Rod Emory has carved out a place for himself and his business in the world of Porsche by taking vintage 356s and bringing them into the modern era with mad style, grace and motorsport engineering. Now, with the Outlaw 911K, the Porsche experts at Emory Motorsports have completed their first project based on a Porsche 911. Commissioned by a special client, the project is based on a 1968 SWB 911 and inspired by the short-tailed Porsche 908-010 K-body prototype. It’s a new-age beauty with shades of retro stylings, which is classic Emory. But there’s a certain amount of playfulness here that not all the other Outlaws have. Features like the air horns mounted under the front, auxiliary lights, the Mobil Pegasus painted on the side, the 901 five-speed manual transmission or the cream-and-orange paint combo all bring a sense of fun to the custom build. Powering the 911K is a 2.5-litre twin-plug six-cylinder 911 engine that makes 190 horsepower with a modern ECU and a cooling fan from a 935. The car also got upgraded brakes with 911 S alloy calipers, a fully adjustable three-way KW shocks and Pirelli tires. Inside, there are 908-inspired seats with red covers and racing harnesses, a Prototipo steering wheel, an amber-coloured fibreglass dash cover and leather straps for the windows to round out the vintage rally feel.The Emory Outlaw 911K hasnt revealed the price the customer paid yet, so feel free to browse through the gallery of photos below and take a guess at the number of zeroes the tagll end
Origin: Emory does it again with the gorgeously resto-modified Outlaw 911K
Collection of Corvettes hiding underneath Manhattan to be raffled off
A collection of 36 Corvettes hidden away under a Manhattan parking garage for decades will be raffled off for charity.The cars have a very storied and somewhat bizarre past connected with psychedelic pop artist Peter Max, recounts Hagerty.Max sold the cars in 2014 to the co-owner of the Gotham Comedy Club, Chris Mazzilli, and two New York City real estate families, the Hellers and the Spindlers.But prior to that, they sat for nearly 30 years, unused, covered in all of New Yorks filth in an old parking garage. Max had picked up the cars from a Long Island carpenter who had won the lot in a VH1 call-in contest in 1988. Maxs original plan was to use the cars as an art project, which probably entailed painting them some awful way.However, Max not long afterward got into some trouble with the Internal Revenue Service, and the sports cars were left alone, over time earning the nickname the Lost Corvettes.The cars in the collection span the first 36 years of the models production, and theyre pretty consistent, options-wise; most have automatic transmissions, and a lot are convertibles, as well. Basically, good cruising Corvettes. The cars will sit in filth no longer, as this new organization, “Corvette Heroes,” started by Mazzilli, the Hellers and the Spindlers, plans to give away each vehicle one-by-one in a national sweepstakes to benefit charity.Some of the cars have suffered a bit of damage in the wake of some careless movers who didnt understand what exactly they were moving, but most have now been restored, requiring only light work to return them to their original
Origin: Collection of Corvettes hiding underneath Manhattan to be raffled off
Lotus reveals 1973bhp Evija as world’s most powerful production car
Lotus has revealed the Evija, the all-electric hypercar it claims will be “the most powerful production car in the world”. An output of 1973bhp is promised when it hits roads next year, which is more than the upcoming 1888bhp Pininfarina Battista and Rimac C_Two, and the 1479bhp internally combusted Bugatti Chiron currently in production. No more than 130 of the two-seat hypercars will be built, each priced at £2.04 million. “Target specifications” include four-wheel drive, 1254lb ft and torque vectoring, giving it a 0-62mph time of less than three seconds, a 0-186mph time of less than nine seconds and a top speed of 200mph-plus. A production slot can be reserved with a refundable £250,000 deposit. The Evija, apparently pronounced ‘E-vi-ya’, will be Lotus’s first new-model launch under Geely ownership, and is the maker’s first all-new model for more than a decade. It will be made at the company’s traditional home in Hethel, Norfolk, and will act “as a ‘halo’ for the rest of the Lotus range” both now and for “new Lotus performance cars to come”. The car pictured here in a studio is for show, but Lotus’s design director, Russell Carr, told Autocar that “this is how it’ll be on the road. This is very much the production car. All the surfaces are made to production level.” The Evija, which is codenamed Type 130, is low and broad, at 4.59m long, 2.0m wide and 1.12m high. According to Lotus, it “marks the beginning of a contemporary new Lotus design language”. “We wanted from the start to do something that was pure, simple, but have a sense of luxury and elegance about it,” said Carr. “On the outside, we started by thinking ‘what are the existing factors from the Lotus DNA that we want to keep?’, and really important for us were the strong haunches you see on the car. It’s very important when you’re sitting inside that you can see the corners of the vehicle – it helps you place the car on the track. It’s also just a very emotional thing to see the bodywork; rearwards as well.” “We have the cabin sat low within those fenders, which are really important to us because the car’s all about dynamics,” said Carr, “and if the cabin sits low and the fenders are pronounced, you have the impression that the car’s got a low centre of gravity.” Around the overall design simplicity come some advanced aerodynamics (see Carr QA, below), which direct air flow over, under and through the car, creating a complex body shape with vast scoops running through the rear three-quarters, and exiting at the back. The design is permitted by the adoption of electric drive. “That certainly gives us a lot more freedom, yes,” said Carr. “You’ve obviously got battery packs that can be placed in certain places, and it’s certainly different from a traditional combustion engine, and we’ve tried to exploit that as much as possible.” Lotus hasn’t yet revealed how many electric motors the car will have or where they’ll be positioned, but its partnership with Williams Advanced Engineering – which is, among other things, the supplier of batteries to the Formula E grid – will be key to the Evija’s performance. Lotus said the Evija will have a 70kWh battery, capable of being charged at up to 350kW, enabling an 18-minute charge with a WLTP range of around 250 miles. The charge port is at the rear of the car. Construction is from carbonfibre, both for the chassis and the body. Light weight is core to all Lotus models and the Evija weighs several hundred kilos less than the Battista and C_Two are reported to be, although they have more battery capacity. Even so, at 1680kg, the Evija is likely to become the heaviest Lotus ever. Despite this, Lotus boldly claims it will “set a new standard for Lotus driving performance” and be “the most dynamically accomplished road car in the history of Lotus”. Inside, the carbonfibre construction remains visible in what’s a relatively spacious cockpit. “The start point is a floating beam, this open instrument panel you can place your hand right through,” said Carr. “The inspiration for that came from classic racing cars, from the 1950s and ’60s, in which you can see the structure. In those days it would have been tubular, but on this it’s carbonfibre. “We wanted to use carbonfibre, and once we got into that we started looking at wishbones on racing cars. We looked at modern racing bicycles as well, and that informed some of the sections and forms that go in there. And that’s really become a very distinctive part of this interior. If you love modern racing bikes or componentry on racing cars, you’ll recognise that.” “It’s a nice shape to use as well, with the wing profile, and adds a strong aeronautical flavour on the whole car. It’s very distinctive,” Carr added. “There’s a certain luxury to space and in such cars you can feel very claustrophobic. This feels open.” That’s in stark contrast to another upcoming hypercar, the Aston Martin Valkyrie, with the implication that the
Origin: Lotus reveals 1973bhp Evija as world’s most powerful production car
Motorcycle Review: 2019 Kawasaki W800 Street
2019 Kawasaki W800 StreetJacob Black / Driving Kawasaki has jumped on the retro-bike bandwagon with a fervour. Its almost like they spent actual time and energy analyzing emerging trends and used the results to make actual money. Well, motorcycles that make money, at least.Hipster chic? Check. New-rider friendly? Check. The 2019 Kawasaki W800 Street looks every bit the bike that Rosie the Riveter would have ridden to work, and that, in this particular era of our sport, is a very positive thing.At $9,999 before tax, the 2019 Kawasaki W800 Street is accessible and I dont mean only in price point. The banana handlebars and mid-mount pegs, coupled with the low(ish) 770-millimetre seat make for authentic vintage styling but more importantly, excellent ergonomics. The comfortable riding position and wide bars help make the 220-kilogram chassis shrink in heft and presence. The assist and slipper clutch tames the five-speed gearbox, and the 773-cc parallel twin is civll no matter where you are in the wide powerband.Thats not to say its equally smooth all the way through. Its not. Above 6,500 rpm, the W800s big twin is buzzy, and it lugs below 4,000. Some folk seem to enjoy this chug-a-lug at low revs personality; I suppose, for them, its a reminder of a simpler time. Between 4,000 and 6,500 rpm though, the W800 powerplant is positively silken. Theres a pleasing sense of presence and adequate speed, all coupled with the whistle of its fairly unique bevel gear cam drive (think early Ducati supersports here). Throttle off quickly and you get a dull burble in the traditional pea-shooter tail pipes. Not the raucous, sporty crackle of new bikes, its more the Hey, is this thing fueled? right of an old carbureted British twin. Kawasaki has hidden its EFI system not just aesthetically, but in spirit as well.Theres a caf racer version of the W800, but the higher-handlebarred Street is the better aesthetic fit. And if style and fashion matters to you, exclusivity probably does as well, so itll probably be appreciated that you cant get the Street version in the U.S. Plus one for us, eh?The bird-cage heel protector ties well visually into the side stand, which frustrated me as I consistently used the wrong piece of metal to try and lower the stand. Owners will get past this issue quickly, but as a temporary rider, I found it annoying. The twin analogue gauges are easy to read and operate, but even the Z125 has a fuel gauge and the W800 deserves/needs one too.The bevel-gear cam drive is set off in chrome on the side of the engine, and its this detail, more than any other, that really drags the W800 firmly into nostalgia land. The rubber fork gaters contribute, and help disguise the 41-millimetre conventional forks, their beefy size which helps handling a bit much for a supposed retro. The twin rear shocks are also an appropriate aesthetic choice and come with adjustable preload I wish Id adjusted a click or two. On bad roads, the rear suspension of the new, firmer, and stiffer cradle chassis was a little too hard. The 18-inch bias-ply tires left little to the imagination, and on uneven roads took a little getting use to. They conduct every imperfection to the handlebars with high fidelity.That firmness betrays the modernity of this bike, but so do the mirrors, albeit in a more positive way. The mirrors remain crystal clear and effective at all speeds, never vibrating or blurry. Whoever damped these mirror stems needs a raise.A single front disc is period appropriate, though at 320 millimetres, its happily larger than the original W bikes would have carried. The 270-millimetre disc at the back would have been a pretty soggy drum back in the day; sometimes, authenticity is best left in the parts bin. These brakes are worthy of the street, with decent feel and acceptable power. ABS is standard too. Will you outbrake anyone? No. Thats not what the bike is for. Indeed, thats another attribute in the pro column for the unassuming Street especially compared with the caf racer version. It has no pretentions to modern sportiness. Its just good at what its supposed to do.Which is be a retro bike that feels like a retro bike while remaining enjoyable and more importantly easy to ride. You can get retro in a lot of places Triumph, in particular, specializes in the breed but I think Kawasaki has done a better job of matching aesthetics to spirit and authenticity. The W800 adopts modern touches where they make a difference and keeps true to the old school where it
Origin: Motorcycle Review: 2019 Kawasaki W800 Street
Hidden renderings found in Acura infotainment point to new models
A crazed Acura fan (perhaps the only one) on an Acura-centric forum has found images that could preview a redesigned MDX crossover and a new flagship sedan.User rdx.god from the Acurazine Forum discovered the photos while digging through some of the files embedded in the infotainment software of his RDX, as you do.Two photos depict silver vehicles on a blue background, and they aren’t vehicles that weve seen before.According to a statement from Acura to Car and Driver, the images are conceptual renderings made for placement only, but its unlikely Acura would develop two renderings for no reason.The first image is clearly a crossover, but with a revised face, suggesting that there could be a redesign in store for the MDX. Its been five years since the last redesign, so the vehicle is overdue. The more interesting design is the sedan, which has some design cues that point to it being more than just a TLX redesign. The next-generation TLX already has a prototype, and a lot of the features have been heavily updated. A Type S variant will also be introduced.Taking styling cues from the 2016 Precision concept, the new model is larger and features door-mounted mirrors and a longer roofline, different from the TLX prototypes.Recently, Acura filed a trademark for the name Legend, a classic badge from the brands history. Its possible this new vehicle could wear that badge, and take the top spot as flagship in the Japanese brands
Origin: Hidden renderings found in Acura infotainment point to new models
The 2020 Lincoln Navigator aims to lure you away from the competition
The Monochromatic Package, available on the Navigator Reserve series, offers on-trend exterior sweeps of color that showcase the bold lines of Lincoln’s full-size SUVLincoln Lincoln mid-July unveiled the refreshed Navigator itll sell you starting November, when youll be able to choose from three new trims with more luxury to lure you away from other brands.Lincoln says that already 66 per cent of its buyers have defected away from other brands, and that 90 per cent of its buyers choose the highest trim level option.Now, whatever trim option you choose will have more features and technology as standard.Three new packages are being offered under the Monochromatic Package umbrella. Lincoln says theyre meant to follow the design trends of today, offering a look thats clean, uncluttered, and (with) a focus on the horizontal (that) leads the eye through a spacious expanse. The package names follow suit: Pristine White, Ceramic Pearl and Infinite Black.Across the whole range, power running boards, heated and ventilated front seats and wireless phone charging are now standard. Safety features such as auto high-beam headlights, blind-spot detection, pre-collision assist, forward collision warning, pedestrian detection and more are courtesy of Lincolns Co-Pilot360.Lincolns Phone As A Key system that debuted on the 2020 Aviator will be coming to the Navigator as well. The system allows people to well, use their phone as a key, instead of using a traditional key fob to unlock and start the car.Nothing is set to change under the hood; the Navigator will still be powered by a 3.5-litre Ecoboost V6 and mated to a 10-speed automatic gearbox. Pricing will be revealed closer to the on-sale
Origin: The 2020 Lincoln Navigator aims to lure you away from the competition
Tires, headlights, seats — every part of the car is being reinvented to be autonomous
The Michelin Vision concept tire uses 3-D printing to create a honeycomb texture, with the tread printed onto the edge. The car industry is reinventing the wheel to prepare for autonomous vehicles.Japans Sumitomo Rubber Industries Ltd., whose roots stretch back to when Henry Ford was building his Model T, is developing a smart tire that can monitor its own air pressure and temperature, and eventually respond by itself to changes in road conditions.Yet its more than just tires that are being changed. Koito Manufacturing Co., AGC Inc. and Lear Corp. are putting semiconductors and sensors inside headlights, glass and seats to make them as intelligent as the cars driving themselves.Alphabet Inc.s Waymo LLC, Intel Corp.s Mobileye NV and Baidu Inc. dominate the core technology for autonomous driving, yet suppliers still count on finding their own space in the business. Parts for advanced driver-assistance systems and autonomous driving are expected to become a US$57-billion market within a decade, according to BIS Research, and old-school companies born during the early days of the automobile know they must either adapt or risk extinction.Though the deployment of highly autonomous commercial fleets isnt expected to begin until at least 2022, the looming threat is that the increasingly sophisticated designs of those cars will render some ordinary parts and their suppliers unnecessary.For example, why would a self-driving vehicle that uses cameras, lasers and sensors to get around need headlights or mirrors? An artist’s rendering of a “smart headlight” Koito Manufacturing The response from century-old Koito Manufacturing is to reinvent the headlight. The Tokyo-based company, which traces its roots to making lenses for railway signal lamps in 1912, is adding sensors and artificial-intelligence chips to lamps it plans to introduce by about 2025.Positioned on the four edges of the vehicle, the lamps will be able to process information and react, such as by illuminating poorly lit crossings, signaling pedestrians that its safe to cross and raising an alarm to surrounding drivers by flashing a specific color.The companys current customers include Toyota, Volkswagen AG and General Motors Co., according to data compiled by Bloomberg.Autonomous driving will change the role of lamps, said Yuji Yokoya, who recently retired as executive vice president of the Tokyo-based company. We see them not just as lamps, but more as corner modules.An overarching challenge is to convince carmakers that the smarter and more expensive components make economic sense. Not all parts manufacturers need a radical transformation to keep up with autonomous and electric vehicles since theyve been evolving gradually as the industry takes shape, said Deepesh Rathore, an independent automobile analyst based in Bengaluru.A car is a car, and the shape of the tire doesnt change, Rathore said. I can imagine some of those companies having to reinvent everything especially those working with engines and gearbox technologies. Even components that arent facing an immediate existential threat are evolving. Sumitomo Rubber is researching tires that can transmit data about road conditions to the car as well as to other vehicles.The next step will be a tire that automatically adapts to road conditions. When the tire detects water, it will change the structure of its surface into one that is optimal for wet roads, said Kozaburo Nakaseko, an official in the research and development division of Sumitomo.Tires need to become smarter, Nakaseko said. We cannot move into an autonomous car society without information about the roads we drive on.The innovations arent just limited to Japan. In the U.S., Lear Corp. is equipping its car seats with biometric sensors to detect stress, drowsiness and changes in heart rate, and then activate treatments in response. The seats also can transmit data to a doctor or family member if necessary, the company said.Other functions include controls that let users create individual micro-climates where they are sitting, and noise-canceling features in the headrests, the Southfield, Michigan-based company said.All the mechanical stuff will just slowly go away, and there is a lot of electronics coming in instead, said Egil Juliussen, principal auto analyst with IHS Markit. You have to change in order to
Origin: Tires, headlights, seats — every part of the car is being reinvented to be autonomous
2020 Corvette confirmed to wear ‘Stingray’ badge, steering wheel teased
Just as the eighth generation defines the Corvette formula, so does its steering wheel with its leather-wrapped, squared-off shape to enhance visibility and comfort.Chevrolet Chevrolet confirmed July 15 that the 2020 next-gen Corvette will continue to wear the Stingray badge first reintroduced on the C7, and also showed off the upcoming cars new two-spoke steering wheel.The C8-generation Corvette bows in just three more days, on July 18, and with anticipation running high, the automaker has been teasing some final bits and pieces of the cars to build hype to a crescendo.Besides its own efforts, a handful of leaked images of the new car have been stoking conversations, too. As was expected, the C8 Corvette seems to have inspired some divisiveness among enthusiasts, even just from those blurry photos and subtle teasers.Some fans, for example, took to criticizing the functionality and design of the new steering wheel as soon as Chevrolet showed it off last week and implied itd already soured them on the rest of the car. Others pushed back, noting two-spoke wheels are not uncommon in motorsports.At least the cars use of the Stingray name shouldnt prove too controversial. Sting Ray first showed up on the second-gen C2 Corvette, in 1963, then became one word Stingray when stuck to the fenders of the C3 in 1968. The badge was dropped in 1976, before the C3 generation saw its end in 1982.Chevrolet said July 8 the Corvette C8s full reveal on July 18 in Orange County, California will be livestreamed online, at 10:30 EDT (7:30 PDT). Following the reveal and through to early 2020, the new Corvette will go on a tour of some 125 U.S. dealerships on the East and West
Origin: 2020 Corvette confirmed to wear ‘Stingray’ badge, steering wheel teased
Lotus Evija: electric hypercar to be revealed later today
Lotus will reveal its groundbreaking all-electric Evija hypercar later today. It will be shown at an exclusive event in Central London this evening, barely a few months after Autocar first revealed the project. Pronounced “eh-vi-ya”, meaning ‘the living one’, or ‘first in existence’, the Evija is shaping up to be the most ambitious car in the firm’s history. Lotus recently confirmed for the first time exactly how many examples will be produced. 130 are planned to be made available to own, up from previous estimates after “several hundred potential owners came forward to express their interest in the new car”. It will be built in Norfolk alongside the rest of the maker’s range. The Evija will be Lotus’s first all-new production car since 2008. Lotus also claims it will be the first fully electric hypercar built and to go on sale from a British manufacturer. A preview image has been released showing a side profile of the new car, and Autocar was recently given an exclusive walk-around of a full-size clay model at the firm’s Hethel base. The model’s previous Type 130 moniker was a reference to a number of innovative models that have appeared throughout the Norfolk brand’s 71-year history, beginning with the Type 14 Elite in 1957 – claimed to be the world’s first composite monocoque production car. The most recent, the Type 111 (the world’s first aluminium and bonded extrusion construction road car) became the Elise. As the official picture suggests, the Evija is low and wide. Lotus design director Russell Carr, who showed the model to Autocar, says it is a similar length to the existing Evora – which is 4.4 metres long – but will sit closer to the ground and be nearly two metres wide. It uses a carbonfibre structure and will be built in Hethel away from the company’s main production line. The cabin is tightly proportioned and adopts the teardrop form familiar from hypercars like the Ford GT40, to better allow airflow to pass around it. The most impressive feature is one that isn’t hinted at by the official rendering – two substantial air tunnels in the rear bodywork which have the tail light elements integrated around their exists. It’s a detail that Carr says has been inspired by the venturi tunnels of LMP sports prototype racing cars. The battery pack will be positioned entirely behind the passenger compartment, with drive sent to all four wheels. No other details are forthcoming at the moment, beyond the fact – as previously reported – that the powertrain is being developed by Williams Advanced Engineering, making this a collaboration between two of the most famous names in Formula 1 history. Lotus boss Phil Popham promises an “entirely appropriate” level of performance for the Evija’s target market and what will be a seven figure pricetag. The total system output is tipped to exceed 1000bhp. It is also set to offer a range of more than 250 miles. Both the battery pack and the pushrod-operated rear suspension will be visible beneath a transparent cover, with Carr saying the plan is for the huge aero tunnels to also incorporate lighting elements. The rear licence plate surround will be removable to help improve performance when the car is used on track. Downforce will be generated from a substantial underbody diffuser and there will also be moveable wing elements and a drag-reducing DRS system. Inside the cabin will feature plenty of carbonfibre and a digital instrument pack, but will also have conventional switchgear rather than a touchscreen interface. “You want to be able to find things without taking your eyes off the road in a car like this,” Carr said. Carr also claimed there will be more room and shoulder space than in a Ford GT or Aston Martin Valkyrie, with moveable seats rather than moveable pedals. “We’re trying to get the balance between prestige and luxury right,” Carr said, “but also to make clear that it’s a very high performance car. We don’t want people to think it’s a stripped-out track day monster, it will be much more practical than that. But equally we don’t want to make a Bugatti either, it has to be a Lotus.” Other neat details include a camera rear view system which will use deployable pods that motor out of the scissor-opening doors, and which relay images onto display screens. It’s a very similar system to the one the forthcoming McLaren Speedtail will have. “We were frustrated when we saw those,” Carr admits, “we’d been working on them for some
Origin: Lotus Evija: electric hypercar to be revealed later today
Audi RS history – 25 years of Audi Sport models
It’s 25 years since the formidable Audi RS2 performance estate was launched, packing a snorting Porsche-fettled five-cylinder unit and spearheading Ingolstadt’s long line of hot family haulers. We’ve been considering some of the most significant models to bear the RS badge since 1994, and seeing whether the pioneering RS2’s spirit lives on. With an aim to rekindle some of the B7 RS4 magic, Audi launched the RS5 coupe in 2010. Powered by the same naturally-aspirated 4.2-litre V8 as the B7, but with mild tweaking to increase power to 444bhp with an all-singing 8500rpm redline, it was only available with a seven-speed twin-clutch gearbox. Zero to 62mph was covered in 4.6sec and it had genuine all-weather performance. However, it lacked just a touch of engagement and still felt weighty. That same year, the Audi RS3 was hastened into production. With the TT RS’ 2.5-litre five-pot turbocharged engine shoehorned into the bonnet and mated to a seven-speed dual-clutch gearbox, the RS3 proved to be a more than capable performance hatchback. Despite the engine character, everyday usability and practicality, the RS3’s dynamic prowess was dampened by its inert steering and lack of chassis finesse. In 2012, Quattro GmBH reverted back to its traditional format for the new RS4, launching it in estate form only. The styling was turned up a notch, with steroidal wheel arches, triangular air intakes on the front fascia and large oval-tipped exhausts at the rear, which added up to a wonderfully macho-looking car. It utilised the same 4.2-litre V8 444bhp motor from the RS5 with 0-62mph covered in 4.7sec while being limited to 155mph. An optional extra would allow this to be stretched to 174mph. That year also saw the debut of the C7 RS6, with Audi retiring its predecessor’s mighty V10 powerplant in favour of a downsized 4.0-litre twin-turbocharged V8 making 553bhp. Even with the reduced engine capacity, the new RS6 remains quicker than its predecessor – rattling off the 0-62mph sprint in a staggering 3.9sec and passing the quarter-mile mark just three-tenths slower than a Porsche 997 GT2. The latest-generation RS5 has made the switch to a 444bhp 2.9-litre V6 unit. Emissions regulations led to a delay in the UK, with both coupé and sportback versions finally going on sale in 2019. Less potent S-badged performance models now make use of a 345bhp mild-hybrid diesel V6, as the brand seeks to sustain its performance offering in the face of increasingly stringent emissions legislation. Now, with the refreshed Audi TT RS, forthcoming updated RS3, and an ambitious target to futureproof its most potent models, Audi looks set to continue the high-performance sub-brand’s impressive legacy. Aaron
Origin: Audi RS history – 25 years of Audi Sport models
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