Audi A6 2009

Audi is working quickly to update its lineup these days, with the 2009 Audi A6 the latest model to get a makeover. While it's not getting the same level of attention as the redesigned 2009 A4, a major engine addition and a number of minor tweaks should help the refreshed A6 maintain lead in global sales over the BMW 5 Series and Mercedes-Benz E-Class, which it holds despite selling just 12,000 vehicles in the U.S. in 2007, compared with almost 49,000 for the E-Class and more than 54,000 for the 5 Series.
New to the 2009 Audi A6's engine options is a supercharged, 3.0L direct-injection V-6 rated at 300 hp and 310 lb-ft of torque in U.S. spec. Called the 3.0 TSFI V6, the engine has a relatively high 10.5:1 compression ratio, a bore size of 3.33 in. and a stroke of 3.5 in. The supercharger is a Roots-style unit with twin four-vane rotors housed entirely between the cylinder banks. The vanes can spin at up to 23,000 rpm, pushing through 2204.6 lb of air per hour at a maximum boost pressure of 11.6 psi. This design allows the engine to hit its torque peak at just 2500 rpm and sustain that output until 4850 rpm. Peak power comes at slightly below 5000 rpm and revolutions top out at 6500 rpm. The entire package is fairly lightweight, tipping the scales at about 417 lb.

Although straight-line performance and fuel-economy numbers for the U.S.-spec 3.0L TSFI engine aren't yet available, the European version -- rated at 290 hp -- helps the A6 sprint 0-to-62 mph in 5.9 sec with an electronically limited 155 mph, all while getting a combined fuel economy of 24.8 mpg (European cycle).
The 3.0L TSFI will be the lone engine offered in the A6 Avant and it largely replaces the existing 255-hp 3.2L V-6, which will continue to serve duty in the front-drive version of the A6 sedan mated to a continuously variable transmission. All A6s fitted with the new V-6 will come with a new rear-biased 40/60 torque split version of Audi's signature quattro AWD system mated to a six-speed automatic with Tiptronic. The optional 350-hp 4.2L V-8 remains unchanged, as does the 435-hp 5.2L V-10 that powers the S6. The RS6 and its 580-hp twin-turbo 5.0L V-10 is still not expected to make it to North American shores, despite the arrival of a sedan variant.

Audi has also reportedly massaged the A6's suspension in an effort to further improve both comfort and handling, with new, large-diameter shocks up front being the major change, along with improved spring response. We won't get Audi's air suspension for our versions of the A6, however.
In addition to the new engine and underpinning updates, the 2009 A6 also undergoes some minor cosmetic changes and interior upgrades. There are new R8-inspired headlights equipped with LED daytime running lights, a new front fascia featuring different foglamps, and a revised grille. At the rear, Audi is adding two-piece LED taillights with nighttime optics to the sedan, which are similar to that of the current A6 Avant. There are also new wheels, additional interior aluminum trim on the steering wheel and other surfaces, and higher-resolution instrument cluster graphics. The A6's optional side assist blind-spot detection system turns on an alarm light on the side mirror if it detects a vehicle the way. In European spec, the system kicks in at 37.3 mph (60 km/h) and can detect cars as far as 164 ft (50 meters) away. Last, a new third-generation version of Audi's MMI Multi Media System is coming for next fall for the 2010 model.
The 2009 Audi A6 makes its global debut this month at the Moscow auto show and goes on sale in January 2009 in the U.S. Pricing will be announced at a later date, but expect it to remain roughly the same as that of the present car.

Audi TT 2008

All-new coupe and roadster are bigger, better sports cars.

Audi has redesigned the TT for the 2008 model year. Audi's goal in the redesign was to make a bigger sports car with better handling characteristics. We think they succeeded. The new car is wider and longer than last year's model for more comfort yet it feels light and tossable.

The 2008 Audi TT will appeal to true sports car enthusiasts and weekend cruisers alike. Handling is crisp and steering is direct. With the standard 17-inch tires, the ride is quite compliant for a sports car, but it can be busy and bumpy with the available 18s and 19s. The interior is top-notch Audi. Tight panel gaps and soft-touch materials abound. The new, bigger TT is more accommodating to larger drivers than most of the other sports cars in this class. Both engine choices offer brisk performance, and the 2.0T is easy on gas.

The new Audi TT comes in a range of body styles, with engine and transmission options, and available all-wheel drive. You can choose anything from an affordable, high-mileage hatchback with plenty of cargo capacity to a more-powerful, high-end two-seat roadster with unique interior appointments. Watch your options, though, because pricing can run high. No matter what TT you choose, you'll be sure to have fun behind the wheel.

The TT is once again offered as a two-seat roadster or 2+2 coupe. Each is available with front-wheel drive or quattro all-wheel drive. Both body styles are 5.4 inches longer and 3.1 inches wider than the previous TT, which was last offered in 2006. The wheelbase has grown as well, up 1.8 inches to 97.2, but the weight is down more than 150 pounds, thanks to the extensive use of aluminum. V6 and turbocharged four-cylinder engines return, but the four-cylinder is a 2.0-liter instead of a 1.8.

Both the coupe and roadster are offered as front-wheel-drive 2.0T and all-wheel-drive 3.2 quattro models. The 2.0T models have a 2.0-liter turbocharged four-cylinder engine that makes 200 horsepower between 5100 and 6000 rpm and 207 pound-feet of torque from 1800 rpm to 5000 rpm. The 3.2 quattros use a 3.2-liter V6 that produces 250 horsepower at 6300 rpm and 236 pound-feet of torque from 2500 to 3000 rpm.

The 2.0T has EPA fuel economy ratings of 22 mpg city and 29 highway for the roadster and 23/31 for the coupe. EPA ratings for the 3.2 quattros are 17/24 for roadsters and 18/24 for coupes. Audi recommends premium fuel for both engines.

Biography of August Horch

August Horch (October 12, 1868 - February 3, 1951) was a German engineer and automobile pioneer, the founder of the manufacturing firm that would become Audi.

He was born in Winningen, Moselle. He was educated in Mittweida.

He worked for Karl Benz from 1896 before founding A. Horch & Cie in November 1899 in Ehrenfeld, Cologne, Germany. The first Horch automobile was built in 1901. The company moved to Reichenbach in 1902 and Zwickau in 1904. Horch left the company in 1909 after a dispute and set up in competition in Zwickau. His new firm was initially called Horch Automobil-Werke GmbH, but following a legal dispute over the Horch name he was oblidged to change the company name. (The court decided that Horch was a registered trademark on behalf of August Horch's former partners and August Horch was not entitled to use it any more.) Consequently, Horch renamed his company to Audi Automobilwerke GmbH in 1910, Audi being the Latinization of Horch.

In August 1928 the Danish engineer Jørgen Skafte Rasmussen of DKW acquired a majority holding in Audiwerke. In June 1932 Audi, DKW, Horch and Wanderer merged to form Auto Union AG, the new company's logo was four interlinked rings, one for each of the founder companies. Horch was on the supervisory board of Auto Union.

History of Audi (1920s)

With the Treaty of Versailles marking the end of World War I the automobile industry in Germany changed its focus from the production of military vehicles back to vehicles for the civilian population.

Despite post-war economic problems it was clear the car was here to stay - between 1924 and 1928 the number of cars in Germany grew from 420,000 to 1,200,000. As the car became more popular it became more accessible to more of society. The 1920's marked the first time a car was built and targeted at the 'man in the street'. Key brands in this growth - soon to become a strong alliance - made a major impact on the world:

A post-war rethink by Audi's Technical Director Hermann Lange led to a completely new design principle for the 'new Audi'. AUDI was one of few medium sized companies and despite the quality of the cars there simply weren't enough being produced.

In 1928 AUDI Werke AG was acquired by JS Rasmussen, the head of the DKW empire.
A decision was made that AUDI should develop cars of a simpler design which were cheaper to build and used less ambitious constructional features. Rasmussen gave a brief to designers to build a small car powered by a DKW motorcycle engine, with swing axle suspension, front wheel drive and a wooden body - to be developed in six weeks! Amazingly the brief was completed and the car went on to sell over 250,000 units, making it Germany's most popular car at the time.

Throughout this period AUDI was a leading light in the concept of aero-dynamic design and streamlined bodywork. Concepts developed in the 1920's are still valid today.