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audi a8 heads up display

บทความที่เกี่ยวข้อง audi a8 heads up display

Owner Review : ผมว่าการตกแต่งภายใน Mazda 3 Sedanให้ความรู้สึกแพงกว่าพวก BMW และ Audi

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รีวิว Q&A audi a8 heads up display

Which car is the most luxurious car in the world?

Top Gear's top 10: luxury cars We put our sensible hats on to bring you the 10 best luxury cars out there 1.Jaguar XJ Jaguar’s futuristic range-topping saloon remains a striking car, even three years after launch. For 2014 it was tweaked, with subtly honed suspension settings, better sat nav, a standard eight-speed auto with stop-start plus big improvements in diesel efficiency. Now it’s been facelifted again, with revised engines and interior tech, full-LED headlights and more distinctive ‘J-blade’ daytime running lights. The XJR is still around, with its 550bhp supercharged 5.0-litre V8 and Merc-AMG-like attitude. But now there’s a R-Sport model for those who want the looks but not the fuel bills. There’s a new top-of-the-line Autobiography trim too, for those who like to spend no less than six figures. 9.Porsche Panamera The all-new, second-generation Porsche Panamera. Yep, really. All of its parts are new, even if it does just look like a facelift. Albeit a very successful one: the Panamera has finally grown into its skin, and wears its 911 styling cues better than ever. You may disagree, but we think it looks pretty darn good. 8.Bentley Bentayga £133,100 – £196,590 It’s what happens with the might of the VW Group megazords together to combine all its tech and toys in one ultimate SUV. The Bentley Bentayga is the Crewe marque’s first SUV, and if you we’re being cynical, you’d immediately point out that underneath, this car shares some of its roots with the likes of the Porsche Cayenne, the Audi Q7, the Lamborghini Urus, and indeed the VW Touareg. But being a Bentley, it has to be faster than the Porsche, more luxurious than the Audi, more refined than the VW and better off-road than the Lambo. Excess all areas. And you know what? Bentley has succeeded. We can debate the morality of two-tonne-plus SUVs versus their popularity forever, but there’s no doubt that the Bentayga is a tour de force. It’s been around since, so there have been several models of Bentayga so far. The original was the standard W12, powered by a 6.0-litre bi-turbo engine good for 605bhp. That’s now been superseded by the Bentayga Speed, which uses a redeveloped version of the same engine to achieve 626bhp. Too profligate? If you were quick ,you could have got hold of the first and only diesel Bentley ever made: the Bentayga diesel, which used Audi’s 430bhp electro-turbo V8 derv. A magnificently rangey and torque-rich experience, the tide-turn against diesel saw the model killed off in Europe, effectively replaced by a V6 petrol a plug-in hybrid model instead, bolstering the Bentayga’s eco ranks. Sort of. There’s also a V8 petrol model, which is probably the sweet spot of the range, as it is with most Bentleys, truth be told. All Bentaygas are of course four-wheel drive, all weigh north of two tonnes, and all of them seat five people. Apart from the ones optioned like a private jet to seat four instead. Prices? From £130,000, if you avoid the options. As if you would… 7.Rolls-Royce Wraith £251,240 – £288,410 The Wraith is billed as “the most powerful and dynamic Rolls-Royce in history”. The first bit is easily dealt with: a turbocharged 6.6-litre V12 sends 624bhp to the rear wheels, ten per cent more power than you’ll find even in the new Phantom and Cullinan. As for the most dynamic? Well, you’d argue that’s not difficult, given Rolls has long mastered the art of hefty, comfy cars that are designed to soothe not scintillate. But the Wraith is based upon the Ghost limo, so it’s hardly got a sporting chassis at its core, though its rear axle has been widened and its wheelbase shortened. “The car’s suspension has also been tuned to minimise body roll and discreetly amplify feedback when cornering,” says Rolls, “while steering weight is heavier at high speeds and lighter at low speeds adding to the spirited drive.” Achieving those high speeds ought to be a doddle; with two turbos, the Wraith has a ginormous 590lb ft of torque available from 1,500rpm, enough to shift its 2.4 tonnes to 60mph in 4.4secs. Quicker than hot hatches with not dissimilar power-to-weight ratios, and quite startling to experience in something with lambs’ wool floor mats. Indeed, it may be the most sporting Rolls ever, but it’s still dripping in luxury. There are four finely proportioned seats, sumptuous materials across most surfaces and head- and leg-room aplenty, even in the rear. Don’t worry, the front seats electrically whirr forward to allow anyone climbing into the back some extra grace. Its £250,000 starting price really is just the start, too. Few Rolls-Royces leave the Goodwood factory without first having been made fully bespoke to their buyer’s needs; colour-matched inside and out, fibre-optic star headlining fitted, the full works. Half the fun of having a Rolls-Royce isn’t driving it (or being driven in it), but the buying process itself. The Wraith is now one of the oldest Rolls-Royces on sale, having arrived in 2013. The Ghost it’s spun from landed in 2010, and its drop-top sibling – the Dawn – started production in 2015. While the new-generation Phantom is sold only as a saloon, the Wraith is the car of choice if you want your Rolls-Royce to take the form of a two-door coupe. 6.BMW 7 Series Well, it used to be the ultimate BMW. A 7 Series was the undisputed flagship. But is that the case any more? Especially now that the X7 exists – a luxury limo in the (ghastly) shape of a seven-seat SUV. There’s the new 8 Series too, which will spawn a four-door saloon version – with an M badge. Certainly, there are other BMWs vying for the title of boss of the family. Meanwhile, BMW’s been listening to what its customers wanted from the 7 to beat the likes of the Mercedes S-Class (traditionally the class-defining leader in the limo set) and the Audi A8. And, what they came up with was a triple-threat approach. “Make it more imposing, make it look more different to a 3 and 5 Series, and give us more novelty features,” said the customers. Well, we can probably tick off tasks 1 & 2. The new 7 Series is a mildly terrifying looking object, thanks mostly to slimmer laser headlights framing a grille that’s 40 per cent bigger than the last version. No kidding. The whole bonnet is 50mm higher to squeeze in the mega grille, all in the name of giving the car more road presence. Lower down, the bumper now has cleaner, slipperier aero, diverting draughts into the front wheelarches and back out again by newly vertical ‘air breather’ vents, which reduce drag. Boy is it bluff to look at. A BMW caricature. In a hall of mirrors. Round the back, the LED lights are now more angular and their lighting elements animate and ‘scroll’ across the car. Apparently the boss of BMW Korea hugged the designers when they demonstrated this, so grateful was he that this gimmick – sorry, novelty – had been built in. Oh, and there’s a full-width light bar at the back, like every other German car these days. Are you not convinced? Are you wretching over your screen? Well frankly, unless you’re in China, BMW doesn’t give a monkey’s. In China, the 7 Series has a 40 per cent market share, and the big grilles and XXL chrome is bang-on for Asian tastes. BMW says it’s also had bags of positive feedback about how the car looks from American and European customers. They seem to be quite difficult to track down, though… Inside, the 7 has been gifted a new centre console layout with flush glossy buttons from the 8 Series, and the new digital dials from right across the BMW range. The highlight is the bodyshell. BMW made use of techniques and production methods devised for the i3 and i8 to trim 40kg from the 7’s chassis, which incorporates bits of carbon fibre (some as long as a normal-sized bloke is tall) for added stiffness, strength and lightness. All told, the new 7 is some 130kg lighter than the old car. A net 200 if you factor in all the added kit, which weighs 70kg by itself. Powertrain wise, the biggest improvements come in the 740Le plug-in hybrid, which can now go up to 36 miles on a charge, thanks to a 40 per cent increase in battery capacity. There’s also an entirely new, and utterly glorious V8, in the 750i, which is great news for American customers but of little note in Britain, where it’ll incur more tax than a cross-channel ferry. The M760Li V12 lives on, albeit dropping below 600bhp because of pesky new particulate filters strangling the power a touch. We doubt you’ll notice. 5.Audi A8 £70,785 – £104,590 A big, important barge of a thing relatively few will buy, and a technical achievement few have the resources or engineering might to match or surpass. It’s the new Audi A8 – the cleverest Audi of all. And so it should be, because if you really want to see what a manufacturer is truly capable of engineering, you look at its flagship. And the A8 is and always had been Audi’s, which is why the new one gets a load of tech’ we haven’t seen before, but almost certainly will on future A6s and A4s. Tech’ like ‘Traffic Jam Pilot’, which delivers “conditional level three autonomy” by taking complete control of the steering, brakes and accelerator on motorways and dual-carriageways. Or the new infotainment system, which pairs Audi’s ‘Virtual Cockpit’ instrument cluster with two touchscreens for a largely button-free centre-console. Much of said tech’ can only exist for the 48-volt, water-cooled electrical system that technically makes the A8 an ‘MHEV’, or ‘mild-hybrid electric vehicle’. This all takes some explaining, so more later. More too on the interior, which because the new A8 is bigger than the car it replaces – longer by 32mm and taller by 13 in either short- or long-wheelbase (which adds another 13cm of rear legroom) – is suitably spacious. The car’s heavier too; for all the aluminium, CFRP and magnesium Audi promises it’s used in the more rigid ‘Space Frame’ chassis, it’s almost 100kg up on the old car and lardier than either of its main competitors, the (relatively) featherweight carbon-cored BMW 7 Series and Mercedes S-Class. So in the short-term anyway, it’s not massively quick. For starters Brits get a 3.0-litre V6 in either petrol or diesel. An ‘e-tron’ plug-in hybrid (with wireless charging) will follow along with a W12 and 4.0-litre diesel V8. And the one you want is… 4.Bentley Continental GT There’s a key point in Bentley’s timeline that we can call BC: Before Continental. So vital was the first Conti GT – not only for sales, but setting a template and tone for the whole brand – that you could easily argue that were it not for the two-door coupe Bentley might very well not be with us today. The most successful luxury car of modern times? Quite probably. And now it’s into its second generation. It must sell well, and it must still be the focal point for the whole brand, to embody what a Bentley is while the Bentayga SUV makes the big bucks elsewhere in the range. It’s a handsome thing, the new Conti GT, at least in profile, where the front wheels have been shifted forward to improve the weight distribution and drop the engine lower and further back in the chassis. In fact 55 per cent of the weight still sits on those front wheels, but there’s less of it than before – the body alone is 80kg lighter, helping the new Conti GT weigh ‘only’ 2,244kg. But Bentley has made no secret of the fact that a heavy kerb weight actually helps deliver the road-crushing stability and momentum that characterises the way its cars drive. They’re knowingly hefty things. Powerful 48v electrics from the Bentayga are used – among other things – to manage the suspension, with actuators on front and rear anti-roll bars combating body roll. The set 40:60 power split is now fully variable and actually sends 100 per cent of torque to the rear wheels as often as possible to the benefit of fuel efficiency and emissions. There are two engines to choose from. Cheapest is the V8, a 4.0-litre twin turbo offering up 550bhp, a 4.0sec 0-62mph time and 198mph top speed. Another eleven grand upgrades you to the big-boy 6.0-litre W12 engine. Basically two V6s on a common crank, it’s carried over from the old Conti albeit modified enough for Bentley to declare it the ‘most advanced 12-cylinder engine in the world’. It features cylinder shut off under light loads, while also producing 626bhp and a thumping 664lb ft of torque from a mere 1,350rpm, maintaining that through to 4,500rpm. Performance is better: 0-62mph takes 3.7sec and its top speed is 207mph. Both versions powering all four wheels through an eight-speed gearbox and, should be feel like behaving uncouthly, via a launch control system. Standard specification includes full Matrix LED lights, a 12.3in central touchscreen, wifi, head-up display, night vision, a 650w stereo and 21in wheels. Pricing starts at around £150,000, putting this in direct competition with the likes of the Aston Martin DB11, Mercedes S63 Coupe and Ferrari Portofino. But you won’t be spending that. You’ll be spending much more, getting the stitching to match your shoes, the wood to match the office in your third home, and so on. This is a car made for the bespoke treatment. 3.Rolls-Royce Phantom Since the first Phantom appeared in 1925, Rolls-Royce Motor Cars has had its ups and downs. When the outgoing Phantom appeared at the stroke of midnight on January 1st 2003, the company even called it ‘the last great automotive adventure’. Maybe that should have been penultimate, because we’ve just driven the new car, and as internal combustion most likely won’t be around in another 14 years’ time, this really could be The One. Rolls-Royce reckons the Phantom is the barometer by which everyone else in the world of expensive luxury goods measures themselves, so the bar isn’t just raised here, it’s bejewelled and platinum-plated. You know when someone claims to be ‘the Rolls-Royce of watches/furniture/granite-kitchen-worktops’? Well, this is the Rolls-Royce of Rolls-Royces. Rolls says the Phantom’s new spaceframe structure is 30 per cent more rigid than the previous model, a figure that rises significantly in key areas such as suspension and gearbox. This new structure, coincidentally, offers sufficient flexibility to underpin the next wave of Rolls product, its SUV included. The chassis gets an all-new suspension setup, with a double wishbone configuration on the front, a five-link axle at the rear, adaptive dampers, and active anti-roll bars. It’s also the latest car to benefit from four-wheel steering, whose three degrees of counter-steer help shrink the car’s heft at higher speeds, as well as improving low-speed agility. The Phant’s air springs feature bigger chambers than on any previous Rolls, and the tyres are specially developed Continentals whose structure incorporates 2kg of sound absorbent material. There’s 6mm-thick, dual-layer double glazing windows all-round. The body-in-white features the largest-ever cast aluminium joints to enhance sound insulation, and overall the Phantom carries more than 130kg of sound-deadening material. There’s double skin alloy within the floor and on the front bulkhead, into which a foam and felt layer is squeezed. There’s more insulating material in the headliner, doors, and boot cavity. All of this contributes to the car’s 2,560kg kerbweight (2,610kg if you go for the long ’un, which adds 220mm to the wheelbase), but that’s surely an irelevance. As well as monitoring body and wheel acceleration and steering inputs, a stereo camera mounted in the windscreen reads the road ahead to effectively erase surface unpleasantness before it’s allowed to upset the occupants’ Dom Perignon. The new Phantom also features so many assistance systems that the heart of its electronic architecture is the single largest component produced by the BMW Group. 2.Range Rover £81,785 – £177,485 Arguably the definitive big, luxury SUV. Frequently imitated, but rarely bettered or even equalled, the Range Rover has been around since the early Seventies. And even though that means it’s only a couple years shy of its fiftieth birthday, the Rangie is still only in its fourth generation. Admittedly the fact the first-gen (later known as the ‘Classic’) lasted for more than two decades skews that figure a bit. But still… The current car was launched in 2012. It debuted a new aluminium monocoque that cost the company a billion quid or so to develop. So even though it’s bigger than the car it replaced, it’s lighter by in some cases almost half a tonne. That means it’s faster, tangibly better to drive and more efficient. And with the 2018 facelift comes even more efficiency, thanks to the introduction of the P400e plug-in hybrid, which pairs a 296bhp, four-cylinder petrol engine with a 114bhp electric motor for 64g/km of CO2, a claimed 101mpg and 31 miles of all-electric range. The P400e replaces the SDV6 Hybrid (a conventional, non-plug-in hybrid with the 3.0-litre V6 diesel and a small electric motor) in the line-up, but V6s and V8s in petrol and diesel (with up to 557bhp for the flagship, 5.0-litre supercharged V8 petrol) remain available. All are linked to an eight-speed automatic gearbox and all-wheel drive with the deeply clever ‘Terrain Response’ technology that gives the Rangie its peerless off-road ability. Nowadays the Rangie doesn’t just compete with other big SUVs, but conventional luxury saloons like the Mercedes S-Class, BMW 7 Series and Audi A8. It has to rival those cars – traditionally their makers’ technological flagships – on every level. Which is why the new car offers higher levels of luxury and cleverer tech than we’ve yet seen from JLR. For the facelift it’s added the dual-touchscreen infotainment setup as debuted in the Range Rover Velar, ‘Pixel’ headlamps with 144 LEDs and four laser diodes each for more than 500m of visibility and much besides. We’re promised a new seat design - adjustable up to 24 (!) ways - makes the Rangie “more comfortable than ever” in the front, and that the ‘Executive Class Seating’ option for rear-seat passengers gives “the impression of a luxurious wraparound lounge-like interior”. Exterior changes include a new grille and bumper, with larger vent blades. At the side the lower accents and vents have been reworked, while at the rear the updated bumper features integrated tailpipes across all derivatives. Long- and short-wheelbase options are available, with prices starting at £79,595 for the former and £112,900 for the latter, and rising to £177,030 for V8-engined examples of Rangies fettled by JLR’s Special Vehicle Operations division. 1.Mercedes-Benz S-Class Without a doubt the benchmark big luxury saloon, the one Audi, BMW, Lexus, Cadillac and even Jaguar and Maserati must define themselves by and be measured against. This car defines the sector and is the one all others must topple. The latest A8 and 7 Series are both much newer than the S and thus have some exceptionally clever tech on-board, but while both are excellent cars in their own right, neither is quite as special as the big Merc. A facelift in 2017 – this generation’s last before it’s replaced by an entirely new S-Class – gave many new things. Chief among them new engines, Merc’s latest-generation in-line six-cylinder diesels and petrols, plus a plug-in hybrid and the S63 AMG’s V8 bi-turbo petrol. The rare-groove S65 is no more, but you can still get a V12-engined S-Class in the form of the super-luxe, super-rare and super-expensive £180,000 Mercedes-Maybach S650. This update also gave the S-Class an array of semi-autonomous driving technology like Active Speed Limit Assist, Active Lane Change Assist and Remote Parking Assist, most of which debuted in the E-Class. But to make sure the S-Class kept its crown as the techiest Merc, it got a few of its own too. The main one is a kind of active cruise control that, as well as sensing and maintaining gaps to other cars, knows to slow you for roundabouts, corners and tolls using GPS. Of course that particular system has been rolled out to other Mercs now, but it’s reasonable to expect much cleverness from the new S-Class, which could be revealed as soon as this year. Because this particular era of S-Class is so near the end of its life, Mercedes has massively cut back on the number of trim levels/equipment combinations if offers. Now there’s just one trim for the non-AMGs – ‘Grand Edition’ – and only the cheapest S350d is available with the short-wheelbase.

Which is the best luxury car and why?

To you, congratulations on your success. To others, I’m not going to disagree with all of your options, but here are some factors for you, the buyer, to consider when looking at those cars, before you decide on what to choose. You want something fast, but not built to be fast. There’s a difference of course when we’re talking about cars, comfort comes first. Rule out any sort of “sport” focused cars. Joy hit a good point with the XJ, sitting in it makes you feel special and great because the interior quality is amazing, but I had a friend recently sell his due to a crazy amount of reliability issues. The car just kept having problems and he swapped to a Maybach. Here’s my question for you and whatever your answer is, may point you into the direction of your next car. Do you care about the driving experience? No : Check out Audi. I’d say go for the A8L W12, the low-key stylish beast that is my dream daily driver. Good: It’s bold and stylish, which I love about it. The incredibly thing about it is that it’s incredibly comfortable, so aesthetically pleasing (and this is coming from a graphic designer), and the W12 Engine produces such a smooth ride. When you accelerate it feels like you’re taking off on a cloud, but suddenly your pupils focus in on the heads up display that’s flashing the “100 mph” right in front of you. It’s stylish and complicated, I would go for this over the S-class and the 7. Those head/tail lights get me every time. Bad: This car doesn’t have the latest technology from Audi, it has everything you would need and more, but it’s lacking stuff that would make it great. I’m all for simplicity. Hell that’s why the Rolls Royce gets credit where it’s due, it’s simple. Newer, cheaper cars are starting to have that beautiful new LCD screen instrument cluster that shows information besides just the basic stuff, this is a necessity for a luxury car. There’s other small techy conveniency stuff too that is necessary for something as reputable as an A8. It’ll be implemented in the next generation and hopefully Audi won’t mess up like Mercedes did. Also, the materials available aren’t bad, but aren’t great. I like being in this car, but not the same way as how I like being in the Jaaaaaaaaaaaaaag. You can drive it, or spend more money and be driven in it, your choice. Kinda: The Mercedes S550 Coupe is probably the one I’d tell you to go for. It’s plenty powerful, comfortable, packed with technology, and reputable. Good: It’s also super good looking and as a luxury car, it does its job of showing the guy next to you at the traffic light that you’ve done well for a 21 year old, because no child with daddy’s credit card would use that 130k on a S-Class Coupe. As I said below, the tech can get annoying, but if you like obsessing over your car and learning every bit, go for it. It’s so good looking with those wheels in the picture I attached… Bad: Don’t get me wrong, the S-class is fantastic and I love the technology as a tech guy, but this is not the car I would get to daily drive in. The S-Class overcomplicates so many things that really don’t matter at all. To the point where I have to spend hours on hours studying a manual just to find out what air intensity means and how that differs from another feature. Hell, even for me, the guy who revolves his life around tech, I can’t be bothered to spend that much time learning about all that stuff because who cares, it’s a car, you should be able to get in and drive the damn thing and be done with it. Drive it, or if you want to be driven, get the 4 dour. Yes: Get yourself a BMW 7-Series. Almost as much tech as the Mercedes, really good to drive, reputable, and the materials are on par. Even though I’m a BMW guy, I have nothing to really say for it. I guess it’s nice, I guess it’s good to drive, the tech’s there and not too overcomplicated. It’s not a bad choice but I would still choose the A8 because it makes me feel a lot more special.

Could car windshields ever be equipped with enough technology that a driver could safely drive at night without headlights, similar to night vision glasses, or even like submarine sonar technology, could this tech combined be sufficient?

This has been available in different forms for the past 20 years with varied success. Here is the Lexus 2003 version heads up display. Automotive night vision - Wikipedia By Steve Jurvetson - night vision HUD , CC BY 2.0, File:Lexus night vision HUD.jpg The Audi 8 version. By Robert Basic from Germany - Audi A8 2013Uploaded by AVIA BavARia, CC BY 2.0, File:Audi A8 2013 (11209949525).jpg

Why are luxury cars so cheap when leased?

They are not cheap. The perception is that they are cheap; when you compare them to a 72 month loan they appear to be lower. But the devil is in the details. Neither are they ‘predatory lending practices’. Like all financial products, they are customized to a customer type. And it’s not just the living-large-paycheck-to-paycheck types, its also the no-time-or-interest-to-deal-with-the-process types and easier-to-expense-a-business-lease types. Here is why they are not cheap. The fees. Bank Fees. Document Fees. Downpayment. Mileage Fees. And if you do not purchase a new car from the dealer at his price, Lease Return Fees and the obligatory $2–300 of dings/scratches you will be hosed for. The lease return fee is by far the most effective tool to get you into another car. But perhaps the deeper truth is that new cars are hard to sell. Especially luxury cars. The margins are razor thin (unless you are Porsche) and getting economies of scale while making an Audi A7 is hard since the potential buyer demographic is tiny. So what can car companies do? They can try and suck you in with loss leaders like the A3 (used to be the A4 before CLA/A3/1 Series battles) and lease products are the best since they will most likely lead you to lease the A6 or Q5 the next time around (or the A7 if that mid-life crisis shows up early) and the next step would be the Q7, A8 etc. If they lose you at that stage, they will make their money back with fees and take a small loss on the car but most likely you will begin to associate yourself with the brand, buy the hat and the keychain and would really like that loaner with the heads-up night display. Oh and you signed up for the 39 month deal since it was a few bucks cheaper and now you have gone from June to August and there are no more deals since all the 2018s got sold already. What also lends itself to the cheap perception is the seasonality and model year turnover of cars. Through a broker we leased a 5-Series at $340/month with $0 down while the lowest price around was $520 for a $0 down. How? well it was end of year, end of model, black on black, parked at a dealer who very nearly ripped the broker a new one but could not say no when the mothership called. The paperwork took 6hrs but it happened. Lowering the price to invoice without moving the residual very nearly halved the payment. When it was turned in BMW definitely took a loss but probably made out like a bandit on all the 5-Series combined. I would add that lease takeovers are hardly ever a good idea. Since cars depreciate faster in the first few months of a lease than the last few, taking over the lease in the last few months means you are paying more than your fair share of the depreciation. Any used car lease especially in the luxury category that has <18 mths to go is already selling in the wholesale market at or below its residual price. By wholesale I mean MMR, and by residual I mean the average lease residual of 10k miles on a 36 month lease. And if you think of it as a short term play to drive a different car, well do not forget the $500 lease transfer fee and the obligatory return fee you are on the hook for. Now you may not care about that, and hence it’s the right product for you.

What is the Audi Matrix Revolution?

Audi matrix Led headlight system: They provide high-precision illumination, have individually controllable light-emitting diodes and a crystalline sheen: the innovative Matrix LED headlights for the new and improved Audi A8 provide a special driving experience at night – and set new standards in safety. The new Audi A8 will feature the new Audi Matrix LED technology when it makes its trade fair debut at the International Motor Show 2013 in Frankfurt. In high-beam mode too, it ensures bright, homogeneous illumination of the road. The system dims light that would shine directly onto oncoming and preceding vehicles, but continues to cast its full light on the zones between and beside them. This works because the LED high beams are split into numerous individual light-emitting diodes. “The Matrix LED headlights are a perfect example of our lighting strategy. They are three-dimensional, dynamic and interactive”, explains Stephan Berlitz, Head of Development for Lighting Functions and Innovations at Audi. The 50 high-beam LEDs in both headlights are arranged in a matrix and adapt fully electronically to the surroundings in milliseconds. They are activated and deactivated or dimmed individually by a control unit. The new Matrix LED technology is activated from a speed of 30 km/h outside built-up areas and from 60 km/h in towns and cities. This happens only if the light switch in the new Audi A8 is set to “automatic” and the high-beam headlights are on. A camera in the vehicle ensures that other vehicles are detected. But the Matrix LED headlights can do even more: with new functions, they provide greater safety. These include the marker lights that work together with the optional night vision assistant. As soon as a pedestrian is detected in a critical range in front of the vehicle, individual LEDs flash briefly three times in succession to alert that person, who is then clearly visible to the driver. In addition, the Audi Matrix LED headlights also function as a cornering light. Using predictive route data supplied by the MMI navigation plus, the focus of the beam is shifted towards the bend even before the driver turns the steering wheel. The automotive lighting technology in the new Audi A8 is rounded off by another premiere. For the first time, an LED headlight features a turn signal with a dynamic display. This technology is already integrated into the rear lights of the Audi R8. The illuminated LEDs on the new Audi A8 now flash in blocks inside the headlight too, in the direction in which the driver intends to turn. The turn signal is therefore more intuitive and is recognised more quickly.

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