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How does a 600-HP Audi RS6 Avant Plus sound to you?

The 2013 Audi RS6 Avant was announced back in December with a twin-turbo V8 cranking out 560 horsepower, but Car is reporting that this badass grocery getter could get even more power with a new Plus model. In a conversation with Car, Stephan Reil, Audi's top guy at its Quattro GmbH division, told the magazine that the RS6 Avant Plus would produce around 600 horsepower, and it sounds like there is a growing family of RS Plus models being planned as well.
Aside from the more powerful engine, the specifics of the RS6 Avant Plus are unknown, but we'd suspect some weight-savings measures and updated features for improved handling. Like recent RS Plus models such as the TT RS Plus and R8 Plus, the RS6 Avant Plus will not be a limited-production unit when it goes on sale (most likely for the 2014 model year).

Audi reveals all-new R8 ahead of Geneva debut

This year's Geneva Motor Show is shaping up to be an absolutely orgy of supercars, but though there will be many that will surely outperform it, few have been as hotly anticipated as the arrival of the all-new, second-generation Audi R8. And here it is. Based around an all-new Audi Space Frame chassis, the new R8 is constructed of a higher proportion of aluminum and carbon fiber than its predecessor. The result is a frame that weighs 15 percent less at just 441 pounds – yet is 40 percent more torsionally rigid - tipping the scales at 3,205 lbs in top spec. Into the middle of that frame Audi has installed a revised version of its 5.2-liter V10, eschewing turbochargers but incorporating new technologies. While other powertrain options are expected to follow, Ingolstadt has gone straight for the top of the range at launch: the 'base' V10 model kicks out 540 horsepower and 398 pound-feet of torque to reach 62 miles per hour in 3.5 seconds and a top speed of 201 mph. The upgraded V10 Plus, however, turns those figures up to 610 hp and 413 lb-ft to reach 62 in just 3.2 seconds, 124 in under ten and a 205-mph top speed. All the while, Audi has also equipped the new ten-cylinder engine with both direct and indirect injection, stop/start and cylinder deactivation systems to cut fuel consumption by 10 percent. It also boasts dry-sump lubrication and a variable exhaust system. Power is transmitted to the road through a seven-speed dual-clutch transmission, a mechanical diff and a revised Quattro all-wheel drive system that can send 100 percent of available torque to either the front or rear axle. Aluminum wishbones suspend it all on 19-inch wheels (or optional 20s), with available variable steering and carbon ceramic brakes (optional on the V10 and standard on the V10 Plus). Underbody aerodynamics generate more downforce and a more slippery form, aided by a deployable rear spoiler (or a fixed carbon wing on the Plus model). All those tantalizing greasy bits are cloaked in fresh aluminum sheet-metal, riding on a track that's 1.6 inches wider: the whole shebang stretches 14.5 feet long, 6.4 feet wide and 4.1 feet high, riding on an 8.7-foot wheelbase. Among the myriad new technologies developed for the new R8 are the full LED headlights with optional laser high beams (where they're legal, at least, which currently doesn't include these United States).

Car technology I'm thankful and unthankful for

The past few years have seen a surge of tech features in new vehicles — everything from cloud-based content to semi-autonomous driving. While some of it makes the driving experience better, not all tech is useful or well thought out. Automakers who are adept at drivetrains, ride quality and in-cabin comforts often fail at infotainment interfaces and connectivity. From testing dozens of vehicles each year and in the spirit of gratitude, here are three car tech features I'm thankful — and a trio I could live without. Thanks Connected search: This seems like a no-brainer since everyone already has it on their smartphones, but not all automakers include it in the dashboard and as part of their nav systems. The best ones, such as Toyota Entune, leverage a driver's connected device to search for a range of services and don't charge a subscription or require a separate data plan for the car. I also like how systems like Chrysler Uconnect use Yelp or other apps to find everything from coffee to gas stations and allow searching via voice recognition. Apple CarPlay and Android Auto: It took two of the largest tech companies to get in-dash infotainment right. While they have their disadvantages (you're forced to use Apple Maps with CarPlay, for example), the two smartphone-integration platforms make it easier and safer to use their respective native apps for phoning, messaging, music and more behind the wheel by transferring a familiar UI to the dashboard — with no subscription required. Heated seats and steering wheels: I really appreciate these simple but pleasant features come wintertime. It's easy to get spoiled by bun-warmers on frosty mornings and using a heated steering wheel to warm the cold hands. I recently tested a 2018 Mercedes-Benz E400 Coupe that also had heated armrest that added to a cozy luxury experience. Bonus points for brands like Buick that allow setting seat heaters to turn on when the engine is remotely started. No thanks Automaker infotainment systems: Automakers have probably poured millions into creating their own infotainment systems, with the result largely being frustration on the part of most car owners. And Apple CarPlay and Android Auto coming along to make them obsolete. While some automaker systems, such as Toyota Entune and FCA's Uconnect, are easy and intuitive to use, it seems that high-end systems (I'm looking at you BMW iDrive and Mercedes-Benz COMAND) are the most difficult.