The R8's success is good news for both the upcoming 2009 Audi R8 V10 and Audi R8 TDI, guaranteeing them a market — not that anyone has any doubt those will sell out too.

Jalopnik Snap Judgment: This is the best supercar on the market, mixing gorgeous looks with excellent performance and everyday luxury. It's no surprise that the limited run has already been spoken for; in fact, it nicely validates our opinion of the car. [via Edmunds]

Photography: Grant Ray

5. Less Congestion
Higher gas prices mean fewer people driving and more people taking public transit or telecommuting. The most obvious benefit for the real driver is that it opens up the road to those who travel for fun by removing those who merely commute out of necessity. This results in less traffic and, not surprisingly, fewer traffic fatalities, thanks in part to people keeping their Suburbans in the garage. Safer, emptier roads are something all drivers want, but real drivers need.

4. Better Cars
After years of racing to see who could build the largest vehicles, automakers are finally looking to see who can build more efficient vehicles. The technologically advanced Fisker Karma could only exist in the land of expensive gas, and the same is true for the beautiful and powerful Audi R8 diesel. The new Eco Elise not only gets better mileage that a stock Elise, it's also faster. Those are only a couple of examples. There's more on the way, if what Wert had to say at Popular Mechanics a couple months ago is any indication.

3. Better Roads
Owls aren't the only thing in danger of extinction. Cheap energy has meant more driving road-gutting sprawl, which leads to more stoplights and four-lane freeways. Most drivers have had the experience of pulling up to their favorite stretch of asphalt only to find a CVS and a lighted intersection suddenly under construction. Thankfully, the price of commuting is pushing families to move back into the cities and encouraging developers to focus on density with their new projects and leaving the remainder of great driving roads alone and safe from earth movers.

2. Cheaper Insurance
Assuming you become one of those people that takes the train or bus to work, you can adjust your insurance classification to "pleasure driver," which has the dual benefits of sounding awesome and saving you money. Depending upon your current insurance level, you could end up saving 10% to 15% on your premium. That's more money you could put into gas, tires, oil and everything else you need to enjoy the newly emptied roads.

1. Fewer Fatties
According to one economist's doctoral thesis, a $1 increase in the price of gas equates to a 10% decrease in the obesity rate, as people dine out less and walk/bike more. While this has a few boring side effects — fewer health-related deaths and lower health care costs, for example — the benefit to the driver is that your co-pilot is less likely to add sprung weight to your car. We're pretty sure it's the same reason Colin Chapman became a vegan and John DeLorean made sure all his women were coked-out anorexics.

[via MotorAuthority]

Why biodiesel in a racing car?
Christian Bokich: We're racing to show people what's coming in our future cars, and to show that we're leaders in diesel. It has always raced on GTL; it's not from an oil barrel, it's from natural gas using a high-tech conversion. The new twist is the GTL was only the stop-gap to learn how to create synthetic diesel. We know we wanted to do biomass diesel, not based on foodstuffs.

Racing is fun. Racing is exciting. But we're racing for a reason: A to win, and B to bring the technology to customers. Though we don't recommend more than 5% biodiesel in our cars now, we want to say for the future you can use it in one of our new cars with a full warranty, and racing is an easy way to test that technology.

Did you have to make any adjustments to the cars to run the mixed fuel?
We did not. There were no adjustments.

You ran a mix of GTL and BTL, that's what you're trumpeting, but did you run it the whole time?
We were running the fuel mixture the entire race. There was no night-time mixture or day-time mixture.

WIll you continue to use BTL or is this a one-off race, albeit a successful one, with a low mix?
I think eventually you'll see higher mixes. We haven't announced what's going to happen now with the remainder of the US races we have. I assume we will continue. I think if we start using it now it would only make sense to keep using it now.

What's better, ethanol or diesel? You race against the E85-powered Vette; do you want to talk some smack?
Diesel offers the benefits that ethanol might have, but we have tremendous amounts of range. The R10 TDI, if it were not for the restrictions that were placed to put our cars on a level playing field, not only on the size of the gas tank but the rate at which we can refill, we could go lap and lap and lap without refueling.

Sure, we think diesel has an advantage over ethanol. The fact that we're using BTL that just uses garbage is a sign that we're investing in technology that uses a lot of existing resources. From what we know, ethanol does interfere with the human food chain.

This was your first trip to Le Mans, how was it?
I've never seen a race that seems more prestigious. I've been to the Indy 500, to all the ALMS races for two-years running. I guess the length of the race itself is prestigious. The regalia and the tradition that goes with it. We arrived and we went to this parade and they have all these fancy cars. And you look at the caliber of the people walking around. It's just an exciting and enthralling place. It was overwhelming, but it was kind of cool. I don't get very euphoric at times, but it was pretty easy to get euphoric about it.

[Photos: Robin Thompson for Audi of America]

What gives this car away are a couple of subtle changes to the intakes. Notice that the front grille now only has two horizontal bars, whereas a normal R8 has three. Also, look closely at the side scoops in the crossblades and you'll notice that they've been enlarged to feed the bigger engine. Ze 'chermans are all about ze details, yes?
[BridgeToGantry]

So, how much power is the blower good for? How about 537 HP at 7000 RPM, and 405 lb-ft of torque at 5900 RPM. That means the sprint from 0-60 should take less than 4 seconds. No word on pricing or US availability, but if you really want more punch from your R8, you'll find a way.
[via GermanCarScene]

EXT SHANGHAI STEEL YARD Strike force in hummers & Trikes pull off HazMat suits EXT SHANGHAI SIDE STREET Kids run up to get ice cream. DOLLY FRONT SHOT Chinese kids. Headlight flare. THIN TRACK RIG BETWEEN KIDS TRUCK DIGITAL PASS THRU in front of Chinese kids. Wind kicks up. Two halves of Ice Cream Truck. One spins. Join together. Ice Cream Truck splits around Chinese kids. Leaves treats. DOLLY BACK OR CAMERA CAR REVERSE for POV shot of Ice Cream. POV kids. EXT SHANGHAI STEEL YARD GO CART & PORSCHE chasing all vehicles. Arcee motorcycle rip past Ice Cream twins EXT SHANGHAI STREET COVERAGE British SAS look at stacks. Leader tries to calm him. OVERLAP EXPLOSIONS. Ratchet soldier into window HANDHELD. Follow Lennox & team meet up with IRONHIDE. He drives up. EXT SHANGHAI STEEL YARD - BACKSIDE COVERAGE. Strike Force team searches thru interior steel yard. Old rail cars. EXT SHANGHAI STEEL YARD CONVERAGE. On actors - TO COMPLETE GO KART, Arcee & Stinger chase R8 Along street with stacks R8, Arcee, Stinger, Hummers, Trikes all race past Ice Cream Truck. Ice Cream Truck chases R8 thru alleys, Crashes, Splits in two, Twins fight LOW CAMERA R8 in bushes. Overlap explosion. R8 races away towards Backside EXT SMITHSONIAN AIR & SPACE MUSEUM Foursom getting ready to go inside-TO COMPLETE

INT SMITHSONIAN AIR & SPACE MUSEUM
Museum is now closed. Simmons w/ metal box. Leo distracts guards.
Simmons Tasers Guard. Duct tapes his hands together. Lets WHEELS out of box
Simmons drags Leo behind information desk
Sam & Mikaela come out (from hiding place. Film can & splinter
Sam & Mikaela run up to Simmons. Lets WHEELS out.
Sam & Mikaela walk past ENOLA GAY, WHEELS follows
Simmons uses radiation tracker. Leo talks over microphone
WHEELS pulls up in front of SR-71. Points. Simmons takes reading
Splinter glows. Leaps from Sam's hand. Drawn to SR-71. Hits it. Pulse Blast
Sam & Mikeala race to SR-71. Discover Decepticon symbo.
Jetfire transforms. Knocks Spce cpsule onto floor. Rolls to stop. Drops missles.
JETFIRE & group exit thru large doors to exterior. Simmons stops. Gets in capsule.

Audi A1
Starting at the bottom of the grid, the Audi A1 will maintain the currently planned 1.4 TFSI, but will get an 86 HP 1.2-liter TFSI good for a little less power but will be quite a bit easier on European wallets.

Audi S4
It seems the B8 Audi S4 will be returning to its twin-turbo V6 roots, as early as this coming November. News of this respite from V8 shenanigans comes with virtually all positive notes, considering the engine is to displace 3.0 L but grunt out 330 HP, only 10 shy of the current iteration. Add in lighter weight and the same treatment for the Avant versions and everyone's happy.

Audi S5
In September 2010 the S5 will be dumping its current V8 mill for the same twin-turbo 3.0 L TFSI V6 in the S4. This will be a cut in power, but like we said about the S4, it's not giving up much and will lighten up that porky bottom line. What's perhaps more interesting is the introduction of an Audi RS5. It will retain the same 4.2-liter V8 in the current S5, but gets a whopping increase in power up to 450 HP. With such power on tap it's a good thing there will be a new 7-speed to keep it in check.

Audi S5 Sportback
The previously unknown S5 Sportback will be on sale as of September 2010 and will get the 3.0 L twin-turbo TFSI mated to a 6-speed manual, or a 7 speed auto. We're beginning to see a theme here with S-line engines, aren't you? Hopefully this new engine won't have many teething problems.

Audi A7 Sportback
Being called the Audi A7 "Sportback" leads us to believe this as-yet unseen and unheard of version of the A7 will have a certain wagony-goodness to it, but who knows. Perhaps it'll be a big old five door, swiping the hardware from the Skoda Superb. Anyway, we digress. The A7 Sportback gets a 2.8L FSI, a 3.0 L TFSI, and a bevy of oil burners. And now what's this? An S7 Sportback? Why yes, yes it is. And this one gets a 4.0 L TFSI with 395 HP! While that's no RS6 Avant, it's nothing to sneeze at.

Audi R8 Spyder
When we got the first images of that Audi R8 V10, we couldn't even speculate on a release date for the thing. Now we know the plan is for the hardtop version of the upgraded V10-powered R8 to roll out in June of 2009, and those wacky Germans are going to hack the top off and give you the R8 Spyder in March, 2010. The lesser 4.2 L V8 will follow a little later for the Spyder, just in case you were interested.

Audi Q7
While there's no earth shattering engine news on the Audi Q7 front, these docs report a facelift for the bulky-UV coming in August of next year. So, you know, if the looks are what keep you from taking the plunge, maybe wait a year and see if you like the changes.

There's an exhaustive breakdown of models, engines, and dates over at Audiblog, the original leakers. Good stuff fellas, now all the surprises are gone, thanks a lot (no, really). [via WCF]

[Youtube and Youtube via WCF]

To tell the story of the Type C, you have to start at the Great Depression. As they were everywhere, the period was hard for Germany, and though the engineering talent of Ferdinand Porsche was well know at the time, the commissions for automobiles had simply dried up. Not one to have his ambitions squelched, Porsche joined with a group of his former associates including Adolf Rosenberger and Karl Rabe to form the Hochleistungs Motor GmbH (High Efficiency Engines company). At this point, development work on a Grand Prix-competitive engine began in earnest without a contract.

In parallel, the companies of Audi, DKW, Horch and Wanderer formed Auto Union in an effort to ride out the storm of the depression by way of leveraged finances and increased purchasing power. As all good, freshly minted European auto makers in the 30's must do, a race car was commissioned, and this one went through Porsche, who had connections to Auto Union through Wanderer. The cash to do the development is what gives these cars a special, perhaps infamous place in history. Adolf Hitler, the newly appointed Chancellor of Germany, had commissioned Mercedes Benz to build a car to dominate racing and had provided 500,000 Reichmarks to do it. After convincing Hitler of the benefit of two entries from Germany, the chancellor split the pot and 250k RM went to each team.

At the time, the front engine, rear-driver layout was considered the state of the art, but flush with funds, Porsche's team set to work bringing the drawings of a low, mid-engined, wundercar to life — and the design would be called the Auto Union Type C. By placing the engine at the rear, fuel tank in the center, and the driver in the front, concessions for the drive shaft and transmission tunnel were no longer necessary. And oh, that engine, a twin-block, 6 liter, 45 degree bank, 32 valve V16, was force fed air through a Roots supercharger and developed 520 HP in its final form. With the uneven 40/60 front to rear weight distribution and the massive power available, the car tended to oversteer and it was difficult for drivers used to a rear seating position to determine the limits of adhesion. Before the advent of the ZF limited slip differential, the car was known to produce wheel spin at speeds as high as 150 MPH.

The front and rear suspensions were considered state of the art at the time. The driver sat over a split axle and torsion bar setup in the front while the rear was managed with a double wishbone and transverse leaf spring suspension. The body stretched over this mechanical symphony was carefully crafted in the German Institute for Aerodynamics and provided both efficient cooling and enviable aerodynamic effect. When completely developed, the 1,618 lb. car was capable of 211 MPH flat out.

Drivers of this infamous car read like a who's who of early Grand Prix driving — Hans Stuck, Ernst von Delius, Achille Varzi and of course Bernt Rosemeyer. It was Rosemeyer who mastered the chassis and drove these cars into legend, securing six victories of twelve races in the 1936 season. The wins lead to Auto Union securing the builders title, and Rosemeyer being awarded the European Champion title. Over the next two years he would win another eight races outright and lose to Mercedes in 1938 only after they tied in race wins, but lost in laps led to the newly developed W125.

The Auto Union Type C, as well its competitor the Mercedes Benz W125, represent a pinnacle of engineering achievement not seen again until the turbocharged racers of the 1980s.The Type C was the exact car that started the racing revolution, the shift which was necessary to go faster and lighter. The move to mid engine racing was ultimately inevitable, but the confluence of history, engineering passion, staggering performance, and intimidating design captures the imagination. It also demands a place in the Jalopnik Fantasy Garage.

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The Jalopnik Fantasy Garage:
1978 Aston Martin V8 Vantage | Honda 1300 Coupe 9 | 1931 Daimler Double Six 50 Corsica Drophead Coupe | Ferrari 288 GTO | Chevrolet Corvette ZR-1 | 1970 Buick GSX 455 | First Generation BMW M Coupe | Bugatti Veyron 16.4 | Ford GT | Citroen SM | Porsche 928 | Jensen FF | DeTomaso Vallelunga | Audi Quattro S1 | Buick GNX | Nissan Skyline R34 GT-R | Honorary Fantasy Garager: The LS1 Powered Rotus | Lamborghini LM002 | Shelby Cobra Daytona Coupe | Ferrari 250 GTO | Bentley Speed Six | Talbot-Lago T150C SS Figoni et Falaschi Raindrop/Teardrop Coupe | Porsche 917 | Audi RS4 Avant | Lamborghini Miura | Mercedes-Benz 450SEL 6.9 | BMW E39 M5 | Jaguar E-type | Mercedes-Benz 300 SL | Dodge Charger/Challenger R/T | Toyota 2000GT | Facel Vega HK500 | Voisin C28 Aerosport | Bugatti Type 41 Royale | McLaren F1 | Maserati Bora | Continental MK II | Tucker 48 | Aston Martin DB4 GT Zagato | BMW 507 | Porsche 959 | 1925 Rolls-Royce Phantom 1 Jonckheere Coupe | Land Rover Defender | Lotus Eleven | Cadillac Eldorado Brougham | 1963 Mini Cooper S | 1934 Duesenberg Model SJ | Caparo T1 | Morgan Aero 9

Sources: Classics, Wikipedia, DDavid.com, The Supercars, Youtube

What we have here is a TT with said "R8" kit available for your bidding pleasure on eBay. For the $45,000 buy-it-now price you get a 3.2-liter V6, S-tronic automatic, and Quattro. It's interesting, but we're not really interested unless they incorporate this faux-R8 kit with some sort of bi-motor or mid-engine setup.
[eBay via VWvortex]

"Yeah, go slow over this cable tray cause the nose is so low, but in the tunnel why don't you punch it and see what it can do"—those were the orders of the cars' keeper gave. Though styling is not necessarily the car's strong point, its simplicity and performance are respectable. The car starts with a tubular space frame and adds a 78 kW direct drive, a three-phase brushless A/C motor powered by 10 maintenance-free lithium ion battery packs. Those batteries will charge by way of 120V power in 8-10 hours and run for 100 miles on a charge. All of that is shrouded under a completely carbon-fiber body, which encases leather-clad seating. The whole shebang weighs in at 2300 lbs. and considering electric motors make max torque at zero RPM, this thing scoots pretty well. 0-60 will pass in about 5 seconds, and the car has a top speed around 120 mph.

Now that the formalities are out of the way, we're ready to go out on a limb and say this is a better concept car than Die-Hardigree-with-a-Vengence's obnoxious Audi. Lets look at it objectively. The Audi's glorious V12 turbo diesel has been neutered and runs at a mere 250 HP; the electric car runs wide open with full power off the line. The Audi is constructed of soft, malleable aluminum; the electric car is fabricated of a race-car style tube frame and delicious crunchy carbon fiber. The seats are firm but nonadjustable, a clever strategy to simplify operation and cut a substantial amount of waeight compared to the leather ensconced, powered Audi helms. Whereas weight like that forces the audi to add baloney like power steering and power brakes, the little pop top is all direct connect. the steering is heavy as are the brakes, but that just makes you feel like Juan Fangio in his '57 win at Monaco. Sure it's simple and unrefined, but that means it's also simple and unrefined. The utter lack of pretension and the delightfully direct nature of the car was refreshing. Topping it off, we folded in behind the mob squad surrounding the Audi while in traffic, and we were the ones who got the natives asking about it. Clearly, the electric emerges triumphant. [Hybrid Technologies]

To make sure we didn't kill ourselves or, more importantly, the car, Audi provided three black Q7's driven by ex-cops for escort. I suddenly knew what it was like to be a Russian oligarch. Audi's best prototype protection feature is Uwe Haller, the car's affable project manager and my navigator. The car is his baby and he managed to point out every manhole cover on the road. This being New York it was a common refrain.

This prototype features the 6.0 V12 TDI, which produces a pavement destroying 500 horsepower and 738 lb-ft of torque. How does it drive? For the purpose of self-preservation, this particular version was limited to half the torque and horsepower so that we couldn't have too much fun with it.
Nevertheless, the six-speed gear box worked, the engine revved up and the brakes clamped down hard. Maybe a little too hard. At one point Uwe winced and asked "did you hear that?" Did I hear what? The brakes were made a noise that made him very nervous. Was I about to get the Audi R8 fire experience?

Thankfully, that didn't happen. I waited as we turned back onto 11th avenue slowed down to get some daylight between myself and the lead Q7. There was a good 80 yards in front of us and I shifted into second and let that oil burner roar. How fast did I get? I'm not sure, but fast enough to make Uwe tense up (which makes me think 28 mph).

Though this wasn't a full force test drive experience, there was one feature of the car that works at any speed: style. We got lots of looks (helped by the escort) and people did the best they could to get pictures of me in the car. When people yelled I told them I was George Clooney. I don't think they bought it.

Credit goes to Audi for letting us take their precious concept car out for a spin on the less-than-stellar NYC streets. It either indicates Audi's abundance of trust or serious judgment lapses.

Audi also apparently confirmed to them that a roadster version of the R8 was due out sometime in the future. How long it takes before it goes on sale, and where it goes on sale, is anyone's guess. AutoBlog.nl via GTSpirit]

„Iron Man" and Audi R8: Vorsprung durch Technik

* "Iron Man" opens in theaters around the world in early May 2008
* Audi campaign accompanies the product placement
* Technical details, backgrounds, history: www.audi.com/ironman

Robert Downey Jr. plays Tony Stark, the leading man in the Paramount and Marvel Studios movie version of "Iron Man". Head of a big industrial complex, he owes his super-powers to an indestructible, hi-tech suit of armor of his own design that has a variety of uses and earns him the title "Iron Man." When he's not wearing it, this billionaire technophile relies on his Audi R8. It matches Stark's super hero guise very well: The slits through which Iron Man views the world resemble the all-LED headlamps on the R8, Stark's artificial heart with its ring of lights recalls the sports car's exposed mid-engine and his immensely tough armor is matched by the Audi Space Frame, the high-strength aluminum structure on which this hi-tech automobile is built. The film's hero and his favored mode of transport both symbolize Audi's famous technical leadership claim: "Vorsprung durch Technik."

"The Audi R8 is the perfect car for Tony Stark," says Iron Man's director Jon Favreau. "It's a technical masterpiece, it's fast and safe - and it's the ultimate eye-catcher." Tony Stark delights in luxury; he's intelligent, demanding and a lover of life to the full. Naturally he utilizes his exceptional abilities for the good of mankind - when he takes on the personality of Iron Man, his super-hero alter ego. There has never been a comic-strip hero with such a deep-seated understanding of technology and the opportunities opened up by innovation and progressive ideas.

The attitudes that the leading character represents were one of the main reasons why Audi became involved in this production: interaction between the role, the movie as a whole and the product is the decisive factor in successful product placement. Michael Renz, Head of Central Marketing at Audi, says: "The character and lifestyle of Tony Stark tie in very well with the attributes of the Audi R8. And in any case, "Iron Man" is one of the world's best-known, never-aging super-heroes - an opportunity we were determined not to miss!"

But in reality the combination of automobile and screen hero has to be credible - actor Robert Downey Jr. sees it this way too. "I grew up with the Audi mystique. This carmaker has always been right in the forefront when it comes to technology, performance, innovation and safety. I see Tony and myself as worthy ambassadors for Audi - we're genuine fans of the make." Renz too regards this as an important precondition: "Unless the star of a production identifies with the brand, and the image of the leading role matches what Audi stands for, the connection is simply not credible enough. We're fortunate in this respect: Many Hollywood stars value Audi very highly, and are driving our cars in their private lives anyway."

Audi has another worthy ambassador on the cast list too: Tony Stark's assistant Virginia "Pepper" Potts, played by Gwyneth Paltrow, drives an Audi S5 in the movie. She is an intelligent, ambitious woman who knows exactly what she wants. The sporty dynamics and elegant finesse of the Audi S5 suit her character well. Her honest approach is evident as the plot progresses: She supports Tony Stark unhesitatingly even before he plunges into his fight against the evil forces of this world. As the chief executive of Stark Industries, a gigantic multinational armaments group, the billionaire demonstrates his ability as a business policymaker. His life changes abruptly, however, when he is kidnapped while launching one of his latest inventions in Afghanistan. The criminals intend to force him to build a weapon of immense destructive force.

Instead of this, Stark develops and builds a revolutionary metal suit of armor while in the kidnappers' clutches. With its aid he is able to escape and reach home again. His next move is to perfect his suit and start to combat what proves to be a conspiracy of global dimensions. Another loyal colleague in addition to Virginia "Pepper" Potts is Lieutenant Colonel James Rhodes ("Rhodey"), played by Terrence Howard.

This comedy drama, which is full of action and special effects, opens in theaters around the world in early May 2008, but fans and other interested people all over the world don't need to wait for the movie to reach their local theaters before immersing themselves in the world of "Iron Man." An Audi micro-site has been produced especially for this movie. On its complex home page the user can pay a virtual visit to Tony Stark's top-secret New York workshop. Two perspectives are available: Through the eyes of Tony Stark, trailers and background information on the movie can be called up and viewed. Alternatively the special "Iron Man Vision" infrared viewer can be used, for instance to explore the design details of the Audi R8 and A5. The micro-site also contains historical facts about Audi and the 'Iron Man' comic strip, which can be found in a virtual Audi R10 TDI racecar.

The micro-site goes online at www.audi.com/ironman on March 10, 2008.

"One Man. One Machine. One Mission." The online campaign starts with this motto alongside the micro-site. The key visual shows Iron Man with the Audi R8. This action-packed motif recalls a movie theater poster and is intended to draw Internet users' attention to the web site. The decision in favor of this theater-style campaign was a deliberate one, with the aim of strengthening the link between the Audi R8 and Tony Stark, alias Iron Man. In communication terms it is very different from regular Audi advertising. "We want to address a young movie-going public directly," says Michael Renz. Advertising measures are also being put into effect at Audi dealers, starting in March.

Early in April, communication measures in Germany will be stepped up, with outdoor advertising and movie theater trailers. A notable feature of the trailers is that they were produced especially for Audi and are made up of exclusive scenes from the movie and Audi road shots. All eleven trailers will be placed on the micro-site in succession by the time the movie reaches theaters in early May 2008.

Although the Audi R8 impressed the cast and the production team so much while the movie was being shot, director Jon Favreau found himself facing a slight problem as the story reached its climax. He had planned for the car to be used in a final scene by being involved in a dramatic collision with Iron Man's wicked adversary. This had to be omitted from the final cut, Favreau explains: "The crash just wasn't spectacular enough! Our stunt specialists did their best to turn the R8 over onto its roof, which would have given us a dramatic final scene, but they failed - the car clung to the road too well!"

It looks as if the Audi R8 had better stick to what it does best, even after a promising start to its acting career. One of the great Hollywood stars of the past could maybe have hammed this scene with the director's help, but not a car designed and hand-built according to Audi's famous "Vorsprung durch Technik" slogan. A car such as this guarantees top dynamic performance, technological leadership and, thanks to its quattro permanent all-wheel drive, clings firmly to the road. Never mind if a spectacular crash could save the world - it's simply too much to expect of an Audi R8 that's built to perform its task perfectly in every other way.

Another important role in "Iron Man" - apart from Robert Downey Jr., Gwyneth Paltrow, Terrence Howard and of course the Audi R8 - is played by Jeff Bridges. Jon Favreau is the director and the screenplay was written by Mark Fergus, Hawk Ostby, Art Marcum and Matt Holloway. The producers of "Iron Man" are Avi Arad and Kevin Feige, the executive producers Louis D'Esposito, Peter Billingsley, Jon Favreau, Stan Lee and David Maisel.

Audi has a long product placement tradition. Systematic placement of automobiles in movies is an important element in its communication strategy. Of course, all activity of this kind has to be in conformity with Audi's general brand strategy. This is why Audi chooses the projects carefully. Its contribution to the movie 'I, Robot' (2004) was spectacular: Will Smith drove the RSQ, which was especially designed for 'I, Robot' and in fact a futuristic design study for the Audi R8 now seen in 'Iron Man'. Cars from the brand with the four-ring emblem were also to be seen as "leading automobile actors" in John Frankenheimer's classic action movie 'Ronin' (with Jean Reno und Robert De Niro, 1998), and in 'The Insider' (with Russell Crowe, 1999), 'Mission Impossible II' (with Tom Cruise, 2000), 'The Mothman Prophecies' (with Richard Gere, 2002), 'About a Boy' (with Hugh Grant, 2002), Reese Witherspoon's 'Natural Blonde 2' (2003), 'Transporter 2' (Jason Statham, 2005) or 'The Bourne Ultimatum' (Matt Damon, 2007).

AUDI AG sold a total of 964,151 cars in 2007 and thus achieved its twelfth consecutive record year. Audi produces vehicles in Ingolstadt and Neckarsulm (Germany), Györ (Hungary), Changchun (China) and Brussels (Belgium). At the end of 2007, production of the Audi A6 started in Aurangabad, India. The company is active in more than 100 markets worldwide. AUDI AG's wholly owned subsidiaries include Lamborghini S.p.A. in Sant'Agata Bolognese, Italy, and quattro GmbH in Neckarsulm. Audi employs more than 54,000 people worldwide, including 45,000 in Germany. The brand with the four rings invests more than € 2 billion each year in order to sustain the company's technological lead embodied in its "Vorsprung durch Technik" slogan. Audi plans to nearly double the number of models in its portfolio by 2015, from the 25 currently on offer to 40.

AUDI AG will present the complete results for the 2007 business year at its Annual Press Conference on March 11, 2008 in Ingolstadt.

Outstanding Torque for the Top Class Audi R8 TDI Le Mans

Audi is presenting a revolution in the top class - the first 12-cylinder diesel engine in a high-performance roadgoing sports car. The V12 TDI with a displacement of six liters powers a concept car based on the Audi R8. This unit generates a huge 500 hp and 1,000 Newton-meters (737.56 lb-ft) of torque. Audi is writing a new chapter in diesel technology with this power unit. Equipped with the expertise that Audi has built up through its motor sport activities, the R8 TDI Le Mans in Brilliant Red embodies superb road handling, pioneering technology and fascinating design.

The V12 TDI is closely related to the engine in the Audi R10, the two-time Le Mans winner - so it catapults the Audi R8 into supercar terrain concerning performance too. It sprints from zero to 100 km/h (62.14 mph) in just 4.2 seconds and its top speed is well over 300 km/h (186.41 mph). The peak torque, reached at only 1,750 rpm, paves the way for effortless acceleration that is unrivaled even at this level.

The new V12 TDI belongs to Audi's family of V engines but has the ideal included angle for this engine type of 60 degrees between cylinder banks. Its highlights include the new chain drive layout that includes the two newly developed high-pressure pumps for the common rail injection system.

Its sound is as thrilling as you'd expect in a sports car of this caliber. For all the subtle smoothness that typifies this design principle, the twelve-cylinder unit is full-bodied and equipped with energetic overtones that make no secret of its performance potential.

The Genes of the Winner

Thanks to their high performance and pulling power, all Audi TDI engines are ultra-dynamic sources of power. The brand has often enough demonstrated its sporty character in its production cars, especially the six- and eight-cylinder 3.0 TDI and 4.2 TDI. Audi has also been writing a new chapter in its success story on the racetrack since 2006. The diesel engine in the R10 sports prototype won its very first endurance race at Sebring, Florida, when it was pitted against an entire field of gasoline-engined challengers. But its most crucial victories were surely in 2006 and 2007 in the 24 Hours of Le Mans, when it simply outclassed the international elite.

The V12 TDI race engine in the R10 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. Its power and sturdiness immediately impressed both fans and experts, who were impressed by its restrained noise level. Unusual for a race engine, this powerful Audi diesel makes barely more than a whisper.

Long traditions of motor racing and production technology complement each other at Audi. The FSI engine of the R10's predecessor, the R8, captured five wins at Le Mans with a direct gasoline injection system. Audi is also looking to maximize the advantage by using the race-tested FSI principle in its production models. The latest examples of this are the V8 with high-revving concept in the RS 4 and the production version of the Audi R8.

The Drivetrain

The roadgoing version of the new V12 TDI is built at the Györ plant, in Hungary. And the R8 TDI Le Mans still has a massive 500 hp on tap. In developing the six-liter engine, it was a clear priority to integrate it into the current family of Audi V engines, of which many thousands of versions with 6, 8 and 10 cylinders have already been built - both gasoline and TDI.

Audi's engineers were in an ideal position to use their experience building the racing engine to develop the road version. Like the other power units in this range, the distance between cylinder bore axes on the V12 TDI is 90 mm (3.54 in.). Yet its included angle is 60 degrees, not 90 degrees. This means no free inertial forces or mass moments of inertia can occur with the V12. The results are refined in every respect.

The 83.0 mm (3.27 in.) bore and 91.4 mm (3.60 in.) stroke produce a total displacement of 5,934 cc - just like the 3.0 TDI. At only 684 mm (26.93 in.) long, this large diesel engine is very compact and just 166 mm (6.54 in.) longer than the V8 TDI. This compact length is key to accommodating the V12 in the mid-engined Audi R8.

The V12 TDI crankcase is made from gray cast iron with vermicular graphite - a high-tech material referred to as GJV-450 that is already used on the V6 and V8 TDI engines. GJV-450, made by a patented casting process, is about 40 percent more rigid and 100 percent more fatigue-resistant than gray cast iron. This enabled the developers to make its walls thinner, cutting its weight by around 15 percent compared with conventional gray cast iron.

The two cylinder heads are each made from three main elements. These are a base section made from a high-strength aluminum alloy incorporating the intake and exhaust ports, an oil-bearing upper section, and a reinforcing ladder frame supporting the two camshafts.

The valves are actuated by low-friction roller cam followers; the compression ratio is 16.0:1. Map-controlled swirl variation of the combustion air has been adopted from the V6 and V8 TDI engines. This produces permanently optimized swirl concerning both emissions and high performance.

Ultramodern Injection Technology

As is the case in the Audi V engines, the no-maintenance chain drive is mounted at the back of the engine, where it occupies little space. Its layout has changed on the new V12 TDI. The camshafts' sprocket engages in an intermediate gear via which two Simplex chains drive the camshafts. Two more chains drive the oil pump and the two high-pressure pumps actuate the common rail injection system.

The two new dual-piston high-pressure pumps form part of the common rail injection system supplied by specialty manufacturer Bosch. The two pumps build up a pressure of up to 2,000 bar in the rails. The piezo injectors with eight-hole nozzles have also been fundamentally revised.

The high pressure distributes the mixture optimally throughout the combustion chamber. The result is that the ignition process is faster, more homogeneous and more acoustically refined. The more efficient combustion process also increases power output, cuts consumption and reduces pollutant emissions.

The current generation of so-called inline injectors makes effective use of the piezo effect: piezo crystals expand in a fraction of a millisecond when an electrical voltage is applied. The number of injection processes per operating cycle can be varied across a wide range thanks to piezo technology - reaching as many as five fuel injection operations in the case of the V12 TDI.

As well as the main injection, pilot and post injections are possible. Pilot injections tone down the acoustic harshness of the combustion process. Retarded post injections are designed specifically to increase the temperature of the exhaust gas, promoting regeneration of the two standard particulate filters.

The two turbochargers are located on the outside of the engine's V, each of them supplying one bank of cylinders. Thanks to their variable turbine geometry, the full flow of exhaust gas always passes through the turbine, so the chargers respond slickly - even at low engine speeds - and operate very efficiently.

The two turbochargers, which generate up to 2.6 bar of boost pressure, play a crucial role in producing the huge torque of 1,000 Nm (737.56 lb-ft) that the V12 TDI maintains from 1,750 rpm to 3,000 rpm. In developing 368 kW (500 hp), the diesel achieves a specific output of 62.0 kW (84.3 hp) per liter displacement.

Two large intercoolers reduce the temperature of the compressed air. The V12 has a twin-pipe exhaust system with two particulate filters. The intake system is similar in structure with one air cleaner per cylinder bank, with an airflow meter behind it. Two control units, sharing the workload in a master/slave principle, manage events in the engine.

The Audi R8 TDI Le Mans already fulfills the Euro 6 emissions standard that is likely to take effect in 2014 and calls for sharply reduced nitrogen oxides. By also designing in ultra-precise fuel metering by the common rail system, Audi's engineers have made full use of current clean diesel technology.

The heart of the system is a special catalytic converter downstream of the oxidizing catalyst and the particulate filter. The second component in the system is an additional tank containing an aqueous urea solution. Small quantities of the solution, known as "AdBlue," are injected into the exhaust system. The hot exhaust gases break the solution down to form ammonia that splits the nitric oxides into nitrogen and water. The system remains effective for the entire service life of the vehicle.

The dynamic character of a sports car depends not just on its performance and torque; the transmission ratios have to be right too. In keeping with the character of a high-performance sports car with unbeatable torque potential, the transmission in the R8 TDI Le Mans has six manually operated gears.

The manual transmission is very compact in design. Together with the small-diameter double-plate clutch, this means it can be installed low down. The manual transmission has very short shift travel and utterly precise guiding of the shifter into the open gear lever gate. It is made from polished aluminum, has an agreeable feel and exquisite sports car looks.

Such a high-performance Audi also has quattro permanent all-wheel drive. In the case of this mid-engine sports car, power is distributed variably between the front and rear wheels from a starting ratio of 40:60 to optimize the handling.

The Design

The R8 TDI Le Mans with Brilliant Red 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.

Typical of the side view of the R8 is the sideblade. Much wider in the bottom third, it visually accentuates the engine's position as well as acting as an enlarged air deflector.

The continuous aluminum spoiler lip that connects the front and rear diffusers with side air baffles below the enlarged sills also pays tribute to this version's highly developed dynamic talents.

And yet the R8 is unmistakable for its powerful, elegant basic proportions. The selective but always precise use of lines is another typical Audi characteristic, as is the curved arc of the roof. One new aspect is the glass roof of the passenger compartment with two large transparent sections. These, together with the glazed engine compartment behind, create a radically new formal element. The unmistakable NACA duct in the middle of the roof is a functional detail that is normally reserved for racing cars. Its ingenious shape accelerates the air drawn in here for the two cylinder banks of the V12 TDI engine.

The V12 TDI is displayed as the beating heart of this sports car, like a work of art inside a large showcase. Its look, underscored by the air deflectors located beneath the restyled rear glass lid, differs clearly from its production counterpart. The engine can even be seen after dark, when white light-emitting diodes illuminate the engine compartment - as on the production R8 version. This "showroom" can additionally be fully lined in genuine carbon fiber, for a particularly exclusive look.

The continuous line running from the front apron across the wheel arches and flanks to the tail end, then back down the other side, is one of the latest design hallmarks of the Audi brand. This "loop" naturally encompasses the air apertures, the headlights and the taillights.

Unmistakable Face by Day and Night

The passion expressed through the elaborate design of the lights is another typical Audi trait. Nor is anyone likely to overlook this Audi sports car from behind: the LED taillights have a three-dimensional look that can't be missed.

But the absolute highlight is the all-LED headlights of the study vehicle. With their lenses and reflectors, not only do these innovative light sources have a ground-breaking appearance, they also have an enormous functional advantage: LED light, with its color temperature of 6,000 Kelvin, resembles daylight much more closely than xenon or even halogen light. Better light means the driver will have much less fatigue when driving at night.

Ergonomic and Elegant

The interior's design is as sporty and exclusive as the exterior: the characteristic element here is the monoposto - an expansive arc running around the steering wheel and instruments, connecting the driver to the car. The interior consequently picks up on the dynamism of the R8 TDI Le Mans and gives it tactile expression in a form that is accessible the moment you climb in.

The three-spoke sport steering wheel of course remains the focal point of the car's controls. With a diameter of 365 mm (14.37 in.), it is both sportily compact and ergonomic in shape. The steering wheel rim has a flat lower edge. This is a further aspect of the auto racing feel in the Audi R8 TDI Le Mans, but one that also brings major functional benefits, facilitating entry and exit for the driver. The steering wheel is covered in fine Valcona leather, with a diecast magnesium core providing strength.

The start/stop button for the engine and the Drive Select switch with the Dynamic/ Sport/Race settings are arranged on the steering wheel. The latter controls the engine and transmission electronics as well as the magnetic ride dampeners in each of three different modes.

In Race mode, the instrument lighting changes from white to red. The navigation system shows a combined display with lap timer and navigation information for the racetrack being driven. Or supplementary information such as centrifugal force and boost pressure can be called up.

Concentrating on the essentials was the priority in the ergonomic arrangement of all Audi R8 versions. The most important consideration - particularly for high-speed driving - is short reach distances for all controls, to keep the time that the driver has only one hand on the steering wheel to a bare minimum. In typical Audi style the monitor is well within the field of view, and the elements of the MMI operating system are located directly below it.

Compared with the production version, the R8 TDI Le Mans's interior has much larger aluminum applications, especially around the center console. The many carbon fiber elements give the interior a decidedly sporty feel.

The R8's exceptional everyday practicality for a sports car is maintained in the study vehicle's spaciousness, even though the longer engine takes up more room. The two occupants have the generous wheelbase of 2.65 meters (8.69 ft.) to thank for the interior comfort. This means the driver and passenger will always be able to find their perfect seated position, whatever their build. The view is also very good for a mid-engine vehicle. Narrow A-posts optimize the field of view to the front and sides.

Light but Highly Rigid Body

The body of a sports car needs to be particularly light and rigid. Low weight permits superior road performance, and rigidity is the crucial starting point for an agile driving feel allied to high precision. The Audi Space Frame body, made from aluminum, provides the ideal basis for this.

Audi has more expertise than any other manufacturer worldwide in the design and production of vehicles based on aluminum technology, and has channeled its accumulated know-how into this area.

The entire bodyshell of the study car weighs just 210 kilograms (462.97 lbs.). In ASF technology, the body's supporting structure is made of extruded aluminum sections and die-castings. Aluminum panels are incorporated into this skeleton to form a positive connection and perform a load-bearing role. Each individual component of the ASF space frame is optimized for its specific task by the use of widely differing shapes and cross-sections, combining maximum stability with minimal weight. It adds up to a car that's particularly light and rigid, an outcome that can be felt in the R8's ultra-precise driving feel.

The aerodynamics experts at Audi have done their work so thoroughly on the study car that, as an added benefit of its elegant shape, the body actually generates downforce - unlike many other sports cars. This aids directional stability at high speeds. It is achieved partly by means of an extending rear spoiler that is much larger than on the production version, and also thanks to the fully clad diffuser underbody.

Two large-format diffuser apertures in the rear bumper demonstrate just how much aerodynamics dictate the shape of the study vehicle. The tailpipes of the exhaust system are located in pairs on the right and left above the diffuser apertures. The add-on, automatically extended rear spoiler also interacts with the air as it flows around the car. The extra downforce it provides increases the efficiency of the air intake generated by the aerodynamic design of the underbody and diffusers. At low speeds, the rear spoiler returns to its initial position.

Chassis

The precision chassis of the Audi R8 TDI Le Mans remains supremely in control of the sporty performance, but is capable of assuring relaxed driving pleasure over long distances too. The sports car is spontaneous and agile at obeying steering movements, always demonstrating exceptionally good driving safety. The suspension, with double wishbones at both the front and rear, is optimized for a neutral self-steering response and maximum ease of control.

The study car, too, has the innovative dampening technology known as Audi magnetic ride. This adapts the chassis characteristic to the profile of the road and the driver's style within milliseconds.

Ceramic Brakes with Extreme Reserves

A generously dimensioned brake system supplies the necessary braking force. It applies a total of 24 pistons to the four brake disks, combining excellent performance with minimal weight and high durability. The disks are made from carbon fiber reinforced ceramic, a material that has repeatedly proven its worth in the aviation and aerospace sectors. The basis is very hard, frictionally resistant silicon carbide, with its diamond-like crystalline structure. Embedded in it are high-strength carbon fibers that absorb the stresses occurring in the material. The intricate geometry of cooling ducts in the ventilated disks prevents extremely high temperatures. The ceramic brake disk ring is bolted by 10 spring-loaded elements to a stainless steel central element that acts as the connection with the wheel's hub.

The ceramic brakes are identifiable at a glance by the special red, six-piston monobloc aluminum calipers and the fixed calipers at the rear. The advantages of the ceramic brakes include a further reduction in weight of around 20 kilograms (44.09 lbs.), which in this case improves the handling characteristics and comfort. The high abrasion resistance permits an operating life of up to 300,000 kilometers (186,411 miles). Their key strength, however, is their ability to withstand very high loads. Even on the racetrack, for example, the ceramic brakes always maintain their full reserve performance.

Vorsprung durch Technik: Diesel Milestones from Audi

Audi has reached another milestone in diesel technology with the new V12 TDI. The brand with the four rings has been performing vital pioneering work in this area for the past three decades. The first TDI auto engine made its debut in 1989. The 2.5 liter five-cylinder power unit developed 88 kW (120 hp) and 261 Nm, catapulting diesel driving into an entirely new dimension.

This was followed in 1994 by a development version generating 103 kW (140 hp). This engine was optionally available with all-wheel drive - the first TDI quattro model. A new four-cylinder diesel appeared at that time in the Audi 100 and Audi 80, the 1.9 TDI developing 66 kW (90 hp) that has now become legendary.

At the end of 1995 the output of this four-cylinder unit rose to 85 kW (115 hp) with the advent of pump-injector fuel injection. Slightly more than one year later, at the start of 1997, the world's first 2.5 V6 TDI appeared.

With four valves per cylinder, it achieved an output of 110 kW (150 hp), and its top speed of 220 km/h (136.70 mph) made the Audi A8 the fastest production diesel on the market. The first eight-cylinder TDI followed in 1999 - a V8 engine with a 3.3 liter capacity. The 3.0 TDI made its debut early in 2004 as the first V6 diesel with inline piezo injectors in the common rail system.

The 4.2 liter TDI launched in the A8 in 2005 is currently at the vanguard of Audi's TDI range. One in three A8 buyers in Germany chose this V8 engine. The next logical step was to make the V8 TDI available in the Audi Q7 in summer 2007.

With extremely clean, ultra-low emission technology, Audi is continuing its tradition of leadership in diesel engine technology. In 1989 it was the Ingolstadt brand that developed direct injection technology. Since then the diesel engine has become around 30 percent more efficient.

The Euro 4 European emission standard has reduced particulate emissions for cars by 93 percent. Long before it came into force, Audi had models on the market that met this standard, even without a particulate filter. And the brand will be offering the world's cleanest diesel engines in production vehicles in 2008. The TDI engines with the ultra-low emission system will be the first in the world to meet the forthcoming EU 6 emission standard as well as the toughest known statutory limits that apply in the U.S.

The equipment and specifications stated herein refer to the model line offered for sale in Germany. Errors and omissions excepted.

Regard for public safety is on notice.
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