2024 Audi RS E-Tron GT

I came out of turn six, 'Siberia', at the Phillip Island Circuit. The track here winds to the left, then to the right, past a hay barn and up towards a large left-hand trail and the summit at Lukey Heights. On the radio is one of the Audi Sport instructors setting the pace in the 441kW/800Nm twin-turbo V8-powered Audi RS Q8 SUV, a car I've just driven on the circuit with. He is skilled, experienced, and hard-working—loud white SUV.

On the other hand, I was a bit rusty, I hadn't ridden here in years, and was rolling around the fastest motor racing circuit in Australia this time.

Even though he ordered me to press my right foot, I slowly lowered the accelerator, and even at half speed, I was able to master the RS Q8. He pushed the furious V8 monster to the limit, but my fully electric Audi RS E-Tron GT sedan was as calm as a Sunday afternoon.

This was my first experience driving a full-electric vehicle in a dedicated high-speed environment, and considering the way the swoopy E-Tron easily kept up with the brutish RS Q8, I knew it wouldn't be the last.

How much does the Audi RS E-Tron GT cost in Australia?

The Audi RS E-Tron GT is priced from $248,200 before options and on-road costs. That makes it $68,000 more expensive than its 'non-RS' counterpart, the Audi E-Tron GT, but $100 more affordable than its Zuffenhausen cousin, the Porsche Taycan GTS.

Beneath its aerodynamic profile (0.24 Cd), the RS E-Tron GT packs a pair of electric motors, a 93kWh battery, Quattro all-wheel drive, rear-axle steering, and an 800-volt electrical infrastructure that allows up to 270kW DC fast charging.

Output is listed at 440kW and 830Nm, but a peak of 457kW is available in the car's temporary 'boost' mode. That's more than the Taycan GTS (380kW/440kW boost/850Nm) but less than the Taycan Turbo (460kW/500kW boost/850Nm).

Buyers get a six-year Chargefox charging subscription, the convenience of driver (DC) and passenger (AC) side charging ports, 21-inch wheels, and nine color options at no additional cost.

And, for the return trip, there's a Bang & Olufsen 3D Surround Sound 710-watt, 16-speaker sound system as standard.

Important details of the 2024 Audi RS E-Tron GT

Prices Start at $248,200 plus travel costs

The color of the Daytona test car is grey, pearl effect

Options available Carbon and black exterior package – $15,000

Sensory package – $8400

RS Design Package – $4550

22kW AC charger package – $6900

Optional 21-inch wheels – $1800

Carbon brakes – $12,500

Black Audi Badge – $700

The Audi RS E-Tron GT claims a 0-100km/h sprint time of 3.3 seconds and is electronically limited to a top speed of 250km/h.

2024 Audi RS E-Tron GT

Seat Five

Boot volume 350L

Length 4989mm

Width 1964mm

Height 1414mm

Wheelbase 2900mm

I started this journey in the Audi RS E-Tron GT to understand whether an electric vehicle could still stimulate the senses as a performance car, or whether the carnival driving sensation of the initial burst of acceleration would soon wear off. You throw some angles into the mix.

Right here, now, and almost wishing the RS Q8 hadn't gotten in my way, I've gotten past the initial question and am now asking "What else can this thing do?"

Forget Scalextric, slot car racing is now a 1:1 scale hobby, albeit an expensive one.

The RS E-Tron GT, as the name suggests, is a sporty 'Rennsport' implementation of the Audi E-Tron GT four-door sedan.

It offers dual motors with a power output of up to 475kW (in boost mode) and 830Nm of torque via a two-speed transmission to all four wheels. Even its regular output of 440kW is a 90kW increase on the 'regular' E-Tron GT (a 350kW / 390kW increase) and places the RS E-Tron GT in the upper echelon of not only electric cars but also supercar power numbers.

But we knew it would happen.

Tesla has created a platform that calls out to the world that electric cars can go incredibly fast, so much so that straight-line performance has been completely democratized.

When I was younger, I had a set of 'Top Trumps' cards featuring a 1984 Ford RS200 rally car as a vehicle to play with when flexing acceleration numbers. This Group B monster recorded a 0-100 km/h time of under 4 seconds, a figure often considered so amazing that it must be wrong.

Today you can do that in the MG 4 XPower hatchback.

A circuit like Phillip Island asks more of a car than just straight-line performance from a standing start, and it was in this fast and technical environment that the E-Tron showed that it was more than just a one-trick pony and big numbers.

Getting through the first corner at high speed often feels challenging as the car moves, naturally drifting toward the center of the circuit on the corner exit. Not so with the Audi Electro.

For starters, the car is wide. Very wide.

The 1964mm width is a total of 112mm, exceeding the width of the Porsche 992 911 (1852mm). The wheels are pushed out, with a 1687mm front track and 1667mm rear track with large 9.5-inch front tires and 11.5-inch wide rears. Combined with all-wheel-drive and all-wheel-steering capabilities, the Audi feels firmly attached to the ground. What a proper slot car.

The problem is, as we head back through the double-apex Southern Loop and into the hairpin turn of the Honda/Miller corner, I know that I'm not set up to explore the limits of the e-tron's grip levels.

Once again Jeff crackled over the radio and said to “push out through turn three”, but again I knew I would end up behind the RS Q8 if I did. Once again I took off well before braking towards the hairpin (and swans) behind it.

Here there is no need to throw anchor hard and test the capabilities of the car's 409mm front rotor and 366mm rear rotor. By applying the brakes firmly but not too hard, I shed speed behind the swooping, squirming SUV and was able to easily maneuver the corner into a tight left-hander.

Important details of the 2024 Audi RS E-Tron GT

Dual electric motor engine

Power Boost mode 440kW / 475kW

Torque 830Nm

Drive Type wheel drive

2-speed automatic transmission

Power to weight ratio 187.6kW/t

Weight (curb) 2345kg

Spinning an 11.0m circle

Under power, you can hear the roar of the motor revving, and where there was a rush of wind and the exhilarating sound of tires, with the helmet I was wearing, I was almost surprised how much I didn't notice or even care about the lack of power. engine noise.

This is largely due to the PlayStation-like 'gearless' driving style, where your role is to manage fast, slow, left, right, kick, punch, and jump.

You are not concentrating on the timbre and vibration of the engine to understand where you are in the gear selection process. You don't have to consider braking too early or worry about missing a change and hitting the barrier when the power is on.

You just drive.

Concentration is still required, mind you. Just in a different way.

It's more than just knowing there's a 2535kg V8 SUV right in front of you that you don't want to go near… although you could, just as easily, it's about considering your environmental variables in a way that respects the environment. the speed at which things are happening, or could happen.

Moving the power confidently and smoothly so as not to disrupt the approach that has become the rhythm of performance driving is now paramount. The amount of speed you can increase in such a short time and distance means you now have to constantly readjust your angle planning.

Saw the steering or stab the throttle and you can throw the whole turning equation out of balance and get into trouble. You move quickly and very easily in this car, so small inputs and a fluid mindset are key.

The way the car can also reduce speed quickly means there is an opportunity to enter Phillip Island's dozens of corners faster, and then, go faster in preparation for the next corner.

We pushed on for the final lap and picked up speed on the Island's spectacular front straight. Here the speedo passes 200km/h very quickly, and it feels like there's a lot more to it. Part of me wants the RS Q8 out of the way so I can see how much more the GT can deliver.

Even without the unlawful explosion, the E-Tron has shown that the electric platform has a lot to offer high-performance drivers, and in this case, it can work for drivers of varying abilities behind the wheel.

Beginners will feel supported by the car's stability and may be surprised by how fast it is, while more experienced drivers will feel confident in pushing the limits of their abilities as they steer the car towards its own pace.

Lots of fun. There are many advantages. So what's the catch?

Priced at $248,200 before options and on-road costs, the Audi RS E-Tron GT won't be included in the track-day specials for most buyers. It's not just about price, the E-Tron has a physical problem... with physics.

After a few laps, you'll probably wonder how things are going, and this is where the RS E-Tron GT isn't quite ready for mass adoption in motorsport clubs.

On a three-lap run, we used an average of 86kWh of energy per 100km. This is the result of excessive use of power and limited regeneration opportunities, meaning the car uses more brakes than the motor recovers power.

With a 93 kWh battery, that gives us a range of around 100 km, or in Phillip Island currency, around 18 laps of the 5.3-kilometer circuit, assuming, of course, you start with a full 'tank'.

This means that without at least a 50kW charger on site, enjoying the RS E-Tron GT at almost any motorsport venue in Australia will be a time- and lap-limited activity. Hopefully, there aren't two or more EVs enjoying track time and wanting to share a charging station at the end of the day.

It's not just battery usage that you need to worry about. It's a brake.

Bear in mind that at 2345kg, the Audi is almost 840kg heavier than a Porsche 911 Carrera (1505kg), which means those brake pads and rotors will do just fine.

Luckily the RS Q8 is here because you'll need something capable of towing the E-Tron home if your life-sized slot car racing day runs out of ways to go or stop!

I don't want to end up disappointed, as the RS E-Tron GT is a truly outstanding machine in this environment, so we could see it being an early iteration of a capable performance-based electric car.

Over the next few years as technology becomes smaller, lighter, and cheaper, I am sure we will see several electric machines changing the way we approach club-based and education-based motorsport activities.

In the same way that small-capacity turbocharged cars opened up a world of accessibility for young enthusiasts to get their own experience on the track, so will the next generation of electrics open the door to greater performance and potential.

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New Audi SQ8 2023

It seems odd to say this about a £100k SUV, but the Audi SQ8 is a unique creation, with a practical cabin, a well-appointed chassis, and a V8 engine that somehow manages to enhance the experience without completely dominating it. Those wanting cross-country alacrity would still be better served by one of Porsche's latest Cayennes – but there's enough about the updated SQ8 to keep it on the short list of those wanting a different badge.

Amid the relentless push towards electrification, the market for large combustion-powered SUVs is starting to weaken. But Audi still wants (or needs) to get a few more years of service out of its faster flagship SUV, the SQ8, so it's making a series of upgrades primarily to the cosmetic appearance in a bid to improve its showroom appeal.

And we're talking about mostly visual changes here; There are redesigned and slimmer headlights that provide more space for a neater front grille arrangement, plus a more aggressive front bumper. At the rear is a prominent diffuser, complemented by four working exhaust pipes (no fake tips here, thanks). There are several different wheel designs and new colors, plus some new finishes on the dash insert.

The cabin is largely untouched but still stands pretty well – with a few exceptions. Audi's haptic feedback touchscreen remains easy to use, and the steering-mounted gearshift paddles feel surprisingly cheap in a car of this status and price position.

Speaking of which, the SQ8 doesn't have an S line trim like the regular model, so there are only two versions to choose from: the SQ8 Black Edition, and £97,245, and the fully loaded SQ8 Vorsprung, which weighs £116,795. Whichever you choose, you get 23-inch alloy wheels, a B&O premium audio system, four-zone climate control, and rear-wheel steering.

Like the regular Q8, the SQ8 doesn't get any major dynamic changes. This means it retains the proven 4.0-litre twin-turbo V8 engine, in this installation tuned to produce 500bhp and 770Nm of torque. There's an eight-speed automatic gearbox and, of course, Quattro all-wheel drive. Audi claims this package can make the 2.2-ton SQ8 go from 0-100 km/h in four seconds.

The main chassis differences between the SQ8 and the regular model are a 48-volt active anti-roll bar, plus special suspension tuning and a sport differential that diverts torque between the rear wheels to aid cornering. And it's quite impressive, able to keep the car's body engaged in faster corners, and oddly enough, also providing better compliance over broken road surfaces compared to its simpler stablemate.

We think the Porsche Cayenne will ultimately feel more nimble, and no less compliant – even on the steel springs versus the SQ8's air setup – but Audi engineers have done a good job of combining poise and performance with cruising comfort.

A well-placed push of the right-hand pedal fires up the V8, and it remains the star of the car. It produces a NASCAR-style thud that's characteristically polite – enough to remind you that you've used up two more cylinders than the others, without interrupting the conversation.

When you're up and running, the V8 is barely noticeable at 70mph compared to the V6 in the Q8 TFSI and TDI – meaning that it's drowned out by a bit of wind noise from around the rearview mirrors (despite the acoustic glass) and a bit of tire screech audible from the 23-gauge monster wheels that inch. Fuel consumption is still quite respectable, of course, with a claimed figure of 22.8mpg, which will drop into the mid-teens if you turn on the taps. But then, anyone buying a £97k twin-turbocharged 4.0-litre SUV should be at least a little more motivated by celebrating what the V8 can do rather than lamenting its side effects.

Model: Audi SQ8 Black Edition

Price: £97,245

Engine: 4.0-liter twin-turbo V8 petrol

Power/torque: 500bhp/770Nm

Transmission: Eight-speed automatic, four-wheel drive

0-62mph: 4.1 seconds

Top speed: 155mph

Economy: 22.8mpg

CO2 emissions: 281g/km

On sale: Now

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Audi "TT "Coupe

the Audi TT marks a quarter of a century of service, having first burst onto the scene in those pre-Millennium Bug days of 1998 with one of Ingolstadt’s freshest and most alluring shapes.

An alluring shape spun off a distinctly regular platform, the TT sharing – as it has always done – a base with the VW Empire’s mainstream hatchbacks. Think Golf. Think A3. And [clicks fingers] wake!

Thankfully, the original TT was – and remains – a bit of a style hero.

Where that first car earned its own chapter in the history of attractive coupes, this third-generation car – though still handsome in its own ModernAudi way – is happy to settle for a couple of pages.

It doesn’t mean ‘twin-turbo’, sadly, although hilariously a bi-turbo Audi TT did exist. Celebrating Quattro’s 30th anniversary, Audi allowed a little fun to slip through the net, and slotted in one of its most powerful engines into its smallest car: 

375bhp B5 RS4 twin-turbo V6, meet Mk1 TT. It was called the 2.7T Quattro GmbH concept, and it was a bit mad.

So, TT actually stands for ‘Tourist Trophy’. As in, road racing on the Isle of Man Tourist Trophy; an event synonymous with danger, derring-do and heroic levels of sporting ability. The TT is and has always been a safe, almost sensible coupe that’s decent to drive, but a long way from, well, heroic levels of sporting ability. This third-generation car – originally launched back in 2014 – does nothing to change that. It had a big update back in 2018 to coincide with the TT’s 20th anniversary, but since then it’s been a steady diet of special edition and run-out models.

The TT’s time in the sun is coming to an end, and its successor will be electric. Until that day arrives, you get a choice of a 2.0-litre turbocharged petrol engine (no diesel anymore, unsurprisingly) with two power outputs – 195bhp and 240bhp, which Audi confusingly calls ‘40’ and ’45’ for reasons… known only to Audi – and two drivetrain options (FWD and quattro AWD).

Thankfully the trim levels are simple: 

all the front-wheel-drive cars come only in ‘40’ spec, with the base model ‘S line’ starting from £36,365, through the ‘Black Edition’ from £37,865, to the ‘Final Edition’, which kicks off at £41,910. The quattro cars get the more powerful 2.0-litre unit, with prices ranging from just under £41k to £46k through the above trims.

Above that, there’s the AWD 315bhp Audi TT S – also a 2.0-litre four-cylinder turbo, just pumped up significantly. That comes in either Black or Final Edition, with prices kicking off at a whisker under £50k.

There is. It’s called the Audi TT RS and is available in regular Coupe or ‘Audi Sport Edition’ guise, the former costing £58,165, the latter £62,165. Both come with a sledgehammer under the bonnet, also known as ‘multiple-engine-of-the-year-award-winner’, also known as a 395bhp, 2.5-litre five-cylinder turbo. Sounds like a mini-rally car, goes like thunder.

Allied to a slick-shifting DSG seven-speed gearbox and quattro, this thing is capable of 0-62mph in a claimed 3.7 seconds (likely quicker, knowing how conservative Audi is with these things). Hilarious pace.

Even more hilariously, Audi built a version of the TT RS dubbed the ‘Iconic Edition’, limited to 100 cars worldwide (with just 11 in the UK). That's the grey car in the images above. Over the TT RS’s standard spec, the IE also got a raft of aerodynamic addenda to better aid track performance – a trick wing, diffusers, flics, side skirts and so on – along with a whopping great price of just over £87k. Whether it seemed like a good investment is moot – all have been sold. Better looking without the wings and diffusers available on the special edition cars, that’s for sure, the TT retaining a pleasingly pure profile that looks smart in 2023’s world. As for driving? As we said up top, it’s safe. It won’t provoke you into sporadic moments of helmsmanship, but it’s a dependable, predictable and decent drive with good steering, a decent ride (can get a little firm as you move up the trims, mind) and good drivetrain. Opt for the RS version and it can be devastatingly quick across country.

Over 25 years, the TT’s ethos hasn’t changed: 

this remains a car that’s easy-going to drive and to own while still being sharp, especially in terms of styling. Consider one of Audi’s chief local rivals down the road in Munich is making any number of egregious design missteps, and this clean, taut little coupe makes sense.

Where it lags is when you consider its proper rivals. The TT won’t satisfy in the same way a Porsche Cayman or Alpine A110 can, but as an everyday package it’s more easily justified.

 choice of 2.0-litre, four-cylinder turbocharged petrol and diesel engines is available, and it’s the 227bhp, 273lb ft front-drive TFSI manual we’re testing, resident at the lower end of the model hierarchy but expected to account for a majority share of the sales mix. There is also an 181bhp diesel engine and the entry-level 178bhp 1.8 TFSI engine to choose from, while those aching for more power can opt for the 2.0 TFSI TTS which puts out 305bhp. Later this year a 394bhp 2.5-litre TFSI engine will be added to the range solely for the TT RS.

We’re also sampling S line specification, which brings more aggressive body styling than Sport trim as well as lowered, passive sports suspension. Adaptive magnetorheological damping is available as an option.

Striking in its compactness, the TT is 50mm shorter than a BMW Z4 and 200mm shorter than a Porsche Cayman. And yet its occasional back seats and hatchback rear end add usability where you least expect it.

The car’s wheelbase now surpasses 2.5 metres and its boot 300 litres - it now offers 316 litres, in fact - but it’s the practicality added by the car’s hatchback and its split folding back seats that continues to set it apart.

The rear chairs are big enough for smaller adults on short hops, but you’ll make use of the space back there much more often on everyday errands that other low-slung coupés simply wouldn’t handle as easily.

Two trim levels are available - the entry-level Sport trim and S line. In Sport guise, the TT gets Alcantara and leather seats, Bluetooth, a USB socket, DAB radio, air conditioning, xenon headlights, keyless go, the retractable rear spoiler, 18in alloy wheels and Audi's 12.3in Virtual Cockpit display. S line trim adds 19in alloy wheels, more aggressive body styling, lowered and passive sports suspension, automatic LED lights and rain-sensing wipers. 

Fancy a TTS, then the equipment list increases further with 19in alloys, Audi's adaptive suspension, Nappa leather covered sport seats, a nine-speaker Audi sound system and lane assist.

Practicality isn’t the big news inside, however. Instead you’ll find the headline act sited dead ahead as you settle into the lower-mounted sports seat: a 12.3in liquid crystal colour screen inside a driver’s binnacle that not only houses the usual instruments but is also the car’s only display for its multimedia, communication and navigation systems.

It comes as standard on both trim levels and is called Virtual Cockpit. We like the idea of removing unnecessary duplication and putting every control interface nearer to your eyeline, but this is Audi’s first execution of it and there are some teething problems.

Navigating the system feels unintuitive to begin with. Until you’ve worked out which inputs are better made by the tunnel-mounted MMI controller and which by the wheel-mounted controls, you’ll struggle to come to terms with its complexity, and it’s often not simple enough to return to a conventional full-scale speedo and rev counter once you’ve got lost in all the menus.

Otherwise, the cabin is a delight. The driving position is excellent and the fascia is attractive, carefully hewn and clutter-free. We also like the turbine-style air vents, although we like the HVAC controls, which are integrated into the hubs of those vents, slightly less because you’re never quite sure which vent to prod in order to adjust any given function.

The result certainly looks good but it doesn’t work as well as it should.

The range kicks off with the TDI Ultra Sport, which is powered by a 182bhp 2.0-litre turbodiesel, hits 0-62mph in 7.1sec and has a top speed of 150mph. It's by no means a slouch.

Next up in the range is the 178bhp 1.8-litre TFSI engine which is punchy enough to reach 62mph from standstill in 6.9 seconds, while the 227bhp, 273lb ft front-wheel-drive TFSI manual we’re testing, resident at the lower end of the model hierarchy but expected to account for a majority share of the sales mix. The flagship 2.0-litre Audi TTS packs 305bhp and cracks 0-62mph in 4.9sec (4.6sec with S tronic gearbox) and is limited to 155mph.

Not much more than a decade ago, a claimed 0-62mph time of 6.0sec precisely would be enough to earn a coupé the label of junior supercar. But such is progress that today the performance claim applies to this least powerful of petrol Audi TTs. What’s just as remarkable is that it is supposed to achieve it despite the drawbacks of a manual gearbox, front-wheel drive and 'only' 227bhp.

Yet the TT is no slouch. Rain hampered its acceleration tests, but still it managed to reach 60mph in 6.6sec. For a better reflection of its performance, though, you have to remove the traction-limited sections of its run and compare it over, say, a 30-70mph sprint, which the TT completes in 5.0sec.

A previous-generation Porsche Cayman wanted hardly less, at 4.9sec. Left in fourth gear, the TT will reach 70mph from 30mph in just 8.0sec. The Cayman? It took 10.6sec.

Ah, you’ll argue, efficient though it may be, a turbocharged four will never be as charming as a naturally aspirated flat six, and you’d be right. The TT’s four-pot, though, is pleasing enough.

In this modest state of tune, it’s sufficiently responsive at low revs that lag is minimal and it’s powerful right through the range. Peak torque is made from 1600rpm to 4300rpm. Just 200rpm after that, peak power arrives and stays until 6200rpm, close to the 6600rpm red line.

It seems like a long time since we last road tested a performance Audi with a manual gearbox, but the shift on the six-speed unit is slick, and although we’re utterly familiar with the control weights and shift quality – which means a TT’s controls feel precious little different from those of a cooking Audi A3 – for most owners, who won’t have tried myriad others, this won’t be an issue.

Talk to engineers across the wider industry and, while you’ll find admiration for what Audi has done with its brand, you’ll come across a certain sense of frustration.

Most Audi models are uninteresting to drive, with understeer-biased dynamics and, worse still, remarkably inconsistent steering. The frustrating bit is that most buyers don’t seem to mind.

There is hope, however, that Audi is turning a corner. That the TT is based on the aluminium-intensive MQB platform means it is blessed with a relatively healthy 1320kg kerb weight, which is good for agility.

Our test car came on 235/35 R19 tyres, so the low-speed ride suffered as you’d imagine. The TT isn’t brittle, but it’s less compliant than everyday buyers might want. Or perhaps they’ll mistake it for sporty.

Still, the standard-fit Hankook tyres and damping control provide decent grip and traction – the TT held 0.93g even in the damp conditions of our test – so there’s the basis here of a decent sports coupé.

And this generation of TT gets closer to being that than the previous one, no question. As well as selectable modes for the dampers - an optional extra - you can select different settings for the engine/gearbox calibration, 

steering weight and ESC intervention: 

you can choose pre-set modes or pick and choose your set-up.

Thankfully it seems more than just a marketing gimmick, too. I imagine mostly I’d leave the button in Auto, but Dynamic has a lot going for it when you’re in the right mood.

It steers with lightness but precision and even the odd bit of feel. An inconsistency to the weight is still present, as Audi battles with the multiple wants of lightness around town, meatiness at speed and solidity on the motorway, but it’s better than its usual efforts.

The ride, meanwhile, settles at speed. And while the handling won’t worry the most sporting of coupés, most buyers will think it just dynamic enough.

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Audi Q7

Unleash exhilaration, complication, and advancements in the 2023 Audi Q7, an SUV designed to give the total package. Featuring a protean and commodious innards, filled with decoration amenities and advanced technologies, the new Audi Q7 unlocks a unique driving experience. Choose the performance that your life demands with two powertrain options and standard Quattro all-wheel drive. Uncover the sophisticated design, thrilling performance, and slice-edge technology staying for you inside the 2023 Audi Q7.

Once you've done your exploration, stop by and test drive the new 2023 Audi Q7 moment at Audi Exchange, home of the largest new and habituated force in Highland Park, IL. Our fidelity to client satisfaction has helped us grow across the entire North Shore, Schaumburg, Arlington Heights, and Chicago, IL area. 

Starting at$ 59,200

The new 2023 Audi Q7 features a more important standard machine, the 261- power turbocharged2.0- 2.0-liter four-cylinder powertrain with a 12-volt mongrel system. Matrix-designed LED headlights are now voluntary on the Premium Plus trim and standard on Prestige, along with a new remote parking point. New for the Convenience Package is adaptive voyage control with lane centering and a faux-leather dashboard cover. Exterior color options have also been expanded to include Waitomo Blue, Tamarind Brown, and Satellite Silver.

Luxury Design

Featuring a satiny and sophisticated SUV design, the 2023 Audi Q7 will command attention. The new Audi Q7's figure boasts a strong shoulder line, satiny roof rails, chrome accentuations, and smooth contouring. The frontal fascia is bold and commanding and is met by Matrix LED headlights. From the reverse, dynamic turn signals, LED vitality, and chrome exhaust tips complete each- around the eye-catching design. From every angle, the 2023 Audi Q7 boasts an emotional and purposeful design. 

Interior design features staying for you inside the 2023 Audi Q7 include

Ambient LED Interior Lighting

Power tailgate with hands-free release

Available Valcona/ Justice leather seats

Available heated and voiced 18-way power individual figure seats

Available front-passenger seat memory and an Alcantara star

Technology and Safety

With connectivity, convenience, and safety technology strictly integrated into the cabin, technology is at your fingertips inside the 2023 Audi Q7. Centrally placed is a standard MMI touch-response system with Apple CarPlay and Google Charts, and a secondary touchscreen to manage climate control. From the motorist seat, Audi Virtual Cockpit Plus, a 12.3-inch customizable digital instrument will display vehicle information, navigation information, and Audi Connect's intertwined digital services.

further technology and safety highlights of the 2023 Audi Q7 include

Available Bang & Olufsen 3D Premium Sound System

Virtual 360 ° View

Audi Active Lane helps with Emergency Assist

Adaptive Cruise Control with Lane Guidance

Available Remote Park Assist Plus

Performance and Versatility

Unlock ultimate acceleration and nimble running in the 2023 Audi Q7. Featuring a standard turbocharged 2.0-liter four-cylinder machine with a 12-volt mongrel system, you'll unleash 261 power and 273-pound- bases of necklace. Paired with an eight-speed Tiptronic transmission, acceleration will be smooth, flawless, and swift. However, an available 3, If you are looking to amplifypower.0- liter V- 6 machine with a 48-volt mongrel system will deliver a thrilling 335 power!

Performance highlights of the 2023 Audi Q7 include

Standard Quattro - Wheel Drive

Up to 7,700 Pounds of Towing

Audi Adaptive Air suspense

Available All Wheel Steering

Available Contour Steer

unleash the ultimate driving experience in the 2023 Audi Q7, an SUV that offers further than its challengers, the 2023 Mercedes-Benz GLE 350 and the 2023 Lexus RX 350. Featuring standard performance that will exceed your prospects, you'll enjoy standard Quattro all-wheel drive and a thrilling 369-pound- base necklace. The surface design boasts complication with HD Matrix LED Lighting and the interior will allure all of your senses with a Bang & Olufsen 3D Premium Sound System.

The Audi Q7 is a rather egregious but effective symbol of the unforeseen, puffer-fish-style expansion of Audi’s model range.

Ten times agone

, this automaker didn’t make SUVs. Although it had a plenitude of quattroingrained four-wheel- drive know- -style, it had no way taken that coming big logical step. It had only lately started making a Sportback in the guise of the former-generation five-door Audi A3 and had yet to launch the Audi R8 sports auto. When Audi launched the original 2006- 2014 Audi Q7.

Now, as we drink the alternate generation of Ingolstadt’s unashamedly full-sized luxury 4x4, it's one of three Q buses in the range. By the time the coming Q7 comes on, its high-riding siblings could number as numerous as six, clearly four with the Audi Q2 on its way. That would be an astonishing rate of expansion, but not inescapably a foolish bone

.

Audi SUVs have snappily come big business. From a standing launch, the former Q7 ended fairly explosively and constantly across Europe and North America throughout its lifecycle.

It didn’t trouble the volumes of the member leaders, but since it’s larger and slightly dear than the average large luxury 4x4, that was predictable. But the Audi Q5 and Audi Q3 have smashed every deal target that the establishment has put in front of them. However, it’ll be a huge plutocrat- incentive for Audi, If this new bigger family for them can replicate just a bit of that success.

As you’re about to read, Audi is determined to deliver that lesser success, having thrown the kitchen Gomorrah at the new Q7 in terms of the new platform, powertrain, lattice, and infotainment technology. This auto is the first of numerous new Audis( and Porsches and Bentleys) grounded on the establishment’s new MLB-Evo platform. It’s a bit of a strategic corner. formerly it has spawned a mongrel Q7, the monstrous SQ7, and the largely anticipated, customizable, height-of-luxury Bentley Bentayga.

Audi claims that it’s also advanced, featherlight, aerodynamic, and effective – at the same time as being luxurious, refined, fine running, able, and laden with complication. It sounds like a serious piece of work.

Audi Q7 design & styling

The Q7 is, in Audi’s own words, “still a big car” – and relatively so, in a segment full of necessarily big cars. It has shrunk marginally compared with its predecessor, but by no more than a couple of inches in any of the major dimensions.

However, the biggest success of the car’s styling could be to make it appear as though a more significant amount of bulk has been dispensed with. An effective combination of reduced body volumes and strong horizontal bodywork creases makes this car look much lower and less hulking than the previous one.

In the broadest sense, most people probably wouldn’t pick this as the most visually striking or appealing car of its ilk. But its new-found sense of understatement seems much more becoming of an Audi, and it’s a change of which we heartily approve.

What’s more, although it hasn’t cut down on the Q7’s kerbside footprint much, the truth is that Audi didn’t need to. The company has done what it’s famous for employing cutting-edge technology to deliver the gains that other car makers use more obvious means to achieve and often court compromise for the sake of.

The Q7 is 300kg lighter than the car it replaces. That’s an enormous saving, even on a two-tonne-something car, and it has been made on component parts as various as seats (19kg), doors (24kg), brakes (8.5kg), exhaust systems (19kg) and electrical wires (4kg).

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2011 Eisenmann Audi R8 Spark Eight

Eisenmann has long been the acme of superior performance exhaust systems. For the first time the exhaust specialist has transformed an entire vehicle. The highest standards, which are hallmarks of Eisenmann, also apply to the carbon aerodynamic package, the alloy wheels, the chassis, and of course the exhaust system. This converts the Audi R8 into the Spark Eight by Eisenmann. Not only does the aerodynamic...

Eisenmann, the brand renowned for its exceptional exhaust units has released its first complete styling/aerodynamic kit, which transforms the supersports ride Audi R8 into a true ‘sparkling' star. Dubbed Eisenmann Spark Eight, the refined Ingolstadt vehicle sports an exotic new outer dress, a set of sleek-styled alloys and of course a high-end sports exhaust system.

In more details, the R8's all-new exterior styling differs from the serial one by a carbon-made front spoiler with grille and fins, brake-cooling chambers, front splitter, a rear spoiler with grille, as well as a rear diffuser.

Moreover, the rear end of the Audi R8 Spark Eight benefits from a stunningly shaped performance stainless steel exhaust unit with gigantic tailpipe exit in the center of the rear spoiler, which ensures head-turning, one-of-a-kind visual effect. Thanks to the special flap control system of the exhaust, sound and optimal performance can be controlled with the push of a button.

Eisenmann specialists have also achieved enhanced grip and smoother drive experience via shock absorbers with four performance springs and 235/35 (front) and 315/30 (rear) tires fitted on 8.5x19-inch rims.

Audi R8 Spark Eight by Eisenmann Price list:

Front spoiler, incl. grille and fins - 7800 Euro

Brake cooling chambers - 1260 Euro

Front splitter - 1800 Euro

Rear spoiler with grille - 4800 Euro

Rear diffuser - 3800 Euro

Exhaust system – 4600 Euro

Shock absorbers with four performance springs - 3850 Euro

Complete wheels set - 7300 Euro

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Audi R3 Sports Car

Audi is readying this stunning new R3 sports car, a mid-engined little brother to the R8 supercar. Developed in conjunction with parent firm Volkswagen, the Audi R3 could arrive in five years’ time, with four-cylinder power to take on the Mazda MX-5 but not enough grunt to tread on the toes of Porsche’s Boxster (now an inhouse family rival, don’t forget). The Audi R3 is a replacement for the stillborn R4.

It will be co-developed with a Volkswagen sports car; we’ll see a concept of VW’s version in just a few months’ time, before development starts in full for launch in 2013.

Plans are still at an early stage, but sister brand VW will test the waters with a mid-engined sports car concept at the November 2008 LA Auto Show (see the current October 2008 issue of CAR Magazine for the full scoop on the sporty VW).

The Audi R3 would – in effect – replace today’s TT. ‘At the moment, both programmes run alongside each other, but as soon as production engineering begins, we must decide between the competing front- and mid-engine layouts for the TT,’ explains a source from Ingolstadt. ‘To keep the Audi a safe distance from the Boxster and Cayman, we are concentrating exclusively on four-cylinder engines.’

The proposed mid-engined Audi R4 went nowhere – mainly because Porsche wanted to protect the Boxster and Cayman. Audi and VW have since learned their lesson. The new sports car concept thus aims at a wide but relatively conservative €25,000 to €45,000 (£20,000 to £35,000) price range.

The Audi R3’s launch timing also carefully avoids the Boxster, which will be facelifted one last time late in 2008 before its replacement arrives in 2010. While the new Mk3 Boxster has practically cleared all R&D hurdles, the smaller mid-engined sports car concept by VW and Audi won´t be ready for production before 2013.

So why are VW at it again?

Former brand chief Wolfgang Bernhard gave a green light to the quirky looking Eco-Racer, which was duly shot down by the bean counters who could not see a market for the high-tech, high-price halo version nor for the low-cost, big-volume all-steel alternative.

Now Volkswagen Group chairman Martin Winterkorn is on the case, and one can safely assume that he enjoys the support of Ferdinand Piech, the powerful chairman of the supervisory board.

The proposal we are going to see at the 2008 LA show pursues three different strategic goals. It’s flexible enough to provide VW and Audi with different variants, yet it’s also cheap enough to take on the Mazda MX-5 which dominates the market segment.

The VW-Audi sports car will be mid-engined, so critics cannot accuse the car of being a tarted-up VW Golf, while Audi will also finally get the dynamic TT it has always wanted.

So the next Audi TT will be mid-engined?

The TT replacement is due to appear in 2013 – and it sounds like it’s going to become the sports car it always should have been. At last. ‘Going mid-engined would instantly silence critics who accuse the TT of being a reskinned overpriced Golf,’ comments our friend from Bavaria. ‘It would also work wonders in terms of price positioning and brand image, and it would complement the R8.’

What engines would power the Audi R3?

Audi would install the 180bhp 1.8-litre TFSI motor, a 2.0-litre version rated at 220bhp and a brawny S-line model good for some 280bhp, our sources suggest. Diesel TDI engines would also likely get the nod, with a frugal 125bhp variant of the latest 1.6-litre common-rail derv, plus 170 and 204bhp versions of the 2.0-litre.

While quattro four-wheel drive may be a useful marketing instrument, it does add weight and incur friction losses, and it is not an absolute necessity in terms of vehicle dynamics.

Although certain versions of the new TT would again challenge Boxster and Cayman in bhp and mph, price and prestige will remain key differentiators. Here’s hoping Winterkorn and Piech get their wish.

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