And lastly...no offense? But, having the RLX in the same conversation with the M5, S6, and E63 AMG is an insult to the latter 3 cars. If there are Japanese cars that have a shot at being in the same tier as those Germans, it'd be coming from Lexus and Infiniti (i.e. Lexus GS and Infiniti M)...

http://www.compositesworld.com/news/...op-cf-for-cars
Japanese automakers Honda Motor Co. and Nissan Motor Co. announced on July 24 that they have joined with Toray Industries Inc. (Tokyo, Japan) to develop a new carbon fiber material for use in auto bodies, aiming to mass produce cars that are lighter by as much as 40 percent than steel-built vehicles. The group aims to establish mass production technology for the new material by the middle of the next decade, the Nikkei business daily reported, without citing a source.

http://lexusenthusiast.com/2010/04/2...possibilities/
Ward’s Auto has published an article summarizing Lexus LFA project manager and vehicle materials expert Nobuya Kawamura’s recent presentation at the JEC Composite exposition in Paris, France.

Kawamura talked about the “never-ending process” of the supercar’s carbon fiber development, which ultimately led to Lexus engineers learning multiple techniques for producing several types of the material, including a switch from thermoset resins to thermoplastic resins (the former can be cured once, the latter can be remolded multiple times), which resulted in increased automation and reduced labor costs. As a result, the LFA is 65% carbon fiber-reinforced plastic (CFRP), with the remainder largely aluminum.

With the weight savings and unique structural design possibilities offered by carbon fiber (the exterior LFA shell includes design features, such as body pillars, that are only possible through the use of CFRP), it seems likely that such exotic materials will find their way into Lexus models, perhaps starting with the F-marque lineup (maybe with the long-rumored GS F?), or even F-Sport type parts. The future avenues seem quite exciting, to say the least.

In the new Audi RS6 Avant, the twin-turbo V8 delivers confidence-inspiring power in every driving situation from its displacement of 3,993 cc. Peak output of 412 kW (560 hp) is reached between 5,700 and 6,700 rpm, with a constant 700 Nm (516.29 lb-ft) of torque available between 1,750 and 5,500 rpm.

Pulling power develops quickly due in large part to the two large twin-scroll turbochargers. They are mounted together with the intercooler in the inside V of the cylinder banks. The exhaust side of the cylinder heads is also on the inside, the intake side outside. This concept allows for a compact design and short gas paths with minimal flow losses.

The RS-specific engine management and unthrottled intake system also contribute to the eight-cylinder engine's spontaneous response. The 4.0 TFSI delivers a sporty, full-throated sound. Switchable flaps in the exhaust system make the sound even fuller, if desired. Audi also offers an optional sport exhaust system.

The powerful twin-turbo V8 accelerates the new Audi RS6 Avant from zero to 100 km/h (62.14 mph) in a best-in-segment 3.9 seconds. In the standard configuration, top speed is electronically limited to 250 km/h (155.34 mph). This is increased to 280 km/h (173.98 mph) with the optional Dynamic package. With the Dynamic plus package, Audi reigns in the engine only upon reaching 305 km/h (189.52 mph). According to the European driving cycle, the high-performance Avant consumes on average just 9.8 liters of fuel per 100 km (24.00 US mpg). Among the factors contributing to this figure are the new, standard start-stop system and innovative thermal management. Fuel consumption has been reduced by roughly 40 percent compared to the previous model.

One pioneering efficiency technology in the new Audi RS6 Avant is the cylinder on demand (COD) system. At low to intermediate loads and engine speeds, it shuts down the intake and exhaust valves of cylinders 2, 3, 5 and 8. The 4.0 TFSI then runs as a four-cylinder engine until the driver accelerates more strongly again. Efficiency in the active cylinders is increased because the operating points are displaced toward higher loads.

The changeover from four and eight-cylinder operation takes just a few hundredths of a second. About the only thing noticeable to the driver is an indication in the instrument cluster. The COD technology reduces ECE fuel consumption by roughly five percent. Even greater savings of approximately 10 percent are possible when driving at moderate speeds. Active engine bearings use out-of-phase counter-oscillations to compensate for the vibrations that occur during four-cylinder operation.

The 4.0 TFSI is paired with an eight-speed tiptronic featuring shortened shift times. The automatic transmission offers D and S modes. Drivers who wish to shift for themselves can use the shift paddles on the steering wheel or the selector lever, which sports a unique RS design. The lower gears of the tiptronic are tightly spaced for sporty performance, while a tall eighth gear reduces fuel consumption.

At the heart of the quattro permanent all-wheel drive system with torque vectoring is a self-locking center differential with an elevated locking value. An oil cooler regulates its temperature. If desired, the sport differential distributes the power steplessly between the rear wheels to further increase agility and stability.

The new RS6 Avant is the first RS model from Audi to come standard with a specifically tuned air suspension. The dynamic setup of the RS6 adaptive air suspension lowers the body by 20 millimeters (0.79 in). The system combines the air suspension with controlled damping and takes into account the road conditions, the driving style and the mode chosen in the driving dynamics system Audi drive select, with which the driver can influence the function of key components in multiple steps.

Audi also offers the tauter sport suspension plus with Dynamic Ride Control (DRC) as an alternative to the RS6 adaptive air suspension. This system uses steel springs and three-way adjustable shock absorbers that are interconnected diagonally by means of oil lines and a central valve for improved body roll stability. Another option is dynamic steering, which features steplessly variable steering boost and ratios. This system can also be integrated into Audi drive select and, just like the standard electromechanical power steering, is tailored specifically for the Audi RS6 Avant.

The brakes offer uncompromising performance. The four internally vented discs feature a weight-saving wave design with a wave-like outer contour. The front discs measure 390 millimeters (15.35 in) in diameter and are gripped by black, six-piston calipers. Customers can also opt for red brake calipers. Also available as an option are carbon fiber-ceramic brake discs measuring 420 millimeters (16.54 in) in diameter. Their calipers are painted anthracite gray. The electronic stabilization control (ESC) has a Sport mode and can also be deactivated entirely.

The new Audi RS6 Avant comes standard with high-gloss, 20-inch, forged wheels in a seven twin-spoke design. Optional 21-inch cast wheels are available in three versions: high-gloss silver, polished black and polished titanium-look.

The body plays a major role in the handling. It is roughly 20 percent aluminum and includes numerous components made of high-strength steel. The new Audi RS6 Avant weighs roughly 100 kilograms (220.46 lb) lighter than its predecessor. The improved power-to-weight ratio contributes to even better handling with improved performance coupled with reduced fuel consumption.