sound insulation is good, with noise levels from the road, engine or wind being negligible and offers a cabin that shields occupants from the hustle and bustle of the outside world. Progress from the powerful diesel engine is effortless but propels the 730d with vigour when the occasion arises. Travelling in the 730d is so good it borders on being therapeutic, in fact, to some extent we’d say that it is, as the car coerces you into a slower pace of life in contrast to the rush of modern day living.

All this doesn’t mean to say the 730d is a lazy car for retired statesmen or execs, far from it, the 7 Series features the best chassis, drivetrain and engine technology BMW has to offer. Said another way, the 730d can eat up the kilometers very quickly if it has to. Despite its weight, 1 940 kgs, the car handles very well and corners with minimal bodyroll. The impressive handling is due in part to the Dynamic Damping Control that allows you to choose from a combination of suspension settings from comfort, sport or sport+ depending on the road surface and your desired driving pace.

Another technological feat is the Integral Active Steering. This system can control the steering angle by way of the additional Active Steering transmission on the front axle and, for the first time, changing the steering angle of the rear wheels by up to 3° through spindle drive and a concentrically arranged motor – meaning four wheel steering. Using data from wheel rotation speed, steering wheel movement, the yaw rate and lateral acceleration of the body provided by sensors, the 7 Series adjusts the steering angle for optimum control at all times. What this means in reality is that less steering input is required to turn the car at higher speeds and therefore less lateral force is at play during cornering, which means passengers won’t feel the speed as much when compared with a conventional steering system.

Performance
If you’d asked us what words come to mind when thinking of the 730d BMW, ‘performance’ would not have been one of them. Tipping the scales at almost two tonnes and being powered by a diesel sounds like a recipe for going nowhere slowly. However, we should know better when thinking of BMW, because the manufacturer has always managed to extract surprising amounts of power and torque from their engines over the years and the 730d’s 3,0-litre 24-valve straight-six is no exception.

Producing 180 kW at 4 000 rpm and a mountain of torque – 540 N.m from 1 750 rpm – the 730d reaches 100 km/h from rest in 7.2 seconds. To put it in perspective, that’s not far off the 6.9 seconds required by the new VW Golf GTI to do the same. Flat out, the 730d will achieve a top speed of 245 km/h. But it’s not about sprint times or top speeds, the diesel engine is silky smooth and propels the luxury sedan with ease. Mated to an equally smooth 6-speed automatic transmission, the combination works almost seamlessly to produce an uninterrupted flow of power to the rear wheels. Although the drive-by-wire gear selector offers a sequential mode, we didn’t find much use for it because the automatic tends to respond well to throttle inputs in its conventional mode. When needing quicker gear and throttle response, selecting ’sport’ mode for the dynamic chassis control proved adequate, while at the same time firming up the steering and suspension to match the driving pace.

Just as surprising as the power and efficient delivery thereof, is the fuel consumption achieved by the engine. BMW claim 7.2 l/100km on the combined cycle and although we achieved a figure of 9.9 l/100km during our test period, the figure is still impressive considering we covered a myriad of road conditions from heavy stop/start traffic to brisk open road cruising and everything in between.

Overall, the BMW 730d offers a refined and luxurious motoring experience, combined with dependable composure when utilising the power and torque from the diesel engine.

What we like…

• The plethora of useful features such as night vision, pedestrian detection, adaptive cruise control and more.
• Excellent sound system with hard drive storage capacity, iPod and bluetooth connectivity.
• Silky smooth diesel engine and automatic transmission.
• Dynamic Chassis Control that transforms the car from boulevard cruiser to highway bruiser.

What we would like…

• An audible warning together with the visual ones for the pedestrian detection system.
• Stronger brakes. It stops well but could do with the 375 mm discs from the 740i as opposed to its 348 mm ones.
• More ‘intelligence’ for the auto headlights – it only worked well when approaching one car at a time, otherwise it switched to hi-beam between each successive car in the oncoming lane, causing them to flash you back.

“The Audi Q5 is the sports car of the SUV landscape, and the perfect vehicle for an active lifestyle – it is progressive and dynamic, spacious, multifunctional and comfortable.” This is what Audi had to say when they launched their Q5 SUV earlier this year. We covered over 600km in Audi’s Q5 3.0 TDI Quattro S tronic to decide for ourselves.

Exterior
Chunky, bold and solid. These are the words that come to mind when we look at the Audi Q5. Huge 20-inch 5-spoke alloy wheels, high shoulder line, large single-frame front grille and stubby rear-end, define the Q5’s presence on the road. The LED day-time running lights in front, and tail-lights at the rear, further accentuate the lines and contours of the Q5,  making it one stylish and elegant SUV – not simply a down-sized Q7. However, some features are hidden from view, such as a video camera mounted next to the tailgate lever, as well as lights beneath the side mirrors, which illuminate the ground next to the car at night. Despite what its proportions may suggest, the Q5 has the lowest drag coefficient in its class of just 0,33 Cd.

Interior
Inside, our Q5 test vehicle was dripping with luxuries, however, they merely served to enhance what is already a superbly appointed and high quality interior. Looking beyond these optional luxuries, such as the panoramic sunroof, satellite navigation, park distance control with camera, bluetooth cellphone preparation and voice command recognition, the Audi Q5 offers its occupants a supremely comfortable environment, with enough support, head and leg room to rival any executive saloon. Which is no surprise really, as the Q5 is built upon Audi’s Modular Longitudinal Platform (MLP) shared with that of the A4 sedan and A5 coupe. From a drivers perspective, all controls are within easy reach and found in logical positions. The Q5 provides ample visibility from all angles and coupled with the park distance control, as standard equipment, makes driving in town anything but intimidating. Audi’s third-generation Multi Media Interface (MMI) system, features a full colour, hi-resolution screen and works well with the joystick controller. Admittedly it took us a bit of time to get used to the system, but we managed to find our way around the menu’s and use the sat-nav without begging for help from a 5-year old. Speaking of which, if we did have to ask one – and once they’d finished teaching us how to connect our cellphone via bluetooth – there is plenty of space for them and their mates in the boot. 540-litres of luggage space can be increased to 1560-litres with the rear seats folded down – more than enough space for the majority of your cargo needs.

The Drive
What can we say, we were surprised and impressed with the ride and handling of the Audi Q5 3.0 TDI. Riding 200 mm above the ground and weighing in at 1 865 kg, we did not expect the ‘compact’ SUV to handle the way the Q5 does. The steering is accurate, although without providing much feedback. Body roll is minimal and with the huge 255/45 R20 sized tyres biting into the road, the Q5 is able to negotiate turns at a surprising rate. The athleticism of the Audi Q5 is partly due to the Audi Drive Select (ADS) system. The push-button system on the centre console allows the driver to choose between comfort, dynamic, and auto settings. Switching between these settings creates a noticeable change in throttle response, gear change points, the electronically controlled suspension damping, and the power-steering ratio. When in ‘dynamic’ mode the Q5 responds crisply to steering, throttle and gear change inputs, providing genuine car-like handling, which coupled with Quattro all-wheel drive, inspires confidence and spirited driving – even in a diesel.

Performance
As we mentioned, the ADS system is only part of the equation that makes the Q5 the best compact SUV we’ve tested, to date. The other part is the 3,0-litre TDI diesel, which pushes out 176 kW and 500 N.m of torque from just 1500 rpm. Quiet, refined, plenty of power and torque, and relatively frugal consumption make the 3,0-litre TDI a benchmark engine in our book. To put the torque figure in perspective, the Audi R8 5.2 FSI Quattro we tested last month, produces just 30 N.m more, but you have to step on the gas to the tune of 6500 rpm to unleash it all. Usually you’d find a torquey engine to be a relaxing drive on the open road, where it would allow you to climb hills or overtake without the fuss of changing down a gear or two. But with the Q5 this is your experience no matter what the situation. Be it traffic or a cross-country sojourn, the Q5 handles it without batting an eye-lid and ensures you arrive at your destination feeling just as fresh as when you left. We should mention that helping the Q5 deliver its power to the road is a new 7-speed S tronic gearbox. As with all dual-clutch gearboxes these days, it capitalises on the torque of the motor to bring consumption down and provide lightening quick changes. Changes can be made either via the steering mounted paddle shifters or the sequential style motion of the gear level.

What we like…

• Bold, elegant styling with definition provided by the LED lights and flowing lines.
• Brilliant diesel engine provides refinement and performance.
• Audi Drive Select gives you a boulevard cruiser or a performance SUV.
• Comfortable and supportive seats inside a luxurious cabin – its a great place to be.
  

What we would like…

• A USB/iPod connection as standard – the stereo jack is adequate but doesn’t make use of the MMI system.
  
• An Audi Q5 parked in our garage please – it really is very very good.

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.