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  •   Mark Dixon reacted to this post about 2 years ago
    Audi S5 Audi’s mid-sized coupe seemed a little flat on its European launch. So does it come to life in the UK?

    When we first drove Audi’s new S5, in Portugal, it felt balanced, quick and supremely assured. What it failed to convey on those sun-baked roads outside Porto was a sense of adjustability and, for want of a better word, fun. Now it’s back for a second shot, this time on the colder, damper and altogether more challenging roads of the UK, to see if there’s an entertainer hidden beneath those chiselled lines.

    First, a recap. For the new S5 a 3-litre turbocharged #V6 replaces the outgoing car’s #supercharged-V6 unit. It produces 349bhp and 369lb ft – 21bhp and 44lb ft more than before. As you’d expect from a performance Audi, there’s four-wheel drive, specifically the latest Quattro system, which features an electronic clutch to control the centre diff. But the biggest change is the gearbox. Out goes the seven-speed dual-clutch unit, in comes an eight-speed torqueconverter automatic. Our test car is also fitted with Audi’s electronically controlled rear sport differential – a £1200 option.

    Grey seats, black leather and carbonfibre make the interior a slightly gloomy place, but it oozes quality. There’s very little fuss or decoration and the dash layout and centre console will be familiar to A4 drivers. Audi’s virtual Cockpit is also now available in the S5, its 12.3-inch multi-function display replacing the traditional instruments behind the steering wheel.

    The new engine ignites with a subtlety and restraint that characterises the S5. There’s no burst of revs, no pops or crackles; it just hums away, idling quietly. At low revs all you hear is a distant burbling from the exhaust, but this V6 is eager to spin and as engine speed rises, a deep growl percolates from the exhaust, complemented by a faint whooshing from the turbo.

    This isn’t the most distinctive engine and Audi hasn’t engineered-in any histrionics to compensate for the lack of character. It feels honest, though, and you have to respect it for that. Don’t mistake the lack of theatre for a shortage of substance, though. With gearchanges that are quick most of the time, if not as snappy as a DCT’s, the S5 will reach 62mph in a claimed 4.7 seconds, which is two-tenths quicker than the model it replaces.

    In typical Audi style the new S5 will cover ground without fuss or drama when driven briskly, but where we found it a little flat on its feet during our first drive, in the right conditions – i.e. in the wet – you can encourage the S5 to demonstrate its (well hidden) exuberant side. Lean on the grip the front axle and tyres generate – and there’s plenty to call upon – and when the nose is turned in, lift off the throttle and dab the brakes. While the nose will stay hooked, the rear will arc wide, then you just need to reapply the throttle to neutralise the fun.

    There’s a sense you’re tricking the S5 into behaving in this extrovert way, and that’s because you are, but pair the S5’s turn-in grip with its overwhelming corner-exit performance and stability and it deals its trump card: making devastating progress along almost any road. Fun? No. Impressive? Mightily so.

    In essence the new S5 fulfils your expectations of a 2017 performance Audi: safe, secure, predictable and faster than the competition. But it can deliver more, and satisfaction can be had from teasing the S5 when it’s at its limit. Ultimately, though, if rapid progress is your thing, the S5 has plenty going for it, but if you prefer a car that offers a challenge, you may prefer to look elsewhere.

    ‘There is a sense that you’re tricking the car into behaving like an extrovert’

    Technical data specification #Audi-S5-Coupé / #2017-Audi-S5-Coupé / #2017-Audi-S5 / #Audi-A5-Coupe / #Audi / #2017 / #V6 / #Audi-A5 / #Audi-A5-Typ-F5 / #Audi-A5-F5 / #Audi-S5-Coupé-F5 / #Audi-S5-Coupé-Typ-F5 / #Audi-S5-Typ-F5 / #Audi-S5-F5 / #Audi-A5-Coupé-Typ-F5 / #Audi-Typ-F5 /

    Engine V6, 2995cc, turbo
    CO2 170g/km
    Power 349bhp @ 5400-6400rpm DIN
    Torque 369lb ft @ 1370-4500rpm DIN
    0-62mph
    4.7sec (claimed)
    Top speed
    155mph (limited)
    Weight 1615kg (220bhp/ton)
    Price UK £47,000

    + Chassis rewards commitment
    - Plain engine
    Rating 3.5
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  •   Davy Lewis reacted to this post about 3 years ago
    ‘If you are told that a certain person has designed a car, then this will be wrong. Cars are designed by teams, not individuals’. #Audi-TT #design / #Audi / #2016 /

    This was one of the first things which Dany Garand said when I spoke to him in Ingolstadt, just after the new TT had first been shown to the public at Geneva. In fact, Dany is the leader of the team which is responsible for the design of the TT, but he emphasises that it is very much a team effort. As with most other new Audis, it took six years from the initial briefing meetings to the actual production of the car and the first four were spent on finalising the design, while the last two were concerned with turning the designers’ ideas into a production vehicle.

    Garand explained that one must not look upon the new TT as a development of the Series 2 TT. This is far from the truth and the initial meeting about the styling of the car showed that there was a need to go back to some of the basic design features of the original model which many regarded as more sporting than its successor.

    As a result, there are certain styling features which are throwbacks to the original TT. When the Series 2 was introduced, it was clear that there was no longer a sharp division between the panel beneath the rear window, and the rest of the body. Instead, there was a smoother line with no evidence of a notch. Now, the original theme has been pursued, with a definite change of contour just beneath the rear window.

    Although the styling of the area beneath the rear screen has reverted to something close to that of the original TT, the construction method is entirely different. When the first TT was produced, the top cabin section was welded to the basic body and so that crease between the two sections was actually a weld line, both sections being steel. Now that aluminium panels are used, the crease has been re-introduced, but there is no joint, the whole area being a single aluminium panel.

    The side sills no longer flare upwards towards the rear and are much more parallel to the ground, emphasising the solid stance of the new model. The roof is longer and flatter than before, and the lengthened wheelbase, a consequence of the MQB modular platform, brings the wheels closer to the extremities of the body. With virtually all Audis, the designers keep to a ratio of one third for the top section with the roof and windows, and two thirds for the body below the waistline. This proportion is an essential part of the styling character of Audis. With the new TT, however, the ratio has been pushed just a little further, with the top section occupying just less than one third of the side view, and the area below it being higher. This slight change in proportions makes the TT look more sporting.

    I asked Dany whether any thought had been given to giving the TT flared wheel arches, rather than the ‘stuck on’ sections which have been characteristic of the first two models. He explained that this idea had been explored, as were many different options, but it was felt that the ‘separate’ wheel arches had become a characteristic of the TT and it would be unwise to change them. Exactly the same argument applied to the point where the front wheel arches cut into the sides of the bonnet. Because the bonnet is now an aluminium pressing, it has less strength than the earlier steel panels and so there was some pressure to do away with this notch as it might weaken the bonnet. In the end, though, the cut-out was retained.

    Another feature which is a throwback to the first TT is the use of two tail pipes, one at either side. Admittedly, the lowpowered versions of the original TT had just one tailpipe, but the Series 2 had a pair at one side and it was felt that the twin pipes of the original made more of a statement about the character of the car. That is why the new model has two pipes, and these are the same for all models, with the exception of the TTS which has two pairs of pipes, but at the same positions. And, whereas the Series 2 TT had a rather bland version of the original TT fuel filler, that fitted to the new car is much more like the earlier version.

    I asked Dany about the front end of the new TT, suggesting that, with its aluminium transverse ribs, the grille of the TTS looked rather heavy. He explained that the design team wanted the TTS to be immediately recognised for what it is, and so the front end, with the more decorative grille, and the back end with its four tailpipes, would make it distinctive.

    I think that moving the four rings to the bonnet itself, like the R8, has been a good move, but I still feel that the front grille is too dominating. Notice that the bevels at the top corners are bigger and more sharply executed than any other Audi so far. Throughout our conversation, Dany constantly referred to the ‘tension’ in the design. When I asked him to explain this he pointed out that all the major styling lines, like the tornado line which runs down each flank, are tightly drawn and that every aspect of the styling gives the impression that there is no wastage. One small feature shows the difference between this model and the two previous designs. The tornado line does not drop as it gets to the back of the car, but blends in with the shape of the rear light units Much the same is true of the front end styling, which has been devised so that it looks less rounded that before.

    The more I looked at the new TT, the more I realised that the design team’s efforts to give it more of the feel of the original, and a more sporting character, have certainly worked. It will be interesting to see what TT enthusiasts think when they get a closer looks at the new TT in the flesh. I have a suspicion that it will be well received and the Series 2 may well be regarded as the ‘soft’ one.
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  •   Bob BMW reacted to this post about 3 years ago
    NEW #Audi-SQ5 UNVEILED Say goodbye to the diesel, as Audi’s hot SUV gets a 3.0 V6 turbo, with 354bhp… / #Audi-Q5 / #Audi / #2017 / #MLB-Evo / #Audi-MLB-evo / #Audi-Q5-FY / #Audi-SQ5-FY

    The SQ5 has been a huge success for Audi and the recently unveiled second-generation model looks set to be an even more enticing prospect. The big news is that the diesel engine has been dropped in favour of the 3.0 V6 turbo unit from the S4/S5. That means this mid-sized SUV will produce 354bhp and 500Nm, and be capable of the 0-62mph sprint in just 5.4secs. With plenty of midrange shove, mated to quattro drive, that should make the SQ5 a very rapid machine. Power is delivered via an 8-speed tiptronic gearbox, with Audi drive select modes allowing the driver to tailor the characteristics to their own tastes.

    As well as the class leading quattro drive system, a sport differential and active air suspension are both available as options, controlled by the drive select module.

    Styling wise, the new A5 architecture is a subtle evolution of the previous model and the SQ5 continues the understated, yet purposeful design language of the original model. The new family grille, which is wider and shallower, blends into the new headlights, while S-specific air intakes help distinguish the SQ5. At the rear, quad tailpipes are built into the lower valance for a very clean look. LED lights with dynamic turn signals are standard. The press shots show a Misano red model with black details, which looks particularly effective. Panther black has been reserved exclusively for the SQ5. The stock model comes with 20in wheels but 21s can be specified in five different designs, as an option. The interior is kitted out with leather/Alcantara seats, an S-multifunction steering wheel with fine Nappa available, as well as a range of attractive inlays.

    No word on pricing yet, but the SQ5 should be available from the middle of 2017. We’ll keep you updated.
    Subtly aggressive styling is key.
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  •   Paul Harris reacted to this post about 3 years ago
    What’s New AUDI / #Audi-Q3 / #Audi / #2016 /

    The Audi Q3 has received an equipment upgrade, with a navigation system now standard on S line editions. With a 6.5-inch colour screen, the SD-card based system features sevendigit postcode recognition and is controlled either by the dashboard-mounted dial or voice control. Previously the system would cost an extra £495 as an optional extra, and prices have been hiked by £500, effective immediately. This takes into account a general rise in prices of the entire Audi range, meaning that Q3 S line prices effectively remain static, whereas other versions cost more. The cheapest Q3 S line 2.0 TDI 2WD costs £27,690, while the 181bhp 2.0-litre #TDI #Quattro #S-tronic is priced at £34,180.
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  •   Paul Harris reacted to this post about 3 years ago
    / #Audi-4-Rings-Ownership-Program / #Audi / #2016 / #Audi-4-Rings

    If you’re dreaming of driving down the road in a spanking brand new Audi, now is the perfect time to head on down to the PGA Cars Audi dealership near you.

    With the Audi 4 Rings Ownership Program, you can get drive home your new #Audi-S3 , #Audi-A5 or #Audi-Q5 with FREE periodic maintenance service and oil service for two years and FREE comprehensive insurance with acts of nature and personal accident coverage.

    You can also avail of #PGA Car’s financing program with zero percent (0%) interest and up to five (5) years to pay with FREE chattel mortgage fee. So, drop by the #PGA-Cars Audi showroom in Greenhills, Bonifacio Global City (BGC), or Alabang and enjoy the good life driving around in your new 3Audi S3, A5 or Q5!
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  •   Stephen Bayley reacted to this post about 3 years ago
    2016 / #Audi-A6 / #2018 / #Audi-A6-C8 / #Audi

    Remain true to their own values, but still do not miss the train of time - this challenge is currently the entire auto industry. Not for nothing showed the German premium brands BMW, Mercedes and Audi lot of presence on the Consumer Electronics Show in Las Vegas. Where to grow together what belongs together has not yet really: the fast moving consumer electronics and the other hand comparatively leisurely carmaker.

    Audi CEO Rupert Stadler sees the change undaunted in the face: "The auto industry is still a classic business model, but we will convert it into a platform business." And the future also means more of a co-Stadler than against one another. Overlooking the joint commitment of BMW, Mercedes and Audi in the adoption of digital maps specialists Here explains Audi Chairman "Sometimes cooperation is better than competition." Classic Powerlifting Let us first with the classic business model: A cooperation in matters Audi A6 , BMW fives and Mercedes e-class will not happen, because still ruled a three-way battle. And who gets these days fresh food: The Mercedes E-Class rolls just began in a new form, the quintet follows the end of the year, the A6 2018.


    The A6 speaks in his new edition of the viewer with a widened grille whose corners are now drawn sharp. The single-frame to be lost in the overall height of a few centimeters. Visually, the A6-oriented as the A8 in the study Prologue and receives as the other Audi models more flared wheel arches. The original idea of the Quattro is to be revived by the Bank in the design - even during the A3 facelift this spring. The A6 is there at first only with all-wheel drive and with an optional all-wheel steering, which takes over the business from Limousine Q7.

    Much light band has been speculation on the stern in the past a drawn through. But since Audi has made other choices. Four models are available in the future with this design feature: the new A8, the A7 elegantly shaped, the Q8 and Q6 as an electric car, which will be manufactured from 2018 at the Brussels plant.

    A6 as an electric car?
    Yet Audi plans to A6 is not a pure electric car. But Rupert Stadler is happy that he can react on the building blocks of the Group flexibly to the needs of the markets. In their own e-motor production in Hungary, he even sees a core competency of the house for the future: "In the electric mobility, there is no turning back."

    Audi is fully energized and prepares the next A6 Q7, Q8 and A7 definitely as a plug-in hybrid in front, carrying the additional designation e-tron. But clearly, it remains even when using the classic Nitro of the 2.0 TFSI petrol with 190 and 252 hp and the two-liter diesel engines (150 and 190 hp) to the three-liter V6 engines with 218, 272 and 333 hp, which will be modified by then facing more stringent emission standards. Audi relies on SCR technology.

    In addition to the dual-clutch S tronic, it will continue for the powerful engines that develop more than 500 Nm of torque, enter the eight-stage converter ZF automatic transmission.



    Long term, the eight-cylinder engines become extinct in the volume models, it increases the four- and six-cylinder in the performance. but Sporting S and RS variants definitely stay in the program, since Audi thus can drive remarkable sales success. Do not rule out the way that the Audi five-cylinder, as it is used in RS 3 and TT RS (400 hp), also adapted for longitudinal installation.

    New Tags

    Who talks to the Audi specialists, comes to many new Tags not around: artificial intelligence, management, new type of user experience, Big Data, Internet of things - all right? Do not worry that comes step by step, some can, but you do not understand. The main thing is, the car good use, feel safe and comfortable and can integrate their personal data and applications easily. And then it looks all.

    The chosen path remains the brand faithful: The trend is toward intuitive operating systems, which can be controlled by touch. The number of switches is intended to be gradually reduced. It is based on the Modular Infotainment System (MIB), the Audi introduces in several steps. A8 and A6 are based on the study Prologue, in which the entire front of the instrument panel is a kind of large display. It is a touch screen with haptic feedback - the driver will feel so in the fingers that he has activated a function - controlled instead of a rotary push-and. Pressing on the screen it feels like a button, including clicking sound, so the Audi drivers of change easily falls possible. With the first pure electric car Q6 (also new for 2018) then the next stage of a new operator control and display concept with vaulted screens.

    The general trend in rapid development stage of the LTE mobile communications, shorter call setup times and improved voice quality when calling goes. This entails additional online services that provide additional features, such as the navigation permit.


    A6 with OLED technology

    What Audi still very strong addition to the new features in the multimedia sector at heart: the introduction of OLED technology in lighting, which stands for "Organic Light Emitting Diodes" stands. In each OLED unit include two electrodes a plurality of thin layers of organic semiconductor material is a. Here, then layers are made to emit light, so that it is not to point light sources like the LED, but panel radiators.



    This technique was first offered already this year for the TT RS, 2017 followed by the four-door coupe A7, and from 2018 OLED is to have as an option for the A6. As Mercedes E-Class and BMW five is made fit even the A6 for the semi-autonomous driving. He parks in the longitudinal and transverse gaps automatically, keeps its own track and the distance to the vehicle in front of more than 200 km / h, braking in an emergency completely to a standstill. Currently the works of 40 km / h to market, this figure is likely to increase.

    The opportunity to seek help when overtaking, as from now, the new E-Class, there will be the Audi A6. In Mercedes this technique works currently to pace 130th

    on the other hand does not change in principle to the dimensions of A6 and A6 Avant. Even the boot capacity remains about the same. Due to the strict crash standards, especially in the United States no longer so large jumps are possible as before in losing weight. The A6 will still lose again at 50 kg, and then come into the lightest version below the limit of 1600 kg. However, he is not all-aluminum car.


    What is not yet clear: when the Avant follows. There are two scenarios: in parallel with the launch of the sedan or until the following year. , Applies however that the distance will be similar to the A4 few weeks as more likely. Does the competition from old?

    Ring the new Audi business sedan therefore a new era? See the previously introduced competitors BMW and Mercedes E class five from old fast? Most certainly tangible leap expected Audi succeed in the design of the cockpit and operation. The placed in the center console display is compared to the more conventional architectures of BMW and Mercedes, both continue to rely on a rotary push button, much more progressive, the usual keypresses intelligently linked with a touchscreen. Mercedes offers the touch-sensitive buttons on the steering wheel a good compromise. Motto: In principle, we rely on the old world, but who wants the new, she gets at least a little. BMW touted the gesture control, but remains as Mercedes the old ways. Only Audi combines the smartphone world with the desire of motorists, even touching getting feedback during operation. Should this technique, the Audi has just shown at the CES in Las Vegas, work everyday reliable, the brand has developed a real advantage in the operation of the future. That should especially BMW be a thorn in the flesh, who always claimed in this area, the leadership itself.

    Interesting is certainly the struggle for comfort crown. Mercedes backed by its sophisticated air suspension together with comfort seat here before powerful, but also Audi has to focus more on ride comfort directed than before.


    Air suspension and new seats given gets the A6 air suspension from the Q7, but which is modified again stronger. The goal is a wider spread of the different driving modes. As Mercedes expects Audi from newly developed seat with a softer seat at the same time reinforced lateral support a more comfortable ride. Gone are the days when it the Audi developers goal was simply to construct the sportiest car in the class. What should the bargain hunters among buyers find interesting: Unlike the Mercedes E-Class, it will probably be the A6 continue with manual switch. This alone will provide the best base price in the future of Audi in the upper midrange segment, although the entry petrol 1.8 TFSI flies out of the program.

    Who even this sharply designed A6 still seems too good, which can alternatively engage the next generation of the four-door coupe A7, which is visually more expressive. Also available from 2018 at the dealers.

    While still lean BMW fives and Mercedes E-Class quite strongly to the well-known brand design, Audi is taking a new, fresh way with the A6. Also in the cockpit and the new operation with touch touchscreen brand shows the courage to change. That could be the key to success, because otherwise the three German premium models move at eye level. All drive semi-automatically performing similar functions, are very well connected and as a plug-in hybrid available. Overall succeeds the Audi A6 but best to convey progress visually.


    Audi: progressive than BMW and Mercedes


    New BMW fives with evolutionary design

    The end of the new five will be presented: He gets a higher quality cockpit in Style Sevens, is lighter, runs semi-autonomous and to be more dynamic and more comfortable.

    Even the five takes as the E-class to the driver in the future if desired some work from. Both can be up to speed following the anticipated driving car 210 km / h self-employed, for example, on the highway.

    Visually reminiscent of the new five, which is presented at the end of the year, very strong at the sevens. This also applies to the high-quality cockpit, which is however created some driver-oriented. Unlike Mercedes for the E-Class BMW leads fiver a gesture control. When driving are no complete new concepts, but amendments to existing engines, it remains in the eight-stage converter ZF automatic transmission. Even without the use of carbon of five is about 100 kg lighter. Compared with the Audi A6, he also acts designed conventional. Exciting the comparison is safe with the driving dynamics.

    The new five-similar to the predecessor. Behind the black stripes in the middle of the grill

    the radar for autonomous driving functions


    Mercedes E-Class with traditional virtues

    The new Daimler is digital, but the changes concerning the operation are far less radical than at Audi. The Focus: Top comfort and many new automated driving functions.

    The E-Class is to set new standards of comfort after the desire of developers. There are newly developed seats and an air suspension with two chambers in front and three behind. Operation is unlike Audi continues via a known rotary-push-button control, but is supplemented by two buttons on the steering wheel, with which one also click through the renovated menu structure and can wipe. Progress, but no new scale. High-quality, easy to read, but extra charge: the new widescreen with digital instrument cluster. With Excitement: the new six-cylinder from 2017. The growing E-Class Status and ride comfort, closely follows the S-Class. The Audi A6 is clearly progressive. Advantage: Both have a clear positioning.

    E-Class there again with two different fronts. The picture shows the Exclusive version with a classic grill and star on the hood.

    Curved and sharp screen, a touchpad with haptic feedback, there is only for also for limousines New assistance systems and lighting
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  •   Stephen Bayley reacted to this post about 3 years ago
    310 Mile Electric #Audi Ready for #2018 / #Audi-Electric-SUV / Audi / #Audi-e-tron-quattro / concept

    The official unveiling of Audi’s electric #SUV will take place at the Frankfurt motor show ahead of advancing to serial production for 2018.

    The car is said to take the fight to Tesla, who have managed to gain a foothold on the market. As such, Audi’s SUV will have to be startlingly good and on paper at least it looks like it could be. 310 miles is the headline grabbing figure that denotes the possible range of the car, putting it into comparable territory with Tesla’s Model S and X. The all-wheel drive e-tron quattro has three electric motors - one on the front axle and two on the rear - and a very slippery exterior of just 0.25cd drag coefficient that should help it achieve its range claims.

    The car is said to be between the Q5 and Q7 in length but whereas the Tesla offers seating for five persons, with the option for a further two seats in the boot, the Audi has been designed to accommodate four. Tellingly, Audi state that the e-tron will have, “better driving dynamics and driving safety than other vehicles in the segment,” which is a clear nod towards Tesla. Sketches show a new OLED touch screen interface, which again may be to rival Tesla’s driver interface system.
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  •   David Lillywhite reacted to this post about 4 years ago
    Board moves / #Matthias-Muller / #2016 / #Dr-Ulrich-Hackenberg / #Dr-Stefan-Knirsch / #Audi / #VAG

    Matthias Müller becomes Chairman of the Audi Supervisory Board, Ulrich Hackenberg leaves to be replaced by Dr. Stefan Knirsch as Member of the Board of Management of Audi AG responsible for Technical Development… Matthias Müller, Chairman of the Supervisory Board of Audi AG as of December 3, 2015.

    ‘Matthias Müller has been a member of the Board of Management of Volkswagen AG since March 1, 2015 and its Chairman since September 25, 2015 when he took up the post after Martin Winterkorn resigned in the immediate wake of the diesel emissions scandal…’


    Matthias Müller, Chairman of the Board of Management of Volkswagen AG , has joined the Supervisory Board of Audi AG and became its Chairman with effect from December 3, 2015.

    Berthold Huber will continue to be Deputy Chairman, with the two vacant seats for members representing the shareholders to be occupied by Julia Kuhn Piëch and Josef Ahorner.


    Matthias Müller has been a member of the Board of Management of Volkswagen AG since March 1, 2015 and its Chairman since September 25, 2015 when he took up the post after Martin Winterkorn resigned in the immediate wake of the diesel emissions scandal. Matthias Müller was previously Chairman of the Board of Management of Dr. Ing. h.c. F. Porsche AG.


    After completing high school in Ingolstadt, Müller undertook a toolmaker’s apprenticeship at Audi and then studied informatics (the science of computer information systems) at the Munich University of Applied Sciences. After graduating in informatics, Müller continued his career at Audi in 1978, progressing to become the Head of Product Management for the Audi, Lamborghini and SEAT brands. From 2007 onwards, Müller was Head of Product Management for the Volkswagen Group and the VW brand as well as Executive Vice President of the Volkswagen Group.


    From 2010 until September 2015, Matthias Müller was Chairman of the Board of Management of Dr. Ing. h.c. F. Porsche AG. Josef Ahorner (55) is the chairman of the supervisory board and main shareholder of Emarsys AG, and was a member of the shareholder committee of Salzburger Porsche Holding from 1996 until 2008. Julia Kuhn-Piëch (34) is a real estate manager and a member of the supervisory boards of MAN SE and the Truck & Bus division of MAN AG.

    It was also confirmed on the same date that Dr. Ulrich Hackenberg has stepped down from the Board of Management of Audi AG, after reaching a mutual agreement with the Supervisory Board of AUDI AG to relinquish his role as Member of the Board of Management for Technical Development. He leaves the Volkswagen Group after 30 years of active service.

    The new Chairman of Audi’s Supervisory Board Matthias Muller praised Hackenberg’s significant impact on the Technical Development divisions of the entire Volkswagen Group: ‘Above all, the modular toolkit system is inseparably connected with the name of Ulrich Hackenberg. He had that idea already in the early nineties at Audi. Today, the entire Group profits from it.’

    Audi’s Board of Management Chairman Rupert Stadler underscored Hackenberg’s lifetime achievements: ‘In the 30 years that he was active in the Volkswagen Group, Ulrich Hackenberg was involved in crucial strategies and model decisions. The highly flexible modular system resulted in flexible modular production. Both systems helped us to produce very efficiently and with high quality. Numerous car models from Audi, Volkswagen and Bentley were significantly affected by his commitment and expertise. On behalf of the entire Board of Management, I thank him for his many years of commitment and his professional passion.’

    After graduating in mechanical engineering at Aachen RWTH University, Ulrich Hackenberg was employed as an assistant at the Institute for Motor Transport from 1978 until 1985. Amongst other positions there, he was the head of research into vehicle dynamics, developed lectures in motorcycle technology and gained a doctorate in 1985 on the stability properties of the ‘rider-motorcycle-road’ system.

    Hackenberg moved to Audi in 1985, where he took over the position of Head of Concept Development in 1989 and later led the technical project management for the entire product range. That included the Audi 80, A2, A3, A4, A6, A8 and TT models as well as numerous concept studies and show cars, the technical conception of the modular toolkit strategy and the development of a simultaneous-engineering structure.

    He was active in the Volkswagen Group from 1998 until 2002. There, he was head of the Body Development department and additionally responsible as of late 1998 for Concept Development.

    ‘In the 30 years that he was active in the Volkswagen Group, Ulrich Hackenberg was involved in crucial strategies and model decisions…’


    From 2002 until January 2007, Hackenberg once again worked for Audi AG and was in charge of the Concept Development, Body Development, Electrics and Electronics departments. During that time, he developed the ‘modular longitudinal toolkit.’

    On February 1, 2007, he became Member of Volkswagen’s Brand Board of Management with responsibility for the Technical Development division. He pushed forward with the further development and complete renewal of the Volkswagen product range and the development of the modular transverse toolkit (MQB). Further highlights were the XL1, the first seriesproduced ‘one-litre car’, and the entry of the Volkswagen Brand into motorsport.

    As of July 1, 2013, he became the Board of Management Member for Technical Development of Audi AG. In addition, he was responsible for co-ordinating the development of all the brands of the Volkswagen Group.

    With effect from January 1, 2016, Hackenberg’s place as Member of the Board of Management of Audi AG responsible for Technical Development will be taken by Dr. Stefan Knirsch (49).


    ‘Stefan Knirsch has a broad experience of the automotive industry, and not only from the perspective of a car manufacturer, but also of a supplier. These are excellent qualifications for his new task,’ stated Matthias Müller, new Supervisory Board Chairman at Audi.


    Audi Board of Management Chairman Rupert Stadler values Knirsch as a proven automotive specialist: ‘Stefan Knirsch has a good knowledge of the Group and of Technical Development at Audi. We know him as a creative and visionary man of action. With him, we will make a strong new start in this challenging situation.’

    Stefan Knirsch came to Audi’s Engine Development department as a young engineer in 1990. In 1996, he moved to Porsche AG as a project manager, where he worked as head of base engine development from 2001 onwards.

    After gaining a doctor’s degree at the Institute for Materials Technology of the University of Magdeburg in 2006, he took over the position of head of aftersales in the sales department of Porsche AG in 2007.

    In 2010, he became head of the corporate quality department at Porsche. After that, Knirsch moved to take up the role of CEO of the Board of Management of Pierburg GmbH to the automotive division of Rheinmetall. He returned to Audi in May 2013 and took over the position of Head of Powertrain before leaving in June 2015 amidst rumours that he was going to Daimler, but has made a welcome return to Audi.

    ‘Stefan Knirsch has a broad experience of the automotive industry, and not only from the perspective of a car manufacturer, but also of a supplier. These are excellent qualifications for his new task…’

    Dr Ulrich Hackenberg leaves the Volkswagen Group after 30 years of active service.

    Dr. Stefan Knirsch, 49, is new Board Member for Technical Development at #Audi-AG .
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  •   David Lillywhite reacted to this post about 4 years ago
    Driven mad opinion. This month the Ed has been thinking about quattro drive and what it really means… / #Audi-Quattro / #Audi / #Quattro / #2016 /

    It’s that time of year where certain Audi owners get very smug about the fact they drive quattros. This is to be expected. After all, permanent fourwheel drive means safer handling and more grip when it’s slippery out there. It’s a fantastic invention and something that’s become the very cornerstone of Audi’s brand identity. However, driving a quattro does not make you Walter Röhrl. There’s something people seem to forget about four-wheel drive. If each wheel is fitted with an all-season/summer tyre, it’ll be next to useless in proper ice and snow. You could have ten-wheel drive, but if none of the tyres can get a grip, you’re stuffed.

    Okay, you’ll stand more chance of getting somewhere than your neighbour in his rear-wheel drive BMW 5-Series, but to really maximise the potential of quattro, you’ll need cold weather or winter rubber. The higher silica content makes them softer and the tread design cuts through water and ice. It’s double the impact too – winter tyres make a big difference on a 2WD car, but on an Audi quattro, they make a huge difference.

    The recent cold snap was heralded as “Nirvana” for quattro drivers. My This month the Ed has been thinking about quattro drive and what it really means… Facebook feed was full of excited updates about loving quattro and looking forward to showing what it can do in the slippery conditions. And then it began.

    Within a matter of hours, the first post appeared. It was a silver Mk1 TT, parked in a ditch. The front end had clearly taken a smack and the comment said it all, “Got a bit excited in the snow – thought quattro was supposed to help you out?!”

    Well yes, up to a point. But it’s not some magic device that can get you out of trouble if you drive like a knob. The following day, there was a post showing another poor Audi – this time a B5 S4 – with a large tree-shaped graze down the side. Oh dear.

    The thing about four-wheel drive is that you rarely get any clue as to when the grip has run out. In fact, often, the first you know about it will be as you’re spinning towards that field of confused looking sheep. With rear-drive or frontdrive cars you get an idea when the grip has run out – oversteer and understeer tend to give the game away early on and if you’re lucky, you can correct it before it gets expensive. But with four-wheel drive, there’s grip, grip, grip, and then – Oh shit! Of course if you’re a bit of a driving god, then you’ll be able to suss the limits of grip on a four-wheel drive car. It’s the kind of stuff that our Finnish friends seem to have an innate ability to do. Let’s face it, they spend half the year under a blanket of the white stuff, so you’d expect them to cope better than we do with our two days of snow when the UK comes to a standstill. That said, these guys aren’t mincing around on summer tyres. They use studded rubber, which gives insane grip in otherwise treacherous conditions.

    While we’re on the subject, don’t be fooled into thinking an R8 is some magic four-wheel drive supercar either. These things are set up with a 70-30 rear wheel bias, with quite puny looking driveshafts on the front. They are designed to be more tail happy, so it’s very easy to come unstuck – especially in a highly tuned car.

    So my advice is this: if you want to really blow your quattro trumpet, get some cold weather tyres fitted up. Then you can show other drivers what it’s all about. Better that than posting pics of your Audi in a ditch...
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