When we brought you the still images of the Audi R8 V10, we could only dream of hearing that siren song of 5.2 liter V10 delight. Now we can. The forum fan-boys at AudiWorld discovered this video lurking in the fodder that is MySpace uploaded by someone named Dennis. Either Dennis is a marketing shill and we've been had by viral advertising, or he's got some serious explaining to do. In either case Audi R8 V10!

Those rumors about a 5.2-liter, 500 HP-plus V10 being installed in the Audi R8? Yeah, we can pretty much confirm those today. Check out these crystal-clear driveway photos coming from an anonymous tipster of the new and improved Audi supercar. We're told this is a pre-production mule being loaned out to trusted current R8 owners. In addition to two more cylinders, expect a revised front bumper, rear bumper, exhaust tips and side blades for the upgraded Überfahrzeug.

Hardigree and I drove our respective red supercars at roughly the same time yesterday. While he went for the flashy Audi R8 V12 LeMans TDI Prototype and was escorted through traffic like a Russian Oil Baron by a phalanx of Audi Q7s, I hopped into the Hybrid Technologies Lithium Powered Super Car with the guy who built it. There was no top, so I enjoyed the welcome good weather—at last!—in NYC. OK, maybe the name needs a little work, but the car itself was a hoot to drive.

"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]

Little did we know that as we spent our time hanging around the Audi V12 LeMans concept at the Audi party in Manhattan last night that this particular model may never be. According to AutoBlog.nl, Audi's Martin Dick announced the V12 TDI would inspire a diesel model carrying a 382 HP 4.8-Liter TDI V8, instead. While this may help with fuel economy and price, it means prospective buyers will have roughly 118 horsepower less to play with.

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]

A committee of fat old men "experienced auto journalists" (i.e. not us) have named the Mazda2 as the world car of the year. Just beating out the Ford Mondeo and Mercedes C-Class in a thoroughly interesting, relevant and credible competition. Additionally, all three finalists for World Green Car Of The Year were diesel powered, with the BMW 118d Efficient Dynamics winning. The Audi R8 surprised no one by receiving the cardboard pyramids representing both the World Car Design Of The Year and World Performance Car awards.

We'd heard "Old Luxury" was pretty pissed over that whole turf war with Audi over luxury buyers since the Super Bowl. You remember, right? Yeah you do — that was when the Audi R8 dropped the horse head faux Bentley grille into "Old Luxury's" bed. Well, anyway, it looks like that hit they've had out there on the Audi brand has finally taken down one of their made men in Portugal. Yup, scratch one R8, paisan! Sure — it looks like an innocent traffic accident, but that's just what "Old Luxury" wants you to believe. All we know is Audi better watch themselves and their Le Mans R8 TDI next week at the New York Auto Show. Or at least get Iron Man in as a hired goombah to protect it. All we know is, we haven't been this upset since that R8 went up in flames a while back.

[via Quatro rodas e um volante!]

After the big Super Bowl blitzkrieg, we all kind of knew the media marketing on Iron Man would muscle it's way beyond mere trailers, and it just has. The culprit? Audi, of course. The multi-ringed brand has spent some serious Deutsche-marks to set up a mini-site for the movie that shows off the R8, the rest of the Audi lineup, some historical background on the brand all about the Vorsprung durch Technik and about three whole seconds of all-new footage from the new movie with some Audi hand-job action spliced with it. Whatever. We're still excited about the movie and everyone already knows how excited we already are for the Audi R8. Although we'd prefer they'd have used the "Iron Man Red" Audi R8 V12 TDI Le Mans we saw live in Geneva. Full press release below the jump.

„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.

We can't get enough of this Audi R8 V12 TDI Le Mans Concept. OK, so its not quite on the track or in showrooms just yet. And yes, it's an awfully brilliant "Brilliant Red" paint job on this oil-burning torque monster. However we imagine that when it does hit the streets with all that ground-pounding torque , the world might just spin backwards. Maybe that's why it's just sitting still for now. The globe needs time to brace itself for the impact. So much for diesels being Earth-friendly.

The Audi V12 TDI Le Mans looks a bit different under the Geneva spotlights than in the press shots, but the nonetheless bad child of the Audi stand still looks ravishing in crimson. The 12-cylinder TDI, producing 500 hp and and 737.56 lb-ft of torque is also a sexy beast of tubage and whirly parts. Its 0-to-62 time of just 4.2 seconds is a fine number. Though we're wondering how the boffins can keep the tires from powdering with peak torque at 1,750 RPM. Questions, questions.

With the Geneva Motor Show mere hours away, the reveals are coming fast and furious. Here's the latest from the multi-ringed brand — the Audi R8 V12 TDI LeMans. If you'll remember, they first revealed this oil-burning bad-ass at the Detroit Auto Show back in January. But now it'll get ready for the track. That's because this is apparently the first 12-cylinder diesel engine in a high-performance roadgoing sports car. So with a 6.0-liter diesel under the hood, this R8 concept car will generate around 500 HP and 737.56 lb-ft of torque. Yes, that's the same as the Audi Q7 V12 TDI that broke over the weekend. But did that look anything like this thing of beauty we have before us? And did that have a 0-to-62 time of just 4.2 seconds? And with this beautiful "Brilliant Red" paint? Didn't think so. Hit the jump for the full press release.

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.

Here's the full Iron Man Super Bowl commercial we showed the teaser shot from on Friday in all of it's auto-loving glory. See the Audi R8...just sitting there. See the Saleen S7...just sitting there. See the Cobra...just sitting there. See...umm...the Tesla Roadster...yeah, you get the picture. Well, whatever works for Tony Stark, ya know? Remember to follow along with the rest of our automotive Super Bowl commercial coverage once your done with your fill of Marvel madness.

Here it is, hours before Audi's "Truth In Engineering" Super Bowl commercial is supposed to air before hundreds of millions of Super Bowl viewers this evening. The commercial's filled with all the tinges of the "Godfather" we were told to expect when Audi's Scott Keogh said the automaker with many rings would be going a little bit more "West Coast" in their marketing of luxury. So go ahead and watch as Audi puts "Old Luxury" on notice with the Audi R8. Remember to check out the rest of our automotive Super Bowl commercial fun as we get more of the crazy car ads up throughout the night — especially as we'll probably be seeing the Audi R8 once more this evening in the Iron Man Super Bowl commercial.


[via Truth In Engineering]

Here are the first shots of the Audi R8 with all of that oilburning V12 TDi goodness you've been waiting for. Confirming the well supported rumors that we heard, the Audi R8 V12 TDI is all the power with slightly less of the petroleum depletion. As we thought, the V12 displaces six liters and produces 500 horsepower and 738 lb-ft of torque while still achieving a mileage of nearly 23 MPG (US/Highway). Below is the press release, which required us to listen to Bryan Adams to get to you.

Audi R8 V12 TDI concept

Audi is presenting a revolution in the top class at the Detroit Auto Show 2008 - 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 V12 TDI in matt "Grace Silver" 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 V12 TDI 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 V12 TDI concept 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 V12 TDI 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 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.

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 V12 TDI concept 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 V12 TDI, 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 V12 TDI concept'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 V12 TDI concept 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. Audi premiered the world's first five-cylinder diesel engine in the Audi 100 in 1978. The first TDI auto engine made its debut in 1989 in the successor model. 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.

Here comes the long-awaited Part 3 of the R8 review. Remember that cool Audi-branded USB flash drive that Audi gave me back in Part 2? I just took a look at the Expensively Produced Photos on it, and some of them are so pretty that I figured I should share them in gallery form. Now, on with our traditional Part 3 wrapup- to nobody's surprise, this car is not suitable for treehuggers!

Why you should buy this car:
You want to turn a large amount of money into a definitive statement on your sense of style and respect for top-shelf engineering. Oh, and you want to drive really, really fast.

Why you should not buy this car:
The R8 is neither insane nor flashy enough to satisfy your Inner Hoon.

Suitability Parameters:
Speed Merchants: Yes
Fashion Victims: No
Treehuggers: No
Mack Daddies: No
Tuner Crowd: No
Hairdressers: No
Penny Pinchers: No
Euro Snobs: Yes
Working Stiffs: No
Technogeeks: Yes
Poseurs: Yes
Soccer Moms: No
Nascar Dads: No
Golfing Grandparents: No

Also Consider:
• Porsche 911
• BMW M6
• Corvette Z06
• Ferrari F430

Vitals:
• Manufacturer: Audi
• Model tested: R8
• Model year: 2008
• Base Price: $118,000
• Price as Tested: $126,400
• Engine type: 4.2 Liter DOHC V8
• Horsepower: 420 @ 7,800 RPM
• Torque: 317 @ 4,500-6,000 RPM
• Red line: 8,250 RPM
• Transmission: 6-speed automated manual
• Curb Weight: 3,605 lbs
• LxWxH: 174.5" x 75" x 49.3"
• Wheelbase: 104.3"
• Tires: 235/35 front, 295/30 rear
• Drive type: AWD
• 0 - 60 mph: 4.4 seconds
• 1/4-mile: 12.7 seconds
• Top speed: 187 MPH
• Fuel economy city/highway: 13/18 MPG
• NHTSA crash test rating: N/A



Audi R8, Part 1
Audi R8, Part 2

What does it really matter what Japanese automotive journalists think is the Japanese Car of the Year, or what the European journalists think is the European Car of the Year? Who even cars what Motor Trend says is their Car of the Year? We want to know what Playboy thinks. LBJ said it best, "So goes Playboy, so goes the nation." The venerable Audi R8 is the lad's mag's pick for this year's top ride, along with some selections in a few other random categories. The full list below the jump:

Playboy's Cars of the Year Best Luxury Sports Coupe: Maserati Gran Turismo Smartest Purchase - Smart Fortwo Best Sports Sedan - Cadillac CTS Best SUV - Land Rover LR2 Best Crossover - Buick Enclave Best Convertible - BMW 335i Best Earth Day Car - Mercedes Benz E320 Bluetec Best Pint Size Performance - Volvo C30 CAR OF THE YEAR - AUDI R8 [Playboy]

Here it is, folks, the long-awaited sequel to Audi R8, Part 1! Some rumors have been making the rounds among our more conspiratorially-minded readers that the long delay was due to my imprisonment at an Audi-run rendition facility at an unnamed Eastern European location, on the orders of Audi brass enraged by my mentioning a '92 Honda Civic in the same breath as their übercar. Not true! The reality is less exciting (and more lame) than that: I just haven't had time to finish the damn thing. OK? Right, now let's head over to Infineon Raceway!

See, Audi has this swank setup at The Racetrack Formerly Known As Sears Point; it's all part of their Audi Driving Experience program, in which Audi owners get to hoon it up on the track under the supervision of pro drivers. As a certified Doctor of Automotive Journalism, I was permitted entrance to the sacred confines of Audi Driving Experience HQ...

...where they have this eat-off-the-floor-clean garage full of European-spec Audi machinery, all powered by variations of the godly Audi V8.

They had all the little details covered for me and the rest of the journalists at the track, from the Audi-branded sunscreen and tins of M&Ms...

...to "carbon fiber" Audi-branded bottled water. And that brings up an observation about the Audi PR operation that I think is relevant here:

When we got to our hotel rooms the night before track day, each of us got a USB flashdrive full of a bunch of images and specs of the cars that we could use when writing our stories. That was nice and all, but what if a journalist had a laptop with only a couple of USB ports, and both were needed for other devices? Why, that journalist would have to unplug his or her mouse or whatever to plug in the Audi flashdrive, resulting in an unacceptable inconvenience. So what they did was give each of us a 4-port USB hub (Audi-branded, natch). The super-competent Audi handlers had this kind of attention to detail right down the line, too, prompting me to think that if their engineering and manufacturing operations have their shit wired anywhere near as tight as their PR squads, their cars must be well-built indeed. Clever, those Audistas.

We got a quick lecture about the dos and don'ts of the Infineon track from one of the Audi pro drivers.

And then it was time to go make some V8 noise at the track. Listen to that! Yet the engine sound inside the R8 is quite muted; your tax-attorney R8 buyer doesn't want to have noise interfering with his important phone calls while driving, you know. However, the official Jalopnik Point-O-View™ on the subject is that an engine that sounds this good outside the car needs to be all snarly and loud inside the car as well.

All right, rant over (but if I ever buy an R8, the sound insulation is coming out and Cherry Bombs are going in). Audi's pro drivers had a fleet of RS4s, which they used to pace us around the track and make sure no hoon journalist was going to stuff a $130,000 car into a wall. The pros were very polite Germans, full of helpful pointers about the cars and the track. They didn't even lose their cool when one journalist (who shall be left mercifully unnamed) spun an R8 into the weeds and missed a wall by a foot.

So, driving the R8 already! What's it like? The day before, Gizmodo editor Brian Lam and I had taken an R8 for a little drive in the twisty mountain roads near the Wine Country resort at which Audi was putting up the journalists for the event. Sadly, we spent most of our drive stuck in construction zones, creeping along at an average speed of roughly 11 MPH and feverishly searching the sound system's SD memory cards for tolerable music. But we did manage to do a little bit of enthusiastic country-road driving, during which I learned the following:

• The R8's brakes can apply sufficient negative Gs to separate your retinas.
• You need those brakes, because the R8 is so effective at shielding you from engine noise and road imperfections that you will often be going much, much faster than you think when you're getting into the groove of driving a curvy mountain road. You're not isolated from the road, since you can feel what the car is doing well enough, but a glance at the speedometer can give you a quite an "Oh, shit!" moment.
• Audi's all-wheel-drive and stability-control systems are pretty good at keeping your R8 out of a ditch when even those amazing brakes aren't enough.
• I'm not a good enough driver to get anywhere within shouting range of the R8's handling limits- and I wasn't going to try to push the car really hard on a public road, anyway - but the thing sticks to real-world potholed asphalt in a zero-drama manner that makes me suspect Audi has harnessed quantum physics and installed a device that takes advantage of the Strong Nuclear Force to hold the car down.
• Don't put the R-Tronic automatic transmission into full-auto mode when you have to do any sort of driving requiring stopping and starting. In fact, don't buy the R-Tronic in the first place.
• The R8 doesn't attract anywhere near as much attention on the road as you might think.

Now let's return to Sears Point, where I didn't have to worry about killing innocent bystanders if my racetrack n00bness became an issue. Here's where it might be helpful to know that all my previous racetrack experience is confined to dragstrips; while I've driven plenty of Detroit beasts with more V8 power and worse brakes than the R8 and never done anything worse than break parts, the sum total of my knowledge about driving on racetracks that aren't straight lines is "don't brake in the turns" and "don't hit stuff." But I figured, hey, might as well start with Sears Point (er, Infineon), right? And I'm driving an AMC (Ain't My Car) here, so: yeehaw!

We had a dozen or so journalists and only a few R8s, so those who didn't throw vicious enough elbows on their way to the cars had to settle for RS4s and S5s their first time out. Thus, my first taste of behind-the-wheel Infineon action came courtesy of an RS4.


That was fine with me, though- I figured the RS4 couldn't be anywhere near as nuts as the R8, so a couple laps in one will be good practice. But the RS4 has pretty much the same godlike V8 as the R8 and turns out to be much more of a handful on the track (it also sounds just as good, as the video above should illustrate). I just dumped the clutch and slammed through the gears uphill to the first sharp turn... at which point all the Quattro and stability control in the world couldn't keep the car pointed in the direction I had in mind. Figuring that was nothing more throttle couldn't solve, I hooned my way around the track for a highly dramatic- but embarrassingly slow- lap, brakes pouring smoke from the stability-control computer's frantic attempts to keep things sane. At that point I suspect the Germans weren't too enthusiastic about the idea of letting me behind the wheel of their flagship car.

Thing was, Audi's 4.2 liter V8- did I mention that it is God in mechanical form?- is just so damn intoxicating when you don't have to worry about getting T-boned by cross traffic or busted by John Law, and I just didn't care that the car was sliding all over the place and the other journalists were running way faster laps then I was. I just wanted to rev the piss out of it, all the way up to the absurd 8,250 RPM redline, and then get to the next spot on the track that would allow me to rev the piss out of it again.

Luckily for Audi, before I went and set the speed record for an R8 sliding on its roof, I had the chance to learn what the hell to do on a racetrack. That's because one of the other journalists was Jack Baruth, who was there to review the Audis for Dubspeed (check out his recent S5 article here), and he was kind enough to sacrifice many precious laps of solo driving in order to give me a crash course in proper driving technique. You might also know Mr. Baruth as our own ViergangFuchs, and he holds the most important trophy in all of motorsport: Winner of the 24 Hours of LeMons! Yes, he was a member of Team Bernie's Revenge, driving a '86 Supra to the checkered flag at LeMons Detroit, and thus the ideal choice for Jalopnik-approved driving lessons (it didn't hurt that he's an extremely patient instructor, in stark contrast to my high school driving instructor, "Coach Bob," whose technique involved screaming, shoulder punches, references to the necklace of human finger joints he'd brought back from Khe Sanh, and a twin-brake-pedal-equipped VW Rabbit). Since the R8s and RS4s were in most demand by the journalists, we used the S5 for my lessons.

The Code of Conduct to which I must adhere as a Doctor of Automotive Journalism forbids me from showing video of how slow I was at first; plenty of tire-charring drama and noise, but little speed. Once I started keeping my hands correctly positioned on the wheel and stopped worrying about blowing up the engine, Jack was able to concentrate on teaching me some fundamentals of throttle technique, the best way to deal with each of Infineon's turns, and so on. Above is a video showing Jack's low-key teaching style.

Then Jack took an R8 out for a few laps with me riding shotgun, at which point I understood the point of the big brakes, midengine setup, frame made from alloys containing lots of weird isotope numbers, etc. In the hands of a seriously skilled driver, the R8 goes where it's supposed to, doesn't do anything homicidal when it starts to lose its grip, and manages to get all its power from engine to road without excess theatrics. You just, well, go really fast.
Finally, it was my turn to drive the beast around the track. But... it really isn't a beast (well, at least not with the stability control turned on). The engine makes so much power over such a wide RPM range that you don't really have to shift much, the brakes will save your ass when you're approaching a turn like Old 97 in full panic mode, and when it starts to slide it does so in a predictable- and controllable- manner. When you get on the throttle, the engine seems to pull as hard at 80 as it did at 30. The seat holds you firmly in place and all the controls are where they ought to be and the whole experience feels so well-engineered.
And all that brings me back to my main complaint about the R8: it's an amazing example of the heights great engineers can reach with their work... but it's just not crazy enough. If I had R8 money for a car, would I buy one? No... but I might take that money and buy two S5s. Come back later, when I finally get around to writing the next review, and I'll tell you why.

The automotive industry is controlled by a bunch of old grey-haired men sitting around board room tables in Germany or begging on a Detroit street corner because their homes are worth the same as a cardboard box. Oh yea...let's not forget Japan (that's for you Wert). These elderly men are the authorities in the major car corporations and when they say something, albeit important or not, every car blog and magazine not only runs with it but pimps it out until the next guy says something different. If you haven't figured this out yet, go read DUB Magazine.

Take, for example, the recent news out from Quattro GmbH. Earlier this summer, several R8 mules were catching fire while under testing near or on the Nürburgring. The roll cages and testing habits immediately indicated that these R8s were the prototypes for what we will soon be calling the RS8.

OMGHI2 to the internet rumor mill as we at Fast Lane Daily like to call it. Quattro GmbH director Wener Frowein recently revealed the mules that went up in flames were packing the same V10 twin turbo'd engines that are found on the next-gen RS6. Ha. I doubt it. I may go out on a limb here but...the interwebs once again took the bait. I don't have much of a reputation in the automotive world and I undoubtedly never will - but what I do have a passion cars and a love for Audis.

After one car goes up in flames, especially a very expensive mule that cost the manufacturer hundreds of thousands of dollars to produce and test, you better believe there won't be a second, similar "accident." For a few mules to go up in flames, I highly doubt they all had the same engine. From what I understand, after a bit of digging, at least one of those R8s that bit the bullet had a W12 engine. When Audi or any other manufacturer tests vehicles, no vehicle is the same until late in the testing/production cycle. How many times have we seen pre-production press cars with different bits and pieces?

Audi threw some misinformation to the media, and like the rabid dogs we are for the latest news, we bit. I don't see the RS8 coming with a V10 based off the FSi RS4 motor. Audi likes to push the limits with their upper-end cars; a few simple design changes won't cut it for their exotic sports car. Being that I have no reputation to worry about, I'm going to take my chances by saying you should expect the RS8 to have anything but a naturally- aspirated V10. With the new B8 S4 being turbocharged, do you really think Audi won't go all out on the RS8? Times are changing — don't believe everything you read - even here once in a while. – J.F. Musial

In addition to being a producer for Fast Lane Daily and the king of getting things done "that need to get done ASAP" J.F. Musial is also a certified Germanophile.

Yes, folks, you read that right: Audi, well, they got a little funny in the head, and they went and handed me the keys to a shiny new R8. I, the least likely Jalop to ever buy any sort of new car- or, in fact, any used car new enough that I can't find plenty of parts for it in my local self-service junkyard- shall be reviewing Audi's new supercar for you today! [Maybe they mistook you for me. Wait, that's just me making myself feel better and trying not to believe Audi is reveling in my pain. -Ed.]

This story began when Audi decided to do an event for journalists in the Wine Country of Northern California, at which they'd show off their trio of hot V8 machines: the RS4, the S5, and the R8. Since I'm the only Jalop in the area- and since (as The Loverman so cruelly puts it) I don't know what it's like to drive a fast car not built in some bullet-riddled-appliance-filled back yard, using a tree limb as an engine hoist and Milwaukee's Best as a motivational tool- the all-powerful Postfather decided to hand me over to the care of the slickest PR team in the automotive world. I was a little intimidated, having never borne the schmooztastic onslaught of Audi's PR shock troops before, but part of the deal was that I'd be able to hoon a 190MPH übercar around the track at Sears Point/Infineon... so, like, hell yes! My orders: show up at a hotel near the San Francisco airport, where a valet would take my car and the Germans would give me an R8 to drive up to some top-shelf resort in the Wine Country.

Now, at this point I'm supposed to go into Hunter S. Thompson mode and rant about how I Rockforded the Crown Vic into the valet drop-off in a cloud of tire smoke, smashed my just-emptied bottle of Old Crow on the pavement, grabbed the first German I saw by the lapels, and shrieked "I got no time to waste, Fritz! Give me the goddamn car and make it a red one! Schnell! Schnell!" Sorry to disappoint, but I was terrified the Germans would simply affix me with their icy blue eyes (I pictured a Prussian general, circa 1870, complete with riding crop and monocle) and a tall aristocratic boss-type would issue a nearly imperceptible shake of the head that told his underlings: "For him, we have no car!" You see, my writing background is in technical writing and fetish porn, not automotive journalism. I'm fat and hairy, dress like I'm on my way to a glue-huffing party located in a burned-out Winnebago at Pick Your Part, and I have the software geek's intuitive fear and loathing of The PR Suits and their world. A schlub. But, by God, this schlub was going to drive an R8 at Sears Point, whatever it took!

That morning, the Crown Vic greeted me with a Check Engine light. I plugged in the scanner and got the code for "Lean Condition, Cylinder Bank 1." Damn, that's not good- car's been running flawlessly for three years and now half the fuel injectors are garbooned or something I can't fix right now. Fine, I'll take the Civic... my beater bass-player's gig-rig '92 Civic, from which some scrote tweeker had just razored the registration tags off the license plate, no doubt so he could stick them on his clapped-out '82 Cavali