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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 29.09.10 22:15
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Audi Quattro Concept
What is it?
Audi Quattro Concept
What's special about it?
Audi knows there's cachet in the Quattro name and it's using all of it to draw attention to its Quattro Concept at the 2010 Paris Auto Show.
Shorter, lighter and more aggressively styled than the RS5 on which it is based, the Quattro Concept is a descendant of the original 1984 Sport
Quattro. Almost 6 inches have been chopped from between the RS5's wheels, bringing the concept's wheelbase down to 102.4 inches. The new Audi
concept's roof height is about 1.5 inches lower than the RS5 and its rear overhang has lost 7.9 inches, making it proportionally similar to many
sports cars.
With a claimed weight of 2,866 pounds, the Quattro Concept weighs about the same as the original Sport Quattro. The majority of the weight savings
comes from the shorter dimensions and the use of aluminum and carbon-fiber construction. The concept's hood, rear hatch, bumpers and other trim
pieces are built from carbon. Seven-spoke 20-inch center-locking wheels probably aren't helping the weight-saving effort.
Because of the shortened wheelbase, the concept is a two-seater that uses lightweight bucket seats weighing only 39.7 pounds each — a savings of about
40 percent vs. the standard RS5 seats.
Audi released few mechanical details. The Quattro Concept utilizes a turbocharged five-cylinder engine and six-speed transmission driving — you
guessed it — all four wheels.
Audi Quattro Concept - 2010 Paris Auto
Show
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torque addict / in the real world four wheel drive means safety and traction
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Kristoff
huviline
Registreerunud 03.11.06
Asukoht: Tartu
Kasutaja on eemal
Auto: Tq & TSI
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postitati 29.09.10 22:21
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Väga mõnus, et rida5 jälle moes on. 
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rannooo
huviline
Registreerunud 25.01.09
Asukoht: Tartu/Valga
Kasutaja on eemal
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postitati 30.09.10 04:25
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Väga kõva uudis, tahaks juba oma silmaga sellist iludust ära näha (H)
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Vihane-Tihane
huviline
Registreerunud 02.05.06
Asukoht: Pärnu
Kasutaja on eemal
Auto: Audi 200 TQ 20v avant ja 120 Prado
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postitati 30.09.10 05:48
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Oleksid võinud natukenegi vana Audi Sport Quattro visuaalset aktsenti antud mudelisse sisse pookida. Need ribid esitulede all nüüd küll kõvaks ei
aja....a muidu päris püss.
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BLOW-JOB is better then NO JOB
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Zoig
klubiliige
Registreerunud 03.12.07
Asukoht: Paide/Tallinn
Kasutaja on eemal
Auto: IZh 21251 Kombi; Audi S6 Avant; B2c; B2q
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 30.09.10 08:02
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Kuigi natuke jääb arusaamatuks, milleks seda autot vaja on, kui on olemas TT-RS.
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torque addict / in the real world four wheel drive means safety and traction
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Kristoff
huviline
Registreerunud 03.11.06
Asukoht: Tartu
Kasutaja on eemal
Auto: Tq & TSI
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postitati 30.09.10 08:45
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| Tsitaat: | Algselt postitas: Maku
Kuigi natuke jääb arusaamatuks, milleks seda autot vaja on, kui on olemas TT-RS. |
Selleks, et oleks ka pikimootoriga variant?
Veel pilte ja juttu
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 30.09.10 10:33
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vähe pikem tekst
The 1980 Geneva Motor Show saw the debut of an automobile, whose name went on to become more than just a symbol for a long line of success by the
manufacturer. The quattro from Audi is also the gold standard for the combination of winning motor sport qualities with the utmost in everyday
practicality.
In celebration of the 30th anniversary of the debut of the quattro, Audi is presenting a show car at the 2010 Paris Motor Show that moves a futuristic
interpretation of this concept into the fast lane: the Audi quattro concept, a thoroughbred driving machine with 300 kW (408 hp), five-cylinder
turbocharged engine, a lightweight body and – of course – the latest generation of quattro permanent all-wheel drive.
The very first glimpse of the new Col de Turini White show car awakens memories of another legendary ancestor: the 1984 Sport quattro, a 306 hp
evolutionary stage of the Audi quattro Coupé with a shortened wheelbase. In fact, the Audi quattro concept also represents the systematic further
development of a production coupé using high-performance technology. The foundation is provided by the powerful Audi RS 5, one of the brand’s
sportiest production vehicles ever.
The Audi development engineers shortened the wheelbase by 150 millimeters (5.91 in) and lowered the roofline by around 40 millimeters (1.57 in)
compared to the four-seat coupé on which it is based. Like its predecessor from 1984, the 2010 show car is now also a two-seater. The heavily modified
body is made primarily of aluminum, with the hood, the rear hatch and other components made of carbon.
The low weight of the superstructure leads to significant secondary effects in other components of the vehicle, such as the transmission, the chassis
and the brake system. As a result, the Audi quattro concept weighs just 1,300 kilograms (2,866.01 lb), almost exactly the same as the Sport quattro
from 1984. This once again moves Audi, the pioneer of lightweight construction, to the head of the pack.
The know-how and technologies of the quattro concept body will characterize Audi’s entire production model portfolio in the future.
In another move that benefits the vehicle’s weight, the eight-cylinder engine from the production model has been replaced under the hood by a
turbocharged, inline five-cylinder engine that can trace its roots back to another Audi sports car – the TT RS. In the Audi quattro concept, the
longitudinal FSI turbo produces 300 kW (408 hp) and accelerates the car from 0 to 100 km/h (62.14 mph) in only 3.9 seconds. Torque is distributed as
needed via a six-speed manual transmission.
The Audi quattro concept uses the latest evolutionary stage of the quattro permanent all-wheel drive system to deliver its power to the road. The key
innovation, the crown-gear center differential, is compact, lightweight, and can vary the distribution of power between the front and rear axles over
a broad range, enabling the quattro drive system to react within milliseconds to coax the maximum of fun and safety out of every last bit of
torque.
Design
Brawny, compact, powerful: The appearance of the Audi quattro concept makes no secret of its potential. Although the genes of the elegant Audi A5 and
RS 5 Coupés are impossible to overlook, the appearance of the show car is far more aggressive and extroverted. Even the obvious differences between
the base model and the evolution are more dramatic than between the Ur-quattro and the Sport quattro in 1984.
The concept car’s wheelbase is 150 millimeters (5.91 in) shorter than that of the RS 5. The primary reason for this, of course, was to enhance agility
and reduce weight – form follows function.
In contrast to Sport quattro, the Audi designers also shortened the rear overhang by a total of 200 millimeters (7.87 in) to maintain the harmony of
the basic proportions. Roof height was reduced by 40 millimeters (1.57 in) for this same reason.
With its exterior dimensions (length x width x height) of 4.28 m (14.04 ft) x 1.86 m (6.10 ft) x 1.33 m (4.36 ft) and wheelbase of 2.60 m (8.53 ft),
the Audi quattro concept fits neatly into the sports car segment.
The low roof also reduces the height of the greenhouse and thus lowers the vehicle’s visual center of gravity. The muscular C-pillar is clearly an
homage to the design of the Ur-quattro. As with that model, the trademark four rings can be found at the transition to the side of the vehicle, but in
this case they are stamped into the sheet metal. Together with the large center-locking, 20-inch wheels in a 7-twin-spoke design, the lines make for
extremely dynamic and powerful proportions when viewed from the side.
The wheel wells in the arched fenders are prominently flared – another quote from the design language of the Sport quattro. The same applies to the
distinctive air outlet on the right side of the hood, which allows the five-cylinder engine to breathe more freely.
A significant feature of the front end is the stark single-frame grille. The elimination of the chrome frame lends it a functional and technical
character. Large, upright air intakes at the corners of the bumper underscore the performance of the power plant.
The top of the grille merges into the flat strips of the headlight modules with their clear glass covers. All light units use ultra-efficient LED
technology. The LED elements change their appearance between a horizontal and a vertical arrangement and thus change the character of the front end of
the vehicle depending on the lighting function activated.
The strongly molded front skirt includes integrated carbon elements. This lightweight, yet extremely strong material is also used for the rear hatch
and the hood, which are unpainted on the inside in order to use the visual quality of the material as a design element. The large spoiler integrated
into the rear hatch is also made of carbon and extends automatically as needed and can be adjusted for maximum downforce.
Interior
The interior of the coupé is reduced and clean. The dashboard is very slender and seems to float over the separate center console. Shortening the
wheelbase meant losing the rear seat of the RS 5 on which it is based. In its place is a shelf for helmets or luggage. Awaiting the two occupants are
filigree bucket seats, during whose development the issue of lightweight design played a central role. They weigh only 18 kilograms (39.68 lb) each –
a weight advantage of roughly 40 percent versus a conventional production seat. The seats are equipped with either three- or four-point belts.
Awaiting the driver is a clearly organized workplace that exudes quality from its carbon surfaces and upholstered leather inlays. The color scheme
with satin black for the carbon elements and rally beige for all of the leather areas offsets the various functional units from one another and
emphasizes the handcrafted character of the interior.
The classic driver orientation (“wrap-around architecture” in the designer jargon) of the cockpit is typical Audi. The control unit for the MMI touch
system and the shift lever for the six-speed transmission are located on the extremely slender center console.
The instrument cluster is completely digital. The large, three-dimensional visor-like display contains all of the information required by the driver
and thus also replaces the classic MMI central display. The clear graphics, the stark black-and-white contrast and the subtle red highlights are
precise and modernly interpreted – an indicator instrument for a driving machine, with no superfluous touches. The driver has the choice between an
everyday mode, which combines the indication of the speed and engine revs with the content of the MMI, and racing mode, whose graphics revisit and
refine the digital instrument of the Ur-quattro from the 1980s.
The driver will find another reminder of the Ur-quattro's cockpit on the sides of the cockpit cowl: On both the right and left sides are four flat
buttons. The ones on the left control the stopwatch function in racing mode, and the ones on the right are for the menu of the MMI system.
Infotainment
Entertainment is offered not just under the hood, but also in the form of digital media. A customizable web radio can use the driver’s cellular phone
to connect to digital radio stations all over the world, if desired, for a sheer endless array of genres and musical styles. Playback of the driver’s
own files and playlists is also supported.
Communication also benefits from access to corresponding online services. Whether the online address book or the driver’s own cellular phone, the MMI
combines all data into a single view. Contacts are always available wherever the user happens to be.
To pay proper respect to the Ur-quattro as the winner of numerous rally world championships, a so-called “prayer book” – the classic rally copilot's
track description – can be displayed in racing mode. It provides precise information about the route ahead for an authentic rally feeling – even if a
copilot is not available.
Body
A true sports car is always a light car, and the Audi quattro concept shines in this discipline as well.
The key factors are the choice of material and the design. Rather than mostly steel as in the Audi RS 5, the body comprises lightweight aluminum
components assembled using Audi Space Frame ASF technology. Extruded sections, die-castings and aluminum sheets form an impact-resistant structure of
exceptional strength. The hood and the rear hatch with its integrated, moveable spoiler, plus the bumpers and numerous aerodynamic components are made
of even lighter and high-strength carbon.
The body-in-white of the coupé weighs just 159 kilograms (350.53 lb); it would be nearly 50 percent heavier if made entirely of steel.
The low weight of the superstructure leads to significant secondary effects regarding size and weight in other components of the vehicle, such as the
transmission, the chassis and the brake system. All together the Audi quattro concept tips the scales at just 1,300 kilograms (2,866.01 lb), which is
roughly 200 kilograms (440.92 lb) lighter than even the comparably sized Audi TT RS, whose body is also largely made of aluminum.
The power-to-weight ratio of 4.3 kilograms (9.48 lb) per hp already says a lot about the car’s dynamic potential. It is on par with that of the 525 hp
Audi R8 V10, a veritable supercar. The quattro concept also has a much better power-to-weight ratio than its Sport quattro predecessor. Although the
Sport quattro weighed the same, the production version of its five-cylinder engine only developed 306 hp.
Engines and transmissions
The allure of the five-cylinder engine
High-performance five-cylinder gasoline engines enjoy a long tradition at Audi, powering cars like the Ur-quattro to the head of the pack. Audi
resurrected this line back to life in 2009 with the 340 hp, turbocharged FSI engine in the TT RS. The further developed engine in the Audi quattro
concept extracts even more potential from this new, state-of-the-art five-cylinder foundation.
Numerous tweaks resulted in a substantial power increase to 408 hp, and its 480 Newton meters (354.03 lb-ft) of torque also leave the base version far
behind.
Its basic concept makes an Audi five-cylinder an unusual engine. It has a firing interval of 144 degrees and a firing order of 1-2-4-5-3, alternately
between directly adjacent cylinders and cylinders that are far apart.
This produces the distinctive rhythm and musical sound, which are also the result of the intake and exhaust geometry. A specially designed torsional
vibration damper at the front end of the crankshaft compensates for the free moments of the engine.
Turbocharged gasoline engines are a traditional Audi domain, and the five-cylinder turbo in the Audi quattro concept is also a high-performance
engine. Displacing 2,480 cubic centimeters, it produces 300 kW (408 hp) between 5,400 and 6,500 rpm. Peak torque of 480 Nm (354.03 lb ft) is already
available at 1,600 and remains constant through 5,300 rpm. The powerful unit accelerates the Audi quattro concept from 0 to 100 km/h (62.14 mph) in
just 3.9 seconds.
The 2.5 liter TFSI is extremely compact. Its cylinder spacing measures 88 millimeters (3.46 in); the external main bearings were moved inside. Only
494 millimeters (19.45 in) long, the long-stroke engine (bore x stroke 82.5 x 92.8 millimeters [3.25 x 3.65 in]) is suitable not only for transverse
installation in the TT RS, but also for longitudinal installation in the emphatically short front end of the Audi quattro concept.
Its low weight of only 183 kilograms (403.45 lb) is also a record. It helps keep the total weight of the show car low and also offers significant
advantages for the distribution of axle loads and thus for the car’s handling.
The 408-hp five-cylinder engine is surprisingly frugal, requiring an average of just 8.5 liters/100 km (27.67 US mpg). Its high efficiency can be
attributed to the combination of FSI direct fuel injection and turbocharging, two Audi core technologies. This TFSI pairing harmonizes perfectly in
motorsports, the world’s most demanding test lab: It has powered the R8 race car to five victories in the 24 Hours of Le Mans and 63 victories in 80
other races.
The successful quattro principle
In the Audi quattro concept, Audi uses the latest evolutionary stage of its permanent all-wheel drive system for longitudinal engines – the quattro
drive with self-locking crown-gear center differential and torque vectoring. 30 years after the debut of the first quattro at the Geneva Motor Show in
1980, Audi has once again expanded its lead over the competition.
Inside the new center differential are two rotating crown gears that owe their name to the crown-like design of their teeth. The front crown gear
drives the output shaft to the front differential, the rear crown gear the propshaft to the rear axle. The connection here is provided by an ambitious
construction. The new drivetrain design is roughly 3 kilograms (6.61 lb) lighter than the previous one.
The crown gears mesh with four rotatable pinion gears. They are arranged at right angles to each other and are driven by the differential’s housing,
i.e. by the transmission output shaft.
Under normal driving conditions, the two crown gears rotate at the same speed as the housing. Because of their special geometry, they have
specifically unequal lever effects. Normally 60 percent of the engine torque goes to the rear differential and 40 percent to the front
differential.
If the torques change because one axle loses grip, different speeds and axial forces occur inside the differential and the integrated plate packages
are pressed together. The resulting self-locking effect now diverts the majority of the torque to the axle with the better traction; up to 85 percent
can flow to the back. In the opposite scenario – if the rear axle has less traction – the same happens in reverse; now up to 70 percent of the torque
is diverted to the front axle.
With this extremely broad torque distribution range, the crown-gear center differential surpasses its predecessors – grip becomes even better. Forces
are redistributed without any time lag and absolutely consistently. The mechanical operating principle guarantees maximum efficiency and immediate
response. Other strong points of the crown-gear differential are its compactness and low weight – at 4.8 kilograms (10.58 lb) it is roughly two
kilograms (4.41 lb) lighter than the previous unit.
Like on rails: quattro with sport differential
As a complement to the new quattro drivetrain, the Audi quattro concept also features the sport differential, which actively distributes torque
between the rear wheels. When turning into or accelerating in a curve, the majority of the torque flows to the outside wheel and pushes the vehicle
into the curve, nipping the tendency to oversteer or understeer in the bud.
The sport differential is a state-of-the-art rear differential. A superposition gear comprising two sun gears and an internal gear was mounted on the
left and the right of a conventional rear differential. It turns 10 percent faster than the drive shaft.
A multi-plate clutch in an oil bath and operated by an electrohydraulic actuator provides the power connection between the shaft and the superposition
gear. When the clutch closes, it steplessly imposes the higher speed of the superposition stage on the outside wheel. The additional torque required
in order to rotate faster is drawn away from the inside wheel via the differential. In this way nearly all of the torque can be directed to one wheel.
The maximum difference between the wheels is 1,800 Nm (1,327.61 lb-ft).
Chassis
The high-performance Audi quattro concept dazzles with extreme driving dynamics. It reacts without hesitation, almost reflexively. Its handling is
uncompromisingly precise; its stability guarantees maximum driving safety. The steering connects the driver with the road to provide sensitive, finely
differentiated feedback.
The wide tracked chassis is rigorously tuned for performance. All of the key suspension components are made of aluminum, thus reducing the unsprung
masses. The springs and dampers of the track-controlled trapezoidal link rear suspension are separated to improve response behavior. The links are
mounted on a steel subframe on elastic bearings. The five-link front suspension processes the longitudinal and lateral forces separately. The rigid
aluminum frame to which it is linked makes the front end extremely rigid.
Up front are anthracite gray, drilled carbon fiber-ceramic discs. They are gripped by red-anodized, six-piston fixed calipers. The ceramic discs are
practically fade-free, extremely robust, powerful and durable. Furthermore, they are four kilograms (8.82 lb) lighter than steel discs despite their
size.
The Audi quattro concept rolls on large cast aluminum wheels in seven twin-spoke design. The 9J x 20 wheels are shod with 275/30 tires. Like the Audi
R8 LMS GT race car, the wheels of the Audi quattro concept have a central locking mechanism for fast changes.
LINK
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torque addict / in the real world four wheel drive means safety and traction
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Eero
meeskond
Registreerunud 29.10.04
Asukoht: Viimsi
Kasutaja on eemal
Auto: B2 2dq
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postitati 30.09.10 12:09
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Maitse asi, aga minumeelest näeb see välja nagu mingi suvaline arvutimängu "sportscar"
Esiosa on nagu eriti maitsetu, nagu uus Citroen ds3
Tagant on üsna okei, siiani ajavad seal ühe kenama concepti stiili, mis kahjuks seeriasse ei jõudnud  - http://www.supercars.net/cars/3568.html
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 30.09.10 12:36
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Kusjuures mõneti arusaamatu, miks neid keskmootoriga autosid nii vähe praktiseeritakse. On see turundusküsimus selles võtmes, et neid tagumisi istmeid
selliste autodega nii väga vaja on? Juba oma 20a tagasi praktiseeriti neid ka seeriatootmises, näiteks Toyota MR2, kuid miks Audi selleni varem pole
jõudnud kui R8?
Oleks ju lahe, kui praegused S2-ed oleksid keskmootoriga!?
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torque addict / in the real world four wheel drive means safety and traction
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Eero
meeskond
Registreerunud 29.10.04
Asukoht: Viimsi
Kasutaja on eemal
Auto: B2 2dq
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postitati 30.09.10 12:49
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No S2 tagaistmel on siiski vägagi palju ruumi, võrreldes näiteks TT'ga - see auto oleks võinud küll keskmootoriga tulla. Kardan, et keskmootoriga S2
ei oleks nii populaarne valik olnud ja praeguseks ei oleks neid nii palju alles...
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 30.09.10 12:50
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Päris huvitav asi tõesti. Kohe jäävad silma Porsche udukad, b5/TT kombinatsioonis armatuur, b4 keskkonsooli nupud, S2 stiilis rool, RSR stiilis
istmed.
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torque addict / in the real world four wheel drive means safety and traction
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Kristoff
huviline
Registreerunud 03.11.06
Asukoht: Tartu
Kasutaja on eemal
Auto: Tq & TSI
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postitati 30.09.10 12:58
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OT:
Selle Spyderi puhul on põnev see, et mootor on põiki. Kas sellel oleks siis ka mingi viskosiduritega ülekanne olnud?
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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Tonx
huviline
Registreerunud 08.03.06
Asukoht: Tallinn
Kasutaja on eemal
Auto: G31 540; Tucson AWD
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postitati 30.09.10 14:58
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Nina meenutab kangesti Mitsu Lancerit
Köis kaasas. Helista  |
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Black
klubiliige
Registreerunud 28.01.03
Asukoht: Tallinn
Kasutaja on eemal
Auto: Q7
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postitati 30.09.10 16:16
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Kuradi ilus on tegelikult. Moodsale lakutud välimusele on sarnaselt vana kuubikuga selliseid robustseid jooni sisse jäänud.
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kps
moderaator
Registreerunud 27.05.03
Asukoht: Tartu
Kasutaja on eemal
Auto: 5x4x4
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postitati 30.09.10 19:25
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Kui juba coupe, siis mina valiks ikkagi igal juhul sellise. Kuidagi ei istu see "jaapanlane" ja üldse suund stiilile "kole kuradi kuri nägu masinale ette, siis on vinge".
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Hea auto on palju autosid...
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MartinCS
huviline
Registreerunud 28.03.06
Asukoht: Jõgeva/Härjanurme/Tartu
Kasutaja on eemal
Auto: S4 BiT 232kW Oettinger + esivanema A6 C6 3,0TDI Q 171kW '07
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postitati 30.09.10 20:46
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No sellega on see ikka, et IRL on asjad hooopis teistmoodi. Spordikad istuvad madalal ja tunduvad laiad jne. Piltidel pole seda efekti teinekord.
Viibin ise Belgias pikemat aega ja siin olen näinud sõitmas musta uut A8't ja midagi pole öelda. IRL on asi ikka võimas. Tuled jne jne. Ma usun, et
selle putukaga on asi sama. Peale välisilme, mida mõni kritiseerida võtab ( ja mille puhul on minuarust tagaots suudetud teha väga hästi, meenutab
ikka kuidagi IMSA? GTO'd millegipärast..), on autol ka tehtud inerjöör sõidukile vastav- aga mis kõige tähtsam- tehnika. Enne kritiseerimist peaks
sõitma või kapoti alla piiluma. Mind aga ennast huvitaks see, kui kitsad on igasugused torustikud, kui väikesed on coolerid ja palju on kasutatud
õhutorustikes plastikut vms. Ehk kui palju on tugevusvaru jäetud... Tahaks teada ka seda, palju on seal alles originaalsest 20vt'st. Vist ilmselt
peale 5 silindri ja võib-olla silindri läbimõõdu midagi? Eksin?
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kala
klubiliige
Registreerunud 16.10.02
Asukoht: Tallinn
Kasutaja on eemal
Auto: Subaru forester; Audi 100 C4 2.0
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postitati 30.09.10 22:34
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| Tsitaat: | Algselt postitas: Tonx
Nina meenutab kangesti Mitsu Lancerit |
Täiesti nõus, ja tagusment Ford Mustangi uut mudelit. Mõttut copy! Isegi audi märk ninal ei muuda seda tõsiseltvõetavaks tegijaks!
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kala
klubiliige
Registreerunud 16.10.02
Asukoht: Tallinn
Kasutaja on eemal
Auto: Subaru forester; Audi 100 C4 2.0
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postitati 30.09.10 22:36
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Veel tuli mõte, et hoopis A3'st võiks keegi kasvõi VT abil ehitada S2000 klassi sobiva rallika A see minu isiklik kiiks tõenäoliselt
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melnits
huviline
Registreerunud 19.01.10
Asukoht: Tartu
Kasutaja on eemal
Auto: Audi A6 Quattro 3.0 (162 kw) sedaan 2002.a
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postitati 30.09.10 22:53
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Mulle igastahes meeldib,selline kuri!
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jokerAudi
huviline
Registreerunud 09.02.08
Asukoht: Eesti Vabariik
Kasutaja on eemal
Auto: Superb 2018
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postitati 01.10.10 05:23
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| Tsitaat: | Algselt postitas: Black
Kuradi ilus on tegelikult. Moodsale lakutud välimusele on sarnaselt vana kuubikuga selliseid robustseid jooni sisse jäänud. |
+1! Väga mõnus agressiivne aparaat.
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MaQQu
klubiliige
Registreerunud 15.12.02
Asukoht: Tallinn
Kasutaja on eemal
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kala
klubiliige
Registreerunud 16.10.02
Asukoht: Tallinn
Kasutaja on eemal
Auto: Subaru forester; Audi 100 C4 2.0
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postitati 01.10.10 22:15
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Siiski need mitsu Evo X tuled ees häirivad. Kas tõesti ei saanud audile omaseid tulesid kasutada?
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| Lehekülgi: 1 2 |
