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Audi a4 interior
A decade in the automotive industry is like the passing of the Mesozoic era; a lot changes. In 2001, Hyundais were questionable and Toyota was infallible. Pontiac, Oldsmobile and Plymouth existed. Scion did not. So it may come as a bit of a surprise that it's been 10 years since Volvo pulled an all-new S60 out of the oven.
With the exception of an ornery transmission and navigation system, the 2011 S60 was worth the wait.
Volvos have always been long on safety and (with a few exceptions) short on sporty. The company knew that if it was intent on positioning the S60 as competitive against the segment's leading performers like the Audi A4 and BMW 3 series, engineers were going to have to channel their inner Emeril Lagasse and "kick it up a notch."
To wit, the engine in the S60 T6 all-wheel drive I tested (base price is $38,550) was a three-liter, turbo-charged six-cylinder gem that pumps out 300 horsepower and 325 pound-feet of torque. The power comes on smooth, the turbo lag is minimal and Volvo estimates a zero-to-60 time of 5.8 seconds, which frankly seems conservative.
Power is routed to the standard AWD system through a six-speed automatic transmission with a manual mode (but no paddle shifters.)
This transmission is clearly the weak link in the car's performance, especially when you push it. In full-automatic mode, the S60 avoids the red line like a frightened turtle and instead upshifts too eagerly. Thinking you're clever by kicking the transmission into manual mode only nets you slow shifts in either direction.
The rest of the S60's character is indeed sporty, though it doesn't quite have the dance moves to vault it to the top of the segment. There is minor body roll and understeer, but overall it's a very balanced, solid ride.
The sport mode affords the driver a bit more leeway in tossing the car around turns before engaging the stability and traction control.
The steering feel is excellent, and drivers can choose from three levels of power assistance, though this feature is ultimately superfluous as "normal" mode is the best choice.
Those who think the S60 T6 is too powerful or too expensive should consider the T5. A starting price of $32,300 gets buyers a front-wheel drive car with a 2.5-liter, five-cylinder turbocharged engine good for 250 horsepower and 266 pound-feet of torque.
The only thing better than the T6's engine is the car's interior.
With the exception of an ornery transmission and navigation system, the 2011 S60 was worth the wait.
Volvos have always been long on safety and (with a few exceptions) short on sporty. The company knew that if it was intent on positioning the S60 as competitive against the segment's leading performers like the Audi A4 and BMW 3 series, engineers were going to have to channel their inner Emeril Lagasse and "kick it up a notch."
To wit, the engine in the S60 T6 all-wheel drive I tested (base price is $38,550) was a three-liter, turbo-charged six-cylinder gem that pumps out 300 horsepower and 325 pound-feet of torque. The power comes on smooth, the turbo lag is minimal and Volvo estimates a zero-to-60 time of 5.8 seconds, which frankly seems conservative.
Power is routed to the standard AWD system through a six-speed automatic transmission with a manual mode (but no paddle shifters.)
This transmission is clearly the weak link in the car's performance, especially when you push it. In full-automatic mode, the S60 avoids the red line like a frightened turtle and instead upshifts too eagerly. Thinking you're clever by kicking the transmission into manual mode only nets you slow shifts in either direction.
The rest of the S60's character is indeed sporty, though it doesn't quite have the dance moves to vault it to the top of the segment. There is minor body roll and understeer, but overall it's a very balanced, solid ride.
The sport mode affords the driver a bit more leeway in tossing the car around turns before engaging the stability and traction control.
The steering feel is excellent, and drivers can choose from three levels of power assistance, though this feature is ultimately superfluous as "normal" mode is the best choice.
Those who think the S60 T6 is too powerful or too expensive should consider the T5. A starting price of $32,300 gets buyers a front-wheel drive car with a 2.5-liter, five-cylinder turbocharged engine good for 250 horsepower and 266 pound-feet of torque.
The only thing better than the T6's engine is the car's interior.
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LOOKING at the Audi e-tron sports car, you'd hardly be surprised to learn that it can go from 0 to 100kmh in under five seconds.
But this fact might surprise you - it runs completely on batteries.
The concept car, which was on display at the Clean Energy Expo Asia last week, is the first electric vehicle the German carmaker has built from scratch.
It will likely cost more than the Tesla Roadster, another battery-powered sports car also displayed at the expo.
But wait. Aren't electric vehicles usually fuddy-duddy golf cart lookalikes that are more suited for grocery shopping than the race track? Mr Martin Freudenhagen, head of Audi's Project Management Electrification A-Sequment, doesn't think so.
He told The New Paper: "People think that electric cars are boring. We want to show that it's possible to create an electric car that delivers the performance and excitement of a sports car."
Though still in the concept phase - limited production of the e-tron is expected in two years - Audi knows who its customer will be.
Someone with the money and "is an early adopter in automotive and energy efficiency technology", Mr Freudenhagen said.
While the e-tron is not the first sports car to run on electricity - that honour goes to the Venturi Fetish - it may be a common sight on city roads soon.
A mass market option, the A1 e-tron, is expected to hit the roads in three to four years.
Although electric vehicles (EVs) may be good for the environment, such cars are a rarity here.
The Land Transport Authority said Singapore has just two EVs, compared with over 585,000 petrol-based ones.
Still, with Singapore committed to a 16 per cent emissions cut by 2020, the future for green cars looks bright.
Mr David Chou, managing director of electric conversion firm EV World, said: "It's about changing people's habits. In densely built-up Singapore, being at the wheel of an electric car that generates no noise can give people peace of mind."
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But this fact might surprise you - it runs completely on batteries.
The concept car, which was on display at the Clean Energy Expo Asia last week, is the first electric vehicle the German carmaker has built from scratch.
It will likely cost more than the Tesla Roadster, another battery-powered sports car also displayed at the expo.
But wait. Aren't electric vehicles usually fuddy-duddy golf cart lookalikes that are more suited for grocery shopping than the race track? Mr Martin Freudenhagen, head of Audi's Project Management Electrification A-Sequment, doesn't think so.
He told The New Paper: "People think that electric cars are boring. We want to show that it's possible to create an electric car that delivers the performance and excitement of a sports car."
Though still in the concept phase - limited production of the e-tron is expected in two years - Audi knows who its customer will be.
Someone with the money and "is an early adopter in automotive and energy efficiency technology", Mr Freudenhagen said.
While the e-tron is not the first sports car to run on electricity - that honour goes to the Venturi Fetish - it may be a common sight on city roads soon.
A mass market option, the A1 e-tron, is expected to hit the roads in three to four years.
Although electric vehicles (EVs) may be good for the environment, such cars are a rarity here.
The Land Transport Authority said Singapore has just two EVs, compared with over 585,000 petrol-based ones.
Still, with Singapore committed to a 16 per cent emissions cut by 2020, the future for green cars looks bright.
Mr David Chou, managing director of electric conversion firm EV World, said: "It's about changing people's habits. In densely built-up Singapore, being at the wheel of an electric car that generates no noise can give people peace of mind."
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Three new models of the new DB9 are going to join the lineup of Aston Martin products. The event would be best labeled as a sports car bonanza. The names of the three models to come have been decided and are “Carbon Black”, “Quantum Silver” and “Morning Frost”. The cars would be available in coupe or convertible design.
The design of the Morning Frost model gives it a luxury car look and feel. It has a pearl white color as paint job and has silver for grille and brake calipers. The interior is done up with a center console that is piano Black in color scheme. The stitching is of silver color and there is polished glass switchgear along with bronze leather trim. For the Carbon Black model and the quantum Silver one, the makers have given it an aggressive look and touch as the model is leaning more towards the sports model. They even sport a blacked out grille and a sportier exhaust system with graphite tail pipes.
For wheels the cars come with two sets of 10 spoke 19 inch alloys for the three models, with slightly varying designs and black or silver finishes.
For transmission the cars are installed with Touchtronic II six-speed automatic transaxle transmission, mounted on the transaxle. As per company statement this mechanism gives the car a perfect 50:50 weight balance.
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The design of the Morning Frost model gives it a luxury car look and feel. It has a pearl white color as paint job and has silver for grille and brake calipers. The interior is done up with a center console that is piano Black in color scheme. The stitching is of silver color and there is polished glass switchgear along with bronze leather trim. For the Carbon Black model and the quantum Silver one, the makers have given it an aggressive look and touch as the model is leaning more towards the sports model. They even sport a blacked out grille and a sportier exhaust system with graphite tail pipes.
For wheels the cars come with two sets of 10 spoke 19 inch alloys for the three models, with slightly varying designs and black or silver finishes.
For transmission the cars are installed with Touchtronic II six-speed automatic transaxle transmission, mounted on the transaxle. As per company statement this mechanism gives the car a perfect 50:50 weight balance.
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Cadillac Cars Pictures Review
Cadillac, and that should say it all, but does it?
Pushed by a 469 horsepower supercharged dual overhead cam 4.4 liter V8, the STS-V is lighting fast. Yet it's nowhere near the fastest car in its class, a distinction held by the Mercedes-Benz E63 AMG. The STS-V uses a six speed automatic transmission with "manual shift" capability, but no true manual transmission is available. That's surprising for a high performance car.
The exterior appointments and the mostly leather and wood interior give the single trim model of the STS-V the high quality feel that you expect from a Cadillac, but again there are disappointments. Perhaps the best looking car in its class, the front seat ride is fine and the handling is everything you would expect from a Cadillac sports sedan. However, the back seat is a bit cramped. While the trunk is large enough, the trunk opening is not.
Of course, like any Cadillac, the STS-V comes standard with lots of amenities. Those not standard can be ordered. Some of the more exotic include a heated steering wheel, a voice recognition navigation system, heated windshield washer nozzles, headlight washers, Bose sound system and heated back seats. In short, it has the kind of touches which make a Cadillac, a Cadillac. And it rides like a Cadillac should, and that includes keeping the noise to a minimum.
With a car of this type you expect top-notch safety features, and again Cadillac delivers. In addition to the excellent features of the STS, generally, such as On Star, rear obstacle detection, wiper activated headlights, brake assist, anti-skid and airbags every where, the STS-V has uprated brakes, blind-spot alert and lane-departure warning.
You don't buy a Cadillac with an eye on your wallet, but with a starting price of $79,465 the STS-V is among the least expensive machines in its class. The fact that it requires premium fuel doesn't change that, since the rest of this class requires the same. The rated mpg of 13 city and 19 highway is also par for a luxury sports car.
The bottom line is that the 2009 Cadillac STS-V is a car damned by faint praise. A truly fine car, it still falls short of the Cadillac tradition in several ways. The best thing you can say is that it is possibly the best car in its class for the money. Still, Cadillac quality shouldn't be qualified by price. If you're looking for a Cadillac, you'll love it. If you're looking for a top of the line sports sedan, maybe it shouldn't be the only place you look.
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Pushed by a 469 horsepower supercharged dual overhead cam 4.4 liter V8, the STS-V is lighting fast. Yet it's nowhere near the fastest car in its class, a distinction held by the Mercedes-Benz E63 AMG. The STS-V uses a six speed automatic transmission with "manual shift" capability, but no true manual transmission is available. That's surprising for a high performance car.
The exterior appointments and the mostly leather and wood interior give the single trim model of the STS-V the high quality feel that you expect from a Cadillac, but again there are disappointments. Perhaps the best looking car in its class, the front seat ride is fine and the handling is everything you would expect from a Cadillac sports sedan. However, the back seat is a bit cramped. While the trunk is large enough, the trunk opening is not.
Of course, like any Cadillac, the STS-V comes standard with lots of amenities. Those not standard can be ordered. Some of the more exotic include a heated steering wheel, a voice recognition navigation system, heated windshield washer nozzles, headlight washers, Bose sound system and heated back seats. In short, it has the kind of touches which make a Cadillac, a Cadillac. And it rides like a Cadillac should, and that includes keeping the noise to a minimum.
With a car of this type you expect top-notch safety features, and again Cadillac delivers. In addition to the excellent features of the STS, generally, such as On Star, rear obstacle detection, wiper activated headlights, brake assist, anti-skid and airbags every where, the STS-V has uprated brakes, blind-spot alert and lane-departure warning.
You don't buy a Cadillac with an eye on your wallet, but with a starting price of $79,465 the STS-V is among the least expensive machines in its class. The fact that it requires premium fuel doesn't change that, since the rest of this class requires the same. The rated mpg of 13 city and 19 highway is also par for a luxury sports car.
The bottom line is that the 2009 Cadillac STS-V is a car damned by faint praise. A truly fine car, it still falls short of the Cadillac tradition in several ways. The best thing you can say is that it is possibly the best car in its class for the money. Still, Cadillac quality shouldn't be qualified by price. If you're looking for a Cadillac, you'll love it. If you're looking for a top of the line sports sedan, maybe it shouldn't be the only place you look.
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Audi TT 2009 New Desighn
Platform Volkswagen Group A5 (PQ35)
Engine(s) 1.8 L I4 FSI Turbo,
2.0 L I4 FSI Turbo,
2.5 L I5 FSI Turbo (TT RS only),
3.2 L VR6,
2.0 I4 TDI CR
Transmission(s) 6-speed manual,
6-speed S tronic
Wheelbase 2,468 mm (97.2 in)
Length 4,178 mm (164.5 in),
TTS & TT RS: 4,198 mm (165.3 in)
Width 1,842 mm (72.5 in)
Height 1,352 mm (53.2 in),
TTS: 1,345 mm (53.0 in),
TT RS: 1,342 mm (52.8 in)
Kerb weight 1,260–1,490 kg (2,778–3,285 lb)
Fuel capacity 2WD: 55 L (12.1 imp gal; 14.5 US gal),
4WD: 60 L (13.2 imp gal; 15.9 US gal)
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Engine(s) 1.8 L I4 FSI Turbo,
2.0 L I4 FSI Turbo,
2.5 L I5 FSI Turbo (TT RS only),
3.2 L VR6,
2.0 I4 TDI CR
Transmission(s) 6-speed manual,
6-speed S tronic
Wheelbase 2,468 mm (97.2 in)
Length 4,178 mm (164.5 in),
TTS & TT RS: 4,198 mm (165.3 in)
Width 1,842 mm (72.5 in)
Height 1,352 mm (53.2 in),
TTS: 1,345 mm (53.0 in),
TT RS: 1,342 mm (52.8 in)
Kerb weight 1,260–1,490 kg (2,778–3,285 lb)
Fuel capacity 2WD: 55 L (12.1 imp gal; 14.5 US gal),
4WD: 60 L (13.2 imp gal; 15.9 US gal)
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
Audi TT 2009
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Audi TT 2009
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2011 Maybach Photo Gallery
MAYBACH MODELS, the most expensive car,luxury car ,
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Maybach-Motorenbau GmbH (IPA:[ˈmaɪ.bax]) (founded 1909) is a German luxury car manufacturer. It was founded in 1909 by Wilhelm Maybach with his son Karl Maybach as director. The company was originally a subsidiary of Luftschiffbau Zeppelin GmbH and was itself known as "Luftfahrzeug-Motoreinbau GmbH" (literally "Airship Engine Company") until 1918. Today, the brand is owned by Daimler AG and based in Stuttgart.
1909-1940: EARLY HISTORY
Maybach has historic roots through the involvement of Wilhelm Maybach, who was the technical director of the Daimler-Motoren-Gesellschaft. The company originally developed and manufactured diesel and gas engines for Zeppelins, and then rail cars.
The company first built an experimental car in 1919, with the first production model introduced two years later at the Berlin Motor Show. Between 1921 and 1940, the company produced various classic opulent vehicles. The company also continued to build heavy duty diesel engines for marine and rail purposes.
Maybach contributed to the German war effort in World War II by producing the engines for the formidable Panther and Tiger tanks such as the Maybach HL230. After the war the factory performed some repair work, but automotive production was never restarted, and some 20 years later, the company was renamed into MTU Friedrichshafen.
1997-PRESENT: REVIVAL
In 1997, Mercedes-Benz presented at the Tokyo Motorshow a luxury concept car under the name Mercedes-Benz Maybach (V12, 5987 cc, 550 hp). Mercedes-Benz decided to develop it; however, Mercedes made the decision to market the car under the sole brand name of Maybach.
Maybach was therefore revived as a brand in the early 2000s, with the production of the new model in two sizes — the Maybach 57 and the Maybach 62. The numbers are equal to the lengths of the automobiles in decimetres. In 2005, the new 57S was added, sporting a 6.0L V12 bi-turbo engine, producing 604bhp (450kW) and 737lb·ft (999N·m) of torque, and featuring various cosmetic touches.
The Audi R8 Spyder Latest News And Latest Videos Review
Looking back on the past decade of sportscar racing, there have been many iconic prototype and GT cars that helped shape the era that was filled with close competition and technological innovation.
While Audi will be remembered for its R8 prototype, arguably considered the most successful LMP car of its time, and later conquering Le Mans with diesel-powered machines, the German manufacturers’ sister brand, arguably boasting an even deeper racing pedigree, also left a significant mark in the 2000s.
Seven years since fielding a factory prototype in sportscar competition, Porsche returned to the LMP ranks with an all-new contender in 2005. While many expected the RS Spyder, Porsche’s first purpose-built prototype since the GT1-98, to raise the bar in the evolving LMP2 category, not many could have predicted the level of success it actually achieved.
Porsche engineers Roland Kussmaul and Owen Hayes were instrumental in the RS Spyder's success as well. (Photo: Porsche Cars North America)
The RS Spyder not only conquered its class, but was also one of the first ‘small prototypes’ to take the fight to the bigger and more powerful LMP1 cars in the American Le Mans Series. And much of its success came at the height of the series’ factory prototype involvement, with Audi and Acura also in the battle for top prototype honors.
With 13 overall wins, 35 class victories and 12 championships during its five-year run in the ALMS and select outings in the European-based Le Mans Series and the 24 Hours of Le Mans, the RS Spyder may have not racked up the accolades of the R8, but some could argue it made an even larger impact on the sport.
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The Beginning
As the legacy of the venerable Audi R8 was coming to a close, the story of the Porsche RS Spyder was just beginning. Unveiled in early 2005, the German manufacturer’s re-entry into the prototype ranks proved to be no second-class effort, despite building the car to the second-tier LMP2 specification.
With full works support and famed American entrant Penske Racing running the operation Stateside, there was no shortage of talent from the driver or personnel side. Porsche had entrusted Sascha Maassen and Lucas Luhr, two of its veteran GT factory drivers, and multiple-time ALMS champions, to help develop the RS Spyder, with then-rising stars Timo Bernhard and Romain Dumas also handling testing duties by years’ end.
“When we started to test the car in 2005 we found a lot of problems,” Maassen said. “Everything in the car was new. The engine, the gearbox, the chassis, etc. But the progress we made before the first race was the biggest, even so nobody outside of Porsche realized.”
Sascha Maassen and Lucas Luhr debuted the RS Spyder at Mazda Raceway Laguna Seca in 2005. (Photo: LAT)
The RS Spyder made its debut at the ALMS season-ending round at Mazda Raceway Laguna Seca later that year, with Maassen and Luhr handling driving duties. And despite the steep learning curve, and both drivers’ first-ever prototype race, the duo blew the LMP2 competition out of the water.
“The first race was special,” Maassen said. “We finally had to perform after all the work that was put into the project. I remember having to drive for three hours in the race and my back was hurting as the g-forces were amazing. But I didn’t want to get out of the car! We had pole position, fastest lap and won the LMP2 class that weekend.”
Maassen and Luhr recorded a fifth place finish overall, a feat relatively unheard of for a category that was generally a last-man-standing affair up until Porsche’s arrival. While there may have been a general lack of competition at the program’s start, Penske’s future success arguably helped transform it into category that was stronger and more diverse than LMP1.
Built with a clean sheet of paper at its motorsports base in Weissach, Germany, the car was one of the first new-generation prototypes built to the ACO’s evolving regulations. But with all of its development done in Europe, there were certainly some uncertainties heading into the RS Spyder’s first full season of competition.
“We were all eager for this project,” Bernhard said. “Right from the beginning you could feel the enthusiasm of everybody involved. It showed me that we would be successful. But driving wise, I felt right away that the car had not only big potential but it had already a great balance, which was a great base to start from.”
Prototype racing was also something new for three of its lead drivers, which perhaps turned into Porsche’s advantage. While Dumas boasted a handful of starts for Henri Pescarolo’s outfit and a few races with the Team Nasamax Reynard, the Frenchman knew from his first test at Monza at the end of 2005 that the RS Spyder was in a different league. Dumas credited veteran engineer and former driver Roland Kussmaul for being instrumental in their transition from the 911 to the RS Spyder.
Timo Bernhard and Romain Dumas scored Porsche's first overall victory in American Le Mans Series competition at Mid-Ohio in 2006. (Photo: ALMS)
“From day one, they were able to build the car around us,” Dumas said. “But Porsche were listening a lot to us drivers. That was the key point there. As soon as you were asking for something, it was done a few days later. But a very important part of the circuit was Penske.”
There were ups and downs through the car’s first full season. Mechanical issues at Sebring and a double-DNF on the streets of Houston put a sour note to their championship ambitions, but Penske’s strength shined through in the following round when history was made.
Bernhard and Dumas claimed overall honors at Mid-Ohio, leading home a Penske 1-2 in the first race won by a lighter and lesser powerful LMP2 machine in nearly three years. While it ended up being the duo’s only overall victory of the season, the two-car effort combined for additional six class wins.
While Maassen and Luhr were crowned drivers’ champions in 2006, work was already underway for the next generation of RS Spyder, which debuted at Sebring the following year. It was the same race which Acura took to the stage with its new LMP2 contender. Penske and Porsche’s competition was about to get a whole lot stronger.
The Audi R8 Spyder makes me want to move to California.
A few minutes in the convertible, sun pinking my nose, and I’m ready to trade my life in the blizzard-prone Northeast for earthquakes, fires, state bankruptcy and paparazzi.
Since the Spyder sports car starts at $161,000, I’ll probably have to live in a rundown place in the Valley, but I’ll still be ruling Los Angeles from the Audi’s leather-bucketed throne, with the V-10 engine right behind me.
I’m a fan of the R8 coupe in both 4.2-liter V-8 and 5.2- liter V-10 guises, and was not surprised to see Audi roll out of a topless version. It’s a time-honored -- and bottom-line pleasing -- tradition among makers of exotic cars.
What I didn’t expect was that trading its metal lid for a soft top would also set the rather constrained R8 free. It ditches the Hugo Boss suit and briefcase for board shorts and aviator shades. The convertible looks different, handles differently, and completely changes the perspective from inside the car.
My metallic-brown test model twinkles in the L.A. sunlight as I snap down the freeway at 85 mph, other cars ceding territory to its bright LED running lights. Then, into Beverly Hills for a latte, where I’m one of the tribe. No matter that I’m an arriviste -- so is everybody else.
This R8 has the larger V-10 engine, and it’s arguably more power than you need in a convertible. After all, ditching the top also means that the R8 could no longer function as a weekend racetrack car, a personal fantasy I often entertain on snowy Sundays in New York City.
Manual Shift
In the coupe, I prefer the superfast 6-speed automatic transmission, controlled by behind-the-wheel paddles. You can shift in a tenth of a second. Yet here I’ve got an old-world, six-speed open-gate manual shifter. You have to negotiate the metal stick through a series of open, gaping slots large enough to drop a nickel into.
On the racetrack you lose too much time finding those gears. Yet in the convertible it’s perfect: Passengers in higher-riding cars get to look down into the open cockpit and watch the operation. Every time you shift, there is a soft clink of metal on metal.
Caffeinated, I head for the Angeles National Forest north of the city, a place I’ve always imagined as primeval timberland, but which suffered a terrible fire in 2009, so I find instead spindly copses of flame-touched foliage. What it still offers are thickets of looping ridge-side roads.
Corkscrew Turns
I drive for hours and hours and am never once behind another car. The R8 pulls me relentlessly along, grabbing purchase with all four tires through tight corkscrew turns and open sweepers. The combination of all-wheel-drive, mid-engine layout, manual transmission and big engine is the perfect algorithm for a convertible.
It’s not as stiff as the coupe, true, yet it feels more like motoring. The weight is ideal, and even though I’m shifting mostly between redline at third into fourth, I come nowhere near the limits of the car. If I heard tires shrieking on these narrow roads, it would mean I’d done something grievously wrong.
The brake and accelerator pedals are perfectly situated for blipping the gas as you downshift -- a racing technique used to blend engine speeds and one of those esoteric techniques that’s both pleasing and rare to get right. I do it correctly almost every shift in this car.
There are a few things I’d change. Mostly, I wish the R8 had a “mean” button you could engage, which would open up the engine and allow it to get really throaty and wild, more like the Lamborghini Gallardo from which it is derived. Even when you’re really gunning it, the V-10 is too polite by half. Fine around town, but out here I want to hear myself.
Leg Cramps
The footwell is also cramped, with the left-side dead pedal pushed too far forward, so my left leg cramps. I wish the seats had slightly better lumbar support, too.
In the shadows of the mountains it’s much colder, in the 50s, but it’s below freezing back home so no worries. I’m in a T-shirt with the top down. I get out at the crest of a 7,000- foot ridge, ostensibly to look at the view. I soon give up peering through the smog and just stare at the car.
The Spyder has lost the coupe’s signature side scoops, and you can no longer see the engine itself behind glass. Yet with the top missing, the proportions are better -- wider and more squished. More exotic.
I leave the mountains far to the east of the city. It’ll be a long ride back on highways, along flatland that’s already full of traffic moving at 80 mph. I hurl myself into it, confident in my machine.
No more snow days -- just warm wind in your face. It’s a California dream.
The 2011 Audi R8 5.2 Spyder at a Glance
Engine: 5.2-liter V-10 with 525 horsepower and 391 pound-
feet of torque.
Transmission: Six-speed manual or six-speed automatic.
Speed: 0 to 60 mph in 4 seconds.
Gas mileage per gallon: 12 city; 19 highway.
Price as tested: $171,915.
Best feature: That sense of entitled freedom.
Worst feature: Can we get a bit more noise, please?
Target buyer: The Los Angeles titan.
(Jason H. Harper writes about autos for Muse, the arts and leisure section of Bloomberg News. The opinions expressed are his own.)
To contact the writer of this column: Jason H. Harper at Jason@JasonHharper.com or follow on Twitter @JasonHarperSpin.
While Audi will be remembered for its R8 prototype, arguably considered the most successful LMP car of its time, and later conquering Le Mans with diesel-powered machines, the German manufacturers’ sister brand, arguably boasting an even deeper racing pedigree, also left a significant mark in the 2000s.
Seven years since fielding a factory prototype in sportscar competition, Porsche returned to the LMP ranks with an all-new contender in 2005. While many expected the RS Spyder, Porsche’s first purpose-built prototype since the GT1-98, to raise the bar in the evolving LMP2 category, not many could have predicted the level of success it actually achieved.
Porsche engineers Roland Kussmaul and Owen Hayes were instrumental in the RS Spyder's success as well. (Photo: Porsche Cars North America)
The RS Spyder not only conquered its class, but was also one of the first ‘small prototypes’ to take the fight to the bigger and more powerful LMP1 cars in the American Le Mans Series. And much of its success came at the height of the series’ factory prototype involvement, with Audi and Acura also in the battle for top prototype honors.
With 13 overall wins, 35 class victories and 12 championships during its five-year run in the ALMS and select outings in the European-based Le Mans Series and the 24 Hours of Le Mans, the RS Spyder may have not racked up the accolades of the R8, but some could argue it made an even larger impact on the sport.
Audi R8
audi r8 wallpapersThe Beginning
As the legacy of the venerable Audi R8 was coming to a close, the story of the Porsche RS Spyder was just beginning. Unveiled in early 2005, the German manufacturer’s re-entry into the prototype ranks proved to be no second-class effort, despite building the car to the second-tier LMP2 specification.
With full works support and famed American entrant Penske Racing running the operation Stateside, there was no shortage of talent from the driver or personnel side. Porsche had entrusted Sascha Maassen and Lucas Luhr, two of its veteran GT factory drivers, and multiple-time ALMS champions, to help develop the RS Spyder, with then-rising stars Timo Bernhard and Romain Dumas also handling testing duties by years’ end.
“When we started to test the car in 2005 we found a lot of problems,” Maassen said. “Everything in the car was new. The engine, the gearbox, the chassis, etc. But the progress we made before the first race was the biggest, even so nobody outside of Porsche realized.”
Sascha Maassen and Lucas Luhr debuted the RS Spyder at Mazda Raceway Laguna Seca in 2005. (Photo: LAT)
The RS Spyder made its debut at the ALMS season-ending round at Mazda Raceway Laguna Seca later that year, with Maassen and Luhr handling driving duties. And despite the steep learning curve, and both drivers’ first-ever prototype race, the duo blew the LMP2 competition out of the water.
“The first race was special,” Maassen said. “We finally had to perform after all the work that was put into the project. I remember having to drive for three hours in the race and my back was hurting as the g-forces were amazing. But I didn’t want to get out of the car! We had pole position, fastest lap and won the LMP2 class that weekend.”
Maassen and Luhr recorded a fifth place finish overall, a feat relatively unheard of for a category that was generally a last-man-standing affair up until Porsche’s arrival. While there may have been a general lack of competition at the program’s start, Penske’s future success arguably helped transform it into category that was stronger and more diverse than LMP1.
Built with a clean sheet of paper at its motorsports base in Weissach, Germany, the car was one of the first new-generation prototypes built to the ACO’s evolving regulations. But with all of its development done in Europe, there were certainly some uncertainties heading into the RS Spyder’s first full season of competition.
“We were all eager for this project,” Bernhard said. “Right from the beginning you could feel the enthusiasm of everybody involved. It showed me that we would be successful. But driving wise, I felt right away that the car had not only big potential but it had already a great balance, which was a great base to start from.”
Prototype racing was also something new for three of its lead drivers, which perhaps turned into Porsche’s advantage. While Dumas boasted a handful of starts for Henri Pescarolo’s outfit and a few races with the Team Nasamax Reynard, the Frenchman knew from his first test at Monza at the end of 2005 that the RS Spyder was in a different league. Dumas credited veteran engineer and former driver Roland Kussmaul for being instrumental in their transition from the 911 to the RS Spyder.
Timo Bernhard and Romain Dumas scored Porsche's first overall victory in American Le Mans Series competition at Mid-Ohio in 2006. (Photo: ALMS)
“From day one, they were able to build the car around us,” Dumas said. “But Porsche were listening a lot to us drivers. That was the key point there. As soon as you were asking for something, it was done a few days later. But a very important part of the circuit was Penske.”
There were ups and downs through the car’s first full season. Mechanical issues at Sebring and a double-DNF on the streets of Houston put a sour note to their championship ambitions, but Penske’s strength shined through in the following round when history was made.
Bernhard and Dumas claimed overall honors at Mid-Ohio, leading home a Penske 1-2 in the first race won by a lighter and lesser powerful LMP2 machine in nearly three years. While it ended up being the duo’s only overall victory of the season, the two-car effort combined for additional six class wins.
While Maassen and Luhr were crowned drivers’ champions in 2006, work was already underway for the next generation of RS Spyder, which debuted at Sebring the following year. It was the same race which Acura took to the stage with its new LMP2 contender. Penske and Porsche’s competition was about to get a whole lot stronger.
The Audi R8 Spyder makes me want to move to California.
A few minutes in the convertible, sun pinking my nose, and I’m ready to trade my life in the blizzard-prone Northeast for earthquakes, fires, state bankruptcy and paparazzi.
Since the Spyder sports car starts at $161,000, I’ll probably have to live in a rundown place in the Valley, but I’ll still be ruling Los Angeles from the Audi’s leather-bucketed throne, with the V-10 engine right behind me.
I’m a fan of the R8 coupe in both 4.2-liter V-8 and 5.2- liter V-10 guises, and was not surprised to see Audi roll out of a topless version. It’s a time-honored -- and bottom-line pleasing -- tradition among makers of exotic cars.
What I didn’t expect was that trading its metal lid for a soft top would also set the rather constrained R8 free. It ditches the Hugo Boss suit and briefcase for board shorts and aviator shades. The convertible looks different, handles differently, and completely changes the perspective from inside the car.
My metallic-brown test model twinkles in the L.A. sunlight as I snap down the freeway at 85 mph, other cars ceding territory to its bright LED running lights. Then, into Beverly Hills for a latte, where I’m one of the tribe. No matter that I’m an arriviste -- so is everybody else.
This R8 has the larger V-10 engine, and it’s arguably more power than you need in a convertible. After all, ditching the top also means that the R8 could no longer function as a weekend racetrack car, a personal fantasy I often entertain on snowy Sundays in New York City.
Manual Shift
In the coupe, I prefer the superfast 6-speed automatic transmission, controlled by behind-the-wheel paddles. You can shift in a tenth of a second. Yet here I’ve got an old-world, six-speed open-gate manual shifter. You have to negotiate the metal stick through a series of open, gaping slots large enough to drop a nickel into.
On the racetrack you lose too much time finding those gears. Yet in the convertible it’s perfect: Passengers in higher-riding cars get to look down into the open cockpit and watch the operation. Every time you shift, there is a soft clink of metal on metal.
Caffeinated, I head for the Angeles National Forest north of the city, a place I’ve always imagined as primeval timberland, but which suffered a terrible fire in 2009, so I find instead spindly copses of flame-touched foliage. What it still offers are thickets of looping ridge-side roads.
Corkscrew Turns
I drive for hours and hours and am never once behind another car. The R8 pulls me relentlessly along, grabbing purchase with all four tires through tight corkscrew turns and open sweepers. The combination of all-wheel-drive, mid-engine layout, manual transmission and big engine is the perfect algorithm for a convertible.
It’s not as stiff as the coupe, true, yet it feels more like motoring. The weight is ideal, and even though I’m shifting mostly between redline at third into fourth, I come nowhere near the limits of the car. If I heard tires shrieking on these narrow roads, it would mean I’d done something grievously wrong.
The brake and accelerator pedals are perfectly situated for blipping the gas as you downshift -- a racing technique used to blend engine speeds and one of those esoteric techniques that’s both pleasing and rare to get right. I do it correctly almost every shift in this car.
There are a few things I’d change. Mostly, I wish the R8 had a “mean” button you could engage, which would open up the engine and allow it to get really throaty and wild, more like the Lamborghini Gallardo from which it is derived. Even when you’re really gunning it, the V-10 is too polite by half. Fine around town, but out here I want to hear myself.
Leg Cramps
The footwell is also cramped, with the left-side dead pedal pushed too far forward, so my left leg cramps. I wish the seats had slightly better lumbar support, too.
In the shadows of the mountains it’s much colder, in the 50s, but it’s below freezing back home so no worries. I’m in a T-shirt with the top down. I get out at the crest of a 7,000- foot ridge, ostensibly to look at the view. I soon give up peering through the smog and just stare at the car.
The Spyder has lost the coupe’s signature side scoops, and you can no longer see the engine itself behind glass. Yet with the top missing, the proportions are better -- wider and more squished. More exotic.
I leave the mountains far to the east of the city. It’ll be a long ride back on highways, along flatland that’s already full of traffic moving at 80 mph. I hurl myself into it, confident in my machine.
No more snow days -- just warm wind in your face. It’s a California dream.
The 2011 Audi R8 5.2 Spyder at a Glance
Engine: 5.2-liter V-10 with 525 horsepower and 391 pound-
feet of torque.
Transmission: Six-speed manual or six-speed automatic.
Speed: 0 to 60 mph in 4 seconds.
Gas mileage per gallon: 12 city; 19 highway.
Price as tested: $171,915.
Best feature: That sense of entitled freedom.
Worst feature: Can we get a bit more noise, please?
Target buyer: The Los Angeles titan.
(Jason H. Harper writes about autos for Muse, the arts and leisure section of Bloomberg News. The opinions expressed are his own.)
To contact the writer of this column: Jason H. Harper at Jason@JasonHharper.com or follow on Twitter @JasonHarperSpin.
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