Autocar has pitted the Audi R8 V10 against the Audi TT RS on its track test to find out which is faster.

On the twisty test route Autocar's Steve Sutcliffe gives chase in his long-term Audi TT RS, getting airborne at 90mph as he tries to prove the cheaper car is just as fast.

Forget Avatar. The best 3D thrill ride of 2010 is driving the new Porsche Panamera. No cinematic experience can come close to the feel of ripping over an open road in Porsche's newest creation, whether it be in the base rear-drive Panamera S or the all-wheel-drive 4S or Turbo.

I spent a couple dozen laps on Road America's challenging track in the new four-door luxury sedan, and I didn't need dorky spectacles to see that the Panamera is the most exciting example of Porsche genius since the 911 got blown.

Porsche introduced the Panamera to the world's auto writers at Road America, one of racing's most challenging road courses, to prove a point. The track's a hoot for the pros but is a brutal menace to the typical driver in a street car. Even racecars get eaten up by the high speeds, off-camber corners, blind crests and concrete walls, which suck up metal like giant magnets.

I'd already driven half a dozen production cars on Road America, and each time I came away feeling I'd been lucky to escape the near-death experience the pros call a "moment." Road America feasts first on the tires and brakes, chewing away rubber shoulders and scraping pads to the bone, and then gnaws its way into the bones of the car and slowly dismembers it, rivet by rivet. Racecars are made to survive this mauling; production cars are fast food.

Usually-the Panamera was just plain fast.

Porsche's most potent reach into a previously untapped market segment might be burdened by the size and shiny stuff that defines a luxury sedan, but the Panamera ate up Road America as if it craved the punishment. There is simply no other luxury sedan on earth that could have come close to catching it, and more than a few sports cars would have been left sucking on the Porsche's tailpipe.

Surprisingly for a company that makes the best brakes, the brakes on a couple of the cars overheated (none were the optional ceramics). I blamed the drivers, who likely clod-hopped the left pedal beyond endurance. I was in the backseat for one writer's "manly" session as he smoked the brakes, almost made me barf and disgusted our co-driver and instructor for the session, Porsche factory driver Patrick Long.

I ran several laps in each of the three Panamera models being offered the first model year - the S and 4S with a normally aspirated 400-hp V8, and the Turbo with a 500-hp twin-turbo V8 - and marveled at the synthesis of contrasting elements that makes the model such a distinctive car to drive. Porsche's double-clutch gearbox is a perfect fit for the big GT, and though some have complained about gear selection via thumb-actuated buttons on the steering wheel, I didn't think paddles would have made my laps any quicker. In fact, Long advised me just to leave the PDK in automatic sport mode and let its algorithms figure out the shifts. Worked for me.

Any nerves I might have felt from having a professional driver sitting alongside me were quickly dissipated by the Panamera's masterful dynamics. Speed and comfort have never been so deftly incorporated into a single automobile.

I then asked Long to attack Road America with all the skill and youthful exuberance he's so far shown in his short but noteworthy career. I figured he and the Porsche would be an impressive tandem, because I've known the brains who put these cars together for too long to expect anything less than brilliance, and I know Porsche Racing is disinclined to ask just any quick shoe to join the team. What I didn't expect was that a flying lap of Road America in a luxury sedan could feel so much like a spirited Sunday drive around beautiful country lanes. Long and I yakked the whole way around as if we were trundling through the Loire Valley in search of the next wine tasting instead of setting a time that plenty of racecars would envy. Only the lordly roar of the engine and the sloshing of my inner ear fluid told me Long was absolutely smoking it as we chatted about the joys of growing up in Southern California.

The Panamera's fresh synthesis of existing Porsche bits and pieces, along with more than a dash of completely new technology, make it stand out from the crowd like...well, like a certain rear-engine sports car did 50 years ago. Its looks are either a stylish homage to Porsche design history or a clunky refusal to break the mold, but there's no denying the Panamera's lineage. The roofline could be from no other manufacturer, the rounded rear quarters and large hatchback are reminiscent of the 928 (or maybe a Crossfire), and the front end is pure Porsche, with its rounded fenders embracing a steeply sloping hood, large intakes supplanting a conventional radiator grille, and oval headlamp clusters reclining behind body-conforming lenses.

The Panamera may weigh two tons and be longer than two Shaquille O'Neals laid head to toe, but that's what it takes to enter a new dimension of spaciousness and luxury. The four leather-clad buckets are supremely comfortable, even for big American butts, the rear hatch opens to reveal enough luggage space for a foursome on holiday, and scattered around the superbly tailored cabin are all the creature comforts demanded by the car's intense competitive environment. Most impressively, all this was accomplished without compromising the carved-from-a-block-of steel-feel of the smaller, faster Porsches.

Big and heavy is rendered moot, too, when powerful and lithe become the primary factors of the equation. Even when I was pulling up the hill toward Road America's front straight, both of the engines did well to hide the weight behind varied levels of effortless acceleration. And around the bends, the Panamera cut lines like German steel slicing through a Black Forest ham.

Not surprisingly, the Panamera Turbo was my favorite. The standard adaptive air suspension (an option on S and 4S models) was nothing less than remarkable, adjusting each corner as needed to keep the car's considerable heft within the parameters of complete control, and the 500 horses almost had me fooled into thinking I was driving a lightweight two-seater.

This isn't a fair fight. When it comes to the 2009 Dodge Ram 1500 and the 2010 Porsche 911 Turbo, it's clear that one hauls more than the other.

Ah, but the answer differs depending on what is being hauled, if you catch my, er, drift.

Recently I had to (had to) drive a Porsche Turbo from our test track back to the offices in Santa Monica where, once there, I would trade the keys for those of a 2009 Dodge Ram. My race jack was at the track, so it needed to ride in both machines to trace a path back to my garage.

The rear-engined Porsche, of course, has a "frunk", a forward-placed trunk that's deep enough to hold three carry-on suitcases, standing up. My somewhat pricey OTC aluminum floor jack fits within as if it were made for it, with room to spare. It's locked away, it's not rattling around in there, and it's not banging around inside the passenger comparment. Surprising, actually.

For the homeward leg I was looking forward to the Dodge Ram and its Ram Box. But it can't cope. The space is simply too skinny. I have stops to make and the bed obviously isn't lockable, so the passenger compartment is my only choice. Good thing I have no passengers. I didn't bring tie-downs, so it's going to roll around if I corner too smartly. I don't dare put it on the leather seats and strap it in with a seat belt.

So if you need to haul an aluminum floor jack or haul butt, a Porsche Turbo is the better choice. The Dodge Ram does rather better when it comes to hauling drywall, washing machines, toolboxes, girlscout cookies or racecar trailers, though. Heck, you could tow the Porsche with the Ram, if you needed to.

Introduced on Wednesday: 2012 Volkswagen Touareg Hybrid

What is it? Built on the same basic platform as the forthcoming Porsche Cayenne Hybrid, the 2012 Touareg Hybrid will arrive in the United States a model year later than the redesigned (both lightened and more aerodynamic) standard 2011 Touareg.

Like its platform-mate, the Touareg Hybrid will emphasize performance and luxury over fuel economy: The combined economy of about 26 miles per gallon is so-so for a hybrid, but the compensation is impressive speed and acceleration. Volkswagen says the Touareg Hybrid will go from zero to 62 miles per hour in 6.5 seconds and will have a top speed of 150 m.p.h. The supercharged V-6 is supplied by Audi. Combined with an electric motor with an equivalent of 47 horsepower, the Touareg hybrid produces 380 horsepower. Aiding economy is an eight-speed automatic transmission, with the two top gears as overdrives (eighth reduces engine r.p.m. by 34 percent compared with sixth). Other fuel-savers: A start-stop system, and a “freewheel” feature that disengages the engine from the transmission when the driver’s foot lifts from the accelerator. With a nickel-metal-hydride battery pack, the Touareg Hybrid can cruise at about 30 m.p.h. on electric power alone (but not for very long).

How does it look? With an almost 400-pound weight reduction, the second-generation Touareg is slimmer and sleeker, but not exactly svelte. Luxury hybrid S.U.V.’s have done reasonably well in the market, probably because they offer green bragging rights without much sacrifice. The Touareg could be a choice for well-heeled (it is expected to cost at least $60,000) suburbanites who can’t quite afford its more rarefied cousin, the Porsche Cayenne Hybrid.

Rieger has released a few details regarding a new styling kit for the Volkswagen Golf GTI. Performance figures were not announced so all we have at the moment is the body kit. It consists of a lip spoiler kit with a fiber glass mesh and ABS inserts for cars with foglight ribs. Rieger made sure it fits in with the existing bumper.

There is a carbon fiber lip spoiler middle splitter, side skirts with cutouts, a roof spoiler and a rear bumper diffuser insert (also in carbon fiber) that fits into the existing OE bumper fascia. The exhaust features a muffler with dual oval tips and an ESD exhaust sound control system. GTIs fitted with Park Assist will get a separate installation kit. Rims and tyres used are VA 8.5Jx20 ET 38s with 235/30-20 and HA 8.5Jx20 ET 38s with 235/30-20 front and rear respectively.

Motor Trend has put together a "Topless Drag Race" between four of the luxury auto segment's most attractive convertibles - the Audi A5, BMW 335i, Lexus IS350 and Infiniti G37. We'll try not to spoil the fun here, so take 2 minutes and watch the video below to see what car comes out on top (or, top down).

VW Golf 77TDI ... from $27,490 plus on-road/dealer costs. 1.6-litre, 4-cyl turbo-diesel; 77kW/250Nm; 5-sp man or 7-sp auto; 4.9L/100km (m), 5.1L (a); 129g/km CO2 (m), 133g (a); FWD.
Value Lacks many of the goodies but still gets single-CD audio with MP3 and aux input, 15-inch steel wheels.

Inside Well screwed together with a quality feel, if a little austere in base model trim.


Engine Pulls strongly from a standing start but quick to run out of puff. Little discernible lag in manual form. Frugal.


How it drives Crisp steering feel. Solid, confidence-inspiring stance. Optional dual-clutch auto can be indecisive, manual is the best choice.

Safety 7 airbags, stability control, 5-star crash rating.


Verdict Boasts quality fit and finish and an enjoyable drive but it's light-on for standard gear.


Mazda3 Diesel ... from $29,715 plus on-road/dealer costs. 2.2-litre, 4-cyl turbo-diesel; 110kW/360Nm; 6-sp manual; 5.7L/100km; 150g/km CO2; FWD.

Value Satellite navigation, six-CD audio with MP3 and aux input, cruise control, Bluetooth, 16-inch alloy wheels.


Inside Plusher pews and a roomier back seat. Busier ambience — steering wheel has 18 buttons or switches on it.


Engine Punchier, more flexible power delivery produces surprising acceleration. Thirstier and a little more noisy.

How it drives Firmer, more fidgety ride. Sits flat and stable through corners. No automatic option.

Safety 6 airbags, stability control, 5-star crash rating.

Verdict Costs more but its strong engine and solid value re-set the bar for diesel cars less than $30,000

"Revozport has unveiled a new styling package for the Volkswagen Golf VI GTI.
Dubbed the Razor, the package is available in three different stages. While the company declined to break down the stages, the range-topping Stage 3 kit includes wheel arch extensions (25mm wider in the front, 35mm wider in the rear), LED daytime running lights, an adjustable front splitter, a rear diffuser, a roof-mounted spoiler, and aggressive side sills.
If that sounds like overkill, you can opt for the less extreme Stage 1 or Stage 2 kit. Both feature several components constructed out of carbon fiber reinforced Kevlar (bumpers and hood).
No word on pricing or availability, but Revozport says they are now developing a 290 hp (216 kW / 294 PS) engine mapping program, a new exhaust, and a high performance intercooler."

REVOZPORT's VW Golf VI GTi Razor

With more than 6 months of development and testing from the design concept of the Golf RZR launched in January 2010. The styling kit has finally come to its final production model and has been renamed to "Razor" for its aggressive and sharp edged design.

The Razor styling kit is available for the full line of Golf VI and offer 3 different stages of complete kit catering owners from just a simple unique touch for their everyday use car to those horsepower craver owners who needs to keep their 300+ horsepower front wheels with traction. The highlight feature of this styling has got to be the front bumper's LED Daylight Driving Light and the adjustable front splitter. The LED light is designed to fit to the exact curvature of the front bumper and not disturbing the original lines. The front splitter has 2 adjustments for different down force settings and a good option for those who often have trouble with ramps. The 3 different stages complete kit all offer the approx 4kg lightweight carbon Kevlar reinforced bonnet and the front and rear bumper as standard.

What's more, featuring in the Stage III complete kit. The front and rear wheel tracks are now 25mm and 35mm wider than normal allowing owners to fit staggered wheels and much wider tires. The Golf Razor here is fitted with 235/40/19 with 8.5J and 255/35/19 with 9.5J. Thanks to the 8pcs add?on fender trims with side skirts. With this footwork setup Revozport is now working on a 290hp engine mapping, exhaust system and intercooler.

Audi plans to exhibit 25 production and two show cars at the 2010 AMI Leipzig which starts on April 9. The German auto show will play host to a number of home soil debuts for the Audi brand, including the new A1 premium mini car, A8 and RS 5 Coupe.
One of the 25 exhibits will be the facelift TT Coupe and Roadster. The two are making their world premier at Leipzig nearly four years since the current 2007 model appeared. Whether a facelift TT RS will show its new face has not been confirmed.
Other models slated for an appearance include the Detroit e-tron show car and the car that won the 2009 DTM (German Touring Car Masters) in the hands of Timo Scheider. Scheider will be present during the press conference and sign autographs for an hour on the 10th."

Whistler? Vegas? The Arctic Circle? Panamera 4S is ready for any trip, any time of year - read more after the jump ^click the title^

What the upcoming S1 could look like

A3 Hybrid Fleet Cars (Germany mid-2010, USA and China sometime in 2011)
Both Audi and Volkswagen are readying a pilot fleet of current-generation Audi A3s as well as Volkswagen Golfs and Jettas. These cars will use early examples of the group’s transverse hybrid drivetrain in order to test consumer use beginning as early as this year in Germany. Dick tells us that A3s with this drivetrain will be in the US and China by 2011, though strictly as fleet vehicles. The cars will not be sold to the public.

Q5 Hybrid (late 2010)
During our discussion, Mr. Dick confirmed the Q5 hybrid will be shown at some point later this year. Given that this hybrid more than any other Audi hybrid is aimed at North America, we’re guessing the car will bow at the Los Angeles Auto Show given the timeframe.

Though the Porsche Cayenne and Volkswagen Touareg will beat the Q5 to market, the Audi will vary considerably from its corporate cousins. The full-size SUV platform from Porsche and Volkswagen will make use of the Volkswagen Group’s flexible hybrid components paired with the same 3.0T supercharged engine found in the S4. However, the lighter MLB-architecture-based Q5 will go for the more frugal EA 888 Valvelift 2.0T used in the A4.

A3 hybrid and A3 e-tron (2012-2013)
At an evening reveal ahead of the Geneva Motor Show, Volkswagen Group chairman Martin Winterkorn revealed that hybrid versions of the Volkswagen Jetta will go on sale by 2012 and electric versions of the Jetta and Golf will debut by 2013. We mentioned this to Michael Dick, inquiring what this meant for the next generation Audi A3.

“We will definitely hybridize the A3 successor,” he said and continued, “There will be an electrified version. Audi will use the same technology as Volkswagen through use of lateral modules developed for use across the Volkswagen Group.”

Audi has a long history of showing cars at Worthersee from tuned A3s and TT Speedsters to last year’s Q5 Custom with 3.0T 400hp engine. Annivarsario, a rumored modded A5 coupe with TTRS 2.5T 5-cylinder and built as a spiritual successor to the Sport quattro would fit the bill nicely. We don’t know how much truth there is to the rumor and sources inside Audi tell us that Anniversario has been on-again-off-again status for a while. For reference, the Worthersee tour is coming up May 12-15

Audi has released another great video of the competition kit for the new Audi A1 and it’s heavily inspired by racing. And that’s not a bad thing…

Audi has released a detailed CGI teaser video about the racing and rally inspired competition kit for their new A1 offering. The spot shows plenty of detail about this sporting trim package

The Audi A8 is the first which comes with the new Direct Torque Flow (DTF) technology. Read here how it works and what are the benefits.

GKN Driveline’s DTF propeller shaft has been designed to the highest technical standards to meet Audi’s challenging performance and specific safety criteria and is the company’s first launch of this new technology. DTF is a new interface design solution in which the propeller shaft is connected to the transmission in a way that saves weight, assembly time, space and cost.

While still ensuring efficient torque transmission, GKN Driveline has developed its DTF solution to reduce component complexity and make significant weight savings, reducing the risks of noise, vibration and harshness (NVH) and shaft stability typical in traditional propeller shaft designs. DTF solutions can be used to connect a propeller shaft to both a vehicle’s transmission and its rear final-drive unit.

Another key feature of the GKN Driveline shaft on the new Audi A8 is the unique high-speed constant-velocity joint incorporating technology for efficient operation and an integrated “crash feature.” The latter, in conjunction with other system components, enables the shaft assembly to telescope inwards in a manner defined to support the crash safety strategy of the vehicle.

With the high performance nature of the vehicle requiring the propeller shaft to operate at extreme speeds of up to 10,500 rpm, GKN Driveline’s shaft is designed with a range of other leading-edge features such as a high-strength light-weight steel tube, sealing systems and a low-level of rotational imbalance.

Boasting a 4.2-liter V8 with 331 kW (444 hp / 450 PS) and 430 Nm (317 lb-ft) of torque, the RS5 rockets from 0-100 km/h in 4.6 seconds and tops out at an electronically limited 250 km/h (155 mph). If that isn't fast enough, Audi can remove the speed limiter to enable the car to hit 280 km/h (174 mph). Not bad considering the RS5 only consumes 10.8 liters of petrol per 100 km (21.78 US mpg).
To keep the beast under control, Audi installed a new crown-gear center differential. It 'can widely vary the distribution of torque between the front and rear axles. If necessary, up to 70 percent can flow to the front or as much as 85 percent toward the tail end.'
The RS5 will go on sale in Germany this spring, with a base price of approximately €77,700 ($103,870 USD). Unfortunately, Audi has been mum on U.S. availability but it doesn't look promising."