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2014 Audi R8 V10 Plus

Ignore the naysayers who say the Audi R8 is too refined to be a proper supercar, or that it has begun to show its age - after a few tweaks for the 2014 model year, the automaker's flagship remains one of my favorite exotics.
Audi has treated all of its R8 models to a host of enhancements for the 2014 model year that include new LED headlights and tail lamps, larger steering wheel-mounted shift paddles, new exhaust finishes, updated alloy wheel designs and fresh exterior colors. However, the most significant news is the arrival of a proper seven-speed S-Tronic dual-clutch automatic transmission (it replaces the six-speed R-Tronic). The rapid-fire gearbox shaves a coupe tenths off the 0-60 sprint and improves fuel economy for both the eight- and ten-cylinder models (thankfully, a traditional six-speed manual is still on the order form).
I recently spent time with the new-for-2014 V10 Plus model, which is only available in a coupe body style. Compared to the standard V10 models, the Plus sheds upwards of 130 pounds thanks to lightweight manual seats (not fitted to my test car), carbon-ceramic brakes, reduced sound bay insulation, a smaller fuel tank and an assortment of carbon-fiber pieces (including side blades, front splitter, rear diffuser and spoiler). But that's not all, as the V10 Plus also receives a bump in output that pushes its ten-cylinder to an even 550 horsepower.

2016 Audi TT Second Drive [w/video]

The original Audi TT is a modern style icon. But having a one-time design hit isn't a recipe for longevity. In order to succeed, you have to bolster style with substance. Thankfully, that's exactly what Audi did with its third-generation TT. Now more than ever, the TT is a proper sports car, and it debuts with a host of new technology. The car still looks good, but it's no longer a one-off masterpiece. Instead, it takes many of the original TT's elements and incorporates new bits of modern detailing. The shape is all TT – the roofline, the wheel arches – even smaller details like the fuel filler cap and exhaust outlets moved closer to the center of the vehicle pay homage to the original car's design. But the new car's face is more angular, more robotic. Park the new R8 next to this TT and the family resemblance is clear. "It's fair to say that the new car hasn't been comprehensively reconceived; it's been comprehensively re-detailed," says associate editor Jonathon Ramsey, who first drove a Euro-spec TT back in September. It's a good move, a way to "keep the icon alive," according to Audi AG exterior designer Dany Garand. But the better news is that the rest of the car is more than just a comprehensively re-detailed machine. Launch a TT coupe from a stop and you'll hit 60 miles per hour in 5.3 seconds. The TT rides on the same modular MQB architecture as the Volkswagen Golf. The whole package is the same length as before, but the wheelbase is stretched by 1.5 inches. At 3,186 pounds, the TT is only 11 pounds heavier than its predecessor, but thanks to new body components, it's 25-percent stiffer than the second generation. We sampled the base TT on the roads of northwest Oregon – that means there's a 2.0-liter turbocharged inline-four good for 220 horsepower and 258 pound-feet of torque. It's the same output as a GTI with the Performance Package in a two-door coupe that's 155 pounds heavier. But stay with us – the magic of Quattro all-wheel drive seriously comes into play here. Launch a TT coupe from a stop and you'll hit 60 miles per hour in 5.3 seconds. Even the TT Roadster is a firecracker, able to do that same 0-60 run in 5.6 seconds. That 220-hp, front-wheel-drive GTI, by comparison, hits 60 in about six seconds flat. We didn't get to drive the TTS, but based on numbers alone, it ought to be a real honey. The S uses the more powerful version of the 2.0T engine from the Golf R, with 292 hp and 280 lb-ft of torque. Zero-60: 4.6 seconds.

Autoblog editors choose their favorite racecars of all time

If you like cars, there is a good chance that you like racecars. There's something about the science and the art of going faster, of competition, of achievement, that accelerates the hearts of enthusiasts. It doesn't matter the series, the team or the manufacturer – there's something about racing that stirs emotions and lifts spirits. It's that way with many of you, and it's that way with our editors. With that in mind, we offer a list of our favorite racecars of all time. Of course, we'd like to hear some of yours in the comment section below. 1970 Porsche 917 Compared to some of the obscure choices by my colleagues, I feel like the Porsche 917 is almost so obvious a pick as to not be worth mentioning. Still, when coming up with my answer, my mind invariably went back to this classic racer – specifically in its blue-and-orange Gulf livery – while watching Le Mans on DVD and later Blu Ray with my dad. Long, low and curvaceous, few vehicles have ever looked sexier lapping a track than the 917. More than just a pretty face, this beauty had speed, too, thanks to several tunes of flat-12 engines over the course of its racing life. In the early '70s, Porsche was a dominant force throughout sports-car competition, and the 917 (shown above at the 1970 24 Hours of Daytona) was the tip of that spear, including back-to-back victories in the 24 Hours of Le Mans. Largely without dialogue or really much of a traditional plot, Le Mans is like a tone poem of racing goodness. While the 917's importance to motorsports history is undoubtedly fascinating, it's still this cinematic depiction of the Porsche racer that draws me in most, especially with the volume cranked. – Chris Bruce Associate Editor 1964 Mini Cooper S How could everyone not be selecting the 1964 Mini Cooper S piloted by Paddy Hopkirk and Henry Liddon? That car, 33 EJB, took the first of British Motor Corporation's four Monte Carlo Rally wins (it should have been five, but French judges got the British Minis [and Fords] disqualified on a technicality regarding headlights... which its own car, the winning DS, was also in violation of). The tiny red car and its white roof beat out Ford Falcons, Mercedes-Benz 300SEs and scores of Volvos, Volkswagens and Saabs. This, along with the several years of dominance that followed, cemented the idea that not only could the tiny, two-tone Mini be a real performance vehicle, but that family-friendly city cars in general could be fun.