The Audi R8 Coupé started out with a 4.2-lite V8 engine when it was launched in 2007. In 2009, the Coupé range was expanded to include a 386 kW V10 engine in addition to the V8 model offered at launch. Most recently, a more focused version with more power and less weight was launched, called the Audi R8 GT.

So a drop-top version of the R8 was a forgone conclusion, and as a result, the R8 Spyder was born. This model is now available in South Africa with V10 power and the choice of manual or R tronic sequential transmission. Although, having driven the car with both transmission options we’d say the 6-speed manual is a no-brain-er.

The R8 Spyder has a fabric roof that opens or closes within 19 seconds. When the top is folded down a carbon fibre compartment lid, with large aluminium air outlets, covers it up tidily. Inside there is all manner of comfort features you’d expect to find on a luxury car, including bluetooth cell phone preparation; MMI Plus navigation system with reverse parking camera; a Bang & Olufsen sound system; heated seats and Nappa leather seat trim. The most exciting feature of the interior will undoubtedly be the noise from the engine directly behind you. In the coupé bodystyle the sound is already intoxicating so doing away with the roof will take the driving experience to an entirely different level.

To refresh your memory, the R8 Spyder V10 is powered by the same 5.2-litre V10 engine as in the R8 Coupé. Power output is rated at 386 kW at 8 000 r/min and a torque peak of 530 Nm at 6 500 r/min. The V10 has enough shove to launch the R8 Spyder manual from 0 – 100 km/h in 4.1 seconds and on to an unlimited top speed of 313 km/h. Power is transmitted to all four wheels via Audi’s quattro® all-wheel drive system.

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 specialists from MTM have released the MTM Audi R8 GT3-2 package, which places no less than 412 kW and 580 N.m of torque under the hood of the German supercar. The official numbers say the MTM Audi R8 GT3-2 can rocket from 0 – 100 km/h in 3.9 seconds and on to a top speed of 317 km/h. Bare in mind this is the V8 4.2 FSI version of the R8 and not the newer V10 model.

Another major development brought by the MTM Audi R8 GT3-2 is the fact that the quattro all-wheel-drive system has been removed and power is now sent to the rear wheels only. Touted as the only street-legal RWD Audi, MTM has this to say: “Those who are searching for an ‘Ingolstädter’ with four rings and rear wheel drive have to look back more than four decades ago.”

With great power, and less grip, comes the need for great suspension; it’s a good thing then that MTM had a solution in their parts bin. The R8 GT3-2 gets the tuner’s adjustable setup, which has been designed to mesh perfectly with those 20-inch forged rims, behind which reside 380 mm discs.

Lastly, aerodynamics have been updated with the addition of a carbon fibre front spoiler, skirts, and an enormous rear wing.

After nearly a decade in production, the Lamborghini Murcielago is swiftly reaching the end of the road. These new spy photos, revealing the Murcielago successor prototype for the first time, show that development of the next hero Lambo is well underway.

Previous reports suggested the as-yet unnamed Murcielago successor would utilise the ultra-light – and smaller – aluminium spaceframe underpinning the Audi R8. These new photos add credence to those reports, the body of the prototype appearing more compact and lithe than the outgoing Murcie’s proportions.

Other early reports claimed the new Lambo would ride on a wheelbase close in length to that of the current model, but with shorter overhangs front and rear.

Although difficult to discern, the spied prototype appears to utilise a slightly shorter wheelbase than expected – keeping it more in line with the R8 wheelbase – while its rear overhang appears every bit as long as the outgoing model, if not longer. If the prototype Murcielago successor is shorter, nose to rear, than the outgoing model, speculation that it will sit on a wider track appears vindicated here.

While the prototype is still decked in significant camouflage, it’s clear that the sharply-cut rear end bears a stylistic connection to the recent Estoque concept. Along the doors, deep intake gouges feature, oddly reminiscent of the Ferrari Testarossa – although some of that can be attributed to the deliberately diversionary strakes running along the inside of the intakes.

It’s too soon to be speculating about engines and performance details, but, as with the Ferrari 458 Italia, the new Lamborghini’s output should comfortably match that of its most potent forebears: in this case, the 500 kW Murcielago LP 670-4 SV.

Via TheMotorReport

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.