The Geneva motor show started today, and Audi seemed to want to show the R8 TDi off. However rather than doing what Ford or GM would do, and ship the car they showed off in Detroit to the show, it built another one. This time in Red and black, and it does look good!
I challenge anyone to say that this car is not production ready, if they can just knock together 2 ‘prototypes’ in under a month, then there must be some drive inside Audi to do the Diesel SuperCar.
This car however might not see the light of day, now that Porche have been given the all clear by the VW board to take a 51% stake in the company, will they want a challenger to the Porche 911, that could be considered ‘Green’, well Green for a SuperCar at least.
Yup, Audi have done it. A V12 Audi R8. Well a diesel V12 Audi R8 anyhow, but that’s good.
Apparently it will be officially unveiled at the Detroit Motor Show next week, but a video of the car (promo video) has been leaked onto the net
The details are a little sketchy, but it’s apparently 500Bhp and 737Ft-Lb, with a 4.3 0-62 time and top speed just shy of 190Mph. And even get’s 10ltrs to a 100Km on the fuel side of things, which isn’t shabby for a supercar.
As the Frankfurt show is on, here are a couple of the eye catchers………
First up, the 1Million pound Lambo, the Lamborghini Reventón is based on the LP640, it has a 6.5Ltr V12, pushing out 650Bhp. So with only 10Bhp more than the LP640, why the price difference?
Well it’s the technology involved, the car has everything that is available from the racetrack that is possibly road ready. It also weighs nearly nothing. With 20 of them going to be made, they are true Lamborghini fanboy cars, and look amazing.
VW Group (the owners of Lamborghini) now have two million pound ‘production’ cars on their books, I would still have the Veyron myself, but hey, that has a massive (by comparison) 300+ cars being made.
Next on the list is another of the VW group brands. This time it’s the Audi badge on show (Audi are the part of the company that look after Lamborghini incidentally).
The Audi RS6 Avant is the fastest estate on the market. The car packs a very pretty 580Bhp (although apparently it’s closer to 600Bhp) V10 Twin Turbo under the bonnet, so it goes like stink (4.6 to 62 and 120mph in 14.9), and you can still get the kids and dogs in the back (and have fun making them sick, as leather is wipe clean after all), and will corner like it’s on rails thanks to the 4WD Quattro system with a 40 front 60 rear split.
Next comes Honda. The S2000 is an aging car now, aging well, yes, but aging. So Honda are coming out with a nutter edition. The S2000 Type-S hit’s Japan next month at the Japanese Motor Show.
It’s got all the wheels and fairing’s of the S2000 Cup Racer that has been shown off before, but manages to keep the folding roof. No details on engine mods etc, but I would imagine that the power has been hiked a bit, and with some luck, we will see the engine back running again at above 9000RPM, for all that in your face screaming that we love with the S2000.
Subaru have shown off the WRC ‘concept’ for there new Impreza. The strange thing is that it’s not Fugly? What have Subaru been up to? a decent looking Impreza? no way! It just cannot happen…. Next thing we will hear is that they have re-hired Colin McRae for a race drive….
Other news (car related) is that Nissan have decided the engine for the GT-R (Replacement for the Skyline GT-R).
The VR38VETT will be a 3.8Ltr 6 cylinder Twin Turbo lump, figures are said to be 480Bhp (or there about’s) with 62 in sub 4 seconds.
The engine is basically a sister to the Cosworth Engineered 3.5Ltr V8 VRH35L that is found in the R390 LeMans car. So some trick components are going to be used, stuff like the turbo impellers being integrated into the exhaust chambers (might be hated by tuners, but keeps weight down), as well as extremely light internals for things like the crank shaft, Piston’s and con rods. Should be a right screamer when it’s released, so the Porsche 911 Turbo will certainly have to watch it’s back.
Ferrari showed of it’s ‘Stradale’ version of the F430, the cunningly named F430 Scuderia (so that’s an F430 Team, who’s bright idea was that? anyhow….). As with most modern Ferrari’s it looks the part, and will undoubtedly be very quick around the track, but Ferrari are so passe……
So there is a lot of pretty hardware coming our way soon. Still nothing here want’s me to change my mind, I would still take the Audi R8……. Well, perhaps the Lambo would be nice…..
The VAG Direct Shift Gearbox – sometimes called the S-Tronic in the Audi range – is the world's first production dual clutch semi automatic gearbox. The system was developed for Audi by BorgWarner for use in the companies Audi TT 3.2V6, and was so well received it is now used in much of the Volkswagen Audi Group range.
The DSG is often compared to F1 style automated or robotic manual gearboxes, but differs in some very important ways.
The DSG gearbox is, however, not a new invention. The system was first designed by Andolphe Kégresse just before the second world war but because of the lack of technology, not to mention the war, he never produced a working version of the Dual Clutch Gearbox (DCG). The system was used by another German car company in the 80's though: Porsche used the PDK (Porsche Doppelkupplungs) system in their 956 and 962 Le Mans race cars, and Audi used the same system in the Sport Quatro S1. Porsche and Audi have a long history of technology sharing.
Both of these uses eventually faded, primarily because the computing technology that allows the system to work so effectively did not prove to be reliable enough in the tough and demanding world of the race car.
To understand how revolutionary the DSG gearbox is, first I will explain the F1 style systems. These differ in name depending on the manufacturer; Ferrari call theirs the F1 system, and BMW call theirs the SMG system.
These gearboxes all have one thing in common: they are just manual gearboxes, with a manual clutch that is operated by pneumatics. This method has many of the benefits the DSG box does. The gearbox itself weighs less: as the gear change is accurate, and no human mistakes can be made, the materials can be less hardy. They are also far more performant than the manual equivalent, both the BMW SMG II and the Ferrari F1 systems change cogs in around 80 milliseconds. This means that, while the gear is being shifted, all the power from the engine is waisted and a feeling of on-off-on is felt in the car as the pneumatics shift from in gear, to clutched, and then back into gear. The smoothness of this in the car depends on the software controlling it: for the fastest changes it can feel quite 'bumpy', similar to a bad gear change in a manual car. The only way of releaving this issue in the past was to fit a torque converter, this is the way that a standard auto box does it, and why it feels far smoother than any of the manual gearboxes produced. A torque converter, however, is very wasteful in terms of power, and usually very heavy.
The DSG box takes the basic idea of pneumatic clutched boxes a step further. The heart of the DSG comes from the fact it has two clutches. The basic idea being that the gearbox can then have two gears engaged at any one time, one driving the car, the other waiting to take over.
The clutch arrangement is setup for odds and evens, where clutch 1 operates the 1-3-5 gears and clutch 2 operates 2-4-6.
DSG works by allowing the software to decide what gear the car will need next, and then pre-selects it. If you are accelerating, it will have the next gear up, and likewise if decelerating, the next gear down.
The system can then watch for a change signal – this is either done by clicking the corresponding paddle by the driver, or if in full auto mode the computer – and the gearbox can then tell the currently disengaged clutch (the one driving) to engage, and at the same time tells the engaged clutch (the pre-selected gear) to disengage. In this way the driver and passengers do not experience the on-off-on feeling associated with manual gearboxes. Instead, the gear change feels much more like that of an automatic gearbox.
However, because the change happens so quickly – around 8 milliseconds – the engine can maintain drive and the losses involved in the gear change are much reduced. This can be seen visually in the video below.
The video clearly shows the benefits of the DSG vs a very quick-changing manual driver.
The DSG gearbox is obviously controlled by computer, and this adds other benefits as well, even over race-going Sequential Manual Transmisions.
The computer in the DSG box monitors many of the cars sensors, these can be RPM, speed, angle of steering input, amount of wheel spin, braking and g-forces. It can then use these inputs to make decisions on which gear the car has to be in at any one moment.
For example, if you are approaching a tight corner you may want to change down two or even three gears. The computer sees that you are braking heavily, and that steering input is being applied, and can then change down either more quickly, or skip gears altogether and shift from sixth into third in one step. This allows the driver to keep the RPM in the best range for drivability. Likewise, if driving in snow or mud, the computer sees that there is a lot of wheel spin at low speeds, it can then shift up into a higher gear to allow the wheel spin to be controlled.
The gearbox also keeps the F1 style gearbox's benefits. Because the computer will change gear very precisely, and not over stress the components, the weight of the whole unit is not much more than a conventional gearbox and clutch. This is because the parts can be made to much tighter tolerances, but still manage the same life expectancy as the manual counterparts.
There is a downside to the gearbox though: it cannot be used in races. This is because it changes gear so quickly, and the loss of drive is so minute, that the gearbox gets classed as a Constantly Variable Transmision. The FIA and other governing bodies outlawed this in the early 80s. However, with the speed that some of the current Formula One cars can now change, this may be altered. The current Honda gearbox is called the 'Lossless' gearbox after all, but they did prove that it reduces engine power and its use was therefore allowed.
The crowning achievement of the DSG is the English-made, Ricardo Company's seven speed DSG, for use in the Bugatti Veyron. That particular car is worthy of it's own – more detailed – article, so that will have to wait.
So, next time you drive a DSG car just think: You can change gear faster than even the Formula One and Indy drivers.
Special thanks to Audi for the images and the link to the video demonstrating the gearbox in action.
The new car will launch in 2 variants initially. The baby one will be a FWD 2ltr TFSI (200bhp Golf GTi mk5 lump), the sixty run should be around the 6.6 second mark.
The Daddy is however the 3.2ltr V6 (250bhp) Quatro (4WD) with the DSG option. Sixty in this one will be in the 5.7sec area, with the manual coming in slightly slower at 5.9sec.
The styling and engines are not the only things that have changed. The new car is on a bespoke platform and not the Golf one this time, is longer and wider than the outgoing model. The clever thing is though, because it's all made for the TT this time, the car has made use of lot's of aluminium making the car around 50kg lighter than the Continue reading Audi TT’2′→