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Audi R8 V10 gets tuned up by ABT

Bavarian tuners ABT have done another job on the Audi R8 V10, pumping up the 5.2-liter FSI V10 from 525 horsepower to 600 hp, and torque from 391 pound-feet to 406 lb-ft. With 50 more horsepower than the R8 V10 Plus - but not the extreme weight-loss scheme - ABT claims a 0-62 mile per hour run of 3.5 seconds, the same as the R8 V10 Plus, and a top speed for the mid-engined coupe of 198 miles per hour "is no problem at all."
Managing all that speed are the aero tweaks provided by a comprehensive body kit including a rear wing, a lowered and beefed-up suspension, a stainless steel exhaust and 19-inch wheels in two different designs.
The press release below has a few more bits of info on the matter. And while ABT hasn't put a price on the Audi upgrades, but it's safe to say that nearly 200 mph in an R8 won't come cheap.

Audi, Toyota land on MIT's list of 50 Most Disruptive Companies

MIT Technology Review, a magazine all about innovation, has announced its list of the 50 most disruptive companies in 2013, and both Audi and Toyota made the cut. While the term "most disruptive" may carry a negative connotation in most uses (especially in the classroom), the acknowledgement in this case is an accolade, signifying that the company is at the forefront of its industry. In a nutshell, a disruptive company is a business whose innovations force other businesses to alter their strategic direction.
Audi made the list for "pushing autonomous cars closer to fruition with a laser-scanning road detector that fits in a vehicle's front grille," and Toyota for "expanding its dominance of the hybrid-car market with its new plug-in version of the Prius." Click on the image above to be taken to the original graphic at MIT Technology Review, where clickable colored squares reveal information about each of the 50 winners, compiled from a variety of industries.

Are supercars becoming less special?

There's little doubt that we are currently enjoying the golden age of automotive performance. Dozens of different models on sale today make over 500 horsepower, and seven boast output in excess of 700 hp. Not long ago, that kind of capability was exclusive to supercars – vehicles whose rarity, performance focus, and requisite expense made them aspirational objects of desire to us mortals. But more than that, supercars have historically offered a unique driving experience, one which was bespoke to a particular model and could not be replicated elsewhere. But in recent years, even the low-volume players have been forced to find the efficiencies and economies of scale that formerly hadn't been a concern for them, and in turn the concept of the supercar as a unique entity unto itself is fading fast. The blame doesn't fall on one particular manufacturer nor a specific production technique. Instead, it's a confluence of different factors that are chipping away at the distinction of these vehicles. It's not all bad news – Lamborghini's platform sharing with Audi for the Gallardo and the R8 yielded a raging bull that was more reliable and easier to live with on a day-to-day basis, and as a result it went on to become the best-selling Lambo in the company's history. But it also came at the cost of some of the Italian's exclusivity when eerily familiar sights and sounds suddenly became available wearing an Audi badge. Even low-volume players have been forced to find economies of scale. Much of this comes out of necessity, of course. Aston Martin's recent deal with Mercedes-AMG points toward German hardware going under the hood and into the cabin of the upcoming DB11, and it's safe to assume that this was not a decision made lightly by the Brits, as the brand has built a reputation for the bespoke craftsmanship of its vehicles. There's little doubt that the DB11 will be a fine automobile, but the move does jeopardize some of the characteristic "specialness" that Astons are known for. Yet the world is certainly better off with new Aston Martins spliced with DNA from Mercedes-AMG rather than no new Astons at all, and the costs of developing cutting-edge drivetrains and user interfaces is a burden that's becoming increasingly difficult for smaller manufacturers to bear. Even Ferrari is poised to make some dramatic changes in the way it designs cars.