Audi R8 V12 TDi Le Mans Concept Road Test

Expert Road Test Experiences with Audi R8 V12 TDI
Not many people got a chance to have an eye-full of the world's first diesel-powered supercar Audi R8 V12 TDi Le Mans Concept at 2008 Detroit Auto Show. But there are some lucky ones who not only saw, touched, felt but also got a chance to drive the new Audi mid-engined, quattro-driven sports. Lets see what all they have say. Before we begin let me tell you that some of these expert test drivers think that they are the only one to drive the new Audi concept. Please do excuse their folly.
Keeping the safety of the Audi's invaluable prototype car in mind, for test drive purpose the car was limited to 442 lb-ft torque and top speed allowed was less than 50mph.

Road Test Drive 1: Driven: 2008 Audi R8 V12 TDI Le Mans Concept
Engaging first gear, you hear the trademark snikt as the shifter enters the gate. Clutch feel seems decidedly production - linear and light. First gear is short and the TDI’s redline is shorter.....Heavy into the pedal, the sound is like nothing I’ve ever heard. There’s the churn and muffled roar of twelve firing cylinders right behind your head, almost drowned out by the vacuum of air sucking into the car’s enlarged intakes.....On to second. Power hits you like a brick wall....Power delivery is something akin to what I’ve felt from the big W-12 twin turbo fitted in the Bentley Continental GT. It simply doesn’t feel as fast as the R8 4.2, but the speedo says it is. Delivery is smoothly brutal and that makes gauging pace hard to do. The low noise level, save intake suckage, is another factor. It’s there but not snarling like the R8 4.2.
source:fourtitude

Road Test Drive 2: First Drive: 2008 Audi R8 TDI Le Mans Concept
Light off the engine in any mode and your ears are treated to the whirr of the starter, a quick rumble as the cylinders fire and then a subdued diesel clatter as the high-pressure diesel injectors pump away, blasting fuel into the cylinders at up to 26,000 psi. Hit the gas and the tach hits the 5,000-rpm redline in a blink. Even without flooring it, 1st gear in this car with just 60 percent of the torque available feels like compound low in a Mack truck.....We also discovered that there's enough torque to launch quite pleasantly in 3rd gear, which would come in handy for those who get tired of stirring a manual on crowded freeways (no dual-clutch automated manual for this diesel, as the torque would overpower the transmission gears).
source:edmunds

Road Test Drive 3: Impressive compression: Driving Audi's diesel R8
Even though this car is a concept, driving it was amazingly civilized--everything worked, and nothing fell off. The first thing you notice is how different it sounds from inside the cockpit, like the inside of a small jet--air rushing into the engine bay from the enlarged side vents and NACA scoop in the roof....Audi says there is a 50-50 chance it will be built.
source:autoweek

Road Test Drive 4: First Drive Audi R8 V12 TDi Le Mans
It's got Audi's excellent magnaride adjustable dampers, which add a couple of new dimensions to its ride and handling repertoire. And yes, its certainly quick - quicker even than anybody really knows yet. I risked a knuckle-rapping by giving the car full throttle in 3rd, from 25mph and 1000rpm; it mugged the tarmac and began hurtling at the horizon with an urgency that made me painfully aware of the driver’s seat’s lumbar support. There was no wheelspin, no turbo lag. I only felt the full savagery for a couple of seconds, but that was enough to convince me that this car deserves a future in production.
source : autocar




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Audi R8 V12 TDI LeMans Concept

Content: Debut & unveiling of Audi R8 V12 TDI LeMans Concept at 2008 NAIAS Detroit. Contains Audi R8 V12 specifications, features, photos & videos.
Audi R8 V12 TDI Concept returns as "Le Mans" Detroit auto show car

Audi presented a revolution in the top class at the 2008 North American International Auto Show Detroit in January – the first 12-cylinder diesel engine in a high-performance road sports car. The V12 TDI engine, with a displacement of 6 litres, powers this R8-based concept car, generating a huge 500PS and 1,000 Nm of torque.

Drivetrain : Audi R8 V12 TDI Concept

Performance
The road version of the new V12 TDI is built at the Gyor plant in Hungary. The R8 V12 TDI still produces a massive 500PS, and the 83 mm bore and 91.4 mm stroke produce a total displacement of 5,934 cc. At a length of only 684 mm, this large diesel engine is very compact and just 166 mm longer than the V8 TDI. This is vital to accommodating the V12 in the mid-engine Audi R8.

Innovative Injection Technology
The two new dual-piston high-pressure pumps build up to a pressure of 2,000 bar in the rails. The high pressure distributes the mixture optimally throughout the combustion chamber. The result is... the ignition process is faster, more homogeneous and more acoustically refined. Improved combustion efficiency also increases power output, cuts consumption and reduces emissions.

Audi R8 V12 TDI concept unveiled at Detroit Auto Show

Duration 02:10

Dual Turbochargers
The two turbochargers are located on the outside of the engine's 'V' and generate up to 2.6 bar of boost pressure. They play a crucial role in producing the huge torque of 1,000 Nm that the V12 TDI maintains from 1,750 rpm to 3,000 rpm. In developing 368 kW (500PS), the diesel achieves a specific output of 62.0 kW (84.3PS) per litre displacement.

Athletic But Efficient
The Audi R8 V12 TDI Concept already fulfils the EU6 emissions standard. At the heart of the system is a special catalytic converter downstream of the oxidising 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, which splits the nitric oxides into nitrogen and water.



Exteriors : Audi R8 V12 TDI Concept

Muscular Proportions
The R8 V12 TDI Concept, with matte ‘Grace Silver’ bodywork, looks wider and more unyielding than the core model. It shows its potential through muscular proportions, accentuated wheel arches and even larger air intakes.

Focused On Aerodynamics
The aerodynamics experts at Audi have done their work so thoroughly that, as an added benefit of its elegant shape, the concept car’s body actually generates downforce – unlike many other sports cars – aiding directional stability at high speeds. This is partly achieved by an extending rear spoiler that is much larger than that on the production version, and also by the fully clad diffuser under the body. Two large-format diffuser apertures in the rear bumper demonstrate just how much aerodynamics dictate the shape of the car.

Large glass roof
One new feature is the glass roof over the passenger compartment including two large transparent sections. These, together with the glazed engine compartment behind, create a radically new element. The unmistakable NACA duct in the middle of the roof is a functional detail normally reserved for racing cars. Its ingenious shape accelerates the air captured here for the two cylinder banks of the V12 TDI engine.

A 'Showroom' For The 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 re-styled rear glass lid, clearly differs from its production counterpart. The engine can even be seen after dark, when white light-emitting diodes illuminate the compartment, as on the production R8 version.

Innovative LED technology
The LED tail lights of the Audi R8 V12 TDI Concept have a three-dimensional look that can’t be missed. But the absolute highlight is the LED headlights of the study vehicle. With their lenses and reflectors, not only are these innovative light sources striking, they also have a functional advantage: LED light, with its colour temperature of 6,000 K, resembles daylight much more closely than xenon or even halogen light.



Interiors : Audi R8 V12 TDI Concept

Ergonomic And Elegant
The interior's design is as sporty and slick as the exterior: the characteristic feature 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 energy of the R8 V12 TDI Concept and gives it tactile expression, accessible from the moment you climb in.

A focal point for the controls
The 3-spoke sport steering wheel remains the hub of the car's controls. With a diameter of 365 mm, it is both compact and ergonomic in shape, and features a flat lower edge. The steering wheel includes the start/stop button for the engine and the Audi Drive Select switch for ‘Dynamic’, ‘Sport’ or ‘Race’ settings. The latter controls the engine and transmission electronics as well as the magnetic ride dampeners in each of three different driving modes.

A Sporty Drive In ‘Race’ Mode
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 race track you’re driving. Supplementary information such as centrifugal force and boost pressure can also be called up.

Exceptional Everyday Practicality
Although a sports car, the R8 maintains everyday practicality through its spaciousness, even though the longer engine takes up more room. With a generous wheelbase of 2.65 m (8.69 ft), two people can travel in comfort, and the driver and passenger can always find their perfect seated position, whatever their build.

A Decidedly Sporty Feel
Compared with the production version, the R8 V12 TDI Concept's interior has much larger aluminium applications, especially around the centre console. With numerous carbon fibre elements, the interior takes on a decidedly sporty feel.



Official Press Release

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.

Audi R8 V12 TDI LeMans Concept At 2008 Geneva Auto Show

Duration 02:34
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Orange GT-R / Amuse GT-R / Model of the year! - Tokyo Auto Salon 2008
About the Video : Dai Yoshihara and Lisa Fleming are back with the GT Channel video coverage of the Tokyo Auto Salon 2008. Watch them check out the latest tuned cars and cute girls of the Tokyo show. Plus, Amuse GT-R, Orange GT-R, and finally, Lisa & Dai finds the TAS model of the year!

Tags: 2008 amuse dai daijiro yoshihara evo girls gt channel gtr hks lisa lisa fleming models nissan orange r35 show sti tas tokyo auto salon

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2009 Nissan GT-R walkaround
About the Video : 2009 Nissan GT-R walkaround...By Lou Ann Hammond
"Peter Bedrosian, Nissan's North American product manager for the GT-R, walks us around the 2009 Nissan GT-R. Bedrosian gives us the horsepower, torque, 0-60 and competitors.
Type: Four-seater luxury sports car,world's first independent rear transaxle ATTESA E-TS all-wheel drive system
Base Price: $69,850 or $71,900 for GT-R with premium package
Engine: 3.8-liter twin turbo V6
Horsepower/torque: 480 horsepower @ 6,400 rpm and 430 lb-ft of torque @ 3,200 to 5,200 rpm, while meeting ultra-low emission vehicle (ULEV) standards.
Top Speed: 193mph and a 0-60mph in less than 3.5 4.3 seconds. Over 1G cornering
Transmission: Advanced 6-speed dual clutch automatic transmission,
Drive: all-wheel drive
Competitors: Porsche 911 Turbo, Audi R8, Chevy Corvette Z06, BMW M3, Dodge Viper"

Duration 05:01
Tags: GT-R nissan R35

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Nissan GT-R GT500 Race Car Unveiled at TAS 2008
About the Video : GT-R is back on the race track with it's Super GT race car, the GT500 contender unveiled today at the Tokyoo Auto Salon 2008. Check out the traditional Nismo color scheme! Looks good on the R35 GT-R doesn't it?

Tags: 2008 auto best channel gt gt-r gt500 mines motoring new nismo nissan r35 race racing salon show skyline super tas tokyo

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2009 Nissan GTR Presentation
About the Video : This is the 2009 Nissan GTR at the Chicago Autoshow

Duration 5:34
Tags: 2009 Nissan GTR Skyline GT-R 2008 Chicago Auto Show autoshow McCormick
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News: Tata buys Jaguar Land Rover

Quotes
Ratan N Tata, chairman, Tata Sons, said, “We are very pleased at the prospect of Jaguar and Land Rover being a significant part of our automotive business. We have enormous respect for the two brands and will endeavour to preserve and build on their heritage and competitiveness, keeping their identities intact. We aim to support their growth, while holding true to our principles of allowing the management and employees to bring their experience and expertise to bear on the growth of the business.”

Alan Mulally, president and CEO of the Ford Motor Company, said, "Jaguar and Land Rover are terrific brands. We are confident that they are leaving our fold with the products, plan and team to continue to thrive under Tata's stewardship. Now, it is time for Ford to concentrate on integrating the Ford brand globally, as we implement our plan to create a strong Ford Motor Company that delivers profitable growth for all."

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Jaguar: Finally Ready to Roar?
Ford Motor (F) sealed a deal Mar. 26 to sell its British Jaguar and Land Rover brands to Indian carmaker Tata Motors (TTM) for about $2.3 billion. That is less than half what Ford paid for the two brands—Jaguar in 1989 and Land Rover in 2000—and it reflects their dysfunctional operations, which Tata will have to sort out.

For Ford, the sale is a curious liberation from businesses it could never quite figure out and that cost it, by some estimates, in excess of $10 billion in losses over the years. For some Brits the deal marks a surprising twist in a long road for two storied corporate names. Could Winston Churchill, or even the current Queen of England, have imagined a half-century ago that a pair of Britain's proudest industrial icons would one day be owned by an Indian company?

Ford acquired Jaguar and Land Rover as part of a strategy aimed at building out its luxury car offerings beyond the venerable Lincoln brand, especially in overseas markets where Lincoln has little presence. But Ford was never able to rationalize the high costs of building Jags and Land Rovers in Britain. And labor unions kept severe pressure on Ford not to move manufacturing out of Britain. When Ford Chief Executive Oficer Alan Mulally arrived in September, 2006, and saw the record losses, dismantling the Premier Auto Group rocketed to the top of his to-do list. "These are expensive hobbies Ford can't afford anymore," he said last year.
source: Business Week

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Tata buys Jaguar Land Rover for $2.3 billion
Ford has issued a press release confirming that it has sold both Jaguar and Land Rover to Tata Motors for an approximate price of $2.3 billion, which comes under some numbers as high as $2.65 billion that were being tossed around. The rumor that Ford will contribute to pension funds associated with the brands is also true, as it confirmed that $600 million will be dropped into the retirement coffers of the brands once the deal closes. It is, of course, subject to regulatory approval in a number of countries, but the automaker expects the deal to be done by the end of the following quarter. As part of the deal, Ford will continue to supply powertrains, stampings and other unnamed vehicle components to Tata for "differing periods", as well as R&D research, environmental and platform technologies, and even accounting services, among others. Clearly the ties that bind Jaguar Land Rover to Ford are strong and will take some time to undo.
source: Ford

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Tata buys Jaguar Land Rover for $2.3bn
As per the agreement Tata Motors will buy out assets of Jaguar and Land Rover, which comprising brands, plants and Intellectual Property Rights (IPR). The transfer of ownership to Tata Motors is expected to close by the end of the next quarter, subject to applicable regulatory approvals.

As part of the transaction, Ford will continue to supply Jaguar Land Rover for differing periods with powertrains, stampings and other vehicle components, in addition to a variety of technologies, such as environmental and platform technologies. Ford also has committed to provide engineering support, including research and development, plus information technology, accounting and other services. In addition, Ford Motor Credit Company will provide financing for Jaguar and Land Rover dealers and customers during a transitional period, which can vary by market, of up to 12 months.
source: Business Standard

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Official Press Release

PRESS RELEASE

FORD MOTOR COMPANY ANNOUNCES AGREEMENT TO SELL JAGUAR LAND ROVER TO TATA MOTORS

DEARBORN, Mich., March 26, 2008 – Ford Motor Company [NYSE: F] announced today that it has entered into a definitive agreement to sell its Jaguar Land Rover operations to Tata Motors.

The transaction is the culmination of Ford's decision last August to explore strategic options for the Jaguar Land Rover business, as the company accelerates its focus on its core Ford brand and "One Ford" global transformation.

The sale is expected to close by the end of the next quarter and is subject to customary closing conditions, including receipt of applicable regulatory approvals.

The total amount to be paid in cash by Tata Motors for Jaguar Land Rover upon closing will be approximately US $2.3 billion. At closing, Ford will then contribute up to approximately US $600 million to the Jaguar Land Rover pension plans.

"Jaguar and Land Rover are terrific brands," said Alan Mulally, president and CEO, Ford Motor Company. "We are confident that they are leaving our fold with the products, plan and team to continue to thrive under Tata's stewardship. Now, it is time for Ford to concentrate on integrating the Ford brand globally, as we implement our plan to create a strong Ford Motor Company that delivers profitable growth for all."

"This is a good agreement. It provides the Jaguar Land Rover management team and employees with the assurances needed to maintain their focus on delivering the best results for the business," said Lewis Booth, executive vice president, Ford Motor Company, who has responsibility for Ford of Europe, Volvo and Jaguar Land Rover. "I am confident that, under its new owner, Jaguar Land Rover will continue to build upon the significant improvements and product successes it has achieved in recent years."

As part of the transaction, Ford will continue to supply Jaguar Land Rover for differing periods with powertrains, stampings and other vehicle components, in addition to a variety of technologies, such as environmental and platform technologies. Ford also has committed to provide engineering support, including research and development, plus information technology, accounting and other services.

In addition, Ford Motor Credit Company will provide financing for Jaguar and Land Rover dealers and customers during a transitional period, which can vary by market, of up to 12 months.

The parties believe these arrangements will support Jaguar Land Rover's current product plans, while providing Jaguar Land Rover freedom to develop its own stand-alone capabilities in the future that will best serve its premium manufacturer requirements.

The parties do not anticipate any significant changes to Jaguar Land Rover employees' terms of employment on completion.

Speaking about today's agreement, Mr. Ratan N. Tata, Chairman of Tata Sons and Tata Motors, commented: "We are very pleased at the prospect of Jaguar and Land Rover being a significant part of our automotive business. We have enormous respect for the two brands and will endeavor to preserve and build on their heritage and competitiveness, keeping their identities intact. We aim to support their growth, while holding true to our principles of allowing the management and employees to bring their experience and expertise to bear on the growth of the business."

Jaguar Land Rover's employees, trade unions and the UK Government have been kept informed of developments as the sale process progressed and have indicated their support for the agreement.

Speaking on behalf of Jaguar Land Rover, Geoff Polites, chief executive officer, said: "Jaguar Land Rover's management team is very pleased that Ford and Tata Motors have come to an agreement today. Our team has been consulted extensively on the deal content and feels confident that it provides for the business needs of both our brands going forward.

"We have also had the opportunity to meet senior executives from Tata Motors and the Tata group," Polites continued. "They have expressed confidence in the team that has delivered significant improvements in Jaguar Land Rover's business performance. We feel confident that we can forge a strong working relationship with our new parent company, and we look forward to a bright and successful future for Jaguar Land Rover."


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Top Auto Picks for 2008

Consumer Reports New Top Auto Picks for 2008

Consumer Reports has named four new models to its Top Picks list for 2008 — the Hyundai Elantra SE and Hyundai Santa Fe as top choices for small sedans and midsized SUVs, respectively; the redesigned Chevrolet Silverado as the top choice for pickup truck; and the Lexus LS 460L as the best luxury sedan.

The announcement was made on February 28, 2008 during a Washington Automotive Press Association (WAPA) press conference. Details can be found in CR’s Annual April Auto Issue, on sale Tuesday, March 4.

This marks the first time that a South Korean automaker — Hyundai — is represented, and the first time since 2005 that a U.S. model — the Chevrolet Silverado — has made the list. Historically, Consumer Reports Top Picks have been a blend of Japanese, European, and domestic models, but for the last two years the Top Picks have all been from Japanese manufacturers.

The Toyota Prius remains the Top Pick in the “green” car category for the fifth year in a row. The Prius demonstrated an excellent 44 mpg overall in Consumer Reports’ real-world fuel economy tests, the best of any five-passenger vehicles tested by CR.

Consumer Reports’ Top Picks are the most well-rounded models in their categories and must meet stringent road test, reliability, and safety requirements. Each Top Pick scores at or near the top of its category among more than 260 vehicles CR recently tested at its Auto Test Center; has average or better predicted reliability (based on the problems subscribers reported on in CR’s Annual Car Reliability Survey of almost 1.3 million vehicles), and performed adequately in overall safety if tested by the government or insurance industry.

Starting this year, they also must provide a critical safety feature, electronic stability control (ESC), either as standard equipment or as a readily available option. That’s why the Honda Accord, for example, is the Top Pick in family sedans over the Nissan Altima. The Altima scored slightly higher in CR’s testing, but offers ESC only as a pricey option on the V6 and standard on the hybrid model.

“All the vehicles in Consumer Reports’ Top Picks list are standouts for performance, versatility, reliability, and safety,” said David Champion, senior director of automotive testing, Consumer Reports. “CR’s Top Picks list is a great place for consumers to start when they’re looking for a new car.”
Consumer Reports’ testing procedures are the most comprehensive of any U.S. publication or Web site. More than 50 individual tests are performed on every vehicle, including evaluations of braking, handling, comfort, convenience, safety, and fuel economy. Around 6,000 miles of general driving and evaluations are racked up on each test car during the testing process.

Here, by category, are the issue’s best performers. Changes from last year’s Top Picks list are noted:

SMALL SEDAN: Hyundai Elantra SE. The Hyundai Elantra SE ($18,000) is a well-rounded small car that provides good fuel economy, a comfortable ride, and an interior that’s quiet, roomy, and well-equipped. The SE also has standard electronic stability control, a proven safety feature that’s absent on many other small cars. The Honda Civic EX and Mazda3 scored almost as well and are more fun to drive, but lack ESC on more affordable versions. (Last year’s Top Pick for Small Sedan was the Honda Civic.)

MIDSIZED SUV: Hyundai Santa Fe. Redesigned for 2007, the much-improved Santa Fe ($22,000 to $31,000) edged out the Honda Pilot in CR’s tests. It provides a quiet and roomy interior, excellent fit and finish, a refined powertrain, a relatively good ride, and an optional third-row seat. Standard ESC helps provide secure handling. (Last year’s Top Pick for Midsized SUV was the Toyota Highlander Hybrid.)

PICKUP TRUCK: Chevrolet Silverado 1500 Crew Cab. The redesigned Silverado ($27,000 to $39,000) is considerably improved. It achieves a nice balance between work attributes and livability, including a generous payload rating, a comfortable ride, improved interior quality and steering feel, and easy access. ESC is standard on all crew-cab models. The GMC Sierra is virtually identical to the Silverado. The redesigned Toyota Tundra outscored the Silverado in CR’s tests, but first-year reliability of the 4WD, V8 version was below average.

LUXURY SEDAN: Lexus LS 460L. With a score of 99 out of 100 in CR’s road test, the LS 460L ($77,000) is CR’s highest-rated vehicle. It provides a no-compromise environment of comfort and roominess, coupled with an isolating quietness. It also delivers quick acceleration and relatively good fuel economy. While it’s brimming with electronic amenities, its controls are easy to use. (Last year’s Top Pick for Luxury Sedan was the Infiniti M35.)

FAMILY SEDAN: Honda Accord. The Accord ($22,000 to $31,000), redesigned for 2008, is a well-rounded roomy sedan with a comfortable ride, agile handling, and smooth, refined powertrains. Electronic stability control is standard on all models, and crash-test results are impressive. Although the Nissan Altima edged out the Accord in CR’s ratings, most affordable versions of the Altima lack ESC, a requirement to be a Top Pick. (This is the sixth consecutive year that the Accord was named a Top Pick for Family Sedan.)

UPSCALE SEDAN: Infiniti G35. The G35 ($33,000 to $35,000) successfully blends sportiness and luxury. Available in rear- or all-wheel drive, it has an exuberant powertrain, agile handling, and a well-crafted interior. (This is the second consecutive year the G35 was named Top Pick for Upscale Sedan.)

FUN TO DRIVE: Mazda MX-5 Miata. The MX-5 ($27,000) won drivers over with its balanced handling, quick and precise steering, and crisp-shifting six-speed manual transmission. It virtually tied the Porsche Boxster in CR’s test scoring, but it’s roughly half the price. The manual top can be lowered and raised with one hand from the driver’s seat, making open motoring a snap. (Unchanged from last year.)

SMALL SUV: Toyota RAV4. The impressive RAV4 ($23,000 to $30,000) is versatile, comfortable, and roomy enough for a small third-row seat. The spirited V6 version accelerates quickly (the same as a Mazda Miata from 0 to 60 mph), yet delivers an excellent 22 mpg overall. The four-cylinder version gets 23 mpg, the best of any nonhybrid SUV CR has tested. (Unchanged from last year.)

MINIVAN: Toyota Sienna. The Sienna ($24,000 to $37,000) is CR’s pick for the second year in a row. Its spacious, quiet, and refined interior is on par with some luxury sedans and its V6 engine is powerful and fuel efficient. It is also the only minivan available with all-wheel drive. The Honda Odyssey, on the other hand, is more agile and fun to drive.

GREEN CAR: Toyota Prius. The gas/electric Prius hybrid ($24,000) retains its lock on this category for the fifth straight year. Despite a wave of new hybrid models, the Prius’ 44 mpg overall is still the best CR has measured in any five-passenger car. The interior is roomy and versatile, and the Prius has been very reliable.

Source: Consumer Reports
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