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Detroit Auto Show: Audi R8 V12 TDI unveiled

As we’ve announced a few days ago (see the post here), Audi unveiled today, at Detroit, the Audi R8 V12 TDI, a diesel powered version of their high performance R8. Though we love it, so far, the car is just a concept and we’re not sure if Audi will decide to roll it into production. Powered by the V12 TDI with a displacement of six liters, which produces 500 hp and 1,000 Nm (737.56 lb-ft) of torque, the R8 V12 TDI sprints from 0 to 62 mph (100 km/h) in 4.2 seconds and reaches a top speed of over 186 mph (300 km/h). The engine is based on the V12 TDI race engine from the R10 race car, which produces over 650 hp from a displacement of 5.5 liters, giving it the potential for a top speed as high as 330 km/h (205.05 mph) depending on the gear ratios.

The Audi R8 V12 TDI concept with matt ‘Grace Silver’ bodywork looks even wider and more resolute than the core model. It shows its potential through its muscular proportions, accentuated wheel arches and even larger air apertures. The rhombus-pattern cover on the air inlets and outlets is the hallmark of Audi’s sporty top models and a familiar feature of the current RS generation.

Check out more photos and read the huge press release, after the jump.

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(Via Auto Unleashed.)

Enter the Rumormill: Audi A4 Allroad Quattro

The Outback treatment of the new Impreza may not be a best seller, but if emerging reports are to be believed, Audi thinks it can do a better mini-me impression by applying the Allroad concept - its take on the Outback theme - to the smaller A4.

Currently the Audi Allroad is based on the mid-range A6 Avant Quattro wagon, with an off-road suspension and contrasting body-cladding. Like the Outback and the XC70 version of Volvo's V70 wagon, the Allroad offers sport-ute appeal and functionality with better driving dynamics and less weight to schlep around.

A beefed-up A4 Avant Quattro could provide an attractive alternative to the emerging field of compact SUVs like the BMW X3 and Acura RDX ,as well as upcoming models like the Mercedes GLK, Infiniti EX and even Audi's own Q5. Then again, maybe poaching its own sales wouldn't be that great an idea.

(Via Autoblog.)

UPDATE: Audi TT-S images and official info
Click above for high-res pics of the Audi TT-S coupe and cabrio.

After a series of leaks over the last few days, Audi has finally seen fit to release a bevy of images and the official press release for its Detroit-bound TT-S coupe and convertible. As a refresher, the TT-S finds motivation through a 2.0-liter TFSI inline four producing 268 hp and 258 lb.-ft. of torque. The coupe can do the deed to 60 in 5.4 seconds, while the roadster takes an additional .2 seconds to make the sprint. If you upgrade to the S-tronic dual-clutch gearbox, you can hack off an additional .2 seconds from the 0-60 time with the help of Quattro. Naturally, Audi has tweaked the suspension and upgraded the brakes, while Alcantara and aluminum finds its way onto the pedals and trim.

Live shots to follow in a few days. Stay tuned. Audi's full press release is posted after the jump.

Continue reading UPDATE: Audi TT-S images and official info

(Via Autoblog.)

Audi is taking the wraps off a new sports car - the Audi TTS, the top of the TT model line. It will be coming to dealer showrooms in the early summer. Under its hood lies a two-liter TFSI high-performance engine delivering a mighty 200 kW (272 hp). This intense power propels the TTS Coupe to 100 km/h (62.14 mph) from a standstill in just 5.2 seconds and on to a governor-limited top speed of 250 km/h (155.34 mph). The Audi TTS is available as both a 2 + 2-seater coupe and as a roadster.
Designed to appeal to a young and dynamic clientele, the TTS represents the Audi brand's Vorsprung durch Technik ("advancement through technology") in its very latest form. The TFSI engine in the TTS takes the two Audi technologies of gasoline direct injection and turbocharging and blends them to form a perfect partnership. Aside from its output of 200 kW (272 hp), it is its peak torque of 350 Nm (258.15 lb-ft), which is constantly on tap between 2,500 and 5,000 rpm, that makes the compact and lightweight four-cylinder unit so impressive.
Compared to the engine it was derived from, the two-liter power unit has been reengineered and strengthened in a number of key areas to ready it for operation in the TTS. Thanks to its excellent efficiency, the sporty-sounding TFSI has an average fuel consumption of just 8.0 liters of fuel per 100 kilometers (29.375 mpg) in the Coupe when partnered by the six-speed manual transmission, while the figure for the roadster averages 8.2 l/100 km (28.659 mpg). These figures are improved by 0.1 and 0.2 l/100 km (by 0.372 and 0.716 mpg), respectively, if the optional S tronic dual-clutch transmission is fitted.
S tronic, which deploys two clutches, is capable of performing extremely quick gear shifts at high engine loads and rev speeds; consequently, the time taken to sprint from zero to 100 km/h (62.14 mph) is cut by a further two-tenths of a second in both the Coupe and Roadster. Loss-free transfer of power to the road is the task of the standard quattro permanent all-wheel drive that enables the TTS to accelerate quicker and with greater stability than its rivals. At the heart of this system is a hydraulic multi-plate clutch that works faster than ever thanks to a new pressure reservoir.
The TTS rolls off the production line equipped with yet another high-tech module - the Audi magnetic ride adaptive damping system. This gives the driver the choice of two characteristic settings: "Standard" mode is designed for a wellbalanced, comfortable ride, whereas in the "Sport" setting the TTS harnesses all of the potential of its sports suspension - which lowers the body by 10 millimeters (0.39 in.) - to deliver uncompromisingly dynamic handling. Its front suspension is mainly made of aluminum, while the efficient technology of the precision electromechanical steering also helps to improve fuel consumption considerably. The sports car is safely brought to a standstill by the high-performance braking system with its 17-inch discs.
Yet another factor in the supreme performance of the TTS is the hybrid construction of its body. Steel is used at the rear end, while the front and center sections of the body are built from lightweight aluminum. ASF (Audi Space Frame) technology optimizes axle load distribution and reduces the overall weight. The manual Coupe weighs just 1,395 kilograms (3,075.45 lbs), which equates to a power-to-weight ratio of 5.1 kg/hp (11.24 lbs/hp).
Powerful looks: 18-inch wheels plus new headlights
The Audi TTS instantly stands out as the dynamic flagship of the TT model line. The standard 18-inch aluminum wheels are a highlight of the exterior design, as are the headlights, comprising newly designed bi-xenon units with LED daytime running lights. Inside, passengers are welcomed by deep-set sports seats trimmed in a mixture of leather and Alcantara, with Silk Nappa leather seat upholstery in four different color combinations available as an option. The gray instrument panel as well as the multifunctional steering wheel add further styling touches.
The Audi TTS Roadster comes with an electrohydraulic drive for the soft top, a power wind deflector, plus, for added practicality, a load-through facility. The rear seats in the Coupe have a split-folding design, allowing luggage capacity to be increased from 290 to 700 liters (10.24 to 24.72 cubic ft.). The hard-top TTS is priced at 44,900 euros and the convertible version at 47,750 euros.
The unveiling of the TTS also marks something of an anniversary for Audi: It was 10 years ago that the TT Coupe first took to the road, swiftly acquiring the status of design icon. And the TT has stayed firmly in the fast lane ever since.
The Drivetrain
The TFSI engine fitted in the TTS summons its power from a displacement of 1984 cc, and blends two separate Audi technologies - gasoline direct injection and turbocharging - to form a partnership that is perfect for a sports car. It is with good reason that an international jury of motoring journalists has crowned the two-liter four-cylinder power unit "Engine of the Year" three times in succession since 2005.
It is not only the 200 kW (272 hp) of output that makes the TFSI so scintillating, there's its hefty pulling power too - the maximum torque of 350 Nm (258.15 lb-ft) is constantly on tap from 2,500 up to 5,000 rpm. The Coupe with manual transmission takes just 5.4 seconds to race from zero to 100 km/h (62.14 mph), while a mere 4.4 seconds are required to speed up from 80 to 120 km/h (49.71 to 74.56 mph) in fourth gear. The Roadster is almost as impressive, recording times of 5.6 and 4.6 seconds respectively for the same two exercises. The electronic limiter calls a halt to this outstanding propulsion at a speed of 250 km/h (155.34 mph) in both models.
Compared to the engine it was derived from, the two-liter power unit has undergone extensive reengineering and strengthening to ready it for operation in the TTS - overhauled areas include the engine block, the cylinder head, the pistons, the connecting rods and the turbocharger, which can build up as much as 1.2 bar of relative air pressure. The intake and exhaust systems have undergone elaborate honing to allow the refined four-cylinder engine to both breathe freely and generate a powerful, resonant soundtrack. An optimized and highly efficient intercooler lowers the temperature of the compressed air, producing a crucial increase in the quantity of air supplied for combustion.
Thanks to its outstanding efficiency, the TFSI has impressive fuel consumption of 7.9 liters per 100 km (29.747 mpg) in the Coupe when partnered by the S tronic transmission, and just 8.0 l/100 km (29.375 mpg) in the Roadster. The two-liter engine is extremely light, weighing in at 153 kilograms (337.31 lbs). This has considerable benefits for the overall weight of the TTS as well as for the axle load distribution and, consequently, for the vehicle's handling.
High-tech gearshifting: S tronic
Transmission of the engine's power is handled as standard in the TTS by a manual six-speed gearshift with a light-weight magnesium housing. As an alternative, customers can opt for S tronic, which operates using six gears and two clutches positioned one behind the other. At high engine loads and rev speeds, it is capable of shifting in just two-tenths of a second. As a result of this high-speed shift work and its dynamic start-off capabilities, the dual-clutch transmission from Audi shaves a whole two-tenths off the time taken for the sprint from zero to 100 km/h (62.14 mph) in both the Coupe and the Roadster.
S tronic, which likewise boasts excellent efficiency, also allows the driver to shift gears manually using the one-touch lever or by means of paddles on the steering wheel, just like in a racing car. There is also a choice of two automatic operating modes: N for "Normal" and S for "Sport." The clutches also have an adaptive design, enabling the start-off characteristics to be varied - whereas caution is exercised on slippery surfaces, full power can be unleashed at the driver's command when there is firm grip.
The standard-specification quattro permanent all-wheel drive ensures loss-free transfer of the engine's power to the road. With drive power being delivered to all four wheels, the TTS is able to accelerate quicker and more safely than its rivals, delivering dynamism coupled with supreme stability under all conditions.
At the heart of the quattro system is an electronically controlled and hydraulically operated multi-plate clutch, which now works even faster than ever thanks to a new pressure reservoir. If required, all of the drive force can be redirected from the front to the rear wheels within a matter of milliseconds. To make allowance for the high torques produced by the TFSI engine in the TTS, the drive train has been reinforced as required.
The Chassis
Audi has opted for a McPherson front suspension with lower triangular wishbones for the TTS. The suspension is largely made of aluminum, thereby reducing the unsprung masses. With a view to increasing rigidity, the subframe is bolted to the body at six points. The sensitive, high-precision power steering is driven electromechanically, a technology that improves fuel consumption by 0.2 liters per 100 km (0.716 mpg). The characteristics of the steering's power assistance have been adapted to reflect the dynamic nature of the TTS.
The four-link rear suspension offers considerable benefits for vehicle handling, as it is capable of dealing with the longitudinal and lateral forces separately from one another. All of the links are made from high-strength grades of steel, while modified bearings emphasize the taut feel of the TTS. The coil springs and shock absorbers are fitted separately from one another, meaning that they take up little space.
The TTS comes standard with 18-inch cast aluminum wheels that sport the fivearm parallel-spoke S design and are shod with 245/40-size tires. Further wheel variants are optionally available, including a new 19-inch cast aluminum wheel designed by quattro GmbH. The exceptionally dynamic top-of-the-line TT model comes equipped with a high-performance braking system. Large disks are fitted front and rear, with the front disks being internally ventilated too. Inside the black-painted calipers, which bear the TTS emblem at the front, are the sport brake pads. Audi has devised a second, sporty level for the ESP stabilization program which enables controlled drifting.
Audi magnetic ride - crisp and versatile
The TTS rolls off the production line equipped with yet another high-tech solution — the Audi magnetic ride adaptive suspension system. Circulating inside the damper pistons is a special fluid containing minute magnetic particles. When an electrical voltage is applied, the oil's flow properties change the characteristics of the suspension.
Audi magnetic ride works adaptively, meaning that it adjusts automatically to suit the prevailing conditions. The driver can select one of two suspension settings. In "Normal" mode, when oil viscosity is high, the TTS offers a well-balanced, comfortable ride. In the "Sport" setting, meaning low viscosity, the TTS harnesses all of the potential of its sports suspension - which lowers the body by 10 millimeters (0.39 in.) - to deliver uncompromisingly dynamic handling.
The Audi generates non-stop fun at the wheel as it speeds around corners like a go-cart with absolute crispness and precision, seemingly glued to the road. Any body roll is suppressed from the moment the vehicle starts to turn. The steering becomes more responsive and direct, and selective bracing of the wheels makes the self-steering more neutral.
The Body
The superior performance of the TTS can be partly attributed to the technology of its bodywork, whose hybrid construction combines two different types of materials. Steel is used at the rear end, while the front and center sections of the body are built from lightweight aluminum.
Audi first developed this principle, known as the Audi Space Frame (ASF), in the early 1990s, triggering a revolution in body manufacturing. Extruded sections, pressure die-castings and load-bearing aluminum panels together form a light, rigid and extremely safe structure. On the Coupe, the side sections and the roof are laser welded together, producing a precision seamless joint — another clear indication of how Audi strives for perfection when building its cars.
The construction of the TTS has the added major benefit of optimizing distribution of the axle loads and reducing the vehicle's total weight. The Coupe's body weighs a mere 206 kilograms (454.15 lbs), of which 140 kg (308.65 lbs) is aluminum and 66 kg (145.51 lbs) steel. In the case of the TTS Roadster, whose body incorporates special reinforcements, the figure is 251 kilograms (553.36 lbs). All in all, the manual version of the Coupe weighs in at just 1,395 kilograms (3,075.45 lbs), equating to a power-to-weight ratio of 5.1 kilograms (11.24 lbs) per hp. The Roadster's weight of 1,455 kilograms (3,207.73 lbs), meanwhile, corresponds to a ratio of 5.4 kg/hp (11.90 lbs/hp).
The Audi TTS instantly stands out as the dynamic flagship of the TT model line. One of the design highlights is undoubtedly the headlights - newly designed bixenon units featuring a horizontal strip of white LEDs that serve as daytime running lights. The single-frame grill in a platinum gray finish is embellished with slender chrome strips, while large air intakes in the restyled front apron add to the striking look.
When viewed in profile, it is not only the large 18-inch wheels that stand out; the widened, deeper door sills are equally eye-catching. A muscular rear bumper, a gray-colored diffusor trim, plus two sets of twin tailpipes protruding from the left and the right inject the vehicle's tail with a sporty character all of its own. The spoiler on the TTS extends automatically when the speed reaches 120 km/h (74.56 mph) and retracts again when it drops back to 80 km/h (49.71 mph).
Both the Coupe and the Roadster measure 4,198 millimeters (13.77 ft) long and 1,842 mm (6.04 ft) wide; the hard-top TTS is 1,345 mm (4.41 ft) in height, its open-top counterpart 1,350 mm (4.43 ft). The Roadster features an electrohydraulically operated soft top which opens and closes in twelve seconds, even on the move at speeds below 50 km/h (31.07 mph). The soft top incorporates a large glass rear window and folds in a "Z" shape. Neither a tonneau cover nor a cover flap is needed. Extra matting between the headlining and the outer skin improves insulation, and an electrically extending/retracting wind deflector shields the occupants' necks from drafts when the hood is down.
The Interior
Awaiting the passengers inside are deep-set sports seats featuring seat heating and height adjustment. They come as standard with leather/Alcantara seat covers in either black or black and silver, plus silver-colored contrast stitching. The sports seats are optionally available in Silk Nappa leather upholstery. There is also the option of the Impulse leather package, comprising black trim with silver stitching in the Coupe or chennai brown trim with espresso-colored contrast stitching in the Roadster.
The cockpit in the TTS is molded around the driver like a sleek-fitting suit. Its clean-cut, sporty design and uncompromising quality of construction is another Audi trademark. Instruments with a gray background and white needles, metal pedals, aluminum trim panels, plus a multifunctional leather sports steering wheel with a rim that's flattened at the bottom add further styling touches.
The driver information system with its new, high-resolution white display concentrates all important information where it can be clearly seen by the driver, and includes a timer function that is able to record lap times on race tracks. Mobile entertainment out on the road comes in the form of the chorus audio system with CD player.
As well as being great fun to drive, the new sports car from Audi boasts a host of credentials that make it eminently suitable for day-to-day use. The Roadster is available with an optional load-through facility complete with removable ski bag for added practicality. The trunk has a capacity of 250 liters (8.83 cubic ft). The rear seats in the Coupe have a split-folding design, allowing luggage capacity to be increased from 290 to 700 liters (10.24 to 24.72 cubic ft.).
The Features
Sales of the TTS will begin in the early summer. The Coupe is priced at 44,900 euros and the Roadster at 47,750 euros. The TT line's dynamic top model comes generously equipped. Its list of features includes quattro permanent allwheel drive, the Audi magnetic ride adaptive suspension system, 18-inch aluminum wheels, xenon plus headlights with LED daytime running lights, plus - on the Roadster - the fully automatic soft top including power wind deflector.
The interior is dominated by the multifunctional leather sports steering wheel. The extended aluminum styling and heated sports seats with their leather/Alcantara upholstery are further highlights. An automatic air conditioning system and Isofix child seat mountings on the front passenger seat are designed to enhance both comfort and safety.
The list of optional extras includes two navigation systems, a Bose sound system, an iPod port, an LED interior lighting package, electrically adjustable seats, as well as the Audi adaptive light dynamic cornering light system. The S tronic dualclutch transmission is an Audi technology that remains unmatched by anything the competition has to offer.

PPI puts Porsche on notice with Audi R8 Razor

Click to view in our high-resolution image gallery

If the Audi R8 put 'old luxury' on notice with its Super Bowl commercial, then PPI is putting Porsche tuners on notice with its modified R8 Razor. Initially shown at the Essen Motor Show last year, the PPI R8 Razor aims to dramatically increase the performance of the stock Audi supercar with a series of modifications.

Just because we love our readers so, we'll give you the best part first: PPI has coaxed an extra 40 horses and 26 little torques out of the R8's 4.2-liter FSI V8, bringing total output up to 460 and 343 respectively. PPI claims that's enough to drop over half a second off the car's run to sixty, down to four seconds flat, with a top speed of 192mph. Pretty impressive, but as you can tell from the pictures, PPI didn't stop with the engine. The German tuning house has fitted a full carbon fiber aero kit, available in glossy or matte finish, consisting of a lip spoiler, larger air intakes that help airflow and facilitate brake cooling, along with sills, blades, a diffuser and an adjustable wing to keep this puppy glued to the tarmac. PPI also used carbon fiber to create 19-inch two-piece rims, complete with black magnesium spokes, and wrapped in ultra-low-profile Michelin Pilot Sport Cup rubber. Inside the CF love-in continues with trim pieces galore, and PPI will also reupholster the interior in custom leather, suede and Alcantara at the customer's choice.

Press release after the jump and images in the gallery below. Consider yourself put on notice.

[Source: PPI]

Continue reading PPI puts Porsche on notice with Audi R8 Razor

(Via Autoblog.)

Pics Aplenty: 2008 Audi RS6 Avant
click above for more gorgeous high-res pics of the Audi RS6 Avant

Though the 2008 Audi RS6 Avant was officially unveiled last September and displayed for the first time in Frankfurt shortly thereafter, the automaker from Ingolstadt doesn't want us to forget about its fire-breathing wagon. Audi has released a batch of new high-res RS6 Avant images that are perfect for this generation's version of that iconic Countach poster on the wall: the desktop wallpaper. And in case you forgot what the RS6 Avant is all about, here is its resume in easily digestible chunks.

• 580-horsepower/480 lb-ft twin-turbo V10 TFSI


• 0-62 mph in 4.6 seconds, 0-124 mph in 14.9 seconds


• Top speed of 155 mph (electronically governed)


• quattro permanent four-wheel-drive


• Unique bodywork, interior trim


• Up to 58.6 cubic ft of cargo space


• Optional ceramic composite brakes


• 6-speed tiptronic

Those who grew up dreaming about one day owning that Countach on the wall can now embarrass Lamborghini's legendary exotic in a German station wagon. If that's not the best cure for a mid-life crisis, we don't know what is. Check out all the new pics, plus the original official photos and our live shots of the Audi RS6 AVant from the 2007 Frankfurt Motor Show in the gallery below.

(Via Autoblog.)

Audi R8 V12 TDI Concept - 1,000Nm of torque!

Audi displayed this turbodiesel-powered Audi R8 at the 2008 Detroit Auto Show earlier this month. Peek through the rear hatch where the engine bay is and you will see the huge 6.0 liter V12 TDI turbodiesel engine based on the 5.5 liter V12 TDI engine used in Audi’s 24 Hours of Lemans 2006 and 2007 winner, the Audi R10 race car. The engine is mated to a 6-speed manual gearbox.

This road-going, Euro VI-compliant version of the engine is built at Audi’s Gyor plant in Hungary, and puts out 500 horsepower and 1,000Nm of torque from as low as 1,750rpm, just over idle speed! This massive amount of power and torque sends the Audi R8 V12 TDI to 100km/h in just 4.2 seconds. Putting all that torque to the wheels is Audi’s famous quattro system, sending power to all four wheels in a 40:60 front to rear ratio. The engine bay is illuminated at night with LEDs and can be seen through the rear glass hatch.

The V12 TDI’s crank case is made of gray cast iron with vermicular graphite, a material that Audi calls GJV-450. Audi is already using it in its V6 TDI and V8 TDI engines. This material is 40% more rigid and 100% more fatigue-resistant than conventional gray cast iron. This allowed Audi to make the engine block thinner, cutting weight by 15%.

The mind-boggling grand total of 1000Nm of torque between 1,750rpm and 3,000rpm are thanks to two variable turbine turbochargers located outside of the V bank that blow up to 2.6 bar of boost pressure into the two banks of cylinders. These turbos have two large intercoolers. Exhaust exists from each turbo into its own exhaust system - this means twin exhaust and even twin particular filters.

The cylinder head is made from 3 main elements, a high-strengh aluminium alloy base, an oil bearing upper section and a reinforcing ladder frame supporting the two camshafts. Low-friction roller cam followers actuate the 4 valves per cylinder, and cylinder compression ratio is 16.0:1. Diesel is injected via a Bosch common rail system featuring two new dual-piston high pressure pumps and eight-hole nozzle piezo injectors, injecting with a pressure of up to 2,000 bar.

The piezo injectors can inject up to 5 fuel operations per cycle. Other than main injection, pilot and post injections are possible. Pilot injections tone down the acoustic harshness of the combustion process. Post injections are designed specifically to increase the temperature of the exhaust gas for the two standard particulate filters.

I cannot even begin to imagine 1,000Nm of torque, all of which you can feel during acceleration because they are put down to the ground efficiently thanks to quattro. I just can’t. Can you? More photos after the jump.

(Via Paul Tan's Raves and Rants on the Automotive Industry.)

LEAKED! Audi TT-S breaks cover
click above for 20 more high-res images of the Audi TT-S

Spanish website Motorpasion somehow got its hands on 20 official-looking images of the soon-to-be-debuted Audi TT-S that some are guessing will be revealed next week at the 2008 Detroit Auto Show. They say it will be sporting a 272-hp version of Audi's 2.0 TFSI engine and be available as both a coupe and convertible. Other features include LED daytime running lights and brushed nickel sideview mirrors like on other S models (the S5, S6, S8, etc.), quad exhaust tips and special TT-S badging. In these pictures (sorry about the obnoxious watermarks) we can clearly make out a revised front fascia with larger air inlets, a sharp chin spoiler and more polished accents on the vertical elements of the grille. The wheels, which must be at least 18-inches in diameter, fill out the wheel wells with little room to spare.

Rumor has it that the TT-S will be the production car that Audi has promised to debut in Detroit next week, while the 'something stunning' is pegged to be a version of the Audi R8 powered by V12 diesel TDI engine.

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(Via Autoblog.)

Detroit 2008 Preview: Audi R8 V12 TDI concept

The latest episode in the embargo follies comes from Germany's Auto Motor und Sport. They have revealed that Audi will be dropping the diesel V-12 from last years Q7 V-12 TDI into the R8 sports car for the Detroit Auto Show. Audi is obviously looking to capitalize on the racing sucess of the R10 LMP1 car in the American Le Mans Series and the 24 Hours of Le Mans. The V12 has 500hp and a tire-shredding 738lb-ft of torque. It's unlikely that the V-12 will ever appear in a production R8 but Audi's 4.2L V-8 has been rumored and is a distinct possibility.

(Via AutoblogGreen.)

Detroit '08 Preview: V12 diesel-powered Audi R8 TDI to be unveiled
click above to view more images of the 2008 Audi R8

Audi has already publicly revealed it will be showing two vehicles at this year's North American International Auto Show in Detroit. One it called a 'stunning' concept car and the other is a new production car making its world debut. One of the two cars will reportedly be an Audi R8 powered by the brand's V12 TDI diesel engine, this according to German mag Auto Motor und Sport. While the R8 TDI is likely destined for production, it's probably not the production car that Audi will debut in Detroit. If it's the 'stunning' concept, consider us stunned. The car is projected to have around 500bhp/738 ft-lbs of torque, accelerate to 62 mph in 4.2 seconds and return 28 mpg, presumably on the highway. That's truly outstanding fuel economy for a supercar, though Corvettes are known to get above 30 mpg while lazily cruising this nation's highways, as well. That said, the equally as powerful 2008 Corvette Z06 is rated by the EPA as 15 city/25 highway mpg. Back to the R8 TDI, Auto Express also reports that since the V12 TDI is much larger than the standard car's 4.2L V8, it will gobble up all available luggage space just to fit. The R8 TDI's appearance in Detroit certainly isn't confirmed by Audi yet, so we'll have to wait until January 13th to see exactly what the German automaker brought to town. We think, however, that it is a safe bet.

(Via Autoblog.)

The Audi Q7 V12 TDI: Majestic power

Audi is advancing to the cutting edge of diesel technology development. The Ingolstadt brand already has a host of landmark achievements to its credit – and the list is about to be extended with the advent of the first ever V12 TDI passenger car engine. The six-litre unit under the bonnet of the Audi Q7 V12 TDI study delivers a majestic 368 kW/500 bhp and a formidable 1,000 Nm of torque. This injects the high-performance SUV with the dynamism of a powerful sports car.

The colossal power of the Audi Q7 V12 TDI takes it into a whole new dimension. A time of 5.5 seconds for the sprint from a standstill to 100 km/h and an electronically governed top speed of 250 km/h put the performance SUV from Audi on a par with high-calibre sports cars. The engine limits its consumption to an average of just 11.9 litres/100 km.

The new V12 TDI is the crowning glory of an engine line-up brimming with dynamic performance – each and every one of the diesel engines from Audi generates a high output and tremendous pulling power for a sporty drive. This character has emerged over and over again in the brand's models, not least in the form of the six- and eight-cylinder 2.7 TDI, 3.0 TDI and 4.2 TDI models.

The pioneering role that Audi assumes in the field of diesel technology stems from the peerless expertise it has amassed over a period of decades. Since the 1970s, the Audi engineers have been responsible for one vital breakthrough after another, the most important being the world's first ever TDI engine to be fitted in a passenger car which made its debut in 1989. And in 2008, Audi intends to start making inroads into the US diesel market with Bluetec technology: thanks to Bluetec, TDI models bearing the four-ring emblem are not just sporty and economical, they can also run so cleanly that they comply with the emissions legislation in all 50 US states.

A year ago, Audi added yet another new chapter to the ongoing diesel success story on race tracks around the world. Developing over 650 bhp, the V12 TDI fitted in the R10 TDI sports prototype left its petrol-powered rivals trailing in all of the races it participated in, including the most challenging of them all, the classic Le Mans 24 Hours. The R10 TDI also triumphed in the LMP1 category of the American Le Mans Series with an impressive string of victories.

The V12 TDI – the new flagship V engine

When working on the road-going version of the V12 TDI, which will be built in its Györ plant in Hungary, Audi drew on all of the know-how that underpins the racing engine. The range-topping diesel is the new flagship model in the Audi range of V engines, spanning petrol and diesel units with 6, 8 and 10 cylinders.

The V12 TDI's cylinders actually sweep a greater volume than the racing engine, which has a capacity of 5.5 litres. Its 5,934 cc are produced by a bore of 83.0 millimetres and a stroke of 91.4 mm, the same dimensions as the six-cylinder 3.0 TDI. The two banks of cylinders are positioned opposite one another with an offset of 17 millimetres. Measuring just 684 mm long, the V12 diesel has an extremely compact design. Indeed, its compact size was one of the key prerequisites for integrating the V12 into the Audi Q7.

The V12 TDI features the same 90 mm spacing between cylinders as the other models in the V engine series. However, the cylinder banks are placed at an angle of 60 degrees to one another instead of the customary 90 degrees. This particular V12 configuration suppresses all of the inertial forces and mass moments which would otherwise cause vibrations. Consequently, the engine's smoothness is flawless in every regard.

Lightweight construction: crankcase made from vermicular graphite

The V12 TDI's crankcase is made from a mixture of cast iron and vermicular graphite – Audi already uses this high-tech material, known as GJV-450, in the manufacture of the V6 TDI and V8 TDI. GJV-450, which is produced using a patented casting method, is around 40 percent more rigid than cast iron and twice as resistant to fatigue.

This enabled the development team to make the walls thinner, paving the way for a potential weight-saving of around 15 percent compared to conventional cast iron.

The crankshaft is forged from chrome-molybdenum alloy steel and is mounted with the aid of an extremely rigid main bearing bridge made from nodular cast iron. The forged connecting rods are cracked, and the pistons are made from aluminium.

The two cylinder heads each comprise three main elements. The bottom section, incorporating the intake and exhaust ports and through which the coolant flows, is made from a low-pressure die-cast aluminium alloy that has a high-strength, lightweight construction. The top section, which conducts the oil, is pressure-cast. The cylinder head is crowned by a reinforcing ladder-type frame which holds the two camshafts.

Perfect air ducting: flaps in the intake ducts

The valves are actuated by four camshafts acting via low-friction roller-type cam followers, the compression ratio is 16.0:1. The map-controlled swirl variation of the combustion air deployed in the V6 and V8 TDI models has been retained. With this system, one of the intake ports for each cylinder is either opened or closed by means of an electrically operated flap, depending on the engine's operating point. Intermediate flap positions are also possible. This allows the swirl to be adjusted for optimum exhaust emissions combined with high power delivery.

As is customary on V engines from Audi, the maintenance-free chain drive is fitted in a space-saving location on the rear face of the engine. The developers devised a new layout for the V12 TDI, however. The crankshaft's sprocket wheel meshes with an intermediate gear which in turn drives the camshafts by means of two simplex chains. Two additional chains drive the oil pump as well as both high-pressure pumps for the common-rail injection system.

2,000 bars of pressure: ground-breaking common-rail technology

The injection technology featured in the V12 TDI is every bit as revolutionary. The high-pressure pumps both form part of the common-rail system supplied by system specialist Bosch. The twin plunger pumps are capable of building up pressures as high as 2,000 bar in the rails, considerably more than the previous usual maximum of, at most, 1,600 bar.

The piezoelectric injectors with their eight-hole nozzles have also undergone a thorough reworking. The tiniest quantities of diesel fuel are injected into the combustion chambers through their eight-hole nozzles, whose diameter has now been reduced to a mere 0.12 millimetres. The high pressure produces an optimum spray pattern inside the combustion chamber, which makes for a faster, more homogeneous and, as a result, more acoustically refined ignition process. What's more, the improved combustion efficiency increases power output whilst reducing both fuel consumption and pollutant emissions.

Ultra-fast and ultra-precise: the piezoelectric injectors

The latest generation of inline injectors employs the piezo effect: piezo crystals expand slightly when an electrical voltage is applied to them. Over 300 piezo discs are packed into each of the V12 TDI injectors, which transmit the minimal expansion to the valve needle directly (inline) without the need for any form of transmission mechanism between the two. Each actuation takes just a few milliseconds – by comparison, a wink of the eye lasts 100 ms.

The fuel pressure and quantity can be adjusted according to requirements; the number of injection phases per power stroke can be varied up to a maximum of five with the piezoelectric technology in the V12 TDI. Main injection can be accompanied by both pilot and post-injection phases. Pilot injection lessens the harshness of the combustion sound, which is particularly noticeable at low engine loads. The delayed post-injection of fuel serves to increase the temperature of the exhaust gas – this allows any particulate residue to be burned off in order to regenerate the two particulate filters which are included as standard.

Supercharging: a turbocharger for each bank of cylinders

Attached to the outside of the engine's V are the two turbochargers which each supply compressed air to one bank of cylinders. Their variable vane geometry ensures that the full exhaust flow is directed through the turbine at all times – the turbochargers offer fast response even at low rev speeds and attain a high degree of efficiency.

Both turbochargers generate up to 2.6 bar of absolute boost pressure and therefore have a vital role to play in achieving the formidable peak torque of 1,000 Nm which the new V12 TDI constantly has on tap between 1,750 rpm and 3,000 rpm. The diesel's 368 kW/500 bhp equates to a specific output of 62.0 kW/84.3 bhp per litre.

Cooling effect: two intercoolers to reduce the temperature of the air

The temperature of the compressed air is reduced by two large intercoolers. The V12 comes with a double-flow exhaust system featuring two particulate filters. The intake system is similarly structured – for each bank of cylinders there is an air cleaner followed immediately by a hot-film air mass meter. Two control units operating based on the master-slave principle orchestrate proceedings inside the engine.

The Audi Q7 V12 TDI already complies with the Euro 5 emissions standard, which is due to come into force in mid-2010 and will make especially tough demands in terms of reducing nitrogen oxides. It was with this in mind that the Audi engineers devoted particular attention not only to the new common-rail system and its high-precision fuel metering, but also to the exhaust gas recirculation system.

At partial throttle, up to 50 percent of the exhaust gases are fed back into the intake air in order to reduce NOx emissions. The extensive recirculation system incorporates a water cooler which reduces the temperature of the exhaust gases sharply.

The awesome V12 TDI directs its power as standard to a fast-action, smooth-shifting new six-speed tiptronic transmission. From here, the forces flow to a quattro driveline, which splits the drive power 40:60 between the front and rear wheels under normal driving conditions. This results in slightly tail-heavy, sporty handling characteristics, exceptional agility and exemplary steering precision.

To ensure that its phenomenal performance can be safely harnessed, the Audi Q7 V12 TDI is equipped with powerful, ventilated disc brakes. The ESP dynamic handling control system features a hill descent assist as well as a special off-road mode. The safety specification is rounded off by the pairs of front, side and head airbags in the interior.

An elaborate double-wishbone independent suspension has been used for each of the four wheels, while the majority of the axle components are made from aluminium. The adaptive air suspension, incorporating an electronically controlled damper system, comes as standard, creating a perfect synthesis of sporty handling on the one hand and silky ride comfort on the other. The body's ride height can be adjusted from its starting position of 180 mm above the ground up to the lift mode offering a whole 240 mm of ground clearance. The Audi Q7 V12 TDI study rides on 20-inch cast aluminium wheels.

Design: the best of both worlds

The Audi Q7 V12 TDI is just as fascinating to look at as it is to drive. The principal feature which distinguishes it from its lesser-powered siblings is the contrasting paintwork of the underfloor panels at the front and rear. The striking, almost vertical single-frame radiator grille has a chromed finish and echoes the dynamic Audi S6 and Audi S8 models, which both head their respective ranges powered by V10 FSI engines. Flanking the grille are wide headlight units with visible light tubes.

The Audi Q7 styling has a thrilling air of elegance blended with dynamism, and displays both tremendous sportiness and the robustness of an accomplished off-road vehicle. The Audi Q7 cuts a powerful, elongated figure, boasting the sportiest proportions in its segment, with a length of 5,086 millimetres, a width of 1,983 mm and a height of 1,737 mm.

The high side panelling gives the vehicle's body a muscular feel, particularly in the way it contrasts with the flat, sporty styling of the window area. The dynamic line above the wheel arches, the powerfully contoured shoulder section and the flowing roof line combine with the standard-fit roof rails to emphasise the car's athletic looks. The distinctive tapering at the front end and the tail with its steeply angled D-pillars form the end markers of a distinctly coupé-like silhouette.

The Audi Q7 offers outstanding levels of spaciousness courtesy of a wheelbase measuring 3,002 mm. The three rows of seating accommodate up to seven people. The seats in the second row can be specified with fore-and-aft adjustment as an option and offer occupants a class-beating footwell length. Both of the rear rows of seats can be folded down flat, increasing load capacity to a maximum of 2,035 litres. The 5-seater version of the Audi Q7 offers 775 litres of load space in its luggage compartment, while the 6-seater version features individual second-row seats. The tailgate of the Audi Q7 V12 TDI opens and closes electrically at the push of a button.

Amply sized interior plus innovative operating concept

The interior and cockpit area of the Audi Q7 create the impression of a light and airy expanse, flawless ergonomics and top quality. The standard-specification deluxe automatic air conditioning regulates heating and ventilation separately for the driver's and passenger's side, taking sunlight levels into account in the process. The Audi Q7 also comes equipped as standard with the MMI operating system which has already earned high praise in the A8 and A6 and can be expanded to include numerous additional functions.

A number of state-of-the-art driver assistance systems may be specified as an option. These include the radar-assisted "Audi side assist" for lane-changing manoeuvres, the "Audi parking system advanced" featuring both visual and acoustic guidance as well as a rearview camera, plus the latest-generation automatic proximity control system, Audi cruise control with braking guard, which is capable of braking the vehicle to a standstill if required.

The seats are upholstered in leather, and the front seats are heated. Carbon panels give added emphasis to the interior's sporting flair. And to ensure that drivers can enjoy supreme operating convenience there is a cruise control system, a driver information system and a multifunction steering wheel.

Audi already offers the Q7 with a choice of three engines: the 3.6 FSI has an output of 206 kW/280 bhp, the 4.2 FSI generates 257 kW/350 bhp and the 3.0 TDI delivers 171 kW/233 bhp. The eight-cylinder 4.2 TDI is due to be added to the model line-up in mid-2007.

Low-emission TDI engines for the USA: Green power

The trend towards diesel engines is becoming ever more pronounced in the United States too. Audi, the inventor of the modern-day TDI, is going on the offensive in an effort to bolster this tendency. 2008 will see the arrival of the Q7 3.0 TDI in US showrooms. Thanks to the exceptionally low emissions resulting from its cutting-edge Bluetec technology, this engine is able to meet even the most stringent emissions limits.

In Europe, diesel-engined cars have been enjoying an inexorable rise in popularity for years now – in Germany, for instance, they accounted for over 45 percent of new car registrations in October 2006. Today's diesel engines are powerful, fast, efficient, smooth and dependable – virtues which Audi, in its capacity as a pioneer of diesel technology since 1989, has been instrumental in achieving.

The diesel market is also beginning to take off in the USA. In 2006, diesel-powered passenger cars and light trucks secured a market share of around 3.5 percent, and this figure is widely predicted to keep on rising. Firmly convinced that the TDI engine represents the powerful and economical alternative for the future of motoring, Audi is seeking to reinforce this trend: the Ingolstadt brand is embarking on its US diesel initiative.

Strict LEVII standard in California

The stringent legislation governing emissions represents a key criterion for all passenger car engines in the USA. The emission standard entitled US Tier II Bin 8, which is in force in 45 of the 50 US states, limits emissions of nitrogen oxides (NOx) to 0.20 grams per mile and particulate emissions to 0.02 g/mile. The LEVII standard, which is enforced in California and a number of states in the north-east, goes much further again, restricting emissions of nitrogen oxides to 0.07 g/mile and particulates to 0.01 g/mile.

The LEVII limits are simply beyond the capabilities of the emission control technologies required to meet the current Euro 4 standard in Europe.

This is why Audi has teamed up with Volkswagen and DaimlerChrysler to develop a revolutionary new technology – it is called Bluetec and denotes exceptionally clean-running diesel engines.

The Bluetec technology is built around a dedicated catalytic converter which goes under the abbreviation of SCR (Selective Catalytic Reduction) and is positioned downstream from the oxidation catalytic converter and the particulate filter. The second system component is an auxiliary tank containing an aqueous carbonyl diamide solution. The solution, which has been labelled "AdBlue", is injected into the exhaust system in small doses. Once in the hot flow of exhaust gases, it decomposes into ammonia which in turn breaks down the nitrogen oxides into nitrogen and water.

The "AdBlue" reducing agent is routinely topped up at the workshop each time the vehicle is serviced, without the customer having to lift a finger. Audi ensures that there is sufficient "AdBlue" to safely cover the distances between services. Additional benefits include the fact that "AdBlue" is biodegradable and the system's guaranteed effectiveness for the duration of the vehicle's service life.

Audi is a driving force behind the advancement of diesel engines

The ultra-clean Bluetec diesel engines see Audi hold true to its tradition of always being at the cutting edge of diesel technology development. The Ingolstadt brand developed direct injection technology back in 1989 – since then, the fuel efficiency of diesel engines has been improved by around 30 percent on average. Compared to 1989 levels, the European emission standard Euro 4 heralds a 93 percent reduction in passenger car particulate emissions; long before the standard came into effect, Audi had already brought out models onto the market which complied with the stipulated limits, even without a particulate filter.

The Audi philosophy has always been to offer customers the best possible solution. And as the only good emissions are those which are not created in the first place, Audi engineers gave top priority to implementing internal engine measures that would further refine the combustion process.

The common-rail technology in the new Audi Q7 V12 TDI with an injection pressure that has now reached the 2,000 bar mark is, for the moment at least, the last link in a long chain of diesel developments.

Others include the four-valve-per-cylinder technology and the accompanying swirl and inlet ports for controlling the airflows, as well as the controlled and cooled system of exhaust gas recirculation; the latter of these innovations is of great importance for the future of diesel engines at Audi.

Higher fuel prices, improved diesel infrastructure

The growing trend towards diesel power which is emerging in the US has been prompted by a number of developments. The sharp increase in energy prices has raised public awareness of the importance of making economical use of resources.

The infrastructure of filling stations stocking diesel fuel for passenger cars is growing, at the same time increasing availability of the low-sulphur diesel fuel (containing less than 50 ppm sulphur) that is one of the fundamental requirements for using Bluetec technology and particulate filters. Irrespective of this, Audi is promoting the development of sophisticated synthetic fuels derived from biomass or natural gas, which by their nature contain considerably fewer pollutants.

The Q7 3.0 TDI will be the first model from Audi to showcase the all-new, ultra-clean Bluetec technology when it is launched in the US in late 2008. Further models are set to follow. And other countries apart from the United States have voiced an interest in the new, extra-green diesel engines, including Japan, China and, not least, the Europeans.

High-tech diesel engines from Audi

Technical superiority

The new V12 TDI with its supreme performance is a trademark Audi engine. Ever since it first invented the TDI engine 18 years ago, the brand has played a pivotal role in advancing technology in this field. Diesel engines from Audi are powerful, efficient and smooth, and they have demonstrated their superiority both on the road and the racetrack.

368 kW/500 bhp – the new V12 TDI engine in the Audi Q7 is a veritable pageant of technology and represents the new pinnacle of passenger car diesel development. The twelve-cylinder power unit provides unquestionable proof of the pre-eminent technological expertise at Audi. 18 years after the Ingolstadt brand invented the modern-day TDI engine, it is presenting it in an all-new high-tech, range-topping guise.

The wide-ranging pool of know-how at Audi is also plainly in evidence in the brand's other large diesel engines which likewise succeed in fusing sheer power with excellent efficiency. The two V6 TDI units summon 132 kW/180 bhp and 171 kW/233 bhp respectively from their capacities of 2.7 and 3.0 litres, with the V8 TDI drawing 240 kW/326 bhp from its 4.2 litres. The TDI engines from Audi are full of power and torque, yet they are also efficient and economical, as well as being quiet and smooth.

TDI engines are full of power

The three-litre TDI unit propels a variety of Audi models, ranging from the mid-size A4 up to the Audi Q7 high-performance SUV. Its 171 kW/233 bhp equates to an output of 57.6 kW/77.9 bhp per litre – a figure which up until just a few years ago was unprecedented outside of the sports car faction. In all of the models it is fitted in, the 3.0 TDI drives all four wheels via the quattro permanent four-wheel drive system, yet another Audi technology whose tremendous potential for motoring pleasure and driving safety underscores the brand's sporty essence.

The three-litre diesel engine ensures dynamic performance. It powers the Audi A8 luxury saloon, for example, to a majestic top speed of 243 km/h and from nought to 100 km/h in just 7.8 seconds. Yet more evidence of the Audi brand's exclusive expertise can be found in the A8 3.0 TDI quattro: its body tips the scales at a mere 222 kilograms thanks to its state-of-the-art Audi Space Frame (ASF). ASF reverses the weight spiral. Recently, Audi received the European Body Car Award for the TT body with its hybrid construction that makes intelligent use of aluminium combined with steel.

TDI engines are full of torque

The great strength of all diesel engines from Audi is their immense torque. The pulling power of diesel engines clearly surpasses that of comparable petrol units. What's more, their power is on tap at very low revs, just above idling speed in fact – meaning that the driver merely has to coax the accelerator pedal for a smooth yet persistent build-up of thrust. Consequently, the pulling power is there whenever it is needed, making for a composed and relaxed driving style.

Built in the vein of a classic American small block, the three-litre V6 transmits as much as 500 Nm of torque to the crankshaft at engine speeds as low down as 1,400 - 1,500 rpm. The diesel powerplant generates an exceptional 168.5 Nm for each litre of capacity.

TDI engines are efficient and economical

Diesel engines make more efficient use of the energy contained in the fuel they run on than petrol engines do. Audi has played a decisive role in the development of the many different solutions that have been devised to capitalise on this fundamental principle of physics – four-valve-per-cylinder technology for an optimum cylinder charge in any operating situation is just one example, as is the principle of variable turbine geometry used in turbochargers.

The A8 is a saloon of stately proportions, measuring 5.06 metres in length, but even in such a large car the 3.0 TDI demonstrates astounding restraint in terms of fuel consumption. On the EU driving cycle, it limits itself to an average of 8.5 litres per 100 km, while the 2.7 TDI in the Audi A4 is even more frugal, burning just 6.7 l/100 km.

Such high efficiency heralds more than just financial benefits for drivers, especially on long journeys: thanks to the 90-litre tank capacity, motorists adopting a relaxed driving style can cover far in excess of 1,000 km between refuelling stops – not only does this cut costs, it saves time and nerves too.

TDI engines are quiet and smooth

The sound from Audi's latest direct-injection diesel units is barely perceptible to passengers' ears, as they run every bit as quietly as their petrol counterparts. This is partly down to the extensive development work carried out by the acoustic engineers at Audi. Carefully positioned finning on the cylinder blocks nips vibrations in the bud, while all of the potential paths via which vibrations could be transmitted into the interior have been eliminated from the engine mountings and bodyshell.

One of the key advances can be attributed to the common-rail technology, as it virtually gives the control unit free rein over the injection of fuel, which can take place up to five times during each power stroke. The pilot injection phases take place well in advance of the main injection to produce a more gradual pressure build-up for smoother combustion. The innovative piezoelectric injectors used by Audi in its large diesel engines heighten this effect with their extremely fast, high-precision actuation, finally putting an end to the harsh knocking and metallic rattling sounds normally heard at partial throttle.

Audi – drawing on a wealth of TDI expertise

The engine unveiled by Audi at the Frankfurt Motor Show in the late summer of 1989 was nothing less than an absolute sensation: exhibited in the Audi 100, the five-cylinder turbodiesel mustered 88 kW/120 bhp and 265 Nm of torque from its capacity of 2.5 litres. It was the first ever passenger car diesel engine to feature direct injection and fully electronic management – in short, the world's first TDI.

The beefy power of the five-cylinder drive unit redefined standards in the diesel segment when it went into series production in 1990. And Audi has been consolidating its head start ever since with one new development after another.

1991 marked the debut of a four-cylinder TDI model which extracted 66 kW (90 bhp) and 182 Nm from its capacity of 1.9 litres. Four years later its output was upped to 81 kW/110 bhp, thanks partly to the inclusion of a brand new turbocharger with turbine vanes that could be adjusted flexibly to match current requirements. The advertising slogan "Where's the tank?" made the TDI's proverbial economy and its tremendous operating range famous in Germany – the 66 kW/90 bhp variant of the 1.9 TDI made do with a mere 5.1 l/100 km in the Audi A4.

The five-cylinder engine's output was uprated to 103 kW/140 bhp in 1994; coupled to a six-speed gearshift and optional four-wheel drive, it advanced to the status of the first TDI quattro. With vital statistics reading 290 Nm of torque at 1,900 rpm, a top speed of 208 km/h, 9.9 seconds for the 0-100 km/h dash and a Euromix fuel consumption of 6.0 l/100 km, it set a new benchmark for sporty touring saloons to measure themselves by.

The world's first V6 TDI passenger car engine followed in 1997. Fitted with a four-valve cylinder head – yet another major innovation on the TDI front – it had an output of 110 kW/150 bhp. Audi premiered its first diesel engine with the pioneering common-rail injection system in 1999 when it unveiled the 165 kW/225 bhp V8 TDI. The very same technology is employed by the current family of V diesel engines, ranging from the 2.7 V6 TDI and the 3.0 V6 TDI to the 4.2 V8 TDI and finally the new six-litre V12 TDI.

For 18 years now, Audi has been harnessing all of the innovative flair it has amassed in this field to constantly push back the limits of what is possible. The TDI engines have been pivotal in the Audi brand's rise to the rank of sporty premium manufacturer; today, every second Audi that is sold worldwide has a diesel engine under the bonnet. The TDI engines have enjoyed an unparalleled triumph – and the success story is set to continue apace.

TDI on the racetrack: a quiet, efficient, dominating force

Initially, even the drivers could not believe their ears – seasoned professionals of the likes of Tom Kristensen and Frank Biela suddenly had to change their habits. Previously, they had used the engine noise emanating from their open sports cars as an important yardstick – and now the engine noise faded out altogether above a certain speed, so quiet was the V12 TDI in the new R10.

The V12 diesel race car from Audi has taken motorsport into a whole new era. Designed in accordance with the regulations that govern the Le Mans 24 Hours, the 5.5-litre TDI racing engine is a cut above the rest. With its prodigious torque of over 1,100 Nm, it comfortably outperforms any petrol model. At its rated engine speed, over 478 kW/650 bhp is on tap – translating into a top speed in the region of 330 km/h.

A further forte of the V12 TDI is its low fuel consumption. Measured against its already extremely efficient predecessor, the R8 with petrol direct injection, the R10 TDI burned considerably less fuel at Le Mans. This was despite the fact that the diesel was unable to make the very most of its strengths on the Sarthe circuit with its long straights and a full throttle ratio approaching the 75 percent mark.

The high range was crucial to victory

The high range and the resulting reduction in the number of refuelling stops proved to be a crucial factor in the victory at the classic 24 Hours. Frank Biela (Germany), Emanuele Pirro (Italy) and Marco Werner (Germany) only had to call in at the pits 27 times in their car with start number 8.

They completed 380 laps – 5,187 km – at an average speed of 215.409 km/h.

Spurred on by its triumph at Le Mans, Audi went on to achieve something that no other manufacturer had before it – the R10 TDI won all eight of the races it competed in over the course of the 2006 season. The sequence of victories spanned the breadth of the United States, starting in March at the 12 Hours of Sebring in Florida and culminating at Laguna Seca in California in October.

In the American Le Mans Series, Scotsman Allan McNish together with Dindo Capello from Italy emerged as the overall champions of the large LMP1 category long before the season had drawn to a close. With a total of 23 wins under his belt, Capello is the most successful ALMS driver of all time. Audi also took the constructors title in the large LMP1 category by a substantial margin after racking up 215 points ahead of Lola in second on 160 points.

A panel of judges from the British magazine "Race Engine Technology" voted the V12 TDI in the Audi R10 TDI "Race Engine of the Year 2006" and "Alternative Race Engine of the Year". The engine's design engineer Ulrich Baretzky, Head of Engine Technology at Audi Sport, and the Head of Audi Motorsport Dr. Wolfgang Ullrich perceive the V12 TDI as a perfect illustration of motorsport and series production cooperating closely with one another.

Transfer between motorsport and series production

"We can avail ourselves of the expertise and test facilities of our colleagues in series development," remarks Dr. Ullrich. The know-how flows both ways though, with technological highlights from the racetrack often injecting vital new stimulus into series development.

Audi performed a similar technology transfer back in the late 1980s. At that time, the touring cars from Ingolstadt were dominating the TransAm and IMSA races thanks to their quattro drive and turbocharged petrol engines that generated in excess of 700 bhp in some cases. 20 years on, large-scale series development is once again reaping the benefits of motorsport technology.

The data and the performance and fuel consumption figures stated here refer to the model range offered for sale in Germany. Subject to amendment; errors and omissions excepted.

Related entries:

Audi Q7 V12 TDI Revealed
Audi Q7 In Depth
Audi Q7 4.2 TDI Revealed
Audi Q7 V12 TDI to launch in 2008

Audi subsidiary, Quattro GmbH, is responsible for production of Audi's low volume performance cars such as RS models, S-Line models as well as Audi Exclusive customization packages and lifestyle accessories. In 2007 the number of vehicles coming out of the Quattro GmbH stable included 5300 RS4's, 4000 R8's, 50.000 Exclusive models plus 300.000 S-Line packages making a total of 360.000 vehicles. Compared to only 2500 vehicles back in 2000, its fair to say demand for bespoke and exclusive products from Quattro GmbH are in high demand.

According to German enthusiasts magazine, Auto Motor und Sport, Werner Frowein, Director of Quattro GmbH, stated slight increases in production will take place in 2008 despite their position of always producing enough product just below demand. Currently, production of the Audi R8 mid-engine sports car has been increased to maximum capacity of 27 additional units per day, which will continue throughout 2008, giving a total production of 5500. Also planned for 2008 are 5000 RS 6's, only 1000 RS 4's since production is concluding, and the addition of the 12-cylinder diesel Q7.

Sounds good, but it gets even better. Typically, RS cars are released in the last two years of a vehicle's six year life cycle, however, quattro GmbH have now changed this policy which will see future RS models coming to market after the first two years. Although it is unknown which RS model this new production schedule will apply to first, we can speculate based on recent spy photos that it will most likely be the TT-RS followed by the RS 5. Additionally, with consideration to Quattro GmbH's policy of having only one RS model on the market at a time, this accelerated cycle of RS cars explains why we have been seeing spy photos of the simultaneous development of RS cars (linked above).

Related entries:

Audi RS 5 Engine Speculation and Rendering
Audi RS5 Latest Renderings
Audi TT RS Spied
SPY PHOTOS: Audi TT RS

At a glance

Body

• Length 4703 millimetres, width 1826 mm, height 1426 mm, cD = 0.27
• Luggage capacity 480 litres, larger than any core competitors
• Taut, sporty styling, low weight
• Outstanding safety concept with new airbag and seat belt force limiter settings

Interior

• Ample space at all seats
• Exemplary ergonomics, MMI control terminal available as an option

Engines

• Two strong, economical petrol engines with FSI direct injection, displacement 1.8 and 3.2 litres
• Three powerful, refined TDI diesels with either four or six cylinders and common rail fuel injection with piezo injectors

Transmissions

• Six-speed manual gearbox, multitronic, or six-speed tiptronic
• For 3.2 FSI and 3.0 TDI: quattro permanent four-wheel drive with 40:60 torque split

Running gear

• Audi dynamic suspension, long wheelbase and front axle moved forward for dynamic handling and outstanding road behaviour
• Option of Audi drive select dynamic driving system
• Option of variable-ratio dynamic steering for sporty driving pleasure

Equipment

• Generous specification with automatic air conditioning and radio as standard
• Many features found on luxury-class cars also available on the new A4

Short version

Sporty and superlative, progressive and emotive – the A4 takes Audi into a new dimension in the midsize car segment. The saloon’s engines – three TDI units and two petrol engines that also have direct fuel injection – provide supreme performance with fuel consumption that is an average of nine percent lower than the previous model. The highly efficient powertrains are just as clear evidence of Audi’s outstanding technical expertise as the dynamic suspension or the many other technologies adopted directly from the large luxury class. The Audi A4 reaches the market at the end of November 2007, at list prices in the region of 26,000 euros. The new Audi A4 – the new way to drive.

New design idiom

The new Audi A4 combines many fascinating aspects. Its design is expressive, taut and dynamic. The high precision and technical character of its styling clearly confirm Audi’s leading position in this field. Compared with the previous model, the designers have altered the proportions to create a new, sporty impression. The front overhang is shorter, the bonnet and wheelbase distinctly longer.

At an overall length of 4.70 metres, the new A4 is a large saloon. It boasts a substantial, powerful road presence. Its body illustrates the technical progress that has been made: it is significantly more rigid and safer than the previous model, but also distinctly lighter, thanks to intelligent weight-saving. With a drag coefficient of cD = 0.27, the new saloon cuts its way through the wind with ease, and its 480-litre boot is larger than that of any of its direct competitors.

Inside the new A4, the ambience is spacious and full of light, as would be expected in a much larger model. It embodies the traditional Audi strengths: a distinguished appearance, no-compromise high-quality workmanship with close attention to detail and logical, intuitive controls.

A whole series of high-tech optional extras taken from the luxury class is available to enhance the interior still further, from the MMI operating system, acknowledged as being superior to its competitors, to the automatic air conditioning with three-zone control. To take one’s seat in the new A4 is to experience the sensation typical of an Audi – one immediately feels at home. In the safety area too, the brand sets new standards: the airbags and seat belt force limiters work together even more effectively to protect the occupants better than ever before.

The new Audi A4 is being launched with a choice of five refined, powerful engines, covering a power-output range from 105 kW (143 bhp) to 195 kW (265 bhp). All of them use the direct fuel injection principle: FSI technology for the two petrol engines and the common-rail system for the three TDI units. The four-cylinder engines are turbocharged. With their smooth running and impressive flow of power, the engines in the new A4 are a source of pure driving pleasure. They also use distinctly less fuel than the corresponding units in the previous model: consumption is down by an average of 13 percent for the petrol engines and six percent for the TDI units.

More dynamic than ever: the quattro driveline

In the transmission area, Audi offers customers a wide range of high-tech solutions. Easily operated manual gearboxes or tiptronic automatic transmissions, and also the multitronic continuously variable transmission, deliver engine torque to either the front wheels or the quattro permanent four-wheel-drive system. For the new saloon model, this is more dynamic than ever before, with the torque split biased more strongly to the rear wheels.

The driver will experience the new A4 as the sportiest of the midsize saloons – a car that is agile, precise and effortless to control. The differential has been moved further forward in the driveline by interchanging its position with the clutch or torque converter. This has enabled the front axle to be repositioned 154 millimetres further forward – a solution that permits the axle loads to be ideally balanced. For the new Audi A4, the dynamic suspension is a totally new development. Thanks to the use of numerous aluminium components, the suspension, steering, wheels and brakes are exceptionally light in weight.

Two innovative technologies add even greater fascination to the driving experience. One of them is the Audi drive select control system, with which the driver can adjust the operating characteristics of the engine, automatic transmission, steering and adaptive damping to suit his or her own preferences. The other is Audi dynamic steering, which operates with a superimposed gear system that varies the effective steering ratio according to road speed. Close to the handling limits, it acts together with the ESP to stabilise the car by slight but very rapid adjustments to the steering. In this way, the system combines sporty driving fun with a high level of safety.

The innovative assistance systems on the new A4 make driving even more relaxed and enhance the driver’s control of the situation. Audi equips its new saloon model on request with various high-tech systems that have so far been available only on luxury cars. These systems control the distance from the car in front, help the driver to keep within the chosen lane or to move safely from one lane to the next, and provide support when parking the car.

Technical area of the future: multimedia

The Audi A4 also sets new standards for a midsize car in one of the most fascinating technical areas of the future, namely multimedia. The new saloon enters production with a series of communication and entertainment technologies at the customer’s disposal that would be impressive even in a luxury-class car.

Among the components are various audio systems, a TV receiver, two navigation systems, an iPod interface and a highly convenient Bluetooth telephone. Audi is supplying the new A4 in three equipment lines, known as Attraction, Ambition and Ambiente.