Compact power packs: Audi RS Q3 and Audi RS Q3 Sportback

* Information on fuel consumption and CO2 emissions as well as efficiency classes in ranges depending on the tires and alloy wheel rims used
** The collective fuel consumption values of all models named and available on the German market can be found in the list provided at the end of this MediaInfo.

“The first Audi RS Q3** established its own segment. We aim to continue this success story with the new generation of the compact high-performance SUV,” says Oliver Hoffmann, Managing Director of Audi Sport GmbH. “With the offering of the all-new Audi RS Q3 Sportback**, a progressive SUV coupe crossover, we are the trendsetter and are leveraging to the full the phenomenal growth potential for Audi Sport.”

Athletic: the exterior

The Audi RS Q3** and the Audi RS Q3 Sportback** are synonymous with strength and outstanding performance. Virtues that are also reflected in the design. The Singleframe with no color-contrasting surround in the compact SUV creates an even sharper impression. The gloss black grill with three-dimensional honeycomb structure is inset deeper and directly into the RS bumper with its large side air inlets. The striking boomerang-shaped blades in the bumper are designed exclusively for the RS Q3**. The RS genes are also apparent in the flat slits above the Singleframe radiator grille.

With its downward sloping coupe-like roof line, the RS Q3 Sportback** is with a height of 1,557 millimeters (5.1 ft) 45 millimeters (1.8 in) lower than the RS Q3**. The rising shoulder line on the Sportback is set farther down than on the sister model, lowering the body’s optical center of gravity. As such, the body appears even more muscular and the wheels larger. Both Audi Sport high-performance sports cars underscore their performance aspiration with pronounced muscles over the wheel arches, which have been flared by 10 millimeters (0.4 in).

The rear design also appears very powerful. With the low rear window and the roof edge spoiler with RS-specific spoiler lip in gloss black, the RS Q3 Sportback** appears even wider than its sister model. The low-slung roof line culminates in strong, flat sloping D-pillars. The RS-specific long roof edge spoiler in the RS Q3** emphasizes the pronounced forward thrust of the high-performance SUV and ensures improved downforce. The new generation of the RS Q3** comes for the first time with a dual-branch RS exhaust system with large oval tailpipes on both sides and chrome-colored trims. This exhaust system sits in an RS-specific bumper with rear diffuser and horizontal blades in gloss black. The blades are available in matt aluminum as an option.

The high-performance SUVs come standard with LED headlights. Matrix LED headlights with dynamic indicators and RS-specific darkened trims are available as an option. The rear lights also feature LED technology.

Outstanding: the drive

Within the Audi Q3 family, the RS Q3 (combined fuel consumption in l/100 km*: 8.9 – 8.8 (26.4 – 26.7 US mpg); combined CO2 emissions in g/km*: 203 – 202 (326.7 – 325.1 g/mi) and RS Q3 Sportback (combined fuel consumption in l/100 km*: 8.9 – 8.8 (26.4 – 26.7 US mpg); combined CO2 emissions in g/km*: 204 – 202 (328.3 – 325.1 g/mi)) are the sporty flagships. The performance figures for the compact engines are compelling: five-cylinder, 294 kW (400 hp) power output, 480 Nm (354.0 lb-ft) of torque, quattro all-wheel drive. The five-cylinder engine is a modern classic. Last year, Audi Sport received the sought-after “International Engine of the Year Award” for the 2.5 TFSI engine for the ninth consecutive time.

The multi-award-winning five-cylinder engine gains a good 17 percent increase in power at an unchanged displacement of 2,480 cc. The engine’s maximum torque is available over the very broad rev range between 1,950 and 5,850 rpm. The RS Q3** and RS Q3 Sportback** sprint from zero to 100 km/h (62.1 mph) in just 4.5 seconds. The top speed is regulated at 250 km/h (155.3 mph) or an optional 280 km/h (174.0 mph).

At less than 50 centimeters (19.7 in) in length, the 2.5 TFSI engine is extremely compact and is 26 kg (57.3 lb) lighter than the previous model. Its crankcase is made of aluminum, which alone saves 18 kg (39.7 lb). Elaborate measures reduce internal friction while at the same time increasing power output. The cylinder liners are plasma-coated; the crankshaft main bearings are six millimeters (0.2 in) smaller in diameter. The crankshaft is hollow bored and is therefore 1 kg (2.2 lb) lighter, while the aluminum pistons have integrated channels for oil cooling. In the short warm-up phase after a cold start, the switchable water pump does not circulate the coolant in the cylinder head – the 2.5 TFSI engine thus reaches its operating temperature more quickly. This lowers the coefficient of friction and reduces fuel consumption.

1-2-4-5-3 – firing alternates between adjacent cylinders and those far apart from one another. The particular firing sequence and the odd number of cylinders make for a very special rhythm and unique engine sound. The dual-branch RS exhaust system underscores the characteristic sound of the five-cylinder firing sequence. The optionally available RS sport exhaust system with black tailpipe trims accentuates the unmistakable sound even more.

The power from the five-cylinder engine flows via a seven-speed S tronic to the quattro permanent all-wheel drive that distributes the power as needed between the axles via a multi-plate clutch. The wheel‑selective torque control perfects the safe and agile handling.

The Audi drive select dynamic handling system influences the quattro drive and other components such as steering, suspension, S tronic, engine characteristic and sound. Depending on the selected equipment variant, there is a choice of five or six modes: comfort, auto, dynamic, efficiency and individual or, as an alternative to the individual mode, the two new RS modes RS1 and RS2. Via the MMI the driver can adjust and save the two RS modes individually. Simply pressing the new “RS MODE” steering wheel button provides rapid access to the two new modes and allows the driver to switch between modes.

Consistently sporty: the suspension

The standard RS sport suspension lowers the body by 10 millimeters (0.4 in) compared with the Audi Q3 and Q3 Sportback. Its consistently sporty tuning satisfies the basic requirements for the outstanding handling of the two sport compacts. The RS-tuned progressive steering also conveys close contact with the road even on fast bends.

At the front axle with its MacPherson design featuring lower wishbones, the track width is 1,590 millimeters (5.22 ft). In the rear, the four-link design provides a track width of 1,583 millimeters (5.19 ft). For the first time on a compact high-performance SUV, Audi Sport offers 21-inch wheels in various rim designs. Behind the standard 20-inch or optional 21-inch wheels, the all-new six-piston RS steel brake system works with ventilated and perforated disks measuring 375 millimeters (14.8 in) (front) and 310 millimeters (12.2 in) (rear, not perforated). Their brake calipers are painted black as standard and are available in red as an option. The brake calipers of the optional, all-new RS ceramic brakes are available optionally in gray, red or blue. In front, the braking power is generated by newly developed monoblock aluminum calipers and ceramic brake disks that are 380 millimeters (15.0 in) in diameter. At the rear, floating calipers and steel disks measuring 310 mm (12.2 in) in diameter ensure the necessary deceleration.

As an option the new RS Q3** and RS Q3 Sportback** are available with the RS sport suspension plus with Dynamic Chassis Control (DCC). Here an electrically actuated proportional valve regulates the flow of oil into the damper pistons. The Audi drive select dynamic handling system also influences the optional RS sport suspension plus with damper control, in which sensors measure movements of the vehicle body. The RS-tuned dampers are then adjusted accordingly to the road surface conditions and driving situation. The suspension provides the optimum damping force for each damper within milliseconds – low for hard bumps; high to brace the body during fast cornering or when braking. The upshot is enhanced driving dynamics, precise stability and agile handling coupled with even greater comfort.

Driver-oriented: the interior

The athletic design of the exterior is echoed in the car’s interior. The emphasis on the horizontal lines conveys a generous sense of space. The air-conditioning control unit, the center console and the MMI touch display are tilted toward the driver by ten degrees – the entire cockpit is very much designed with the driver in mind. The engine can be started using the optional start-stop button with its red ring.

The architecture of the instrument panel with the Audi virtual cockpit in the RS design harmonizes perfectly with the operating concept. The MMI touch display with its high-gloss black glass-look surround slots in seamlessly as another central element. As an option, the driver can choose the larger Audi virtual cockpit plus with shift light display that prompts the driver to upshift when the maximum engine speed is reached. Special RS displays in the Audi virtual cockpit plus also provide information on tire pressure, torque, power output, lap times, g-forces and acceleration measurements.

Sport seats in black leather/Alcantara with RS embossing express the athletic character of the RS Q3** and RS Q3 Sportback**. The RS sport seats in fine Nappa leather with RS-specific honeycomb pattern and integrated head restraints are available for the first time in the Q3 family. Their contrasting stitching comes standard in gloss black, and optionally in red or blue. When selecting one of the two RS design packages in red or blue, highlights on the steering wheel rim, belt straps, floor mats and gear lever are colored while the steering wheel and selector lever come in Alcantara. With the extended RS design packages, the panels and door armrests are trimmed in red or blue Alcantara. Inlays in Aluminum Race, anthracite, optionally in piano finish, black, or carbon, round out the sporty interior. For the first time, the interior can also be finished entirely in black.

Entry lighting with Audi Sport projection in the doors welcomes the driver and front passenger. RS logos adorn the interior on the steering wheel and the illuminated front door sill trims. The RS sport leather steering wheel, flattened at the bottom, including newly designed shift paddles comes with multifunction buttons that allow the driver to control the two optional RS modes in the Audi drive select dynamic handling system. The RS-specific displays open automatically in the Audi virtual cockpit plus.

Generous: space concept and equipment

The new RS Q3** and RS Q3 Sportback** are designed as fully fledged five-seater models and also offer maximum everyday usability for all their sportiness. The rear seats can be moved fore-aft as standard by 150 millimeters (5.9 in) in the RS Q3** or 130 millimeters (5.1 in) in the RS Q3 Sportback**; their three-way split backrests can be tilted in seven stages. The luggage compartment holds 530 liters (18.7 cu ft), with the backrests folded down the figure rises to 1,525 liters (53.9 cu ft) (Sportback: 1,400 liters (49.4 cu ft)).

Eight paint colors are available for the new RS Q3** and RS Q3 Sportback**, including the RS-specific colors Kyalami green and Nardo gray. Customized paint finishes are available from Audi exclusive. The standard gloss black styling package adds highlights to blades in front- and rear bumper, window slot trims, roof rails (RS Q3** only) and on the insert in the side sills. The customer can also order these items in aluminum look as an option. In combination with the gloss black styling package, the Audi rings and the RS logos come in black on the front and rear.

The RS Q3** and RS Q3 Sportback** can be ordered starting in October 2019 and will go on sale at dealerships in Germany and other European countries by the end of 2019. Prices for the high-performance SUV start at 63,500 euros. The SUV coupe starts at 65,000 euros.

Fuel consumption of the models listed
(Information on fuel consumption and CO2 emissions as well as efficiency classes in ranges depending on the tires and alloy wheel rims used)

Audi RS Q3
Combined fuel consumption in l/100 km: 8.9 – 8.8 (26.4 – 26.7 US mpg); combined CO2 emissions in g/km: 203 – 202 (326.7 – 325.1 g/mi)

Audi RS Q3 Sportback
Combined fuel consumption in l/100 km: 8.9 – 8.8 (26.4 – 26.7 US mpg); combined CO2 emissions in g/km: 204 – 202 (328.3 – 325.1 g/mi)

René Rast: “I see my future in the DTM”

How does being a two-time DTM Champion feel?
It’s a great feeling – and totally different from what I felt when I won my first DTM title in 2017. The title at that time came somewhat unexpectedly. The surprise was immense. This year, I was able to mentally prepare myself because I was touted as a favorite. Even so, it’s an awesome feeling. It’s one of the biggest motorsport moments in my life. When I entered the DTM I didn’t expect to clinch two titles within the space of three years.

How was the party following your title win at the Nürburgring?
It was one of the coolest parties I’ve seen at Audi Sport so far. We partied really hard at the Audi Hospitality until about three, three thirty in the morning.

How did you spend the days after your title win?
Fortunately, in a relatively quiet way. Most of the interviews were conducted telephonically. That’s why I was at home a lot and able to spend some time with my family.

How many congratulation messages did you receive on your smartphone?
I didn’t count them, but it must have been several hundred – especially via WhatsApp or text. That’s just the way people communicate today. Calls are not being made as much anymore as they used to be. Of course, there were many messages on Instagram and Facebook, too. It’s nice to see that.

Did you receive any congrats that particularly surprised or pleased you?
Someone like Lukas Podolski, who congratulated me after my 2017 title win, was not among them. A couple of Formula One drivers – but nobody I wouldn’t have expected.

Do you have the sense that your popularity has significantly increased since you entered DTM?
Definitely! You can tell that the perception along the race track and in the media has changed compared to 2017. Such changes happen gradually following major events. There was quite a big boost after my 2017 title win. I noticed another one after my accident at the Lausitzring last year and after my six consecutive victories there was yet another real boost.

You’ve got good prospects of breaking many DTM records. Does that interest you?
I’m only interested in records when they concern me personally. I didn’t use to pay a lot of attention to records in the past but when you get closer to the benchmarks it starts to become relevant. Especially the 23 victories that Mattias (Ekström) clinched for Audi, plus a third DTM title. Only Bernd Schneider and Klaus Ludwig have won more than two titles. If you have the chance of becoming one of the three most successful DTM drivers of all time it’s a goal worth pursuing.

What was decisive for the 2019 title win?
Our consistency in qualifying: We were always in contention at the front when it mattered. On the one hand, we scored the additional points and on the other, obviously, we achieved a good starting base for the race. That we had the performance to always be in contention at the front was the key to success. But we also had the consistency in the race. We made only few mistakes this year. Everything was working perfectly.

What were your highs and lows in the 2019 season?
Hockenheim, where, following the safety car period, I pushed forward from the far rear of the field within just a few laps, was a highlight. Just like the Norisring: Winning the race after stalling the engine at the start was special. The collision on the first lap at the Norisring – and retiring while leading the race at the Lausitzring – were negatives.

In the first test with the new Audi RS 5 DTM, did you expect this car to be so strong?
That wasn’t necessarily to be expected. During the pre-season tests last winter, we always looked strong and also more reliable compared to the competition, but at that time we didn’t know how much the competition had truly shown yet. The thought that they might rev up some more – which is exactly what they did in the first race at Hockenheim – was always in the back of our minds. That’s when we saw how fast BMW suddenly was.

Where do you see Audi’s greatest strengths compared to the competition?
Toward the end of the season, clearly in qualifying where, after some point in time, we didn’t give BMW any chance anymore. In the race, we often had the best car, too. In terms of pace, we’ve been dominant from about mid-season onward – combined with higher reliability. This is especially reflected by the manufacturers’ points. We worked very hard for this in the winter.

How do you generally like the new DTM cars?
I like them very much! They’re really great fun! More power always pleases a driver. The cars are more difficult to drive and definitely pose a greater challenge. And that’s exactly what we want: for the drivers to increasingly move into focus and having to fight more and more.

We’ve seen many thrilling DTM races this year. Even so, is there anything you’d change about the DTM?
I can’t think of anything spontaneously except perhaps even more power output and even less downforce. That’s something you always wish for as a race driver although you have to make sure that the tires are still able to cope with that – otherwise it turns into a tire management race like most recently in Formula One. All of a sudden, you find yourself driving ten, fifteen seconds slower at the beginning of the race because otherwise the tires won’t last. Nobody wants to see that.

Can you understand the excitement among the fans that came up about the issue of team orders after Brands Hatch and the Lausitzring?
Sure. No fan wants to see team orders and we as race drivers actually don’t want to see them either – that’s not why we contest races, so I totally understand the fans. But you also have to understand the interests of the manufacturers. They want to be as sure as possible of deciding the championship in their favor at the end of the year. That’s always been the case in DTM and it’s not a question of committing to a particular driver at the beginning of the year. At Audi, every driver has the chance to compete for the championship win. The fact that, in the first half of the season, as a driver you have to put yourself in a position of being able to benefit from the help of the others is frequently ignored. That team orders are subsequently issued in the last third of the year is clear. Even though the fans don’t like it: It’s simply part of motorsport today, as we just saw again in Formula One, too. But, obviously, it’s nicer to be able to drive as freely as we did at the Nürburgring.

In the title race, you not only had to prevail against BMW driver Marco Wittmann but also against Nico Müller. Is battling against a driver from the same brand different?
I’d say that battling against a driver from the same brand is always a little more difficult because you cannot, may not or do not want to drive as hard as you would against the drivers from another manufacturer. You always have to practice a certain amount of restraint and can’t fully display your aggressive potential. I feel that – perhaps except for the Norisring – we resolved this pretty well this year.

Before the race at Brands Hatch, SAT.1 co-commentator Timo Scheider claimed that the relationship between you and Nico Müller was tense. Is that true?
I don’t know where Timo got this information from – it’s pretty far-fetched. When Nico and I read that we just laughed. Obviously, we don’t spend our vacations together. But we talk a lot on the race weekends, joke or sit next to each other during the drivers’ briefings or autograph sessions. At Spa, we even contested a race in the same car. Nico and I are professional enough to be able to separate private things and the job. Between the two of us, everything in the title race was very relaxed and cool.

DTM CEO Gerhard Berger emphasized on several occasions that you would also have had what it takes to race in Formula One. Does that please you? Is Formula One still relevant for you?
I’d like to have an opportunity to drive a Formula One car once. I’ve said that several times before. But only to see what the thing is like to drive. And to get a feel for it. I think a full season is pretty unrealistic because on the one hand I’m too old for it and on the other the cockpits are of course highly coveted. A lot of people are standing in line for one. That would involve a lot of money and a large ‘dowry.’ That’s why my chances are very small. If I were to get an offer I’d of course discuss it with (Head of Audi Motorsport) Dieter (Gass). But that’s very far away.

Do you see your future in the DTM?
Definitely! I feel very comfortable in the DTM. I enjoy it a lot. That’s why I see my future in the DTM.

Two of your fellow Audi drivers – Nico Müller and Robin Frijns – are racing in Formula E. Is the electric racing series relevant for you, too?
Yes, it was already relevant last year. But together with Audi, we decided to fully focus on the DTM. However, for the future, Formula E is no doubt an option.

You engage very intensively with the DTM even between the races. Is that one of your strengths?
Yes, I think so. Preparation is very important in the DTM. There are many small details that matter. The more you prepare yourself the more things you can check off your mental to-do list before the weekend.

What does your preparation for a DTM race typically look like?
It begins relatively early, usually two or three days after the previous race weekend, starting with video analyses. That gives you a rough overview of what happened on the respective race track the year before. What was important? What was the key to success? That gradually brings back memories. Then you start looking at the data where you didn’t do so well the year before, where you can improve in order to keep from making the same mistakes again. You start discussing the setup with the team. One thing builds upon another in this context. Of course, this also includes the work in the simulator at Audi, at Team Rosberg and at my home, too.

What does your preparation for the finale at Hockenheim look like? Following your early title win, are you tackling that with greater ease or just as meticulously as before the other races?
Definitely with greater ease. Following the championship title, there’s no more pressure. Obviously, we’d still like to win the teams’ championship. But I’m looking forward to having a DTM weekend without any pressure whatsoever for a change. Subjectively, I’ve never had that before.

Audi publishes user typology and emotional landscape of autonomous driving

“This study is more than just a welcome addition to our knowledge about the phenomenon of autonomous driving,” says Dr Luciano Floridi, professor of Philosophy and Ethics of Information and director of the Digital Ethics Lab, University of Oxford, and member of the scientific network of the initiative “&Audi”. “It is a necessary step for any policy- and law-making decision, as well as any R&D and business strategy that intends to be proactive and informed in delivering a better world.” Since 2015, Audi has been examining the social acceptance of autonomous driving. In the study, the initiative investigates how rational arguments, emotions, values and lifestyles shape attitudes to autonomous driving. The result is a triad consisting of an emotional landscape, a human readiness index, and a user typology.

High curiosity, but also concerns about self-driving cars

The emotional landscape on autonomous driving produces a mixed picture. On the one hand, internationally there is strong interest in (82 percent) and curiosity about (62 percent) autonomous driving. In the new technology, respondents see potential for the individual and society – from easier access to mobility (76 percent) and greater convenience (72 percent) to more safety (59 percent). More than half of respondents would like to test autonomous driving. On the other hand, clear concerns also exist, above all the fear of loss of control (70 percent) and unavoidable residual risks (66 percent). 41 percent of respondents are suspicious of the technology, and about one third (38 percent) are anxious. The greatest willingness to hand over control relates to autonomous parking and traffic jams on highways. The level of knowledge about autonomous driving appears to be low: only eight percent state that they can explain the subject.

Euphoria amongst the Chinese, young people and high earners

The human readiness index (HRI) provides insights into the way that attitudes to autonomous driving relate to sociodemographics. The results show that the younger the respondents are and the higher their level of education and income, the more positive is their attitude to autonomous driving. Differences are also apparent between the countries that were investigated. The Chinese (HRI +5.1) are euphoric, and South Koreans (HRI +1.2) too are above-average in their positive view of the technology. In Europe the Spanish and Italians lead the field (both HRI +0.7). Germans and French are relatively reserved (both HRI -0.7), as are the Americans, Japanese and British (all HRI -0.9). The HRI combines knowledge of, interest in, emotions about and readiness to use self-driving cars to produce a numerical indicator between -10 and +10.

Attitudes to autonomous driving are related to lifestyle

By examining attitudes to autonomous driving in the context of people’s lives, the user typology shows that significant differences exist. This analysis results in five user types. The “suspicious driver” likes to stick with what already exists and would use autonomous driving only if it had become fully established. “Safety-oriented reluctants”, too, have a largely reserved attitude to autonomous driving. They believe that autonomous cars should first be tested for years before being allowed on the road. The “open-minded co-pilot” sees the benefits of the technology and desires measures from the fields of business, science and politics to put the cars on the road safely. “Status-oriented trendsetters” are enthusiastic about self-driving cars because they can demonstrate their progressive lifestyle in this way. The “tech-savvy passenger” trusts the technology and wants it to be introduced across the board.

“Automated and autonomous driving has the potential to improve our mobility substantially,” says Thomas Müller, head of Automated Driving at Audi: “On the way there, alongside technical development, it is of decisive importance to convince people. The study provides us with differentiated insights about where people stand in relation to autonomous driving and how we can establish suitable expectations about the new technology in society.”

For more information about the study “The Pulse of Autonomous Driving”, please refer to

1China, France, Germany, Italy, Japan, South Korea, Spain, the United Kingdom, and the USA

The new Audi RS 7 Sportback

Dear Sir or Madam.

The following link leads you to the official press kit, where you can find all information about the new Audi RS 7 Sportback (combined fuel consumption in l/100 km: 11.6 – 11.4 (20.3 – 20.6 US mpg); combined CO2 emissions in g/km: 265 – 261 (426.5 – 420.0 g/mi)).

Endurance title for Audi Sport in Australia

Audi R8 LMS GT4

Two trophies in home round: Baporo Motorsport in the home round of the GT Cup Open Europe racing series at Barcelona celebrated two podium successes with the Audi R8 LMS GT4. Daniel Díaz-Varela from Spain and Andorran Manel Cerqueda in the fifth event of the European series achieved third position in both races, which made them the second-best team in the AM classification, respectively. 

Audi RS 3 LMS (TCR)

Success at Vallelunga: In round six of the Coppa Italia Turismo at Vallelunga, Enrico Bettera in the first race won the TCR classification in an Audi RS 3 LMS with an 8.6-second advantage ahead of Jacopo Guidetti in another Audi. In the second race, Edoardo Barbolini crossed the finish line 1.2 seconds in front of Andrea Argenti – both relied on an Audi RS 3 LMS, too.

Class victory in France: In round six of the Trophée Tourisme Endurance, the Audi RS 3 LMS once again proved its endurance racing qualities. On the circuit at Nogaro, the Motorsport Développement team finished overall runners-up and scored victory in the T4 class. After 3h 50m of racing, the driver team of Mané Vignjevic/Pierre-Etienne Chaumat had achieved a 7.4-second advantage in its class. 

Two second positions in Australia: In round six of the TCR Australia, the Audi RS 3 LMS claimed two podium finishes. In both the second and third race at Sandown, Garth Tander crossed the finish line closely behind winner Nestor Girolami from the FIA WTCR. In the second sprint race, Tander was separated from the Argentinian by 1.58 seconds and in the third one even by merely 0.46 seconds. 

Two Audi drivers on podium: In round six of the TCR Europe at Barcelona, two Audi Sport customer teams were successful. In the first race, Santiago Urrutia with the WRT team achieved the fourth spot. Following a penalty for runner-up Josh Files, the up-and-coming driver from Uruguay in an Audi RS 3 LMS subsequently moved up to third position. In the second race, Comtoyou Racing clinched a trophy with the Audi RS 3 LMS. After twelve laps, the Belgian Gilles Magnus as the runner-up had to admit defeat by merely half a second. The event was not only part of the TCR Europe but also of the TCR Benelux. Before the Benelux finale at Monza, Magnus sits in the runner-up’s spot with a 23-point deficit while 85 points are yet to be awarded in Italy in three weeks’ time. 

Successful debut in New Zealand: Team Track Tec Racing celebrated a good season opener in the South Island Endurance Series in New Zealand. In the first race of the Audi RS 3 LMS on the circuit at Teretonga on the South Island, Dennis and Debbie Chapman in the 60-minute category finished runners-up in Class B. 

WTCR wild card entry by Audi Team Hitotsuyama: In round eight of the WTCR – FIA World Touring Car Cup in Japan from October 25 to 27, Audi Sport customer racing will welcome a local customer team to the field. Audi Team Hitotsuyama received two wild card entries for the race weekend at Suzuka. Ryuichiro Tomita is going to take the wheel of one of the two Audi RS 3 LMS cars. The 30-year-old Japanese has been driving an Audi R8 LMS of the team in the GT300 class of the Super GT racing series. In the fifth round of the Super Taikyu Series in September, he clinched third position in an Audi RS 3 LMS. “These race cars are clearly more powerful and a lot more fun than the front-wheel drive models I became familiar with at the beginning of my career. I’ve raced at Suzuka many times before and can hardly wait for my run in the FIA WTCR,” said Tomita. Ritomo Miyata will drive the second Audi RS 3 LMS. The 20-year-old up-and-coming Japanese driver has won the Formula 4 Championship in his country twice and is currently the runner-up in the Japanese Formula 3 Championship before the finale. “In a test, I came to know the Audi RS 3 LMS as a car that’s easy to drive and a lot of fun and that likes fast corners. I’m looking forward to the weekend at Suzuka,” said Miyata.

Coming up next week

27–28/09 Shanghai (CN), rounds 11 and 12, Blancpain GT World Challenge Asia

27–29/09 Sachsenring (D), rounds 13 and 14, ADAC GT Masters

27–29/09 Sachsenring (D), rounds 11 and 12, ADAC GT4 Germany

27–29/09 Sachsenring (D), rounds 13 and 14, ADAC TCR Germany 

27–29/09 Sydney (AUS), round 4, GT-1 Australia

28/09 Nürburgring (D), round 7, VLN Endurance Championship Nürburgring

28–29/09 Barcelona (E), round 5, Blancpain GT Series Endurance Cup

28–29/09 Okayama (J), rounds 7 and 8, TCR Japan

– End –