Single Girls vs Relationship Girls

Marriage, also called matrimony or wedlock, is a socially or ritually recognized union or legal contract between spouses that establishes rights and obligations between them, between them and their children, and between them and their in-laws,[1] as well as society in general. The definition of marriage varies according to different cultures, but it is principally an institution in which interpersonal relationships, usually sexual, are acknowledged. In some cultures, marriage is recommended or considered to be compulsory before pursuing any sexual activity. When defined broadly, marriage is considered a cultural universal. Nepali wedding party in traditional dress Individuals may marry for several reasons, including legal, social, libidinal, emotional, financial, spiritual, and religious purposes. Whom they marry may be influenced by socially determined rules of incest, prescriptive marriage rules, parental choice and individual desire. In some areas of the world, arranged marriage, child marriage, polygamy, and sometimes forced marriage, may be practiced as a cultural tradition. Conversely, such practices may be outlawed and penalized in parts of the world out of concerns for women’s rights and because of international law.[2] In developed parts of the world, there has been a general trend towards ensuring equal rights within marriage for women and legally recognizing the marriages of interfaith or interracial, and same-sex couples. These trends coincide with the broader human rights movement. Marriage can be recognized by a state, an organization, a religious authority, a tribal group, a local community or peers. It is often viewed as a contract. Civil marriage, which does not exist in some countries, is marriage without religious content carried out by a government institution in accordance with the marriage laws of the jurisdiction, and recognised as creating the rights and obligations intrinsic to matrimony. Marriages can be performed in a secular civil ceremony or in a religious setting via a wedding ceremony. The act of marriage usually creates normative or legal obligations between the individuals involved, and any offspring they may produce. In terms of legal recognition, most sovereign states and other jurisdictions limit marriage to opposite-sex couples and a diminishing number of these permit polygyny, child marriages, and forced marriages. Over the twentieth century, a growing number of countries and other jurisdictions have lifted bans on and have established legal recognition for interracial marriage, interfaith marriage, and most recently, same-sex marriage.[3] Some cultures allow the dissolution of marriage through divorce or annulment. In some areas, child marriages and polygamy may occur in spite of national laws against the practice. Since the late twentieth century, major social changes in Western countries have led to changes in the demographics of marriage, with the age of first marriage increasing, fewer people marrying, and more couples choosing to cohabit rather than marry. For example, the number of marriages in Europe decreased by 30% from 1975 to 2005.[4] Historically, in most cultures, married women had very few rights of their own, being considered, along with the family’s children, the property of the husband; as such, they could not own or inherit property, or represent themselves legally (see for example coverture). In Europe, the United States, and other places in the developed world, beginning in the late 19th century and lasting through the 21st century, marriage has undergone gradual legal changes, aimed at improving the rights of the wife. These changes included giving wives legal identities of their own, abolishing the right of husbands to physically discipline their wives, giving wives property rights, liberalizing divorce laws, providing wives with reproductive rights of their own, and requiring a wife’s consent when sexual relations occur. These changes have occurred primarily in Western countries. In the 21st century, there continue to be controversies regarding the legal status of married women, legal acceptance of or leniency towards violence within marriage (especially sexual violence), traditional marriage customs such as dowry and bride price, forced marriage, marriageable age, and criminalization of consensual behaviors such as premarital and extramarital

Evolution Of Countries

Evolution Of Countries

Written records of the history of China can be found from as early as 1500 BC [1][2] under the Shang dynasty (c. 1600–1046 BC).[3] Ancient historical texts such as the Records of the Grand Historian (ca. 100 BC) and the Bamboo Annals describe a Xia dynasty (c. 2070–1600 BC), which had no system of writing on a durable medium, before the Shang.[3][4] The Yellow River is said to be the cradle of Chinese civilization, although cultures originated at various regional centers along both the Yellow River and the Yangtze River valleys millennia ago in the Neolithic era. With thousands of years of continuous history, China is one of the world's oldest civilizations,[5] and is regarded as one of the cradles of civilization.[6] Much of Chinese culture, literature and philosophy further developed during the Zhou dynasty (1046–256 BC). The Zhou dynasty began to bow to external and internal pressures in the 8th century BC, and the kingdom eventually broke apart into smaller states, beginning in the Spring and Autumn period and reaching full expression in the Warring States period. This is one of multiple periods of failed statehood in Chinese history, the most recent being the Chinese Civil War that started in 1927. Between eras of multiple kingdoms and warlordism, Chinese dynasties have ruled parts or all of China; in some eras control stretched as far as Xinjiang and Tibet, as at present. In 221 BC Qin Shi Huang united the various warring kingdoms and created for himself the title of "emperor" (huangdi) of the Qin dynasty, marking the beginning of imperial China. Successive dynasties developed bureaucratic systems that enabled the emperor to control vast territories directly. China's last dynasty was the Qing (1644–1912), which was replaced by the Republic of China in 1912, and in the mainland by the People's Republic of China in 1949. The conventional view of Chinese history is that of alternating periods of political unity and disunity, with China occasionally being dominated by steppe peoples, most of whom were in turn assimilated into the Han Chinese population. Cultural and political influences from other parts of Asia and the Western world, carried by successive waves of immigration, cultural assimilation, expansion and foreign contact, form the basis of the modern culture of China.

2015 Ferrari F430 Stretch Limousine News And Picture

Here you browse 2015 Ferrari F430 Stretch Limousine News And Picture
latest news, specs and information..

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First Lamborghini Veneno Roadster Delivered

It finally happened! The first Lamborghini Veneno Roadster was delivered to its German customer a couple of days ago by Dörr Group in Frankfurt! There will be 9 pieces of this stunning car, and this is the first one that Lamborghini h. We don´t know who bought it, but it is likely to be someone who will keep it as the star of his/her private collection.

Porsche Carrera GT

The development of the Carrera GT can be traced back to the 911 GT1 and LMP1-98 racing cars. Due in part to the FIA and ACO rule changes in 1998, both designs had ended. Porsche at the time had planned on a new Le Mans prototype for 1999. The car was initially intended to use a turbocharged flat-6, but was later redesigned to use a new V10 engine, pushing the project back to planned completion in 2000. The V10 was a unit secretly built by Porsche for the Footwork Formula One team in 1992, but later shelved. The engine was resurrected for the Le Mans prototype and increased in size to 5.7 litres. The project was canceled after two days of testing for the first car, in mid-1999, mostly due to Porsche's wish to build the Cayenne SUV with involvement from Volkswagen and Audi, thus requiring engineering expertise to be pulled from the motorsports division. It was also speculated that VW-Audi chairman Ferdinand Piëch wanted Audi's new Le Mans Prototype, the Audi R8 not to face competition from Porsche in 2004. Porsche did keep part of the project alive by using the 5.5 L V10 from the prototype in a concept car shown at the 2000 Paris Motor Show, mainly in an attempt to draw attention to their display. Surprising interest in the vehicle and an influx of revenue provided from the Cayenne helped Porsche decide to produce the car, and development started on a road-legal version that would be produced in small numbers at Porsche's new manufacturing facility in Leipzig. Porsche started a production run of Carrera GTs in 2004, shipping the units with an MSRP of US$448,000. The first Carrera GT went on sale in the United States on January 31, 2004. Originally a production run of 1,500 cars was planned. However, Porsche announced in August 2005 that it would not continue production of the Carrera GT through to 2006, citing discontinuation was due to changing airbag regulations in the United States. By the end of production on May 6, 2006, more than 1,270 GTs had been sold, with at least 604 of those being in North America

The Carrera GT is powered by a 5.7 litre V10 engine producing 612 hp (450 kW),[6] whereas the original concept car featured a 5.5 litre version rated at 558 hp (416 kW). Porsche claimed the car would accelerate from 0 to 100 km/h (62.1 mph) in 3.5 seconds with a maximum speed of 330 km/h (205 mph).[4] Actual road tests indicated that the car can accelerate from 0-60 mph (97 km/h) in 3.5 seconds[6] and 0-100 mph (160 km/h) in 6.8[6] seconds. The Carrera GT was offered with a basic five-colour paint scheme which includes Guards Red, Fayence Yellow, Basalt Black, GT Silver and Seal Grey. Custom colours were later available from the factory. A traditional six-speed manual transmission is the only available transmission. Attached to this gearbox is a beechwood gearknob which pays homage to the wooden gearknob used in the Porsche 917 Le Mans racers. In its second year of production, a carbon fibre knob was also made available. The Carrera GT has large side inlets and air dams that help cool the large V10 engine framed by the carbon fibre rear bonnet. Fitted with Porsche's latest Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brake system, the 15-inch (380 mm) SGL Carbon disc brakes make an impressive appearance underneath the 19 inch front and 20 inch rear wheels. Similar to other Porsche models, such as the 911, the GT includes an automated rear wing spoiler which deploys above 70 mph (110 km/h). The interior is fitted with soft leather. Bose audio system and a navigation system were standard. In typical Porsche fashion, the ignition is to the left of the steering wheel. This placement dates back to the early days of Le Mans racing when drivers were required to make a running start, hop into their cars, start them and begin the race. The placement of the ignition enabled the driver to start the car with his left hand and put it in gear with his right.

BMW X6 M

The new BMW X5 M and new BMW X6 M (fuel consumption combined for both models: 11.1 l/100 km (25.5 mpg imp); CO2 emissions combined for both models: 258 g/km) see BMW M GmbH setting the pace once again in the high-performance Sports Activity Vehicle (SAV) and Sports Activity Coupe (SAC) segment. When the previous generation of the two cars arrived in 2009, it was the first time the high-performance character distilled by BMW M GmbH had been transplanted into an all-wheel-drive BMW X model. The result was class-leading dynamics. The new BMW X5 M and BMW X6 M pull no punches in writing the next chapter in this success story with another significant step forward in dynamic excellence, emotionally rich M design and outstanding efficiency. The new BMW X5 M and new BMW X6 M combine the characteristic features of the successful BMW X family - exclusivity, robustness, agility and everyday usability - with the commitment to high performance that defines an M car. The latter is resoundingly highlighted by the cars' impressive performance figures. Both models complete the sprint from 0 to 100 km/h (62 mph) in 4.2 seconds in conjunction with the standard eight-speed M Steptronic transmission. Innovative engine technology The new M TwinPower Turbo engine for the BMW X5 M and BMW X6 M is the most powerful unit ever developed by BMW for an all-wheel-drive vehicle. Boasting innovative M TwinPower Turbo technology with a pair of TwinScroll turbochargers, cross-bank exhaust manifolds, VALVETRONIC and High Precision Direct Petrol Injection, the 4.4-litre V8 produces maximum output of 423 kW/575 hp between 6,000 and 6,500 rpm. That represents a four per cent increase over the predecessor models. The step up is even clearer when it comes to the power development of the new engine. Peak torque has been boosted by 70 Nm (52 lb-ft), which equates to a rise of 10 per cent. Its 750 Nm (553 lb-ft) can be enjoyed across a broad rev range between 2,200 and 5,000 rpm.

At the same time, fuel consumption of the new BMW X5 M and BMW X6 M in the EU cycle has been cut by 20 per cent - from 13.9 l/100 km (20.3 mpg imp) to 11.1 l/100 km (25.5 mpg imp). CO2 emissions are likewise down by more than 20 per cent, to 258 g/km. The two models accelerate from 0 to 100 km/h (62 mph) in 4.2 seconds through the standard eightspeed M Steptronic transmission with Drivelogic. Top speed is limited to 250 km/h (155 mph). Powerful looks and exclusive equipment With their striking use of forms, the new BMW X5 M and new BMW X6 M clearly flag up their sporting ambitions. With their exteriors painted fully in body colour, both models cut a low-slung figure on the road, while mixed tyres showcase their sporty track width and lend extra credence to their premium perception. Additional exterior design modifications, moreover, elevate the M models even further than before from the standard BMW X5 and BMW X6. Large air intakes at the front end, side gills with a model badge and Air Breathers, signature M exterior mirrors in twin-stalk style, a typically M fourtailpipe exhaust system and a rear spoiler (for the BMW X6 M) give them a standalone look M fans will immediately recognise. Setting the seal on this exclusive range of features are M-specific 20-inch light-alloy wheels with mixed tyres or forged 21-inch M light-alloy wheels (optional). The high-quality interior impresses with its well-thought-through combination of sporty features, exclusive materials and flawless workmanship. The M instrument cluster, M leather steering wheel with aluminium gearshift paddles and M gearshift lever - which works in the same way as the familiar M Double Clutch Transmission - are complemented by electrically operated M sports seats for the driver and front passenger, an M driver's footrest and the optional Head-Up Display which, in addition to the standard system, also includes an M-specific display with gear indicator, rev band and shift lights. New BMW X5 M and BMW X6 M customers also have the choice between various options exclusive to the M models, such as 21-inch M light-alloy wheels, Merino full-leather trim and M multifunction seats. And there's also a choice of two new and exclusive M paint finishes. A finely balanced overall concept At BMW M GmbH, high performance is about more than engine output and top speeds alone. Here, high performance means all of a vehicle's components working in perfect harmony and the precise interplay of various details resulting in maximum performance, agility, precision, poise and assurance out on the road. This sense of balance is a defining feature of all the cars produced by BMW M GmbH and is, needless to say, also present and correct in the new BMW X5 M and new BMW X6 M. Function-led design The function-led design of the new BMW X5 M and new BMW X6 M is immediately clear with athletic, dynamic looks betraying their high-performance credentials before they so much as turn a wheel. The four large air intakes and flaps at the front end, and the diffuser at the rear, are more than just a case of style for style's sake. Instead, their presence is an essential part of the engineers' drive to optimise aerodynamics and ensure efficient cooling. Thanks to a clever aerodynamics concept, the airflow is guided so efficiently around the car that drag is minimised and lift is also reduced. The engine, powertrain and brakes are all kept sufficiently cool, even when placed under extreme loads on the track. Elements which look like pure design accents when they first catch the eye are, in fact, busy fulfilling functional tasks. For example, the M-specific Air Breathers behind the front wheels reduce turbulence in the front wheel arches. Optimum temperature management The high-performance engine under the bonnet of the new BMW X5 M and new BMW X6 M requires a high-performance cooling system in order to guarantee the optimum operating temperature in all conditions - i.e. normal everyday driving, stop-start traffic and extreme action on the race track. A highly efficient, newly developed combination of low-temperature and hightemperature radiators, which also handles the cooling of the turbochargers, charge air and transmission oil, maintains an optimum temperature, even with all components working flat out. Eight-speed M Steptronic transmission with Drivelogic The new BMW X5 M and new BMW X6 M send their engine power to the wheels via the newly developed eight-speed M Steptronic transmission with Drivelogic, which mirrors the operating concept of the M Double Clutch Transmission used by other M models. With its instantaneous responses, rapid gear changes and super-direct reaction to load changes, the torque converter auto links up seamlessly with the new higher-torque turbocharged engine and showcases its talents in hugely impressive style. At the same time, its wider ratio spread allows it to offer a clear drop in fuel consumption over the six-speed transmission of the previous-generation cars, as well as an increase in driving comfort and improved performance. This is also the first torque converter to enable "creep on demand" through the Low Speed Assistant. The new eight-speed M Steptronic transmission allows drivers to sit back and enjoy automatic shifts or change gear manually using the gearshift paddles on the M leather steering wheel. And for the perfect getaway, the driver can activate the Launch Control system adapted from use in racing cars. Here, the driver keeps their foot on the brakes and pushes the accelerator down almost to the floor, which prompts the system to dial in the ideal getaway rpm. Releasing the brakes prompts Launch Control to let the car off the leash, and it accelerates off the line with maximum propulsion. The driver can also use the three-stage Drivelogic function to choose whether to prioritise fuel economy, comfort or sports performance. This function is available both in automatic mode and in sequential SPORT mode. Intelligent all-wheel drive BMW xDrive intelligent all-wheel drive and Dynamic Performance Control play a key role in the outstanding dynamics of the new BMW X5 M and new BMW X6 M. The xDrive system employs an electronically controlled multiplate clutch to allow fully variable distribution of drive between the front and rear axles - from 100 per cent at the rear to up to 100 per cent at the front. This ensures the best possible traction in all road conditions. In the interests of greater agility, xDrive brings a rear-biased basic set-up to the BMW X5 M and BMW X6 M. The driving dynamics system Dynamic Performance Control oversees the continuous distribution of drive between the rear wheels - both under load and on the overrun - regardless of engine output. Working in combination with the xDrive all-wheel-drive system, the result is a whole new bracket of dynamic flair, agility and traction. The car follows the course set by the driver far more accurately, whatever the road surface, and the system also reduces the amount of wheel work required of the driver: the steering responds more directly and far fewer corrections are necessary. Moreover, the inherent propensity of conventional all-wheel-drive vehicles to understeer is eliminated. An improvement in traction is also impressively noticeable (on road surfaces with differing friction levels, in particular), and active safety is markedly enhanced as a result. The driver can see how Dynamic Performance Control is operating on the display, with arrows at all four wheels visualising where the engine power is currently being sent. An open door to controlled drifts Among the other highlights of the overall concept behind the new BMW X5 M and new BMW X6 M is Dynamic Stability Control (DSC). The control functions of DSC have been optimised over previous versions of the system to improve driving dynamics further still. Added to which, extra functions enhancing active safety (Brake Standby, Brake Drying, Fading Compensation) and comfort (Start-Off Assistant, parking brake with automatic hold function) have also been introduced. Dynamic Stability Control allows the driver to choose from three modes: DSC on, MDM (M Dynamic Mode), DSC off. While DSC on counteracts understeer and oversteer to great effect with brake inputs, MDM allows greater wheel slip - to give keen drivers the chance to execute some mild drifts. However, the driver aids will also intervene to assist the driver in this mode if a predefined dynamic limit is exceeded. Deactivating DSC (through DSC off) gives the driver the chance to fully explore the car's dynamic limits on the track and nudge the car into power oversteer (i.e. a drift) using the accelerator. In this mode, the system will only introduce brake inputs in extreme situations involving significant shifts in lateral acceleration. The new M TwinPower Turbo engine To say the newly developed engine of the new BMW X5 M and new BMW X6 M has a pounding heartbeat would be something of an understatement. After all, the 4.4-litre V8 uses innovative M TwinPower Turbo technology - consisting of cross-bank exhaust manifolds, a pair of TwinScroll turbochargers, High Precision Direct Petrol Injection and VALVETRONIC - to push torque and output to higher levels still. This unrivalled combination ensures that a strong wave of torque is maintained from low revs and allows the engine to impress with its direct and rapid responses, vivacious appetite for revs, linear power delivery and customary M soundtrack. Maximum performance meets outstanding efficiency The peak output of the new M turbocharged engine powering the BMW X5 M and BMW X6 M is, at 423 kW/575 hp, four per cent higher than that of its predecessor and is available between 6,000 and 6,500 rpm. At the same time, the engine's peak torque has been boosted by around 10 per cent to 750 Nm (553 lb-ft), which can be enjoyed across an extremely broad rev band - from 2,200 to 5,000 rpm. The extraordinary power development of this M turbocharged engine allows the new M versions of the BMW X5 and BMW X6 to sprint from 0 to 100 km/h (62 mph) in a mere 4.2 seconds. The top speed of both is electronically limited to 250 km/h (155 mph). The outstanding efficiency of the new M TwinPower Turbo engine is illustrated by its fuel consumption and emissions in the EU cycle: 11.1 litres per 100 km (25.5 mpg imp) and 258 g/km CO2 represent an improvement of more than 20 per cent over their predecessors. All of which means that the range of the two cars on a single, identically sized tank of fuel has increased by 26 per cent to 765 kilometres (475 miles) in each case. Optimised responses The turbocharged V8 engine fitted in the BMW X5 M and BMW X6 M impresses most profoundly with its lightning-fast responsiveness. The key factors here are the engine's High Precision Direct Petrol Injection (200 bar), state-of-the-art VALVETRONIC system and cross-bank exhaust manifolds, which send two converged exhaust gas streams to drive the two TwinScroll turbochargers through four separate exhaust ducts. The new engine features a closed-deck crankcase with an extremely rigid construction. This enables higher cylinder pressures to be achieved, paving the way for improved power output. A forged, torsionally stiff crankshaft is used to transfer the impressive torque, its low weight contributing to a significant reduction in rotating masses and thus a further sharpening of the engine's responses. From race track to road In the development of every model at BMW M GmbH, a familiar maxim applies: it must be "fit for the Nordschleife". The aim in the development of BMW M cars is to master the world's most challenging race track at race speed without a hitch. The extreme lateral and longitudinal acceleration generated when lapping the Ring places huge demands on the engine's oil supply. But sophisticated oil sump and suction snorkel geometry allows the new BMW X5 M and BMW X6 M to hit up to 1.2 g without creating a problem. The cooling systems for the new BMW X5 M and BMW X6 M are similarly track-ready, as highlighted the first time you set eyes on the cars by the large air intakes in the front end. A combination of low-temperature and hightemperature radiators ensures that the optimum temperature is maintained for cooling the engine water, charge air, engine oil and transmission oil - even when venturing into high-performance territory. The exhaust system has been modified to satisfy the sporting ambitions of the new M models. A distinctively familiar BMW M engine note resonates out across the whole rev range via electrically controlled flaps, which open or close according to demand, and sounds even sportier and emotionally richer than that of its predecessor. Selecting one of the preconfigured driving modes, moreover, engages a finely balanced set-up that also provides acoustic feedback on the engine load at any one time. The chassis The new BMW X5 M and BMW X6 M once again set the pace in the highperformance Sports Activity Vehicle and Sports Activity Coupe segments thanks to extensive chassis upgrades. These combine to provide outstanding dynamics together with unbeatable directional stability and excellent traction, along with the type of neutral self-steering typical of M cars, in particular when accelerating out of corners and toying with the dynamic limits. To this end, the double-wishbone front suspension features revised kinematics. A modified upper wishbone (increase in camber, optimised camber progression and steering pivot axis) allows a further increase in cornering force potential and agility. At the same time, M-specific elastokinematics with more rigid bearings improve wheel guidance and therefore directional stability - both at the front axle and the Integral-IV rear axle (a spatial suspension system with anti-squat and anti-dive). Firmer suspension spring tuning and a 10-millimetre drop in ride height team up with the Dynamic Drive active roll stabilisation system to bring about an effective reduction in body roll and movement. In addition, the BMW X5 M and BMW X6 M come as standard with air suspension with self-levelling at the rear axle. Plus, Dynamic Damper Control with electronically adjustable dampers - the driver can select from three modes (COMFORT, SPORT and SPORT+) at the touch of a button - ensures the perfect balance between dynamic flair and ride comfort. Mixed tyres for optimised handling Another central element in the driving characteristics of the new BMW X5 M and BMW X6 M are the special tyres, whose development closely followed that of the axle construction. In the high-performance segment, tyre choice for the front axle focuses - alongside lateral stability and brake forces - primarily on steering precision and feel. By contrast, the engineers' attention in the development of the rear tyres centred on traction, lateral stability and directional stability. In order to meet these part-contradictory, partcomplementary demands, the BMW M GmbH engineers have developed two sets of mixed tyres for the new BMW X5 M and new BMW X6 M. The interconnected development of tyres, steering and axles endows the new cars with assured handling properties and good rolling comfort. Both models are fitted as standard with low-weight 20-inch light-alloy wheels (front: 10 J x 20, rear: 11.5 J x 20) with Pirelli P Zero tyres (front: 285/40 R20 Y, rear: 325/35 R20 Y), while low-weight 21-inch forged wheels (front: 10 J x 21, rear: 11.5 J x 21) with Michelin Pilot Super Sport UHP tyres (front: 285/35 R21 Y, rear: 325/30 R21 Y) can be ordered as an option. M Servotronic steering with individual adjustment One of the most important interfaces between driver and vehicle is the steering. Here, BMW M GmbH's high-performance models have set the benchmark from day one when it comes to providing a direct steering feel, precise feedback on the driving conditions and a finely-tuned balance when exploring the dynamic limits. Continuing this tradition, the M Servotronic steering in the new BMW X5 M and BMW X6 M - with its M-specific gear ratios and intelligently composed overall set-up - likewise scales these lofty heights. This rack-and-pinion system with electric power assistance uses no energy when the car is travelling straight ahead, and so saves 0.3 litres of petrol per 100 kilometres (62 miles) compared to hydraulic systems. The Servotronic function familiar from hydraulic systems, which controls the degree of steering assistance according to the car's speed, is another integral element. Furthermore, drivers can choose from three steering settings (COMFORT, SPORT, SPORT+) - at the touch of a button in the centre console or by storing their preferred settings in the M Drive buttons - to adjust the steering characteristics to personal tastes or the situation at hand. High-performance brakes borrowed from motor sport The remarkable dynamic potential of the BMW X5 M and BMW X6 M is backed up by the standard high-performance compound brakes with large six-piston fixed callipers at the front and single-piston floating callipers at the rear. Excellent stopping power, precise feel, low weight and increased resistance to heat are their headline features. The brake discs in compound systems - which were originally developed for racing - are made up of different parts and materials. The surface of the brake linings is 50 per cent larger compared with those on the predecessor models. At the same time weight is down by 1.6 kilograms, helping to reduce unsprung and rotating masses. This also feeds into improvements in the acceleration, responsiveness and handling of the BMW X5 M and BMW X6 M. And the compound brakes waste no time in signalling their performance capability visually as well. All the brake discs are perforated and inner-vented, and the brake callipers are painted in Dark Blue metallic, in typical M fashion, and marked at the front wheels with the M logo. The design The outstanding driving dynamics of the new BMW X5 M and new BMW X6 M also come to the fore through their M design signatures. The close ties between the two models - they have identical performance and equally strong dynamic potential - are reflected particularly clearly in the shared design of the front end with its large air intakes. However, the individual characters of the two high-performance sports models are still very distinct, as is clear the first time they come into view. The proportions of the BMW X5 M provide an instant showcase of its muscular power and exclusivity, not to mention its impressive versatility. The flowing lines of the BMW X6 M, meanwhile, accentuate the prominent dynamics and sporting athleticism of the BMW Sports Activity Coupe. The new BMW X5 M and new BMW X6 M have been designed for use on the road. Both of these elite sports machines combine the raised seating position of an all-wheel-drive BMW X model with the outstanding overall concept balance of a BMW M car. In order to visually reinforce the further improved on-road attributes of the new M models, the whole body is painted the same colour. In combination with a 10-millimetre reduction in ride height and the wider track created by the use of mixed-size tyres, the cars have a lower, more powerful stance, cut an even more dynamic figure even when stationary, and as a result enjoy a far superior status to their BMW X5/BMW X6 siblings. Visually striking front end with a functional task The shared front-end design of the BMW X5 M and BMW X6 M is likewise a clear departure from that of the respective standard models and follows the classic "form follows function" maxim. The large air intakes and voluminous "kidneys" of the radiator grille, with their customary M double-bar look, are a response to the high cooling air requirements of the powerful engine, transmission and high-performance front brakes. Despite the large amount of cooling and more stringent pedestrian protection requirements, the designers have managed to integrate foglamps into the front end of the cars. Both new M models borrow their headlights from the BMW X6, complete with washer system. Elsewhere, the special flaps low down in the outer air intakes - adapted from those on racing cars - reduce lift and emphasise the optimised aerodynamics of the two new models. Same genes, distinctive looks The differences in the character of the BMW X5 M and BMW X6 M are particularly evident when the two models are viewed from the side. The BMW X5 M reinforces its presence and functionality with its upright stature, long roofline and large window surfaces. By contrast, the BMW X6 M displays the unmistakable, dynamic lines of a BMW Sports Activity Coupe through its gently curved glasshouse, sloping roofline and pronounced wedge shape. M-specific features of both models include the familiar twin-stalk exterior mirrors with integral side indicators and optional display for the lane change assistant. Another signature element of models from BMW M GmbH are the gills in the front side panels featuring chrome trim that includes a model badge and Air Breather. Powerful rear end with racing accents The rear ends of the BMW X5 M and BMW X6 M also differ significantly from their standard siblings, exuding a more exclusive aura and majoring on bold, sporty accents. This approach is underlined in particular by the wide rear tyres (which are a different size from the fronts), the distinctive M rear aprons painted in body colour and the hallmark M four-tailpipe exhaust. The diffuser element (likewise in body colour) adapted from racing cars helps to ensure aerodynamically optimised airflow at the lower edge of the rear bumper moulding, allowing the new M models to highlight once again the impressive functionality of their design features. A rear spoiler painted in body colour on the BMW X6 M reduces rear-axle lift. Sporting ambience and flawless ergonomics As with all cars from the BMW brand, the design of the interior prioritises intuitive, quick and error-free usability. And M GmbH also makes its own distinctive mark here. For example, the BMW X5 M and BMW X6 M come with a newly developed, ergonomically optimised M leather steering wheel with gearshift paddles, while the M gearshift lever has an equally distinctive design. The instrument cluster, M Drive menu in the information display, displays in the optional Head-Up Display and special multifunction switch with M Drive buttons on the steering wheel also fit the M template. The sporting ambience on board the new BMW X5 M and BMW X6 M is accentuated particularly strongly by the exclusive, electrically operated M sports seats for the driver and front passenger - in fine-grain Merino leather with contrast stitching and embossed M logo in the backrests - and by the leather-covered BMW Individual instrument panel. Door sill strips with model lettering, aluminium interior trim strips and the anthracite-coloured BMW Individual roof liner lend the interior an additional touch of exclusivity. Customers can take the interior of their cars to an even more exalted level by specifying the optional full leather trim including a roof liner in Alcantara and fully electric M multifunction seats in Merino leather. The equipment The new BMW X5 M and new BMW X6 M come with an extensive range of exclusive equipment from the factory which illustrates their character as highperformance sports machines that can be used every day. Customers can also dip into a large selection of optional equipment with which to make their car even sportier, for example, or to satisfy the most exacting requirements in terms of comfort. And the BMW Individual range of exclusive paint finishes, leather appointments and interior trim strips means the BMW X5 M and BMW X6 M can be treated to even greater personalisation over and above those possibilities in order to meet customer desires. Standard-fitted exterior features painted in body colour and fitting the classic M profile are a key factor in the striking appearance of the new BMW X5 M and new BMW X6 M. These include a front apron with large air intakes, a double-bar kidney grille, familiar M twin-stalk exterior mirrors, side gills with the M logo and Air Breathers, a rear apron with integrated diffuser and a fourtailpipe exhaust system in chrome. Both models are fitted as standard with polished 20-inch BMW M light-alloy wheels in Orbit Grey and with mixed tyres. Likewise polished, forged 21-inch BMW M light-alloy wheels in Orbit Grey and with mixed tyres are available as an option. High-quality interior with an exclusive allure Exclusivity and impressive functionality are also defining features of the interior of the new BMW X5 M and new BMW X6 M. As well as the new M leather steering wheel with integrated aluminium gearshift paddles and M sports seats in Merino leather for the driver and front passenger (with electric adjustment and memory function), the M-specific standard equipment of both models also includes a leather-covered BMW Individual instrument panel, the anthracite-coloured BMW Individual roof liner, aluminium interior trim strips, door sill finishers with model lettering, knee pads on the centre console and an M footrest for the driver. Likewise included in standard specification for the new BMW X5 M and new BMW X6 M are an alarm system, automatic tailgate operation, automatically dimming rear-view and exterior mirrors, a headlight washer system, automatic climate control, a hi-fi speaker system and Park Distance Control, which can be ordered as an option with a rear-view camera - with or without the Surround View function. Adaptive LED Headlights with BMW Selective Beam, an anti-dazzle high-beam function and the active cornering function are also part of the standard equipment for the BMW X5 M and BMW X6 M. These items are in addition to the driver assistance systems familiar from the regular BMW X5 and BMW X6 and the mobility services from BMW ConnectedDrive. Among the highlights here is the new-generation Navigation system Professional, which boasts even greater capability and sharper graphics and incorporates 3D elements into its map display. In keeping with their high-performance pretensions, the two new M models also come as standard with an M-specific instrument cluster - complete with displays showing the gear selected, system status (engine dynamics, Dynamic Damper Control, M Servotronic), M Drive mode and a compass, the M Drive menu in the information display and M-specific buttons on the M leather steering wheel. Over and above the information projected by the standard system, the optional Head-Up Display for the new BMW X5 M and new BMW X6 M also features a special M display including a digital speed display, gear display, rev band and Shift Lights. Accurate analysis of driving style with the M Laptimer app BMW M GmbH has developed the BMW M Laptimer app for smartphones so customers can access extensive analysis of their personal driving style on the track. With the smartphone linked up to the car, the BMW M Laptimer app can be operated using the iDrive Controller. The app records the car's speed, lateral and longitudinal acceleration, the gear currently engaged, steering angle and accelerator position. This data can subsequently be used to precisely analyse the driver's actions and reactions at the various points around the track via graphic displays on the customer's smartphone. Another feature allows two recordings on the same track to be compared corner-bycorner. The readings used here can be either the driver's own or data shared by other drivers via email. More sport, more comfort The list of exclusive M options includes a fully electric M multifunction seat in Merino leather. This seat variant stands out with its integral head restraint and specially formed bolsters around the seat cushion and shoulders to further improve lateral support. Active seat ventilation is available for the M multifunction seat as an option. The new M models can be treated to yet a further upgrade in the form of Merino full-leather appointments, carbon-fibre interior trim strips and two new and exclusive M paint finishes (Long Beach Blue metallic and Donington Grey metallic). The high-performance character of the new BMW X5 M and new BMW X6 M is further emphasised by the standard Launch Control feature adapted from its application in racing cars. BMW Individual BMW Individual offers customers buying a new BMW X5 M or new BMW X6 M the chance to personalise and customise their car well beyond the means provided by standard specification and the options list. The BMW Individual range comprises two areas. The BMW Individual Collection brings together items of equipment selected to suit the individual model series perfectly, including exclusive paint finishes, high-quality leather appointments and interior trim strips. Also available are an Alcantara roof liner and technical features such as a cool box and additional reading lights. The BMW Individual Manufactory, meanwhile, brings particularly extravagant customer requests to life. Whether it's lavish paint finishes, unusual materials or unconventional ideas for special details, the BMW Individual Manufactory experts use their wealth of experience and meticulous workmanship to turn a customer's image of their personality into tangible form, provided it fits within the boundaries of safety requirements, the character of the brand and legal stipulations. Powerful accents, executed to perfection The BMW Individual Collection specially developed for the new BMW X5 M and new BMW X6 M includes the BMW Individual Azurite Black metallic and BMW Individual Pyrite Brown metallic paint finishes, which stand out with their extraordinary radiance. Their special pigmentation also allows the paint colour to alter depending on the incidence of light and lends the surfaces exceptional depth - all of which shines an even brighter spotlight on the elaborately composed use of forms of the new BMW X5 M and new BMW X6 M. BMW Individual uses BMW Individual fine-grain Merino leather - the most exclusive leather available for a BMW - for the interior of the new BMW X5 M and BMW X6 M. This special leather possesses a unique look and feel, is breathable and durable, yet also softer and more supple than other leather used in cars. The result is unbeatable seat comfort. The exquisite quality of the BMW Individual fine-grain Merino leather is further underlined by sophisticated seam patterning, special piping and eye-catching contrast stitching. The BMW Individual Collection offers a selection of five extended leather appointments in specially developed tones for the new BMW X5 M and new BMW X6 M: Amaro Brown, Nutmeg, Criollo Brown, Smoke White and Taupe. This option can be rounded off by a leather-covered BMW Individual instrument panel. Exclusive highlights for the interior also come in the form of BMW Individual interior trim strips using select fine woods or featuring lavish paint finishes. BMW Individual has created three different interior trim strips for the new BMW X5 M and new BMW X6 M: Piano Finish Black, Sen Light Brown fine wood and Ash Volcano Brown fine wood. Other options from the BMW Individual Collection for the new BMW X5 M and new BMW X6 M include the BMW Individual roof liner in Alcantara, which creates a superior ambience with its wonderfully soft surfacing. The BMW Individual roof liner is available in Alcantara Smoke White, Alcantara Scotch dark and Alcantara Anthracite. Customers can delve into everything BMW Individual has to offer at a BMW dealership. Or they can browse the BMW Individual Collection via the BMW Individual iPad app or in the sales literature, and configure their car to their own personal tastes from the comfort of their home.

2017 TOYOTA SUPRA REVIEW

The upcoming 2017 Toyota Supra will certainly be based upon FT-1 principle car. It will certainly keep its sporty appearance and smooth design. Call of the brand-new Supra maybe will certainly be changed. There are numerous choices that might replace name of this renowned Toyota item. In order to lower weight it is going to utilize a lot of carbon fiber. The Toyota Supra will certainly have a comparable lightweight method of structure that is originated from the BMW i8.

TOYOTA SUPRA 2017 ENGINE Engines of the BMW and Toyota sport cars will certainly be various. The BMW will most likely make use of turbocharged 2.0-liter 4-inline engine that will be constructed in 3 different versions: with 190 bhp, 245 bhp and 270 bhp. Under the hood of the new Toyota Supra 2017 will probably be 6-cylinder engine or a hybrid powerplant. Transmission will certainly depend on made use of engine. If the new Supra would make use of 6-cylinder engine it will certainly be mated to manual 6-speed transmission however in case of hybrid engine it is more most likely that it will be paired with 8- or even 10-speed automatic transmission.

2017 TOYOTA SUPRA RELEASE DATE AND PRICE 2017 Toyota Supra release date will certainly be in late 2016 or early 2017. Shortly after that it will certainly pertain to display rooms. The rates of the brand-new Toyota Supra 2017 that is based on Toyota FT-1 will most likely be greater than a base Chevrolet Corvette, which has a $54,995 price.

2017 Bugatti Chiron: The $2.5-million, 1500-hp Son of Veyron

Home / Features / Bugatti / 2017 Bugatti Chiron: The $2.5-million, 1500-hp Son of Veyron - Feature 2017 Bugatti Chiron: The $2.5-million, 1500-hp Son of Veyron The Veyron replacement you've been waiting for—particularly if you have millions to spare. May 2015 By CAR AND DRIVER Illustration By RADOVAN VARICAK 109656 SHARES 1032 TWEETS FEATURE What It Is The replacement for the recently retired Veyron, the supercar king of the hill since its 2005 arrival. Why It Matters The 258-mph Veyron 16.4 Super Sport currently wears the crown of fastest production car, but the Chiron, named for Monaco-born racer Louis Chiron, should reach 288 mph, assuming you can rent Nebraska. Platform The existing Veyron’s carbon-fiber structure, modified to reduce weight. Improved interior ergonomics and outward visibility are further goals. We’re thinking an F-18 canopy would work well. Powertrain The 8.0-liter W-16 engine returns, though now with direct injection, increased boost pressure, and at least two of its four turbochargers electrically powered. Output rises from 1200 to 1500 horsepower, and the 1106 pound-feet torque peak arrives lower in the rev range. A seven-speed dual-clutch automatic again handles the shifting, and the four-wheel-drive system adds torque vectoring. Competition Ferrari LaFerrari, McLaren P1, Porsche 918 Spyder, an actual F-18. What Might Go Wrong Octogenarian VW Group supremo Ferdinand Piëch, the driving force behind Bugatti, could keel over, at which point both car and brand might have to stand on their own business merits, something that twice-dead Bugatti has never managed to do. Estimated Arrival and Price A recent Piëch-ordered redesign of the door aperture—cutting into the doorsill to ease ingress and egress—pushed back the on-sale date to 2016. When the Chiron does get here, expect to pay $2.5 million, give or take.

Chrysler 300C

The elegant, spacious and comfortable 300 is not only a great long-distance cruiser, it is also unexpectedly surefooted when the route gets twisty. The base engine is a 292-hp 3.6-liter V-6 with rear- or all-wheel drive; a 363-hp 5.7-liter Hemi V-8 with rear-wheel drive is optional. An eight-speed automatic is standard on all models. Regardless of how it’s outfitted, from the sporty S model to the top-line Platinum version, the 300 remains a handsome sedan that delivers performance and style.

Porsche Panamera

Home / Porsche / Porsche Panamera / Porsche Panamera 2016 Porsche Panamera / Panamera GTS shown MSRP $79,095 Listed MSRP is for a 2016 Porsche Panamera 4dr HB base trim with no options. Includes destination fee. Does not include sales tax. Change Trim LeaseFinance $1,295/mo* This number is based on a 36-month, 15000-mile-per-year lease. Lease calculation assumes money factor of 0.00242 and residual of 56%. Assumes ZIP code of 90210 and entered credit score of 800 or higher. Does not include sales tax. Option to purchase at lease end for an amount may be determined at lease signing. Mileage charge of $0.3/mile over 45,000 miles. Lessee pays for maintenance, repair and excess wear. Lease payments will vary depending on options, vehicle availability, dealer participation, lender participation and terms, and credit score, all of which may vary from the assumptions above. The payment listed is not a guarantee or offer, only an estimate. Promotional interest rate and residual used for monthly lease payment calculation valid 7/1/2015 - 9/30/2015. Cash Due at Signing $1,295 total cash due at signing includes $1,295 total cash down, $0 security deposit. Tax, title, tags, and dealership fees not included. $995 lease acquisition fee is rolled into monthly payments. Unless waived as part of offer, first month's payment is included in due at signing amount. *AccuPayment estimates payments under various scenarios for budgeting and informational purposes only. AccuPayment does not state credit or lease terms that are available from a creditor or lessor, and AccuPayment is not an offer or promotion of a credit or lease transaction. Price with Options or Get a Quote As with the Cayenne sport-ute, the wildly successful Panamera has proven that the Porsche 911’s mystique is indeed scalable. No matter what you think about the Panamera’s controversial “four-door coupe” styling, its dynamic abilities are inarguable. With two wheelbase lengths and a wide array of powertrains—non-turbo and twin-turbo V-6s, a snarling V-8, and even a 416-hp plug-in hybrid (turbo V-8 models are covered separately), there’s a Panamera for everyone, from speed demons to greenies.

Audi S8

The Audi A8 took the long road in becoming a legitimate competitor for the full-size sedans from Mercedes-Benz and BMW. When it made its debut with an optional W-12 engine and its aluminum space frame, we were dazzled. But it's the current generation of the A8 that truly stands out as a fully realized contender in the niche. The Mercedes-Benz S-Class still stands at the front of the line in the segment, and the 7-Series isn't trailing far behind–but the A8 offers a set of interesting drivetrains and an abundance of technology to help sway shoppers toward the rings rather than the star or roundel. It's a real player in the segment now–competing happily at virtually every level–and even winning some of the categories along the way. With the A8, Audi's fielded a sedan with arguably less compelling looks than its own lissome A7 hatchback. But the job of a German full-size four-door isn't to draw stares, it's to avert gazes. The details do the talking: the LED running lights and taillamps are heirloom-quality, all models now include full-LED headlights, and there's not much other jewelry laid out for public inspection. It's inside where the Audi hides its wealth: the cockpit's lavish in a restrained way, with hides and wood and aluminum and even carbon fiber laid side by side, radiantly and so carefully, the sueded headliner takes some time to pick up. The usual A8 lineup of V-6, V-8, and W-12 engines has been joined by a V-6 turbodiesel with outstanding economy and very good performance. It adds a useful dimension to the A8, a blast of 800-mile-per-tank, 36-mpg practicality to an $85,000 sedan that bolds and underscores Audi's commitment to diesels. All the other powertrains offer better acceleration and qualitative performance, outside of fuel economy: of them, we'd opt for the S8's revtastic twin-turbo V-8 and its 520 horsepower over the 333-hp supercharged six or the detuned 435-hp twin-turbo V-8. There's also the patriarchal W-12-powered car, with 500 hp, and it seems decadent in a car intent on being less conventional and more thoughtful. A well-calibrated eight-speed automatic and all-wheel drive are standard equipment on every A8, and the combination accent its surefooted feel. It's light to the touch until you make it not so via Audi Drive Select, the electronically calibrated, driver-adjustable system that governs powertrain, steering, and suspension feel. Drive Select gives drivers the choice of Dynamic, Comfort, Auto, or Individual modes. Overall, it's an excellent setup that brings out the best in this big sedan, whether you're in tight switchbacks or cruising on the highway. The only letdown is that the steering feel (or lack thereof) leaves enthusiasts much to be desired. The A8 now comes to the U.S. only in extended-length A8 L models. It was our favorite anyway, as it offers five inches of additional wheelbase and overall length, most of which is aimed at rear-seat passengers. Trunk space is abundant as well. Included on the W12 and available on V-8 models are lavish individual seats in back that

Bugatti GOLD

2016 McLaren 675LT: More Power, Less Weight, More Tail

McLaren’s hot, new 675LT is a higher-performance variant of the 650S, and the LT portion of its name is derived from the wild 1997 F1 GT "Longtail" homologation special. That rare McLaren menaced the road with radically lengthened bodywork, racy aerodynamics, and a better power-to-weight ratio than the car on which it was based. The 675LT has two of those things, but its tail? Quite vestigial, we’d say. In fact, the 675LT is just 1.5 inches longer than the 650S, and it appears a decent stretch of that extra length comes from the sports car’s epic chin splitter. The rest goes to a slightly longer active rear spoiler that McLaren claims is 50 percent larger than the one fitted to the 650S. McLaren says that a “focus on outright performance, weight reduction, and ultimate levels of driver engagement” define a Longtail, so maybe we’re just being too literal. That said, the mighty F1 GT Longtail got more tail—the car was a full 25 inches longer than the regular F1—not to mention a full aero kit that entirely altered the supercar’s visuals.

We Still Love You Setting aside the 675LT’s length issue, there’s little question it’ll be an epic thing to drive. The 650S on which it is based is no slouch, and McLaren says it swapped out more than a third of that car’s parts to reduce weight and increase power. Standout visual differences include a louvered plexiglass rear window; a contoured, P1-like rear fascia with thin horizontal LED taillights and two big titanium exhaust outlets; a plethora of extra scoops and vents; and a carbon-fiber aerodynamics package. The 675LT is 220 pounds lighter than the 650S, thanks to the plastic rear window, additional carbon-fiber body panels, a redesigned exhaust system, and carbon-fiber seat shells. The same twin-turbocharged 3.8-liter V-8 bolted between the 650S’s rear wheels is present here, but McLaren massaged it for an extra 25 horsepower and 16 lb-ft of torque. While the car’s name is drawn from its 675 metric power, we tabulate its might as 666 devilish horsepower and 516 lb-ft of torque. With less McLaren to haul around, the V-8 punches the 675LT to 62 mph in a claimed 2.9 seconds—0.1 quicker than McLaren’s stated time for the 650S—and on to a top speed of 205 mph. The LT uses the 650S’s seven-speed dual-clutch automatic, and power is still routed to the pavement through the rear wheels.

It’ll Kick Tail, but Should It Have Kicked Its Tail? Unlike, say, the P1 GTR that McLaren is also debuting at the Geneva auto show, the track-focused 675LT is still road-legal. The interior is “stripped out” but it’s no penalty box—the sweet carbon-shelled seats, for example, are upholstered in faux suede and are similar to those fitted to the P1 hypercar. And if the 650S’s magical adaptive suspension is any indication, the LT should maintain a decent ride quality. Production of the coupe-only, roughly $345,000 675LT will be limited to an as-yet-unannounced figure. (Update: McLaren has announced pricing and confirmed that production will be "strictly limited to 500 units globally.") Deliveries will commence in autumn 2015. McLaren is clearly looking to spin its two (soon to be three) model lines into various offshoots and special editions, both to keep things fresh and to keep wealthy customers lining up at its door. The 675LT is a worthy addition to be sure, but we can’t help but wish it pulled more tail.

Mercedes CLS AMG

Beauty meets brawn. The CLS 63 AMG S-Model 4MATIC Coupe stands apart for it's striking AMG bodystyling. Distinctive front and rear design and distinguishing details such as red -painted brake calipers, vehicle colour spoiler lip and Active MULTIBEAM LED headlamps. But it is the outstanding driving dynamics that truly puts this vehicle in a league of its own, all powered by a hand-built 5.5L V8 Bi-turbo engine that outputs 577 hp and 590 lb-ft of torque.

Audi RS6 Avant (2015) long-term test review

► Half a year in Audi's rocketship estate ► After 7000 miles we have the verdict ► Many highs, but only 20mpg average Month 8 running an Audi RS6: the conclusion of our long-term test After six months and 7000 miles, the Audi RS6 has finally left, and already its absence is being felt. It took me to Spa in total comfort, shipped kids about on the school run, lugged bags to the tip, and put a smile on my face with late-night cross-country blats home. Only once did it misbehave; more on that in a bit. Choosing the spec really helped the bonding process. Cars can now be optioned in so many different ways that it’s easy to get it very wrong. But Audi’s online configurator is excellent, giving a very good idea of what your box-ticking will look like in reality. I imagined being a relatively wealthy type buying the RS6 for real, a chap who wanted a very nice but not OTT spec. As a result, I bumped £75,500 to £86,760 without so much as visiting a showroom. Slightly scary! I chose the optional 21-inch alloys at £2k, and it was only when I coincidentally met an Audi wheel designer that I learnt I’d chosen the more durable finish. There was a £1k sports exhaust, £850 all-LED headlights, £1.2k panoramic roof, £400 reversing camera, and £575 for an electric tailgate and keyless entry. I avoided the £4k carbon pack because it ruled out the £825 electric towbar – the law states an RS6 must tow a track car – but I did indulge in £1.5k carbon mirrors. Naturally, de-badging was essential. I wondered if the sports seats would be less comfy, but they looked amazing and cost just £275 extra, so I decided to man-up. They proved perfectly cosseting, even on that long schlep to Spa. I don’t think I’d change one thing. Audi dealers will always try to upsell you to the Dynamic steering, Dynamic suspension (both around £1k) and carbon-ceramic brakes (£8k) but we’ve sampled the two former options in other guises and never been convinced, and the ceramics are so expensive they’re just very hard to justify. I resisted the urge, but was later asked to give passenger rides on track in a test car loaded with said options, and knew I’d made the right decision. The steering was sharper, but it also had less even, less feelsome weighting; I preferred my car’s more natural helm. The Dynamic suspension is a big upgrade, because you swap the standard air springs for steel springs. You certainly feel more connected to the road, comfort doesn’t deteriorate to the level you might expect and it comes into its own on the racetrack. But I spent most of my time wafting about, so the family and I appreciated the extra comfort on the standard suspension and, besides, you can firm the standard suspension into unpleasantly hard Dynamic mode with a button-press if the fancy takes you. The carbon ceramics are a massive step up on the road, but disappointingly I had smoke pouring off them after three laps on track. I’d never track my own RS6 and I would prefer ceramics for the road, but I wouldn’t pay £8k. Then again, I wondered if I should’ve done when the standard discs warped after 2000 miles of gentle road driving. Audi Peterborough responded swiftly, sending a low-loader to my home, although they never followed up on the workshop web link as promised, never did tell me what went wrong as requested, and were a bit relaxed at telling me when the car was ready. But mostly I just loved the RS6: the ride was fantastic, the steering feelsome, the handling surprisingly engaging and ready to adopt a hint of oversteer to get all that bulk cleanly through a bend. And the powertrain is amazing: tuneful, unbelievably thrusty and matched to the James Bond of eight-speed automatic gearboxes, with cultured manners at a cruise and a streak of viciousness when action was absolutely necessary. Clearly, you don’t buy a twin-turbo 4.0-litre V8 estate car with 552bhp to be parsimonious, and perhaps I should be grateful that its cylinder-deactivation tech helped me edge past 20mpg. But one thing niggled: I drove my old F10 BMW M5 harder – generally its rear-drive chassis goaded me into more bad behaviour – and tended to get around 22mpg. I hear Audi has recently upgraded the RS6 for extra frugality. Clearly, another six-month test is required to verify this claim. By Ben Barry Month 7 running an Audi RS6 Avant: whoops, we’ve been done speeding! Drive 400 miles to Spa, put a photographer in the boot, drive him around to take pictures of supercars, drive home. Can you think of a better car than the RS6? Greg’s CLS350 CDI wins the mpg war, but as I discovered last month, it can’t compete dynamically or in terms of ride comfort. I’d be driving on a track; someone else was paying fuel… RS6! The trip over reminded me why I love this Audi: it’s one of those cars that feels completely cohesive. I love the wafty ride quality, the steering and handling, the smooth but fast eight-speed gearbox, the hushed refinement, the awesome stereo and the fact that you can flatten the accelerator and vaporise hot hatches.

That does mean it requires frustrating restraint. I’d been hoping to squeeze in a couple of laps at Spa to relieve that frustration, but ultimately lapped at no more than 40mph. Shame, because I know how sorted the Quattro system feels on the road. Curse those photographers! I wanted to get home a bit quicker, so I jumped onto the autoroute post-shoot, accelerated and was immediately pulled by a motorbike and introduced to a large group of policemen in a van equipped with the latest payment technologies. I’ll admit that I had none of the paperwork, GB stickers, breathalysers or yellow jackets that you’re supposed to carry, and prepared for a long unsponsored walk home. But one of the policemen recognised me! Result! Sadly, the Belgian police are highly professional and diverted my mind with chat while €80 was extracted from my bank account. The Nürburgring via the autobahn next time, methinks. By Ben Barry Month 5 running an Audi RS6: Greg Fountain swaps his Merc CLS Shooting Brake for the fast Avant Life may be a rollercoaster but there’s no more literal way of experiencing it than by swapping a six-cylinder diesel for a twin-turbo V8. Okay, there is the option of popping over to Alton Towers for a spot of organ rearrangement, but the trouble with those rollercoasters is that you can’t actually drive them. So this is more fun. The difference between Ben Barry’s RS6 and my long-term Mercedes CLS Shooting Brake is an astronomical 291bhp – or the total output of a Lotus Exige S – so you can imagine that the Merc feels like the ‘up slope’ of the rollercoaster by comparison. A twitch of right foot in the Audi and it’s Thunder Mountain all over again, complete with screams from the row behind. Momentum isn’t everything, though. The ability to stop, to turn, to thread a string of corners together, are more important, and here the CLS scores points. It’s to do with three things: aerodynamics, chassis and weight. On the aero front the Audi really shouldn’t hang around with swarthy beauties like this Merc, because it ends up looking like a fat bus. It’s frontal area alone is 0.1 square metres bigger than the Merc’s, and the overall drag coefficient is 0.352Cd against the CLS’s 0.310. They sound like small numbers but are not – a supersonic fighter jet has a cd of around 0.016, that fat bus nearer 0.8. You can bet that Ben’s comedy mpg figure – which admittedly I wholly lived down to – is due at least in part to those Lego-spec curves. Then there’s the chassis – my rear-drive CLS flits about moth-like through bends and over pockmarks, while the Quattro-carrying Audi drills in full pack, slamming nearly two tonnes into every crevice. The weight difference is 25kg – again a small number, but small numbers add up. Over on the other page about now Ben will no doubt be dissing the CLS’s ride quality, but it’s not bothering me at all. Since we booted out the winter tyres I’ve been very happy with the road manners, though I accept the Audi is a real surprise here. And there are one or two other things I also accept about the Audi. First, I want one. My feelings about the interior, blessed as it is with Thunderbird 2’s quilted seats, are too effusive for family reading, and my earlier jibe about Lego should be taken as a compliment. Lego’s great, and the RS6 has the kind of brash, chunky presence I’d love to be able to pull off in a crowded room (more chance of that than the CLS’s immaculate couture). I love the CLS, but would’ve kept the RS6 if Ben had let me. By Greg Fountain Month 4 running an Audi RS6: one of our children’s peed in it! Previously when my children have peed in the car, they’ve peed on child seats. Not this time. On arriving home, my two-year-old asked to stay in the RS6 and pretend to drive. I once did that, so I encouraged her while watching from the outside, hoping to nurture a future Sabine Schmitz. But after a minute she moved to the passenger seat, had one of those worrying small-child moments where frenetic, aimless activity ceases, and then popped up at the window with clenched teeth and panic-stricken eyes. I knew what had happened; I whisked her from the car and grabbed a towel to mop up the pool of wee that was thankfully refusing to penetrate the leather. I grabbed a leather car-care kit from the house and followed the instructions about damp cloths and dry cloths and swirly motions. It seemed to work, and people who I later transported in the RS6 and would happily have complained of odd smells said nothing. But a couple of weeks later the smell hit me; I had to drive around with the sunroof open. A cry for help on Twitter brought up Rob Carson’s mobile valeting service, Wax On, Wax Off (waxonwaxoff.uk.com). Rob was unphased by the surprise secretion, saying he routinely extracts vomit from cars on weekend mornings; this would be easy. Seeing as the RS6 needed a wash, I plumped for his £30 wash, dry and vacuum. But the most important job was getting that smell out. Rob correctly reasoned that some of the wee would have migrated between seat back and squab, and so deep-cleaned the seat’s nooks and crannies and then scrubbed the carpet beneath with some carpet cleaner before thoroughly vacuuming. Then Rob opened up his van to reveal a 250-litre water tank, much of which he emptied over the RS6’s bodywork, in between treating it to snow foam and, finally, a thorough drying. Thankfully, once everything was finished, the RS6 looked not only as good as new, but smelled as good as new too. Lesson learned: it really is important to fasten your two-year-old’s seatbelt, even when parked on the drive. By Ben Barry #Month 3 running an Audi RS6: the brakes grumble At around 2000 miles, the RS6’s brakes – standard discs, not optional ceramics – started juddering. This wasn’t a wobble, it was a brake-disc earthquake. I hadn’t been on track, nor driven particularly hard. Odd. The great thing about having a new car is that problems are taken care of, but it’s the hassle, the calls, the disappointment that your car has broken. I called Peterborough Audi. ‘Don’t drive it,’ they said. ‘Call Audi Recovery, get it recovered to us. We can give you a web-link to watch our technicians check it over.’

I just knew that the technicians would love me remotely watching them, so I said ‘great.’ It would have been greater if they could’ve just dispatched Audi Recovery, but still… they answered promptly, offered me a hire car and took the RS6 away within hours. I never did get that web-link, but the verdict was quickly in: ‘new discs and pads’. The RS6 was soon returned, fully valeted. ‘We haven’t heard of this issue,’ said the Audi manager who delivered my car. ‘But Audi will want the old brakes back for inspection, and if there are a few cases, you can bet there’ll be a recall.’ I asked for a full report but, two weeks on, I’m still waiting. Any RS6 owners with wobbly brakes? Get in touch. By Ben Barry Month 2 running an Audi RS6: the road-test review bit Hot Audis blow a bit, well, hot and cold, you know that. But the RS6 is definitely hot. I love the way it looks both understated and impossible to mistake for a TDI, how special the interior feels, the way the doors phut shut like a silenced revolver. But mostly I love the way it drives. Can I take some credit for that? I resisted the urge to tick the Dynamic springs ’n’ dampers suspension option, leaving it on more comfortable air suspension. I also stayed away from the Dynamic steering, which always feels unnatural to me. It’s odd, because with my road-test brain I keep thinking of ways to improve the RS6, and yet as an ownership proposition I’m not sure I’d change a thing. I’m simply not driving it everywhere in a bid to assess its ultimate dynamic excellence. That’s not to say it all falls apart the moment you start to push. The day I got the keys, I dialled up my preferences on Drive Select – Comfort steering and suspension, Auto engine and gearbox, Dynamic sound, Dynamic rear diff – and threw the RS6 into the first fast wet roundabout I could find, turning it in off-throttle. Can you guess what happened? No, it didn’t. The nose chomped at the apex, the rear end stepped out a few degrees and the RS6 settled into a perfect four-wheel drift, all stability systems still engaged. This wasn’t oversteer for the sake of it, it was impeccable handling, the RS6 refusing to understeer and adopting an attitude that allowed me to get back on the power while hugging the ideal line. I know manufacturers dial in understeer as a safety thing, but I hate the helplessness of it all, and this just felt safe and fun. The 4.0-litre twin-turbo V8 is fantastic: smooth and quiet at moderate speeds, fearsomely quick and – with the optional sports exhaust – goose-pimple exciting when you pin it. It doesn’t rev as stratospherically as an M5 – peak power at 6600rpm plays 7000rpm, though it feels like a bigger gulf – but it’s at least as quick, maybe quicker. Unlike the M5, it doesn’t have a dual-clutch gearbox either, but torque converters are great these days, and this eight-speeder balances smooth shifts around town with super-quick ones when you’re on it. I was dismayed by early RS5s’ steering, but there’s actual steering feel coming up through the electro-mechanical rack, and although you can feel the corrupting stickiness that the front driveshafts bring, I like the weight and speed and, yes, that feel. The RS6 rides magnificently too: astonishingly, it’s plusher than our Merc CLS350 CDI long-termer, and a world away from the spikey jolts of our old RS4. For all that, there’s one option I maybe should’ve ticked, the – sharp intake of breath – £8k carbon-ceramic brakes. Mine have already developed a severe judder. It’s strange, because while I haven’t been driving the RS6 everywhere at maximum attack, I also haven’t been driving it so slowly that the brakes haven’t bedded in. I need to get it booked into the local dealer sharpish. Wonder if they’ve got any of those carbon-ceramics lying about? By Ben Barry Month 1 running an Audi RS6 Avant: long-term test review introduction Whenever I do a trackday, there’s always a bloke who’ll turn up in an Audi RS6 towing a Caterham. He is That Rich Wally At The Track. I convince myself that TRWATT is a rubbish driver but, really, I’d trade places in an instant. Now, for the next few months, I have. There’s a brand new Audi RS6 outside my house! This is my definition of a performance SUV: a family estate with adjustable ride height, 4wd and – oh look – a 4.0-litre bi-turbo V8 in the nose with 552bhp and 516lb ft. Firing up the Audi configurator was a lesson in self-restraint. Matt paint at £5675? Carbon ceramics at £8k? In fact, the brakes really focused me on what I wanted from an RS6: a fast, luxurious family wagon, not something I’d drive to the limit. So I stuck with stock brakes, and with air suspension, rather than optional Dynamic coil springs and dampers. I did, however, want to hear that V8, so added a £1k sports exhaust. And because the suspension was more compliant, I felt better about upgrading from 20in rims to the £2k 21s.

The carbon pack swaps the brightwork for more menacing carbon and brings a new grille, but it’s pricey at over £4k and one thing swung it: it also means the rear diffuser is carbon, so you can’t fit the electrically extending tow bar. RS6s are born to tow track cars, and removing that capability felt akin to a vasectomy. So I optioned the £825 tow bar and contented myself with £1.5k of carbon mirrors. Inside, I stuck with standard sports seats with their cool Blockbusters design, because the comfort seats don’t look so good and cost £275. Will I regret that on longer trips? First impressions suggest not. You can also spend £5k-£9k on special leather, but I went for black Valcona leather with Rock Grey stitching at £250. I have infants to carry, after all. With the kids in mind, I also added the £75 through-loading facility to the rear seats to help smuggle stuff between a pair of kids’ seats. I also spent £210 on manual sunblinds for the side and rear windows and £100 on front and rear heated seats. Finally, I added privacy glass at £390. After shielding the kids from the elements, I optioned the £1225 panoramic sunroof, which I’ll open at all times. Then the Audi computer put a gun to my head. ‘Do you,’ it asked, ‘want rear side airbags?’ Come on, leave a box unchecked at £375 that could save my kids’ lives? Unfair. Tick. I went for the £400 reversing camera, which probably sounds daft, but this is a big car and once you start using reversing cameras, you can’t go back, as it were. I also added the electric tailgate and keyless entry at £575; both options make the car more enjoyable on a daily basis. All-LED headlights cost £850 and look great, plus I spend a decent amount of time driving at night, some of it on rural roads; brighter lights make a difference, especially in a car this quick. Tick. The finishing touch was to de-badge it, because the coolest thing in the world is a de-badged RS6. And that was that: a £75,500 car optioned to £86,760. It’s early days so far; I’ll let you know how we’re getting on next month.