Even more powerful, even faster, even more dynamic: Early 2012 will see the launch of the Audi TT RS plus. This compact sports car, in both Coupé and Roadster versions, stands out for its awe-inspiring performance. Its power-boosted five-cylinder turbo delivers 265 kW (360 hp), sufficient for a top speed of 280 km/h (173.98 mph).
The 2.5-liter TFSI in the Audi TT RS plus is a high-performance engine. Compared with the engine on which it is based, this turbocharged direct-injection unit delivers 15 kW (20 hp) more power. It produces 465 Nm (342.97 lb-ft) of torque, 15 Nm (11.06 lb-ft) more than before. Customers can choose between a manual six-speed transmission and the seven-speed S tronic with its lightning-fast gearshifts. The dual-clutch transmission comes with a launch control function which optimizes acceleration from a standing start. The quattro permanent all-wheel drive system, which operates with a multi-plate clutch, transfers engine power to the road in supreme style.
The Audi TT RS plus unites dynamics and efficiency in a most impressive way. Against the backdrop of the five-cylinder engine's characteristic roaring and growling, the Coupé with S tronic catapults from a standstill to 100 km/h (62.14 mph) in 4.1 seconds (with manual transmission: 4.3 seconds). The Roadster completes the same exercise in 4.2 seconds (with manual transmission: 4.4 seconds). Top speed is limited to 280 km/h (173.98 mph) for all versions of the car. The Coupé with S tronic uses an average of just 8.5 liters of fuel per 100 km (27.67 US mpg); the Roadster uses 8.6 liters per 100 km (27.35 US mpg).
2013 Audi TT RS plus
Alongside numerous efficiency-improving measures, these top figures are due primarily to the extremely lightweight Audi Space Frame (ASF) bodies made of aluminum at the front and sheet steel at the rear. The Coupé with manual transmission, including quattro drive, weighs just 1,450 kilograms (3,196.70 lb); its power-to-weight ratio is 4.0 kilograms (8.82 lb) per horsepower. The power-to-weight ratio of the Roadster is 4.2 kilograms (9.26 lb) per horsepower.
The high-performance brake system is able to cope with the engine's power at all times. Four-piston fixed calipers in conjunction with perforated brake disks are installed on the front axle. The Audi TT RS plus is fitted with 19-inch cast wheels of five-arm "Rotor" design; they are painted black with contrasting red rim flanges. The wheels are fitted with 255/35 tires. The adaptive damping system known as Audi magnetic ride is available as an option. A large, fixed rear wing increases downforce at the back of the car.
The Singleframe radiator grille also sets the Audi TT RS plus apart visually: Its diamond-pattern mesh is in highly polished anthracite, its trim frame has a matt aluminum-look finish. The housings of the exterior mirrors are made of carbon fiber-reinforced polymer (CFRP). The dual-branch sport exhaust system has black oval tailpipe trims. A sound flap further intensifies the sound of the engine. The Carbon design package gives the engine compartment a more exclusive look. The knob on the gear or selector lever features an aluminum-look trim ring and a TT RS plus badge.
The new Audi A4's drive system sets new standards. The consumption levels have dropped by 11 percent on average, despite the increased power and torque of many of the engines. In the Sedan and the Avant each, Audi offers any of six TDI and four gasoline engines, with 23 possible engine-transmission combinations. All engines are supercharged direct-injection systems; the start-stop system and the recuperation system are standard throughout.
The TDI engines combine pulling power with pioneering efficiency, with the four-cylinder versions presenting extensive modifications. A new centrifugal pendulum-type absorber (in the 2.0 TDI with 100 kW, 120 kW or 130 kW with quattro drive) in the dual-mass flywheel makes engine running even more refined and quieter at low revs, for even earlier upshifting and savings of up to 0.2 liters per 100 km.
The most economical variant in the model family is the Audi A4 2.0 TDI with 100 kW (136 hp). In the Sedan, this engine needs only 4.2 liters of fuel per 100 km (56.0 US mpg) on average - a CO2 equivalent of just 112 grams per km (180.25 g/mile). The new A4 2.0 TDI with 120 kW (163 hp), also optimized for maximum efficiency, manages with 4.4 liters of diesel per 100 km (53.46 US mpg). This equates to 115 grams CO2 per km (185.07 g/mile). Both engines are available for the Sedan and the Avant.
In addition, three other four-cylinder diesel engines are available - with 88 kW (120 hp), 105 kW (143 hp) and 130 kW (177 hp). They can also be ordered for the allroad quattro, apart from the entry-level version. Three V6 TDI units complete the line. The 3.0 TDI with 150 kW (204 hp) (not for the allroad quattro) is the most efficient six-cylinder engine in its class worldwide; in the A4 Sedan it consumes an average of just 4.9 liters of fuel per 100 km (48.0 US mpg). The second variant, the 3.0 TDI, generates 180 kW (245 hp), with an especially clean diesel version.
The Audi A4 series also presents the latest state of the art in gasoline engine technology. A new highlight of the TFSI family is the new 1.8-liter engine, available for the Sedan and the Avant. The four-cylinder engine delivers sporty thrust, with a power output of 125 kW (170 hp) and 320 Nm (236.02 lb-ft) of torque. The average consumption in the Audi A4 Sedan is limited to 5.6 liters per 100 km (42.0 US mpg), or 134 grams CO2 per km (215.65 g/mile). That is a decrease in consumption of 19 percent compared with the predecessor engine.
The new 1.8 TFSI engine features many innovations: in the control of its valves and their lift, in the novel thermal management system, in the fuel injection system, in the turbocharger and in the integration of the exhaust manifold in the cylinder head. The engine weighs 3.5 kilograms (7.72 lb) less and its internal friction has sharply decreased.
The entry-level gasoline engine is the 1.8 TFSI with 88 kW (120 hp). The 2.0 TFSI - as the only spark-ignition engine also available in the Audi A4 allroad quattro - delivers 155 kW (211 hp). At the top of the line is the 3.0 TFSI in two variants. In the Audi A4 the V6, to follow a bit later, affords 200 kW (272 hp). In the sporty Audi S4 top model its power is an impressive 245 kW (333 hp).
The wide range of drivetrains is typical of Audi. A six-speed manual transmission is standard on the Sedan and Avant models with front-wheel drive; most variants offer continuously variable multitronic as an option. The quattro versions have either the manual transmission or (as of the 2.0 TDI with 130 kW (177 hp)) the seven-speed S tronic on board. The Audi A4 allroad quattro employs a manual transmission or S tronic with all engine versions.
The innovative thermal management system shortens the warm-up phase of the manual transmission, among other things, and thereby reduces friction loss. All transmissions are distinguished by convenient and precise operation, high efficiency and a wide spread of gear ratios - the long ratios in the higher gears reduces fuel consumption, while the short ratios in the lower gears benefit the dynamics.
The quattro permanent all-wheel drive is standard on the Audi A4 allroad quattro, and available in the Sedan and Avant from the 2.0 TDI with 105 kW (143 hp). The A4 family uses the self-locking center differential here. In regular driving operation it primarily transmits the engine torque to the rear wheels in the ratio of 40 to 60. If necessary, redistribution occurs within the shortest possible time. The torque vectoring function supplements the work of the center differential with finely incremented brake applications, to make handling even more precise and safer.
In the V6 quattro variants Audi offers the sport differential as a supplement, lending maximum precision and high traction to the A4 when cornering at the handling limits. The high-end component actively distributes the power between the rear wheels as required.
In terms of styling, the RS5 features an aggressive body kit, a reduced ride height (20mm/0.79" lower the Audi A5), and 19-inch five-spoke alloy wheels (20-inchers are optional). Other highlights include twin oval exhaust pipes (which are integrated in the rear bumper), a large diffuser, and a rear spoiler which automatically extends at 120 km/h (75 mph) and retracts at 80 km/h (50 mph).
Power comes from a 4.2-liter V8 that produces 331 kW (444 hp / 450 PS) and 430 Nm (317 lb-ft) of torque. It is connected to a seven-speed S tronic transmission which allows the 1,725 kilogram (3,803 pound) coupe to accelerate from 0-100 km/h in 4.6 seconds, before topping 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). Despite this immense performance, the RS5 only consumes 10.8 liters of petrol per 100 km (21.78 US mpg).
Compared to the 354 hp 4.2-liter V8 in the S5 (which will soon be replaced by a supercharged 3.0-liter V6), the RS5 engine features friction reduction technology, "intensive fine-tuning of the dual-branch intake", and a new exhaust system.
To enhance the car's handling, Audi installed a new crown-gear center differential. The self-locking crown-gear "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." When extra traction isn't required, the unit has a 40:60 rear-biased configuration. According to Audi, "This new differential operates in conjunction with electronic torque vectoring, which affects all four wheels. If one of the inside wheels becomes imbalanced while the vehicle is at its operational limits, then the system slightly decelerates the wheel to obviate wheel spin. This results in terrific traction on the one hand while generating a yaw moment which aids cornering."
Other performance tweaks include a revised braking system (ceramic carbon-fiber brakes are optional), a modified electronic stabilization program (which can be turned off completely), and a recalibrated speed-dependent servotronic steering system (dynamic steering is optional).
Thanks to Vorsprung durch Technik, making the choice between the Audi A6 Avant’s petrol and diesel engines isn’t as straightforward as it used to be. Engines of both fuel types offer improved power, lower emissions, sporty performance and increased efficiency. Do you prefer the high-torque pulling power of a diesel or the increased response of a petrol engine?
The choice is yours.
TFSI technology available in the Audi A6 Avant unlocks superior power, more dynamic performance and better economy from petrol engines. In fact, compared with many naturally aspirated engines with more cylinders, TFSI delivers the same sporty performance but using 10 to 15% less fuel.
FSI and turbocharging technology work so well together because the evaporation of fuel in the combustion chamber cools the intake air giving higher compression, improved engine efficiency and, in turn, lower CO2 emissions of the A6 Avant.
Designed to improve both comfort andA dedication to pioneering technology has brought Audi peerless expertise in turbocharged diesel engines. All Audi TDI engines are equipped with common rail and piezo injectors to achieve smooth, efficient and quiet combustion. Diesel fuel related emissions are also significantly reduced thanks to a diesel particulate filter, fitted as standard to all A6 Avant diesels, which filters out almost all soot particles contained in the exhaust gas.
The turbocharger has variable turbine vane geometry to help produce higher torque and greater power for the cubic capacity of the engine. And sophisticated air-flow control also contributes to the A6 Avant’s engine’s capabilities while simultaneously reducing nitrogen oxide emissions.
efficiency of the A6 Avant, the optional adaptive air suspension adjusts according to driving conditions and roads.
For example the TDI engine fitted to the 3.0TDI quattro A6 Avant generates 245PS and 500Nm of torque, enough to propel it’s occupants from 0 – 62mph in just 6.3 seconds.
Driving long-distances, the ‘Comfort’ setting adjusts the suspension to create a supremely comfortable ride. ‘Dynamic’ changes the settings for a sportier driving experience, lowering the height of the car; also reducing drag thus improving fuel efficiency. Whilst ‘Automatic’ is the ideal setting for everyday A6 driving.
As much of the Audi A6 Avant as possible is made from aluminium - including elements of the doors, the bonnet, the tailgate and the wings.
Improved efficiency and enhanced handling are just two benefits of lightweight construction.
But this efficiency does not come at the expense of safety. Throughout the A6 Avant's body, specific zones requiring reinforcement have panels of varying thickness ensuring strength in the event of a collision.
All this ensures that the Audi A6 Avant has maximum performance and efficiency with no detrimental effect to safety.
A hydraulically operated wet clutch links the 2.0 TFSI with the electric motor. Its control requires the utmost precision, and a great deal of know-how has been expended to achieve its smooth, precise and swift operation. The synchronous motor, which is continually excited, also serves as a generator that develops 45 hp of power and 155 lb-ft of torque. Its full power is available practically right from standstill and contributes to a sportily powerful start-up. Since an electric motor also develops heat, its housing is furnished with cooling ducts. Interposed between the electric motor and the wheelset of the eight-speed tiptronic, which is controlled entirely by electronics, is an additional cut-out clutch. In conjunction with the electric unit, this functions as a torque converter. The propulsive power of both drive systems is applied to the road through the front wheels.
Lithium-ion technology – the battery
The energy storage system of the Audi A8 hybrid is mounted in the rear section. This state-of-the-art lithium-ion battery is more compact and weighs less than other types but is substantially more powerful. It is protected by a high-strength housing, and a ventilation module ensures that it always operated within the ideal temperature range. Yet the A8 hybrid also provides ample luggage space of 14 cubic feet
Several subsystems that operate on engine power in a conventional car have been modified right from the start for use in the Audi A8 hybrid. The compressor in the climate control system runs entirely on electric power. The steering system is electromechanical as well. The brake booster too is supplied by a demand-controlled electric vacuum pump. During electrical – i.e. recuperative – braking actions, a sophisticated control system ensures that the ABS and ESP functions operate properly.
The power electronics unit manages the interaction of the systems. Its pulse control inverter regulates the interplay of the battery and the electric motor. The DC-DC converter supplies power to users on the onboard network. The power electronics unit, which is connected to the battery and the electric motor by high-voltage cables, is located in the engine compartment.
The smooth interaction of these components and their high level of integration attest to the specialized know-how Audi has accumulated. The technology architecture already provides a glimpse of a future production model – the Audi Q5 hybrid, which will be introduced later this year.
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Power like a big V6, fuel economy like a modest four-cylinder unit – Audi presents the A8 hybrid as a technology concept at the Geneva Motor Show. Its two propulsion units – a 2.0 TFSI® and an electric motor – develop a total output of 245 hp of system power and 354 lb-ft of torque.
This enables the Audi A8 hybrid to accelerate in 7.6 seconds from zero to 62 mph and to achieve a top speed of 146 mph. Yet its average fuel consumption amounts to only 34 US mpg – the CO2 equivalent is 232 grams per mile.
The combustion engine of the Audi A8 hybrid is the 2.0 TFSI® – a high-tech powerplant. This four-cylinder unit, which has been named “Engine of the Year” five times in a row since 2005, is an example of Audi’s downsizing philosophy. It combines direct fuel injection with turbocharging and the AVS Audi valvelift system, which regulates the valve lift in two stages.
In combination with the adjustable intake camshaft, the Audi valvelift system improves cylinder charging and ensures spontaneous and powerful torque build-up. The 2.0 TFSI delivers 211 hp and 258 lb-ft; the torque value remains constant from 1,500 to 4,200 rpm.
In the crankcase of the four-cylinder unit, which has a displacement of 1,984 cc, two balancer shafts offset second-order inertial forces to ensure virtually vibration-free and pleasantly quiet operation that goes well with the luxurious character of the A8. All components are optimized to minimize friction. The flow-rate-regulated, pressure-controlled oil pump further reduces fuel consumption.
The Audi A8 hybrid, which weighs 4,155 lb, drives as if it had a big six-cylinder gasoline engine or a TDI® under its hood. From zero to 62 mph the vehicle accelerates in 7.6 seconds, and it can continue to accelerate up to 146 mph. Yet its fuel consumption according to the EU cycle is only 38 mpg, corresponding to 232 grams CO2 per mile.
In city traffic, the hybrid drive uses about 20 percent less fuel than a conventional drive. Both the car’s performance and its fuel economy benefit substantially from a major advantage of the A8 model series – its lightweight aluminum body based on the Audi Space Frame principle (ASF).
The hybrid drive is designed for fully electric-powered driving up to 40 mph and for a distance exceeding 1.2 miles – especially well-suited for driving in the city or residential suburbs. When conditions permit, the driver can also select the electric mode by actuating a separate e-key in the cockpit. Both the display screen of the instrument cluster and the large monitor of the MMI® operating system on the dashboard present all momentary power flows in brilliant graphics.
When the Audi A8 hybrid starts moving, both of its engines interoperate closely to suit varying power demands. Above 40 mph the combustion engine alone does all the propulsive work, while the electric motor supplies onboard users and recharges the battery.
When the driver lets up on the gas, the combustion engine is disconnected from the drivetrain, so the Audi A8 hybrid ”sails”. In braking and slow-down phases, the e-motor functions as a generator – recuperating energy efficiently and feeding it into the battery.
When the driver floors the pedal, the engine management temporarily controls the entire system power, and now the electric motor is boosting power. 245 hp and 354 lb-ft endow the big sedan with enormous thrust. The intermediate sprint from 37 to 75 in fifth gear for instance is accomplished in 7.5 seconds. The Audi A8 hybrid is an extremely dynamic car – with a fuel efficiency that is setting new standards. This is especially true in everyday user activities. Even its looks betray the power of this near-production concept car with its big 21-inch wheels and their 265/35 tires. Efficiency and sportiness are no paradox at Audi – they go hand in hand.
This near-production concept car has 21-inch, two-colour wheel rims styled with highly three-dimensional surface areas. The exterior paint job of the A8 hybrid is in “Prism Silver” with “Spectra Flair” as an accent color – a rainbow effect that’s accentuated in reflected light along creases and seams on the body.
The prominently located “hybrid” lettering on both front fenders leaves no doubt about what kind of car this is. The accentuation of its width by a prominent low horizontal spoiler edge and a chrome strip conveys the vehicle’s solid stance on the road.
The engine compartment cover with its high-gloss finish and the glass cover of the battery in the trunk also provide visual links to hybrid technology. And the illuminated doorsteps bear the “hybrid” insignia as an elegant touch to underscore the electric aspect whenever the doors are opened – using LED technology to minimize energy consumption.
The passengers also see the prominent hybrid logo displayed on the dashboard. The "Powermeter" in addition shows the energy flow in the instrument cluster.
The new A7 will include a choice of four diesel engines, all of them with fitted with direct injection, Audi’s thermal management system, stop-start tech and brake energy recuperation.
An entry-level model will be fitted with the 2.8-liter V6 petrol engine capable to deliver 150 kW (204 hp) and 280 Nm (206.52 lb-ft) of torque at 5,250 rpm, but a more powerful 3.0-liter V6 engine will also be available and will deliver 220 kW (300 hp) between 5,250 and 6,500 rpm, and 440 Nm (324.53 lb-ft) of torque between 2,900 and 4,500 rpm. With the new 2.8 FSI engine the new car can sprint to 100 km/h (62.14 mph) in 8.3 seconds and has a top speed of 235 km/h (146.02 mph). Also this version delivers a fuel consumption of just 100 km (29.40 US mpg) and only 187 grams of CO2/km (300.95 g/mile). The version equipped with the 3.0 FSI engine sprints from 0 to 100 km/h (62.14 mph) in just 5.6 seconds and has a top speed limited to 250 km/h (155.34 mph). Standard fuel consumption is just 8.2 liters per 100 km (28.68 US mpg), corresponding to 190 grams CO2 per km (305.78 g/mile). The 3.0 TDI diesel engine is available in two versions.
A more powerful version delivering 180 kW (245 hp) between 4,000 and 4,500 rpm and 500 Nm (368.78 lb-ft) of torque between 1,400 and 3,250 rpm with the S tronic and quattro all-wheel drive as standard. This version can accelerate from 0 to 100 km/h (62.14 mph) in 6.5 seconds and has a top speed limited to 250 km/h (155.34 mph). Efficiency is impressive: just 6.0 liters of fuel per 100 km (39.20 US mpg) on average, which corresponds to only 158 grams of CO2/km (254.28 g/mile). The second version of the 3.0 TDI delivers 150 kW (204 hp) between 3,750 and 4,500 rpm and uses a front-wheel drive and the stepless multitronic automatic transmission. It can reach 100 km/h (62.14 mph) in 8.1 seconds and a top speed of 234 km/h (145.40 mph). It really flaunts its efficiency: 139 grams CO2 per km (223.70 g/mile) and an average fuel consumption of 5.3 liters per 100 km (44.38 US mpg) are groundbreaking figures.
The new A7 Sportback with come with many standard features such as the deluxe automatic air conditioning system, keyless ignition via the engine start-stop button, the four-spoke leather multifunction steering wheel, the xenon headlights, the LED tail lights, the MMI radio with the 6.5-inch monitor, the electromechanical parking brake, the power rear hatch, the 18-inch alloy wheels and an acoustic windshield. Regarding the safety, the new model will offer two front, side and head airbags, four belt tensioners and the integral head restraint system. As an option, Audi will offer head-up display, a park assist system, a speed limit display, a four-zone automatic air conditioning system, an auxiliary heating system, insulating/acoustic glazing, a heated steering wheel rim, a power-adjustable steering column, sunblinds for the rear window, two ambient lighting packages, power-assisted closing for the doors, a garage door opener and the convenience key for keyless vehicle access.
Audi has lifted the covers off a more powerful, lighter and faster special edition version of its mid-engined supercar called the R8 GT. It will be produced in a strictly limited number of 333 units with prices in Germany set at €193,000, or about US$256,500 at today's exchange rates.The headline grabbing figures are a more potent version of the 5.2-liter V10 engine pumping 560HP, total weight savings of roughly 100kg or 220 lbs, a 0 to 100km/h (62mph) sprint time of 3.6 seconds and a top speed of 320 km/h or 199mph. In detail and starting from the weight saving measures, Audi managed to shave a hefty 100 kg or 220 pounds off the standard R8 5.2 FSI with the R8 GT tipping the scales at 1,525 kg or 3,362 lbs.So how did they pull it off? Well, let's just say that Ingolstadt's engineers had to literally take the supercar apart and either replace parts components with lighter components or ditch them altogether. If you want all the details, here's Audi's explanation:"The windshield of the R8 GT is made of thinner glass; the bulkhead between the passenger cell and engine compartment, as well as the window in the rear hatch are made of strong, lightweight polycarbonate. These three modifications saved nine kilograms (19.84 lb). The fixed rear wing is good for an additional 1.2 kilograms (2.65 lb); thinner sheet metal and additional cutouts shaved 2.6 kilograms (5.73 lb) from the aluminum hatch over the 100 liter (3.53 cu ft) luggage compartment at the front of the car.The long rear hatch is made of carbon fiber-reinforced plastic (CFRP) – an advantage of 6.6 kilograms (14.55 lb). The rear bumper andthe sideblades of this same material save an additional 5.2 and 1.5 kilograms (11.46 and 3.31 lb), respectively.The engineers also fought to shave every possible gram of weight from the technical components of R8. They shaved one kilogram (2.20 lb) from the power brake system, four kilograms (8.82 lb) from the aluminum caps of the brake discs and 9.4 kilograms (20.72 lb) from the battery. The engineers also found 2.3 kilograms (5.07 lb) in the air intake module and 2.8 kilograms (6.17 lb) in the insulation of the engine compartment.The interior also harbored substantial weight-savings potential. The new, lightweight carpeting accounts for 7.9 kilograms (17.42 lb); the bucket seats with a chassis of glass-reinforced plastic (GRP) account for 31.5 kilograms (69.45 lb). Numerous additional detailed measures targeted the interior, the exterior and the technology, such as higher-grade, lighter steel for the exhaust system's tailpipes." Moving on the engine bay, changes to the V10s electronics added an extra 35HP and 10Nm or 7.4 lb-ft for a total output of 560 horsepower and 540Nm or 398.3 lb-ft of peak torque at 6,500 rpm.Power is channeled to all four wheels through a 6-speed R tronic sequential manual transmission. Under normal driving conditions, the central viscous coupling located at the front differential sends 15 percent of the power to the front axle and 85 percent to the rear axle, and as much as 30 percent to the front wheels if necessary.The R8 GT also gets a mechanical locking differential at the rear axle that provides up to 25 percent lockup when accelerating and up to 40 percent on the overrun.The car gets a manually adjustable coilover suspension, which lowers the body by as much as 10 millimeters (0.39 in), fitted as standard, while Audi says that higher front and rear wheel camber rates make the handling "a tick more agile" than with the standard V10 model.In addition, the GT gets a specially tuned ESP stabilization program that can be switched into a Sport mode at the push of a button to allow oversteer when accelerating out of a corner.Braking power is provided by carbon fiber ceramic brakes that measure 380 millimeters (14.96 in) in diameter up front and 356 millimeters (14.02 in) at the rear, with red anodized aluminum calipers.The wheels package for the GT includes 19-inch forged alloys wrapped in 235/35 tires up front and 295/30 at the back. Upon request, Audi can mount 305/30 tires together with optional wheels on the rear axle.For those that want to use the GT on the track, Audi offers a special race package that includes a bolt-in roll bar in red or black, which has both road and type approval, as well as road-approved four-point belts in red or black, a fire extinguisher and a kill switch for the battery. Furthermore, an optional front bar module for motorsports evens includes a rotary lock for the four-point seatbelt and turns the roll bar into a full cage.In terms of design, the R8 GT is distinguished by the titanium colored frame of the grille which itself is painted matte black, the new front bumper with a carbon splitter and side blades, the LED headlamps, the matte carbon sideblades and exterior mirrors, the GT badges, the new alloys, the fixed rear wing finished in matte carbon and the new rear diffuser.The R8 GT is offered in a choice of four body colors - Samoa Orange metallic, Suzuka Gray metallic, Ice Silver metallic and Phantom Black pearl effect.As for the interior, the steering wheel, the headliner, the roof posts, the knee pad, the parking brake lever and the bucket seats are covered with Alcantara accented with contrasting stitching, while a synthetic sharkskin-look material is applied to the bulkhead, the door liners, the instrument cowl and the dashboard.The GT also gets carbon fiber decorative trim and a newly designed selector lever made of CFRP.
