Porsche 718 Cayman & the Technicolour Dreamcoat

  718Cayman “Let me have cars about me that are genuine,

nimble sports cars and such as never sleep.

Yond Cayman has a crisp and hungry look.

Such cars are fun to dash around with.”

Bullish Car ready to race any moment.

Bullish Car ready to race any moment.

True, not quite the Julius Caesar as you may know him in his famous aside from Shakespeare’s ‘Julius Caesar’. Above all, there are no casualties to mourn for. Quite the contrary. Here is a type of a sports car that is utter joy to drive. Hence the many different colours for having fun …

Racetrack in Sturup (Sweden).

Racetrack in Sturup (Sweden).

This is why I call my little blog “718 Cayman and the amazing technicolour dreamcoat” as direct allusion to the first Tim Rice / Andrew Lloyd Webber Musical.

Feeling blue? No, heaven, I'm in heaven - dancing cheek to cheek ;-)

A Bolt of Blue – or: Heaven, I’m in heaven – dancing cheek to cheek ;-)

Any “old” Porsche is just so very Porsche – the sheer sight, the sound, the drive. Mesmerising. And surely here is a new family whose 3 numbers will have you transfixed – be it as Boxster, be it as Cayman. A Porsche simply is a Porsche, is a Porsche, is a Porsche…

And let me not forget: The 718 Cayman really is reminscent of her famous predecessor 718 of the late 1950ies and even more so its coupé version (718 GTR)  that did so well in Targa Florio, Sebring and of course Le Mans. You need to look at the curves of the design – and you’ll see it straight away. Cheers to Peter Varga and his team.

I believe I can fly...

I believe I can fly…

But before I continue to revel and be dazed by this upcoming next Porsche icon, why not let my colleagues talk about the little sports car. Here goes:

https://newsroom.porsche.com/en/products/porsche-718-cayman-press-media-sweden-2016-12705.html

Have fun! And as for an academic footnote:

These matching shoes are made for driving - not the matching nail varnish. What a relief.

These matching shoes are made for driving – not the matching nail varnish. What a relief.

PS: Rally legend Walter Röhrl can bring out the worst in any Porsche. Bliss to drive with him. Such a ferocious, yet precise and clean manner of driving.

There is a certain difference between his driving ...

There is a certain difference between his driving …

 … and mine.

Loves winding roads, loves the racetrack.

Loves winding roads, loves the racetrack.

 Susanne Roeder

 

Never Resting on Their Laurels

Porsche and LMP1

A lot has happened since my last contribution here on my “sleepy” Blog, which is why – to keep you amused, here is a video which I personally happen to like a lot. It is about team spirit, dedication, passion, meticulousness – and success. I would quite have liked to dub this piece… really inspiring.

In a sense contravening digitilisation, most of my recent activities have been printed matter. But a film now and then is really getting the emotions across in a direct manner. Highly contagious anyway.

Design as Design can be …

All is not well with modern design of premium cars. But it has to be said that Jaguar Land Rover are doing an outstanding job. Quite rightly, therefore, the phenomenal designer Ian Callum, in his present function Jaguar Design Director, has been honoured with the President’s Trophy, awarded by the Guild of Motoring Writers. The reason? Outstanding achievement in the field of international automobilism.

Guild President Nick Mason (left) with the honoured designer Ian Callum.

Susanne Roeder

©roe

PS: A beauty of the 1990s… a DAIMLER, a real Brit. A little snapshot in the dark.

A beauty indeed. In spite of the poor quality of the snapshot, it still conveys a first impression of sheer elegance and luxury.

A beauty indeed. In spite of the poor quality of the snapshot, it still conveys a first impression of sheer elegance and luxury.

 

 

Tegernsee ahoi!

Hotel Überfahrt seen through someone else's perspective

Hotel Überfahrt seen through someone else’s perspective, plus Audi slope to the right.

A ship, a hospital? No, an international hotel, one of the very best, and part of the Althoff group: Hotel Überfahrt in Rottach-Egern (five stars). We reached it in our little Cayman S with the optional Sport Chrono package. Tremendous fun it was with this neat little car, which in red stood out nicely in the snow.

As to Hotel Überfahrt, we just managed the dessert which was upper crust in itself. It has to be said: Christian Jürgens and his team deserve the three stars – for exquisite ideas, a brilliant team and all one needs to have a grand gourmet holiday. No need to argue how these 3 stars came about. The Michelin group must surely have had reasons enough to allocate this best of the best certificate to Jürgens.

In fact, Tegernsee is inundated with good cuisine. There is “das Tegernsee”, a design hotel, there is Bachmair Weissach, and-so-on, and-so-forth. From the very refined to the simple kitchen: Tegernsee has it all. An incredible lot has changed over the years, and Tegernsee has become much more international than it used to be. Hard to swallow for some of the inhabitants.

CaymanS en route to Tegernsee. (photos+text: roe).

CaymanS en route to Tegernsee. (photos+text: roe).

©roe

to be continued…

Aston Martin VANQUISHes Stuttgart

The new flagship model, the ultimate GT Aston Martin Vanquish.

Black Beauty: The V12 Vantage Roadster.

(Ad)Vantage for Stuttgart: Schwabe Dr. Ulrich Bez

He has seen it all and done it all. At the age of 70 Dr. Ulrich Bez does not have to prove anything to anyone any more. However, he has written a monumental book: Making Aston Martin.

Aston Martin CEO Dr. Ulrich Bez holding the opening speech for the new Aston Martin Dealer in Filderstadt (Stuttgart).

Aston Martin CEO Dr. Ulrich Bez holding the opening speech for the new Aston Martin Showroom in Filderstadt (Stuttgart).

And it is without a shadow of a doubt that the brand owes its success almost exclusively to this passionate car guy. The engineer who started his automobile career with BMW, nowadays lives Aston Martin. Without exaggeration one can say that Bez is the brand. And it is with utmost conviction that Bez says: “Aston Martin is the coolest brand ever.”

"Coolest brand" (U. Bez).

“Coolest brand” (U. Bez).

A heck of a lot could be and has been said and written about this specific man. To reflect things from his point of view Ulrich Bez has had the book “Making Aston Martin” published with teNeues. We will therefore refrain from inventing yet new expressions to describe this giant of the car making industry. Let us use the words of Paolo Tumminelli, professor at the International School of Design in Cologne and director of the Goodbrands Institute for Automotive Culture, who adequately sums up Bez’s main characteristics by calling him “a car manufacturer, one of the last of a dying breed.”

So for Dr. B’s 70th birthday here is a little serenade to one of the last of his kind:

We met up with him during the opening of the new showroom on the outskirts of Stuttgart, where among other things he proved to be a gifted DJ. Whether or not he would like the following film we are not so certain, because it would be a pity to use an Aston Martin for this kind of sporty exercise. But one never knows what strange ideas some nouveaux riches might have. As for us, we prefer the below type of car for this somewhat offbeat but absolutely stunning stunt.

Yet, let it be said: the Aston in the film “Johnny English” is unforgettable.

Susanne Roeder

©roe

see also: http://globaliter.de/constructed-with-love/

Big Data for Cars’n all

There is a better way to fly... According to Altair engineers, the company had significant involvement with both the A380 and 787 programs, helping to reduce the weight of both aircrafts.

There is a better way to fly… According to Altair engineers, they had significant involvement with both the A380 and 787 programmes, helping to reduce the weight of both aircrafts.

Aesthetics of Lightweight: Dallara, Airbus & Art

It is our vision to radically change the way in which companies design products and reach decisions.” Mere waffle? Far from it. The man who said it has a solid engineering background as consultant to the automotive industry, beginning his career with the Ford Motor Company in 1978. Seven years later, together with two partners he, James R. Scapa, better known as Jim Scapa, founded Altair engineering. What started out as a small scale consultancy in Troy, Michigan, in the then new field of computer-aided-engineering (CAE), has become a global player indeed, with more than 2,000 employees in 19 countries. Added to which the Altair portfolio of clients reads like an impressive who’s who of the  producing industry. For a first impression of how digitalisation works in an engineering process, this is what CEO Scapa has to say about innovation intelligence: http://www.youtube.com/watch?v=xeX1J8tUIWg.

Digitalisation is omnipresent. And apart from being a most valuable tool for engineers in the production industry, even artists have become infatuated with the clever Altair software.

The making of ...

Design to the Xtreme or: The making of …

So what could the above turn out to be? The result of the rapid simulation process is a sculpture by the London based designer and author of the famous trouser chair Assa Ashuach. And thus it happened, Altair as a software company has entered the London Design Museum – as part of the show Future is Here. Further proof that this company is avantgarde and anything but antiquated. The Israeli, whose work focuses on progressive design and manufacturing, relied on Altair’s programmes solidThinking Inspire and OptiStruct to model his futuristic Femur stool. The stool is exhibited in the Design Museum till the end of October 2013.

3D print of the stool.

3D print of the stool.

Here is the animated version of the genesis, an unusual piece of seating furniture based on the human anatomy: http://altair-2.wistia.com/medias/rk9lr93q7w. Its creator Ashuach claims that 3D design starts with zero and that it is all about materialising one’s thoughts. This is precisely how Altair would like to see industry employ the software, because only starting from scratch, on a white sheet of paper, makes one reach the best results in weight reduction and durability. However, most use the software as a tool to improve existing design with the aim of reducing weight by removing material where possible.

The making of the Femur stool relied on the same work process as designing cars, parts of cars, parts of aeroplanes, trains and other industrial objects. As the artist explains: “In this project we used a new algorithm that removes any redundant material according to stress zones on the object’s surface. An optimisation of the exterior and material use was made to achieve a light and economical form.” What is unusual for the arts, has become widespread practice in industry, where saving time for production, weight and material means saving money and energy.

Less is more – Learning from Nature

The stool elegantly demonstrates Altair’s capabilities in the field of lightweight design, optimisation and additive layer manufacturing. The name Femur stool indicates that like the human pelvis and femur, this piece of art follows the human bone structure. Meaning, this shaping is driven by the mathematical intelligence of human bone formation. Bionics, i.e. analogies from nature, is much acclaimed in the car manufacturing industry for mimicking human nature, as it helps to reduce the drag coefficient. The difference with Altair’s software OptiStruct is that it does not simply copy nature as a static process. Rather, the company meticulously collects data, be it from the human ossification, from the structure of cobwebs, leaves or trees. This data allows fast and detailed calculations for industrial constructions, resulting in significantly reduced weight and a simultaneously increased lifespan..

For the artist, the looks of an object and perhaps its lifespan are of paramount importance, industry is keen on reducing weight, saving energy and improving the entire lifecycle. Drastic reductions in the CO2 emissions from passenger cars have been ordained by the European Commission and due to the global climate protection agreement of Kyoto will also be introduced worldwide sooner of later. The OEMs are therefore under enormous pressure to reach these goals. In Europe the fleet average to be achieved by all new cars is 130 grams of CO2 per kilometre (g/km) by 2015 and the hotly debated 95g/km

CO2 curse of modern times

Curse of modern times: CO2

by 2020. The 2015 and 2020 targets represent reductions of 18% and 40% respectively compared with the 2007 fleet average of 158.7g/km. These goals are not only extremely ambitious, they are highly unrealistic, a typical example of the green ivory tower of the EU.

Weightwatching is the Watchword

The experts all agree that there is still enormous potential for improvements and increased efficiency regarding vehicles with combustion engines. No stone is left unturned on the search for greater efficiency. Apart from building ever more efficient engines and recuperating energy while driving, one of the most important aspects is saving weight. Each gram gained translates directly into less CO2 per kilometre. Rule of thumb: On an average, 100 kilograms less weight lead to about half a litre of fuel saved.

Holistic design of a vehicle concept with OptiStruct.

Holistic design of a vehicle concept with OptiStruct.

Slimline is beautiful” could be the motto for the car industry. And this does not only imply using lighter materials in the intelligent material mix. The secret lies in an efficient change of shape, in other words in innovative lightweight construction. Altair is certainly a leading global provider of technology that strengthens client innovation. It therefore comes as little surprise that in the automotive sphere all the OEMs, be it Audi, BMW, Chrysler, Dallara, Daimler, Ferrari, Fiat, Ford, GM, Honda, HWA, Hyundai, McLaren, Nissan, Opel, Peugeot, Porsche, Renault, Tata, Tesla, Volvo or VW, plus the suppliers all use Altair software one way or another to make their products more efficient. With over 3,000 clients, Altair serves the automotive, aerospace, government and defense, heavy equipment industry sectors as well as the consumer products, ship building, energy, electronics, life sciences, and architectural engineering and construction markets.

Time is money 

Efficiency in the workflow and designing process is crucial in a cost-intensive production industry. This is why Altair wants to revolutionise the whole process. In the automotive industry, the established development process puts priority on the fulfilment of functional targets such as crash safety, fatigue as well as comfort and noise. As a result, weight

Single item designed by OptiStruct: Steps towards optimised VW engine mount for dynamo, A/C compressor and control pump.

Single item designed by OptiStruct: Steps towards optimised VW engine mount for dynamo, A/C compressor and control pump.

targets are frequently not fulfilled early in the development process, which leads to late weight firefighting and often unfavourable compromises between weight and functional targets. The introduction of numerical optimisation methods has improved the possibility to find better compromises. Still, as long as the usage of numerical optimisation is focused on component based, on-demand firefighting, large weight saving potential is left unused. It must be a goal in vehicle development to better utilise the potential that numerical optimization methods provide to help saving mass. The Altair engineers will not grow tired

McLaren takes advantage of Altair' advanced material modelling for its Formular 1 racing-car.

McLaren takes advantage of Altair’s advanced material modelling for its Formular 1 racing-car.

of emphasising how important it is to approach lightweight construction holistically. “We want to give the designer a tool with which he can come up with better solutions right from the beginning.” This means the designer will no longer start with the “white sheet” in front of him.

The old time-consuming and expensive approach.

The old time-consuming and expensive approach.

Thanks to frequently repeatable and fast simulation he can fall back on design suggestions which deliver the most efficient structures within any given framework, before he gets down to work. Real tests become replaced by virtual tests. And ideally, the Altair engineers use their methods and programmes for optimisation to collaborate with the respective OEM from the very outset. As in the case of Opel where the optimisation process concerns the development process of a passenger car.

Simulation – Inspiration – Innovation

Ideally, the Altair team would suggest using design optimisation techniques on every single component in a product, in order to ensure the entire structure is as lightweight as possible. In reality however, this is rarely possible as development schedules need to be

Optimised wheel suspension at the racing-car builder Dallara. (photo: Dallara.)

Optimised wheel suspension at the racing-car builder Dallara. (photo: Dallara.)

met with a limited amount of resources. So when faced with an existing design and often hundreds of components that could potentially be optimised, the challenge is to find out which ones could yield the biggest weight savings. The answer is to screen a product’s components during the early stage of the development process. The screening process helps to answer several vital questions when assessing where to focus time and energy such as:

  • Which steps are necessary to enhance the product?
  • What does this mean economically?
  • How large is the economic and technical potential of an optimisation project?
  • How much will it cost and how much effort will be required for an optimisation project compared to its benefit?
  • What are the consequence-, synergy- or interdependency-effects which may come up during the optimisation project?
  • What are convenient or realistic development targets?
The Altair vision ... massive weight reduction through CAE by means of cloud computing coupled with high-performance computing.

The Altair vision … massive weight reduction through CAE by means of cloud computing coupled with high-performance computing.

Be it on isolated issues such as weight reduction of an aluminium frame at Ferrari, the concept design of a cross car beam at Fiat Group, or a more comprehensive approach, as in the case of Porsche, with virtual vehicle development under the constraints of changing products and processes – Altair HyperWorks, OptiStruct, HyperStudy, HyperMesh and all the sub-programmes will help to produce viable solutions fast. Thus,

The Altair Way: Revolution of the design process as simulation-driven innovation.

The Altair Way: Revolution of the design process as simulation-driven innovation.

Daimler uses HyperMesh for Brake Disc Morphing and to check the durability of the Brake System in specific cars. OptiStruct comes in for multibody dynamic simulation, because it is all about how to best shape the brake discs in order to avoid brake noise and vibration issues. Many more examples can be given from the car industry.

In essence, Jim Scapa and his company focus on two main areas. In the analytics realm it is advanced material modeling, including composites, in business analytics it is solutions provided to analyse massive amounts of data for rapid descision-making.   

Is Sebastian Vettel's "Hungry Heidi" partly designed with the help of Altair software? Most of the time this remains a secret. Not so in the case of the F 1 Sauber Team which does cooperate with Altair Germany.

Sebastian Vettel’s “Hungry Heidi” was constructed without the aid of Altair. But as costs for Formula 1 continue to be cut who knows what the future will bring.

Susanne Roeder

©roe

And here is a printed version in German:

Altair: Not a Heavy Metal fan...

Altair: Not a Heavy Metal fan…

 

Alternatives to Heavy Metal - by Altair

Alternatives to Heavy Metal – by Altair

Design, Heritage and Pedigree

RS 7 + SR in love small

Here’s to another Fab Member of the RrrrrrrrrrrrSssssssssss Family: Audi RS 7 Sportback

What is in a number? Read this one: 560 hp. Very impressive. 4.0 litre V8 TFSI engine. Sounds good. It is actually the same engine as in the latest RS 6 Avant, that premiered a few months earlier (see post “The Lord of the Rings” from May). But what an altogether different car the RS 7 Sportback is. In shape and feel.

Magic letters that make driving bliss.

Magic letters that make driving bliss.

And yet V8 means downsizing, an irrevocable trend it seems. The predecessor in the former RS 6 Avant was a V10 engine with a plus of 20 horsepower,  however less maximum torque. Not to mention the thunderous power of V12 engines, typically in Ferraris or Lamborghinis, also in the Aston Martin Vantage and DB9 Volante, the Mercedes-Benz 600 SL and other models from Stuttgart of years gone by, the Jaguar XJS, the BMW 750i, 750Li and quite a number of other cars designed for the street. But in all fairness, it has to be said: What the engineers have managed to wring out of this V8 is simply mind-boggling.

Added to which the two letters “RS” are the decisive factor denoting dynamism if not dynamite. They are a promise that this is Audi at its best. Where the “S” factor is already pretty awe inspiring, “RS” simply takes one’s breath away.

Spirits of Ancient Engines…

Let’s face it: Engines with an impressive number of cylinders obviously have become a thing of the past, ousted by an increasing number of limitations imposed on the car

V 10 engines: Pieces of evidence of a glorious past.

V 10 engines: Pieces of evidence of a glorious past.

industry worldwide. They are no longer deemed politically correct, soon to be carefully mothballed like Egyptian mummies, and thus preserved for posterity. In decades to come, people will marvel at these wonders of technology from days of yore. Mind you, one of my neighbours has one of those wicked 12 cylinder pickups, with a brutish booming roar. A great sound indeed, unless it explodes into the peace and quiet of the very early morning hours, which, alas, it frequently does. It certainly makes the other neighbour’s V6 Chrysler pickup sound pathetic, almost ethereally electric. Well, not quite. Views are divided over large SUVs, which is why the car industry is in the process of shrinking them. The Audi Q3 is one such example. The entire Volkswagen Group is pursuing this course of cutting down on size. In the case of Volkswagen this is facilitated on account of its recently established MQB system (Modularer Querbaukasten), a modular toolkit strategy for its transverse, front-engined, front-wheel drive automobiles: Audi set out with the Q7, followed by the Q5, followed by the Q3. VW does it, even Porsche does it (from Porsche Cayenne to Porsche Macan which is soon to debut). The VW Taigun as baby Tiguan may soon be on its way. The first and biggest VW SUV, the Tuareg and counterpart to the Porsche Cayenne, once considered absolutely hip, seems to have become mega out within a couple of years. The new motto: The smaller the hipper. SUVs of a sizable size therefore might soon belong to an endangered species, especially in politically hypercorrect Germany. Just as fur coats and their wearers were maligned and fell pray to the attacks of sprayers in former years, the new scapegoats might well be SUVs and other premium cars. Once loved dearly and hyped as status symbols, they now run the risk of being scratched or set on fire, their drivers denounced as a threat to the environment. Little do these dimwits know that A, B or C segment cars are profitting from the cutting edge technology first developed for premium cars. My late friend Dorothy, MBE, who married a German just before war broke out, summed it up adequately: “You Germans, you overdo it both ways.”

Even Formula 1 has been cut down to eight cylinders and it does not stop here. Next year motorsports aficionados will witness the return of turbo engines to what is arguably the epitome of motor racing, with engines powered by no more than six cylinders. “Ludicrous”, you may well say. The fact is that the difference to street cars continues to decrease. Or to put it differently: Formula 1 is getting forever closer in becoming a laboratory for future passenger cars and therefore has a convincing raison d’être. This is also why a  totally electric Formula 1 is likely, although it is difficult to see what joy this is to bring to spectators. It will have nothing in common with proper Formula 1, where sound and vibrations are imperative.

More cylinders than in the F1 race cars as from 2012 – even though only on demand.

More cylinders than in F1 as from 2014 – even though only on demand.

Compared to Formula 1 Audi and other OEMs manufacturing premium cars are courageous. They try to satisfy public demand for performance, and do so by means of ever increasing efficient performance. Coming back to the RS 7 Sportback, as in the case of the RS 6 Avant, not only does the engine have a total of eight instead of ten cylinders, these engines have what is called “cylinder on demand” (COD).

COD means that  you are placidly cruising along or driving in town with only four cylinders doing the work. At low to moderate load and engine speed, the system deactivates cylinders two, three, five and eight by closing their valves and shutting off the fuel injection. The 4.0 TFSI runs as a four-cylinder engine in this mode – until one presses firmly down on the gas pedal. The operating points in the active cylinders are displaced toward higher loads, increasing efficiency and simultaneously reducing consumption in the NEDC (New European Driving Circle) by around ten percent. The good thing about this is the average driver with a sporty ambition will not notice any difference in handling. The same cannot be said for a lot of cars.

Apart from COD the engineers at Audi are specifically proud pointing out another innovation, which shows that losing weight is a top priority for cars nowadays. Less weight means less fuel consumption and increased driving dynamics. The process of losing

Weight saving via clever shape: Front brake with wave brake disc.

Weight saving via clever shape: Front brake with wave brake disc.

weight concerns the whole body of the car as well as any separate item that can conceivably be further improved. Besides using a clever mix of materials – the RS 7 consists of a hybrid aluminum design making it weigh roughly 15 percent less than a comparable all-steel body –, a lot also depends on finding the optimum shape. As in the case of brake discs. The RS 7 Sportback features a wave design that does not only look interesting, the internally vented brake discs result in a sizable reduction of almost three kilograms (6.61 lb). Ceramic discs are optional amounting to an astounding minus ten kilograms in weight. As expected from Audi, there is also a sporty note to the brakes: The electronic stabilization control system (ESC) has a Sport mode that can be deactivated altogether. These weight saving wave brake discs are also standard on the RS 6 Avant.

The third outstanding technical feature that the RS 7 Sportback boasts is the eight-speed tiptronic gearbox as standard which has been specially matched to the sporty character of the car. It allows you to choose between D and S modes or change gears yourself. While the lower gears of the tiptronic are closely spaced for sporty response, the eighth gear is tall to reduce fuel consumption.

The marvels of hightech as state of the art.

The marvels of hightech as state of the art.

What Power. What Elegance. What Class.

The basic technical data about the Audi RS 7 Sportback are swiftly told: 4.0 liter biturbo V8; 560 hp/412 kW; maximum torque: 700 Nm at 1,750 to 5,500 rpm; official top speed: 305 km/h (189.52 mph); sprint from 0 to 100 km/h (62.14 mph) in 3.9 seconds; average of 9.8 litres of fuel consumption per 100 km; eight speed tiptronic transmission; tank capacitiy: 65 litres; net weight: 1,985 kg; size of boot: 535 to 1,390 litres. The car will arrive in the showrooms in the fourth quarter of the year, at a base price of € 113,000.

Sculpturesque beauty. Dynamic elegance at its best.

Sculpturesque beauty. Dynamic elegance at its best.

There is no doubt about it. Car manufacturers generally build good cars nowadays. And the bare facts and figures about the RS 7 certainly convey an impression of power. But what are the ingredients of a truly fascinating car, a car that is both thrilling to drive and to look at?  Such a car must definitely have an appealing design, outrageous speed, convincing torque, utmost precision in everything and unfailing attention to detail.

A Stroke of Genius & Homage to Yesterday

Not only is the driving experience bliss. Just looking at this car as it stands firmly poised on the ground is thrilling. So why on earth did it take Audi so long to come out with such a wonderful car? After all the A7 made its debut as late as 2010, followed by the S7 in 2012. And finally, the RS 7 Sportback proudly presented itself to the world during the Detroit Auto Show at the beginning of this year. The Audi designers were surely inspired not only by trends in architecture and fashion, but most of all by the car manufacturer’s impressive pedigree.

With hindsight ... The RS7 pedigree: Audi 100 Coupé. Some call it the most beautiful Audi of all times.

With hindsight … The RS 7 pedigree: Audi 100 Coupé. Some call it the most beautiful Audi of all times.

This car certainly has its own outstanding identity. A personality that sets it apart and yet harks back to another icon of style, the Audi 100 Coupé S. The latter was produced forty years ago, from 1970 to 1976, and is a typical creation of the 1970ies. It did not yet have quattro, because development of the phenomenally successful all-wheel drive à la Audi started in 1977, that is 46 years ago. It premiered in the famous Audi quattro. And like so many other innovations and masterpieces of hightech, it is inextricably linked to one name, that of Ferdinand Piëch.

Only three years after the premier of the Audi quattro in 1980, the quattro GmbH was founded. From the outset, the one hundred percent Audi subsidiary has been dedicated towards premium quality. What started with exquisite leather in 1983 for high-quality interior of Audi cars developed into a workshop for the car manufacturer’s top models. All RS models are consequently produced in the home of quattro GmbH, Neckarsulm near Stuttgart in Baden-Württemberg.

Loss of Weight, Expansion of Waistline

911 2.0 Coupé from 1964 and the present 911 Carrera 4S Coupé.

911 2.0 Coupé from 1964 and the present 911 Carrera 4S Coupé.

The evolutionary process of the epitome of an iconic sportscar, the immortal and forever nimble sportsman 911, best demonstrates how over the years the waistline of cars has never stopped expanding . In fact, the overall size of the 911 has been growing from one model to the next. The Porsche Musuem in Zuffenhausen (Stuttgart) has a section showing the silhouettes of all Porsche cars as lines. These silhouettes delineate both the careful evolution of the legendary sportscar and its increasing dimensions, from the very first Porsche 901, later to be called 911, to the present 997 half a century later. So even if cars have started to battle extra weight, their proportions have grown. Just as man is growing and growing in size.

Nonsensical message. Both genders, male and female have since its birth been indiscriminately been dreaming of the 911.

Nonsensical message. Since its birth both genders, male and female, have indiscriminately been dreaming of the 911.

Porsche may call the present Porsche (internally called 997 and in its seventh generation) masculine or muscular. The fact remains that the very first slim 911 models look daintily nimble and feature an aura of dignity and grace that marketing people might call feminine. Maybe that is behind all this nonsense about Porsche being a man’s car. As seen in one of the latest postcard campaigns on account of the 50 years jubilee (see above).

Dancing cheek to cheek - Porsche 911 2.0 Coupé & Porsche 911 Carrera 4S Coupé.

Dancing cheek to cheek:
Porsche 911 2.0 Coupé & Porsche 911 Carrera 4S Coupé.

Masculine, feminine, bullish, graceful and slender – design follows a certain Zeitgeist. At the same time it has to make allowances for and is constrained by so many functions and technical demands that progressive growth in dimensions is almost inevitable.

Apart from life saving safety features cars are nowadays packed with space devouring hightech, most of all premium cars. The inner life of a car body is intricate and most complex. Right from the outset, designers work hand in hand with the engineers in their opposing quests for millimetres on the one hand and artistic freedom on the other.

Hence there are solid reasons behind the expanding dimensions of current car bodies, namely technological progress and relentless drive for luxuries such as a state of the art multi-media interior and an all consuming focus on maximum safety.

... and back to back: Audi 100 Coupé S and A7.

… and back to back: Audi 100 Coupé S and A7.

So what are the inner values of the RS 7? Audi has been renowned for its immaculate interiors. No squeaky dashboards, meticulously exact gap dimensions inside and outside. High-quality interior décor. The sport seats in the RS 7 are another definite highlight. They are extremely comfortable and with their superbly stitched leather they are a captivating sculpture themselves.

The RS 7 is remarkably spaceous. Even in the back there is ample space. In a word: This five-door supercar is a classy sculpture on very fast wheels. Not quite as sleek and slender as its relative of the 1970ies, but yields a posture of a dynamic elegance which stands alone.

Sleek and slender: Audi 100 Coupé S.

Sleek and slender: Audi 100 Coupé S.

The long engine hood, the 2.92 meter (9.58 ft) wheelbase and the short overhangs create a sculpture with powerfully harmonious proportions. With its low, flowing roof line, the 5.01 meter (16.44 ft) RS 7 Sportback is striking from any angle.

It is a superb statement of design, a paragon of dynamics and technical perfection. That such perfection does not go unnoticed is hardly surprising. Only a few weeks ago Audi AG was awarded the J.D. Power Plant Assembly Line Quality Award for producing models that yield the fewest defects or malfunctions.

Epicentre of quattro and Best Production Site in Europe

The Audi production site in Neckarsulm has received the internationally esteemed J.D. Power Award in gold for being best in class in Europe and Africa. Neckarsulm is the plant with the highest diversity of Audi models produced. It is where all the top line premium cars are built and is the home of customer racing. The simple reason being that quattro GmbH is located right in the midst of the factory with its comprehensive technical know-how and expertise. This generates maximum synergy and efficiency.

quattro GmbH is also the place where every conceivable cliental wish is granted for an individualised car.

Best in Europe – Production Site in Neckarsulm. Here: A 6 assembly line.

Best in Europe – Production Site in Neckarsulm. Here: A 6 assembly line.

And with 30 years of quattro GmbH, this is an anniversary that could not possibly pass without setting another record. With four new RS models this year alone, a total of eight RS models is now produced in Neckarsulm.This year will have seen the introduction of the RS Q3, the first RS model in the SUV segment, the third generation of the RS 6 Avant, the RS 7 Sportback and the RS 5 Cabriolet. The other four models are the RS 4 Avant, the RS 5 Coupé, plus the TT RS Coupé and Roadster. And of course, quattro GmbH is also where the R 8 is manufactured.

In Neckarsulm we were among the first to be honoured with a guided a tour of quattro GmbH, the Fort Knox of Audi. It is at a certain point – Audi calls it “Zählpunkt 6″, because all the various production phases are numbered – in the Audi production site that all the RS models are removed from that production process and taken to the quattro workshop, where they are enhanced and emerge as the very highend RS models that set them apart from their next of kin more or less conspicuously. Out of the 800 Audi people working for quattro GmbH, 22 at present work in production. There is a maximum capacity for 40 “Audians” in the present layout of the workshop.

Let's hit the road, yessssssssss

Let’s hit the road, yessssssssss

Thank you Audi for having filled the gap with the A7 and most of all, producing it in the inimitable RS version. Mission most successfully completed. Without a shadow of a doubt, we, too,  have selected this late arrival to the Audi family as worthy of prizes in all categories of design, power and meticulous craftsmanship.

This is a car in which we felt at ease instantly and with which we have started a flirtatious love affair. It gives you wings, makes you fly – even at 230 km/h and more, the car is easy and pleasant to drive. It feels like cruising mode, whereas it is easy to feel uncomfortable at 120 km/h in quite a number of cars, some of which had best be restricted to traffic in towns. All one needs to do in the RS 7 is heed the other motorists in front and beside oneself.

Icon of Pop meets Car Icon

50 years later: Still going strong. Where will Audi be in another 50 years? All electric? At present certainly not.

50 years later: Still going strong. Where will Audi be in another 50 years? All electric? At present certainly not.

Time for some music. Lead singer: Nobody less than PaulMcCartney:

http://www.youtube.com/watch?v=wjCt0sI-cFA

So here we are, moving to the tune of a new car age. And here is to this fabulous car, the RS 7 Sportback –  the dawning of great design, steeped in tradition:

I’m Your Baby — Do You Love Me?
I Can Drive A Cadillac
Across The Irish Sea
But When I’ve Finished Doing That
I Know Where I’ll Want To Be
‘Cos I’m Your Baby, And You Love Me.

Spirits Of Ancient Egypt
Spirits Of Ancient Egypt
Spirits Of Audi ONE-O-O
Spirits Of Audi ONE-O-O.

A Car with which I instantly fell in love. The shape, the speed, the sheer presence of the Audi RS7 Sportback. Quite simply a work of art and a masterpiece at that.

The Car with which I instantly fell in love. The shape, the speed, the sheer presence of the Audi RS 7 Sportback. Quite simply a work of art and a masterpiece at that.

Summary / Zusammenfassung

Der RS 7 Sportback ist ein superber Wurf der Audi Ingenieure und Designer. Eine Skulptur auf Rädern aus einem Guss. Besonders in Daytonagrau Matteffekt hat es uns die Sportlimousine angetan. Dieses Auto ist von Anbeginn eine Stilikone, die schon jetzt ihren Platz im Museum of Modern Art in Washington verdient hat.

Warum die Ingolstädter so lange mit dem A7 gewartet haben? Geniales Design braucht den zündenden Funken.

Susanne Roeder

©roe

 

PS: And for those who criticise this blog for length, why not join this lively discussion started by Brian Driggs on LinkedIn: Who does the deep, long tail automotive journalism these days?

http://www.linkedin.com/groupAnswers?viewQuestionAndAnswers=&discussionID=260209991&gid=85806&commentID=153724772&trk=view_disc&fromEmail=&ut=33zQBWedXCMRQ1

But I have to admit, I got somewhat carried away with the subject.

PPS from 21st August 2013:

And as an addition to Audi Design and engine power: At last they have unveiled the long awaited made over flagship, the new Audi A8 and S8, today, 21st August 2013. Which begs the question: Will an Audi RS 8 be in the making? There are no such plans, as we were told. However, should enough aficionados be determined to hand out the necessary euros …. who knows. But see for yourselves: