NeverMinds

Fotos al detalle para los que estén interesados en este color, muy bonito la verdad.

Me gustan aunque pienso que el coche con el S Line exterior estaría más acorde con las llantas. Al margen de llantas también tiene: KW V2 Coilovers (bajado 3 cms). Separadores de 20 mm detrás y delante. Milltek Exhaust. SKN Remap @ 300hp 610Nnm. Cristales Tintados.

http://www.audisport-iberica.com/foro/inde...c=33102&hl=

Que tendra que ver una cosa con la otra. Ah vale como es un coche capricho a tu entender claro está pagamos una revisión "capricho" En fin como ha comentado svillalba el precio medio de la primera revisión sobre los 30.000 Kms son 250-300 euros. A no ser que cambien elementos por un desgaste excesivo por una conducción en la cual abuses de por ejemplo frenos al tener que cambiar las pastillas. Es más como yo hago muy pocos Kms al año la primera la haré al de 2 años y ya me he informado del importe que será el mismo que para un A5. Vamos pagka que según tu teoría les diré que me claven el doble por ser un "S". Lo que está claro que cuando tenga que cambiar un elemento por desgaste como las pastillas me cobrarán algo más respecto al precio de las del A5 por las mayores dimensiones de las mismas. Un saludo.

Es un consumo bastante elevado verdad? Mi M, en autopista a 130, se queda en rozando los 13l. Saludos Cierto, para esa velocidad 14,5l/100km es una barbaridad. Mi S3 a 120km/h está en 9l/100km aprox. Creo que no le habéis entendido bien. Cuando dice se estabiliza en 14.5 l/100 Kms será supongo el acumulado total entre mucha cuidad y al coger algo de pista le baja a este consumo medio. Ya que yo hago 11.5 l/100 Kms yendo a 120 Km/h como pusé en la prueba y 12.3 l/100 Kms yendo a 145-150 Km/h como saque durante un viaje Bilbao-Salamanca de 400 Kms todos por pista. Es más si vas a 170 Km/h como probé un pequeño tramo el consumo se quedaba en 12.5 l/100 Kms ya que el coche tiene más fuerza en la pequeñas subidas y no tienes que mantener tanto el acelerador pisado en subidas como rectas como tienes más impulso en las bajadas al llevar más velocidad. Claro está todos estos consumos acariciando bastante el acelerador. Un saludo.

Bonita foto bLiNd

Hockenheim es un circuto donde influye tanto o más que la potencia el peso del vehículo. De ahí esos números tanto de TTS como S3 II. Otros circuitos donde la potencia prima más pues hay diferencia a favor del "S" o 335i. Nürburgring S5 8:24 - TTS 8:29 Autozeitung Test Track S5 1:44.6 - S3 II 1:46.0 SportAuto wet handling Test S5 1:29.8 - TTS 1:32.6 Serres Racing Circuit S5 1:34.80 - S3 II 1:37.10 Un saludo.

El 335i declarados está en 306 CV's pero es sabido que todas la unidades están dando en banco los 335 CV's, si le sumas unos 120 kilos menos de ahí la igualdad. Aún así para ser un motor biturbo no supera en números al motor V8 atmosférico que es más progresivo y lineal con un par muy alto en toda la curva de potencia. De todas maneras dos grandes motores y coches. Los videos de es tipo de piques callejeros pues siempre los pongo en cuarentena ya que a saber del conductor, que si uno se adelanta, etc etc. Un saludo.

• The new 5.2-liter, ten-cylinder engine puts out 525 hp • Sprint to 100 km/h in 3.9 seconds, top speed 316 km/h • High-performance sports car with striking design Ingolstadt – Audi is launching the next variant of its top-of-the-line model. With the R8, the brand has established itself at the forefront of high-end sports cars from the very start – and now comes the R8 V10. Its 5.2-liter, ten-cylinder engine churns out 386 kW (525 hp) and 530 Nm (390.91 lb-ft) of torque, which makes for breathtaking performance. With superior Audi technologies such as quattro all-wheel drive, the lightweight aluminum body, the innovative all-LED headlights, and its striking design, the R8 V10 takes pole position against the competition. The R8 V10 is the result of cumulative know-how from Audi’s string of Le Mans victories. Its naturally aspirated engine combines racing technology such as dry sump lubrication with FSI gasoline direct injection. The ten-cylinder design is the perfect synthesis for impressive top performance, mighty pulling power, and low weight. Starting in 2009, this engine will also prove its potential on the world’s racetracks – in the new R8 racing car Audi is developing for customer teams in conformance with the GT3 rules. The V10 engine in the production sports car will be almost identical in construction to the one in the racing version. Its displacement is 5,204 cc, at 6,500 rpm it delivers 530 Nm (390.91 lb-ft) of torque, at 8,000 rpm its power tops out at 386 kW (525 hp). The specific power output is 100.9 hp per liter of displacement – and each hp has to propel only 3.09 kilograms (6.91 lb) of weight, because the Audi R8 V10 in the version with the six-speed manual gearshift weighs only 1,620 kilograms (3571 lb). The engine accounts for 258 of these kilograms (569 lb) – that’s only 31 kilos (68 lb) more than the V8. The Audi R8 5.2 FSI quattro rockets from zero to 100 km/h (62.14 mph) in 3.9 seconds. In the version with the sequentially shifting R tronic it reaches 200 km/h (124.27 mph) in another 8.1 seconds. Even then its propulsive power hardly lessens: it’s sufficient to reach a top speed of 316 km/h (196.35 mph). The immense force, the spontaneity and the thrust of the acceleration, plus the sound of the engine – all these impressions coalesce into a breathtaking sports car experience. The V10 plays a concert with growling bass tones and powerful high notes, which grows into a grandiose fortissimo as the engine revs up. This sonorous acceleration doesn’t reach its limit until 8,700 rpm. The 5.2-liter powerplant uses direct injection according to the FSI principle developed by Audi. A common rail system injects the fuel into the combustion chambers with up to 120 bar of pressure. Direct injection reduces the susceptibility to knocking and provides a certain amount of cooling through the evaporation of the fuel, which in turn supports a high compression ratio of 12.5:1. This in turn contributes to superior performance and improves fuel economy. The R8 V10 with R tronic gets by on an average of 13.7 liters per 100 km (17.17 US mpg). For maximum dynamics: low center of gravity engine The technical refinements of the long-stroke ten-cylinder engine include dry sump lubrication, which allows the engine to be mounted low within the chassis. The wide cylinder angle of 90 degrees also makes for a low center of gravity. The crankcase is a high-strength aluminum-alloy casting produced in a complex process. The connecting rods are made of forged steel, the pistons of aluminum. The four camshafts are chain-driven and each is adjustable through 42 degrees. This provides great latitude in controlling the valve timing. In combination with the straight, flow-optimized ducts of the intake manifold, this improves the charge throughout the entire speed range. The R8 5.2 FSI quattro has a six-speed transmission. A precise and smooth-shifting manual transmission comes as standard equipment. The sequential R tronic is available as an option. The high-tech gearshift conveys an authentic racing feel – with the rocker switches at the steering wheel and the short shifting times of usually less than one-tenth of a second. When the driver actuates the Launch Control program by pressing a button, the R8 V10 takes off in a vehement quick-start with electronically controlled tire slip – both with the R tronic and with the manual transmission. A contributing factor to the wide lead in traction and driving safety of the Audi R8 V10 over the competition is quattro all-wheel drive – it’s the superior technology especially for a high-performance sports car. Four powered wheels get more grip than two. They enable the driver to step on the gas sooner when coming out of a curve. It’s not only the traction that benefits, but also the transverse dynamics and the stability. 44 to 56 percent – the ideal axle load distribution The Audi R8 chassis offers both dynamic performance and astonishing levels of comfort on long distances. This high-performance sports car from Audi eagerly responds to any steering action with instant ease, achieves lateral acceleration of up to 1.2 g, and handles any situation with superb driving safety. Its mid-engine design provides an ideal axle load distribution of 44 to 56 percent. The wheel suspensions on dual aluminum wishbones front and rear – a classic racing technology – are optimized for neutral self-steering characteristics. Even more than in the eight-cylinder R8, this setup is designed for maximum performance. 19-inch wheels equipped with tire pressure monitoring display are standard equipment. Their 10-spoke Y design is exclusive to the R8 V10. Tire sizes are 235/35 front and 295/30 rear. The car features a high-end damper technology as standard: Audi magnetic ride adapts the characteristics of the suspension in milliseconds to the nature of the road surface and to the driving style. Suspended in the oil of the shock absorbers are tiny magnetic particles which, when a voltage is applied, rearrange themselves so as to slow down the flow of oil through the valves. In the R8 V10, deceleration is provided by an extremely muscular braking system – eight brake pistons at the front and four at the rear grasp the brake disks, which are ventilated and perforated to ensure unimpeded heat transfer. The brake disks on the front axle have a diameter of 380 millimeters (15 in); the rear discs span 356 millimeters (14 in). The R8 5.2 FSI quattro is optionally available with a ceramic brake system whose disks are made of a composite material containing high-strength carbon fibers and abrasion-resistant silicon carbide. These are especially light: their combined weight is nine kilograms (19.84 lb) less than the weight of equivalent steel disks. The ceramic brakes can easily cope with the harsher requirements of racing, won’t corrode, and have a typical service life of 300,000 kilometers (186,400 miles). Their calipers are painted charcoal gray and emblazoned with the inscription “Audi ceramic”. Typically Audi: Sharp lines and an elegantly curved roof The wide, full shape of the R8 5.2 FSI quattro seems to hug the road. The brawny proportions and prominent wheel wells underscore its potential. The high-precision styling of the lines and the elegant curve of the roof are typical Audi features. A continuous contour optically connects the front, the wheel wells, the sides and the rear. Located well forward, the cab visually expresses the mid-engine design. The vertical air scoops (sideblades) on the sides are also indicative of the engine location. The massive aluminum gas cap is mounted flush within the right sideblade. The design of the Audi R8 has already impressed experts, as evidenced by the double victory in the “World Car of the Year Awards 2008”. In the ten-cylinder model, the styling has been sharpened up even more. The front air inlets, which feed air to the coolers, and the lip of the front apron are painted in high-gloss black. The number of cross-braces has been reduced from four to two. The vanes of the single-frame grille have a striking chrome finish. A very distinctive highlight of the R8 V10 are the all-LED headlights as standard equipment. Audi is the world’s first automaker to use LEDs for the high beam, low beam, daytime running lights, and turn signals. Each headlight integrates 54 of these high-tech light sources. With a color temperature of 6,000 Kelvin the LED light closely resembles daylight, which is less tiring to the eyes in night driving. Further advantages of the LEDs include brilliant illumination, low energy consumption, and a virtually unlimited service life. Special details also distinguish the body of the R8 V10. Its sideblades are more accentuated than in the eight-cylinder version. The side sills are more striking and wider; the exhaust grilles at the rear windows have a matt aluminum look. Through the large rear window, the ten-cylinder engine is clearly visible in its consummate technical beauty. When in motion, this Audi high-performance sports car creates a downforce that keeps it in firm contact with the road – thanks to a rear spoiler which deploys automatically at 100 km/h and the fully enclosed underbody, which terminates in a sharply upward-curved diffuser. The dominant color at the rear end is high-gloss black, including the settings of the LED tail lights. The air outlets at the rear end also have only two cross-braces, and the exhaust system terminates in two large oval tailpipes. Audi sets the example – in body weight and rigidity The body of a sports car must be especially lightweight and rigid. Audi meets these requirements with the technology of the Audi Space Frame (ASF) and its high-tech aluminum construction. The body-in-white of the R8 V10, which includes an engine frame made of ultra-light magnesium, weighs only 210 kilograms (463 lb), and the quality of its lightweight design – the relation of weight to torsional rigidity – is the best in the sports car segment. The body is composed of profile extrusions, sheet aluminum and very complex gusset castings, all held together by 99 meters (325 ft) of welding seams, 782 rivets, and 308 special screws. The interior of the R8 V10 provides a unique racing ambience at the luxury level. Its dominant element is the so-called monoposto – a wide arc that contains the steering wheel and the cockpit. As always in an Audi, the workmanship is of the highest quality. The surfaces of the dashboard and doors are lined with fine materials and adorned with precisely stitched decorative seams. Many customizing solutions are available: Audi supplies leather in a wide range of colors, packages with a carbon and piano-lacquer finish, or a made-to-measure luggage set. quattro GmbH, which has developed and is producing the R8 V10, also provides solutions for unconventional requirements. The great everyday utility of the Audi R8 V10 is based in part on its spacious interior made possible by the long wheelbase of 2.65 meters (8.69 ft). Drivers and passengers of any size will always find a perfect sitting position. Visibility too is surprisingly good. Slender hinge pillars optimize the obliquely forward field of view. Another advantage for convenient everyday use is the luggage space: 100 liters (3.53 cu ft) fit under the front hood, another 90 liters (3.18 cu ft) can be stowed behind the seats. There is also room for two golf bags. The Audi R8 5.2 FSI quattro combines its colossal performance with a generous complement of standard equipment. Highlights include heatable seat covers made of Fine Nappa leather, a driver information system, the navigation system plus and the Bang & Olufsen sound system along with deluxe automatic air conditioning and an alarm system. The instruments and the gearshift knob are decorated with red rings; the footrests and the rocker switches of the R tronic have an aluminum finish. The list of options includes other highly attractive features – such as the Audi parking system advanced with its integrated rearview camera or numerous Audi exclusive customization options. Various leather packages provide a luxurious touch, while the bucket seats from the Audi exclusive program bring a highly concentrated racing atmosphere into the R8 V10. The Audi R8 5.2 FSI quattro will be rolled out in Germany in the second quarter of 2009 at a basic price of EUR 142,400. Galería Fotos.

Está claro que en rojo corre más Un saludo

Audi A3 Hockenheim 1:17.5 Oschersleben 1:49.12 Autozeitung test track 1:46.0 Balocco 3:01.19 Bedford Autodrome West Circuit 1:30.40 Nurburgring GP (3.7 km) 1:50.04 Serres Racing Circuit 1:37.10 Inta 1:14.37 Audi TTS Hockenheim Short 1:16.1 Nordschleife 8:29 SportAuto wet handling test 1:32.6 Oschersleben 1:49.62 Anglesey National 1:05.5 Tsukuba 1:14.718 Contidrom Handling Track 1:15. Un Saludo Se adelanto Cantib. Yo suelo mirar las webs: http://www.supercars.net/PitLane?viewForum...gID=3&fID=0 http://www.fastestlaps.com/raceways.html La primera más fiable que la segunda. Un saludo.

Que contento se va a poner Marcos (PokitoS3)

Pero no es lo mismo ir con ellos mal ajustados que ir ilegal, como no es lo mismo ir con una presión inadecuada a ir con llantas 30". A efectos de mi seguridad y como argumento principal para la ilegalidad de los Kits de Xenon ambos me deslumbran igualmente. Pero uno es legal y otro no, tú me puedes dar un golpe a 140 kms y vas a velocidad ilegal con el coche en regla y permiso de conducir en vigor, el mismo golpe con el mismo coche sin papeles es un problema muy diferente, y quizás sea yo el culpable, pero ir ilegal ya convierte la situación a mi favor. Centremonos en el debate del Kit de Xenon no es otros supuestos extremos que poco tienen que ver. Tú me dices que los Kits de Xenon son ilegales al deslumbrar, perfecto pero esto mismo pasa con coches de Xenon de fábrica o luces halógenas, para mí ilegal es lo uno como lo otro ya que al final ambos no ejercen la función de alumbrar como deben. De hecho que me corrija PokitoS3 si me lee, un coche que deslumbra aunque sea el Xenon de origen de fábrica o tenga luces halógenas si deslumbra puede ser sancionado creo. Un saludo.

Pero no es lo mismo ir con ellos mal ajustados que ir ilegal, como no es lo mismo ir con una presión inadecuada a ir con llantas 30". A efectos de mi seguridad y como argumento principal para la ilegalidad de los Kits de Xenon ambos me deslumbran igualmente.

Puede que unas 19" le sienten mejor que unas 18" pero las que has puesto en las fotos son 20", demasiado para mi gusto claro está. Un saludo.

Quizas fallo leve en el respectivo informe de la Itv, o multa de los verdes por deslumbrar a otros conductores. No me sirve ya que esto está pasando en muchos coches nuevos que no tienen que pasar la ITV y la GC por ser nuevo no se fijan al detalle.

Pagka bien que te doy la razón en tu argumentación pero tampoco hay que ser tan alarmista. Mismamente que hacemos con la gente con faros de Xenon de origen que están mal regulados de fábrica o del mismo uso y deslumbran más que estos Kits de Xenon. Un saludo.

Y mediciones fiables de verdad las de estos videos.

Los tiempos que comentaba, vamos para mí los dos con muy similares prestaciones aunque el "S" haga algún segundo menos. Hockenheim S5 1:17.2 - 335i 1:17.8 Nürburgring S5 8:24 - 335i 8:26 Autozeitung Test Track S5 1:44.6 - 335i 1:45.8 SportAuto wet handling Test S5 1:29.8 - 335i 1:35.8 Serres Racing Circuit S5 1:34.80 - 335i 1:35.25

Pues un "pique" por llamarlo de alguna manera. Donde el del "S" va con el brazo en la ventanilla cambiando marchas sin apurarlas como ambos se paran al de pocos metros de empezar el supuesto "pique". Vamos que con este video ni similares esperes hacerte una idea de las prestaciones reales de ambos coches. Las cuales son muy similares viendo los tiempos de circuitos reconodicos que para mí si son muestras reales de las prestaciones. Un saludo. PD: Por cierto quien está por delante al final del video es el "S"

Un enlace a un prueba de consumo propia http://www.audisport-iberica.com/foro/inde...c=157257&hl

Te respondimos varios en otro post similar que iniciaste. http://www.audisport-iberica.com/foro/inde...144284&st=0 Un saludo.

Esta foto me ha gustado mucho Precioso coche!, que lo disfrutes. Un saludo.

Muy bonita y elegante combinación de color exterior-interior Enhorabuena y que lo disfrutes. Un saludo.

Te imaginas tu "blanquito" así (Dios no lo quiera ni por asomo eh! )