The Volt-age 50 Years of Lamborghini Orient Express Chinese High

Transcription

The Audi Technology Magazine
Issue 2/2013
2/2013
The Volt-age
→ Page 78
Air Time
→ Page 154
Orient Express
→ Page 46
50 Years of Lamborghini
→ Page 166
The Winds of Change
Terra di Motori
→ Page 116
→ Page 18
LED it be
→ Page 132
Chinese High Life
→ Page 68
2/2013
Encounter Augmented Reality
Experience video footage
with your iPhone, iPad or Android smartphone.
Scan the QR code in this magazine with your iPhone,
iPad or Android device and
experience the Audi technologies in action!
Dear reader,
Welcome to the new edition of Encounter, our Audi
technology magazine. I have been linked to the Audi brand and to
the company for 28 years – with two brief interruptions. I never
cease to be impressed by the creativity of our engineers and specialists, who bring the Audi motto “Vorsprung durch Technik” to
the road in a constant stream of new ways and perspectives.
That was already the case in the years from 1985 until
1998. As part of the Audi team, the Technical Development function and I developed back then a series of groundbreaking cars
like the Audi 80, the Audi A4 and the Audi A2, A3, A6, A8 and TT
models, as well as a host of concept studies and show cars. From
2002 until 2007, we launched a total of ten new models, including
the Audi R8 high-performance sports car and the Q7 luxury SUV.
This period also saw the creation of the modular long
itudinal matrix (MLB), an innovative platform concept. Today, Audi
makes exceptionally successful use of the MLB in its sedan and
SUV model ranges.
It pleases me greatly that, as Member of the Board of
Management of AUDI AG for Technical Development with additional responsibility for cross-brand development guidance within the Volkswagen Group, I can contribute to continuing our success story. Today, and in the years to come, our industry faces far
more than the development of technically leading automobiles
and motorcycles that offer a dynamic, emotional and yet safe and
comfortable driving experience. We will see to this with thrilling
designs, refined technology, new efficiency standards and our
pursuit of perfection. However, beyond this, it is about nothing
less than the future of mobility. You could also say – the mobility
of the future.
Together with our subsidiaries Ducati, Lamborghini
and Italdesign Giugiaro, we will provide creative answers to questions that we see as being critical to success.
2
Encounter Technology
How do we operate against the backdrop of increasingly scarce resources and growing sensitivity for CO₂ and fuel
consumption? How can an alternative drive – think of our e-tron
models with plug-in hybrid technology or efficient drive with synthetic Audi e-gas – be sustainable, yet at the same time sporty,
fuel-efficient and suitable for everyday use?
How do we use our expertise in lightweight design?
What about our experience from three decades of quattro drive
and two decades of sporty RS models? How do we bring quattro
into the next generation?
How do we ensure that we best fulfill the wishes of
our customers on international markets? What can we learn, for
instance, from our 25 years in China, our largest single market?
And how can we play our part in the creation of practicable traffic
solutions for the world’s major urban areas – in Asia, in the USA
and in Latin America?
With the highest investment program in our company
history to-date of eleven billion euros by 2015 and our currently
more than 70,000 highly qualified employees, we are putting
everything we have into becoming the number 1 premium brand.
In other words – we are showing customers, partners and stakeholders what “Vorsprung durch Technik” means today and in the
future.
This magazine offers you a glimpse of this.
I hope you enjoy reading it.
In our industry, today and in the years to come,
it is about nothing less than the future of mobility.
You could also say – the mobility of the future.
Dr. Ulrich Hackenberg
Yours,
Prof. Dr. Ulrich Hackenberg
Member of the Board of Management of AUDI AG
Technical Development
3
Contents
46
Mindset.
18
Terra di Motori
Cabrio trip to Ducati and Lamborghini
78
Passion.
68
142
78
154
90
166
Chinese High Life
On the Audi China Road Test
up the Kunlun Pass
40
Captain Future
Dr. Ulrich Hackenberg – a portrait
The Volt-age
The future of mobility starts here –
Audi A3 Sportback e-tron
46
Orient Express
A visit to the Audi R&D Center Asia
in Beijing
Magazine
Technology news from around the world
56
94
High-Speed Editing
Interview with Wu Zheng, publisher of
auto motor und sport in China
Third Dimension
Comfort is not a luxury-class privilege –
the Audi A3 models
58
104
Sharing the Future
New mobility concepts for commuters –
Audi Urban Future Initiative
18
Skills.
Pleased to meet you: Nicolaus Otto.
My pleasure: Rudolf Diesel.
Two worlds of technology at Audi
142
58
114
Ground Wave
Vision of the future – wireless charging
Tools of the Trade
The key tools
of Audi Design
Air Time
The aerodynamics of Le Mans winner,
the Audi R18 e-tron quattro
The sports car with the bull brand
celebrates an anniversary
178
Glossary
An explanation of some of the terms
used in this edition
180
Imprint
122
116
The Winds of Change
The Audi e-gas facility in Werlte
122
All-Round Talent
Hi-tech and design at the wheel –
five examples from Audi
132
LED it be
The future of light –
Matrix LED headlamps
136
Track Record
Race – sprinter Julian Reus
vs. the Audi S5 Cabriolet
68
94
132
116
390
volts is the tension inside the battery of the
new Audi A3 Sportback e-tron when fully charged.
→ page 78
At Full Power
Plenty of driving pleasure and impressive efficiency,
innovative technology and unrestricted
usability: With the new A3 Sportback e-tron, Audi is making
electromobility suitable for everyday use.
4,788
meters above sea level: The Kunlun Pass is
the highest point in
Audi’s global testing program.
→ page 68
Audi China Road Test
Three months and 20,000 kilometers through
heat and cold, desert and ice, dust, congestion and altitude.
No mercy is shown during road testing in China,
to neither the cars nor their drivers.
4.4
kilograms of weight is saved by each one
of the new Aluminum Technology
Wheels against a comparable forged wheel.
→ page 122
High-Gloss Hi-Tech
Sporty wheels are not just desirable design features,
they are also packed with innovative technology.
3:22.746
minutes was the best lap time recorded by the Audi R18 e-tron quattro
in Le Mans 2013.
→ page 154
Power Play
Despite an array of restrictions applied by the regulations,
the Audi R18 e-tron quattros were once
again considerably faster at Le Mans in 2013 than the year
before – thanks primarily to systematically
perfected aerodynamics.
1963
Ferruccio Lamborghini founded his sports car brand
in Sant’Agata Bolognese.
→ page 166
The Age of Legends
With it, Ferruccio Lamborghini laid the foundation for
an outstanding series of automotive legends.
After 50 years, Automobili Lamborghini is better and more
successful than ever. In a couple of years,
the Urus super SUV will further enhance the lineup.
Mindset.
Terra di Motori
Cabrio trip to Ducati and
Lamborghini
40
Where others leave off
Dr. Ulrich Hackenberg –
a portrait
Mindset
It was the courage to innovate that put Audi at the top.
The company wants to expand its lead with a constant stream of new
ideas and with a clear approach.
18
46
Orient Express
A visit to the Audi R&D Center Asia
in Beijing
58
Sharing the Future
New mobility concepts for commuters –
Audi Urban Future Initiative
Terra
di Motori
Sant’Agata Bolognese
Modena
San Cesario sul Panaro
Maranello
Bologna
Engine Country
A journey to a very special place; to a region of Italy that
is home to a great many famous names in automotive and motorcycle history.
The Emilia-Romagna, with its capital city of Bologna, is also home to Audi’s
Italian subsidiaries Ducati and Lamborghini. A stunning car awaits us for this
journey into the Italian summer – an Audi RS 5 Cabriolet.
18
19
Text
Michael Harnischfeger
Photos
Uwe Fischer
It doesn’t take much encouragement to
take the wheel in an Audi RS 5 Cabriolet – a
high-revving V8 with 331 kW (450 hp), permanent quattro drive,
the dynamism, safety and comfort you expect from an Audi and,
not least, the cabrio roof – even without anywhere particular to go,
these are all good reasons to push the start button.
But the blue RS 5 Cabriolet awaits us with two promises. The journey will take us across the Alps, in itself always a very
special pleasure in an open-top car. And the destination is no less
attractive than the route – a fascinating region, the name of which
is both melodic and seductive. We are heading for the Terra di Motori,
this strip of land between the River Po and the Adriatic Sea, between Piedmont and the Apennines.
In the Alps, which we cross via the old Brenner Pass, a
thick layer of rain clouds still hangs between the mountains. The
air is damp, as is the winding road. But then the southern sun wins
the upper hand, dispersing the cover in a matter of minutes. It
disappears behind the rear seats, as we snake our way along the
autostrada toward Bologna with a light purring in our ears.
Far removed from mighty Turin and the Fiat Group, the
20th century witnessed the birth of a small, fine biotope for exquisite automobiles and motorbikes. The Emilia-Romagna with its
capital city Bologna has repeatedly attracted individuals fascinated by performance, technology and design. And thus its inhabitants also call this, the third wealthiest region of northern Italy after
Lombardi and the Aosta Valley, the Terra di Motori or Engine
Country.
As far back as 1914, Maserati was founded in Bologna
by five brothers, and still displays to this day its connection to this
proud city with the trident in the brand logo – although the company actually moved to Modena in 1940 following its sale to the
Orsi family. To this day, the trident evokes memories of the Neptune
1
4
5
2
B
3
1 Through the Alps – in the Audi RS 5 Cabriolet,
this is a particularly pleasurable drive.
2 Italian style – a glass of water, a strong coffee
and then onward through the sunshine. The Terra
di Motori is a worthwhile destination.
3 Top down – the southern sunshine makes for
a full cabriolet experience.
4 Classic beauty – the four-seater cabrio makes a
conscious style statement with its fabric roof.
5 No cliché – old farmsteads pop up now
and then along the road. This region exudes a
laid back feel that is highly infectious.
20
fountain in the center of Bologna, where three of the Maserati
brothers risked a new corporate beginning following their final
separation from the company. Until 1967, they built successful
road and race cars in the suburb of San Lazzaro di Savena under the
name of OSCA (Officine Specializzate Costruzioni Automobili). Fast
sports cars were also a fascination for industrialist Ilario Bandini.
Starting in 1946, he produced a series of internationally successful
race cars, with the last Bandini being produced in 1992.
Bologna was and is the capital of the Italian motorcycle industry thanks to more than just Ducati. In 1930, Antonio
Malaguti founded a company for the manufacture of motorcycles and scooters in nearby San Lazzaro di Savena. It finally closed
its doors in 2011. Also in Bologna, 1959 saw motorcycle racer
Leopoldo Tartarini commence production of motorcycles and
scooters under the Italjet brand. After the war, at around the same
time as the Ducati brothers, Alfonso Morini also began producing
motorcycles in Bologna. Although Moto Morini disappeared from
the market in 1991, the firm has lived on in another form since
2004. A similar fate befell specialist motorcycle producer Bimota,
founded in 1973 by Massimo Tamburini in the Adriatic city of
Rimini. Bimota specialized in implanting powerful engines, primarily of Japanese origin, into elaborately manufactured space
frames and equipping them with premium-quality suspension
components. Having survived insolvency in 2002, Bimota was resurrected in 2005.
Not far from Bologna is Modena, home to several big
names. In 1938, Vittorio Stanguellini, a successful Fiat tuner like
his father, built his first in-house race car, which was followed by
a host of successful models until the company closed in 1956.
In nearby Maranello, Enzo Ferrari began building race and road
cars in 1947. Twelve years later, Argentinean Alejandro de Tomaso
settled in Modena. What began as a tuning workshop for race cars,
21
C
E
D
A
A Bologna – the home of Ducati and capital
of the Italian motorcycle industry.
B Modena – as well as Maserati, this is
also home to De Tomaso.
C Maranello – Ferrari builds its racing and
road cars in this town.
D San Cesario sul Panaro – Horacio Pagani
has been realizing his super sports
car dreams here since 1993.
E Sant’Agata Bolognese – the home
of Lamborghini, the brand with the bull.
4 Glass palace – the Lamborghini
factory museum, opened in 2001 in
Sant’Agata, is bright and airy.
5 Fast bend – the Ducati factory
museum presents the milestones in the
company history.
Places to visit in the
Terra di Motori
6 Open or closed – the Audi RS 5
Cabriolet is at home on the roads of
the Terra di Motori.
Friends of Italian driving culture can find many worthwhile destinations in the Emilia-Romagna. Private collections and company
museums offer glimpses into the motorcycle and automotive
history of this region, where a hot heart beats beneath gentle, rolling fields. The Emilia-Romagna Tourism Association currently
lists the following museums. Some allow visitors only by appointment or in groups. Entry is often free of charge.
4
With its display of motorized two-wheelers, the Piccolo
Museo della Moto, Via S. Giuseppe, 16/A, 42061 Guastella is dedicated to mass motorization in Italy from the end of the war until
around 1965. In the Museo delle moto e dei ciclomotori DEMM, Via
Mazzini 230/a, 40046 Porretta Therme close to Bologna, the
subject matter also includes sporty road and racing motorcycles.
A visit to the Museo Nazionale del Motociclo, Via Casalecchio
58/N, 47924 Rimini, on the other hand can be combined with a dip
in the sea. Historic cars and motorcycles are the focal point of the
Museo dell’Automobile Scuderia San Martina, Via Barbieri 12,
42018 San Martino in Rio. Around 150 classic motorcycles, tractors,
engines and even gramophones await visitors to the Collezione
Nello Salsapariglia, Via Lazzaretti 3, Pieve Rossa, 42011 Bagnolo
in Piano. The Nigelli Collection, Via Giuseppe Venturi 3, 40050
Monte San Pietro near Bologna concentrates on classic motorcycles. On display are around 300 historic two-wheelers, including some impressive one-offs. The Collezione Vespa Mauri Pascoli,
Via Faentina 175/A, 48124 Ravenna, on the other hand, is dedicated to the Italian cult brand.
For Ferrari fans, there are three addresses well worth visiting. The Museo Ferrari Maranello, Via Dino Ferrari 43, 41053
Maranello is right next door to the factory. The Museo Enzo Ferrari,
Via Paolo Ferrari 85, 41121 Modena illustrates the company
history in the house where the company founder was born. Also
worth a look is the private Ferrari and Abarth collection of Fabrizio
Violati, the Maranello Rosso Collezione, Strada dei Censiti 21,
47891 Falciano.
Maserati does not maintain a museum of its own. However,
friends of the brand can admire 23 milestones in the company
history at the privately run Museo Panini, Via Corletto 320, Azienda
Agricola Hombre, 41126 Cittanova (Modena).
The focus at the Museo dell’Auto Storica Stanguellini, Via
Emilia Est 756, 41100 Modena is on historical race cars and
sporty road vehicles, while the selection on display at the Collezione
Righini, Via Emilia 49, 40011 Anzola dell’Emilia is considerably more broad based. Classic motorcycles, tractors and cars are
exhibited here alongside heavy trucks and military vehicles.
Integrated within the factory is the architecturally impressive
Museo Ducati, Via Cavalieri Ducati 3, 40132 Borgo Panigale
(Bologna). All milestones of the company history from the first
small moped of the 1940s through the successful racing motorcycles to the current superbikes are represented here.
The spectrum on show at the Museo Lamborghini, Via
Modena 12, 40019 Sant’Agata Bolognese ranges from the first
series-production car, the 350 GT, through race cars and prototypes
to series-production milestones in the company hisory. Factory
tours can be arranged on appointment. The Centro Museale Ferruccio
Lamborghini, Strada Statale 342, 44040 Dosso (Ferrara), on
the other hand, focuses more on company founder Ferruccio.
1
2
6
5
6
For further information go to:
www.emiliaromagnaturismo.it
1 Peaceful space – the Emilia-Romagna around
Modena and Bologna is flat and green. In
the distance, rise the peaks of the Apennines.
2 Lunch break – in the Terra di Motori,
a plethora of charming restaurants beckon.
3
22
developed into the birthplace of road-going sports cars driven primarily by large-displacement V8 engines of American origin. A
De Tomaso united largely uninspiring but solid high-volume technology from the USA with Italian elegance. The most famous example is the De Tomaso Pantera with a body by Ghia.
Following some financially very difficult years, De
Tomaso Modena S.p.A. entered bankruptcy in 2004 never to reemerge. Even more spectacular than the De Tomaso models was
the Cizeta Moroder V16T built in the early 1990s by engineer
Claudio Zampoli and composer Giorgio Moroder in Modena. A
mighty 16-cylinder mid-engine with 540 hp made the low-slung
coupe the fastest car of its time. The plan was to build 40 units per
year. However, this figure was never achieved and the company
entered bankruptcy in 1995. Zampoli now builds the Cizeta Coupe
and Cizeta Roadster to order in the USA.
Also in the area around Modena, in the small town of
San Cesario sul Panaro, Argentinean Horacio Pagani set to work in
1993 realizing his lifelong dream of building his very own super
sports car. He presented his first model, the Pagani Zonda C12, in
1999. The latest model is called Huayra. 1989 also saw Bugatti
Automobili SpA settle in Campogalliano, presenting just one year
later a super sports car named EB 110. The ambitious project fell
victim to the challenging global economy in the mid-1990s –
according to reports only 88 units were ever built. A planned fourseater, the design of which originated from Italdesign Giugiaro,
never made it beyond the concept stage.
Great strokes of technical genius, flashes of inspiration
in the search for the perfect form – all of that happened and still
goes on in the Emilia-Romagna, this magical region that casts its
spell particularly in the warm evening light, with its miles of fields
and picturesque architecture.
It seems more or less a given that this should also
be home to Ducati and Lamborghini. The pursuit of captivating
driving pleasure and perfect quality, of high performance in technology and design connect the Audi brand with its beautiful Italian
daughters.
3 Sant’Agata Bolognese – the town is proud of
its famous sports car brand.
23
Ducati Motor Holding S.p.A.
Fascination is V-shaped
The Ducati factory in the busy Borgo Panigale
area of Bologna is hard to miss. Stretching
along the road is the long white wall of a building, decorated with
dates and red motorbikes – often at spectacular angles. They are
reminders of heroic feats of motorcycle racing, where Ducati surely
holds a place among the most successful brands of all time. This
has been company headquarters since 1935. However, its history
began in the 1920s in the city center. That was where 19 year-old
physics student Adriano Ducati succeeded in establishing a radio
connection to far-distant America. He and his brother had the
entrepreneurial instinct to develop this into a business idea.
They began with the production of radio capacitors and,
right after market launch, secured a major contract from Buenos
Aires for 3,000 units. A host of other products followed, the number of employees grew and, almost ten years later, the Ducati
brothers bought the 120,000 square-meter site on the Via Emilia,
which is now named for the brothers’ father, Cavalieri Ducati.
Outside the assembly halls, where the current range of
motorcycles, Diavel, Hypermotard, Hyperstrada, Monster, Multistrada, Streetfighter and Superbike, are assembled by hand, we are
met by two icons of recent history. They represent all that began in
1946 with the construction of the first Ducati moped. This was the
year in which the company that had grown into a major producer
of electronics components and cameras switched over to the manufacture of two-wheelers. And the first of those now stands in front
of us – still held in high esteem to this day, it is the Cucciolo (“Puppy”)
bicycle with its 48cc auxiliary motor.
And then there is the legendary Ducati 916. Produced
since 1994, it revolutionized the way sporty motorcycles are built
the world over. The slender superbike features the steel tube trellis
frame that has been characteristic of Ducati since the 1970s and
combines enormous flexural and tensile stiffness. Its steeringhead tube was one of the first to enable adjustment of the frontend geometry without compromising the wheelbase, an important
factor for optimum set-up. If this were applied to car design, the
outcome would be an affordable sports car with a suspension geometry that could be modified in many of its parameters in accordance with the personal preferences of the driver or the demands
of the road or track in question.
1
1 Short travel – directly beneath the tank is where
the air and gasoline come together to create
the mixture that delivers 143 kW (195 hp) from
just 1.2 liters.
2 All real – if it looks like carbon fiber, it is carbon
fiber; including the elegant shield around
the adjustable spring struts.
24
3
2
We are immediately infused by a renewed sense of
enthusiasm for the spectacular design of the 112 hp, 207 kilogram
916. In its time, it kicked up quite a stir among fans and the media
alike. What made the Ducati 916 the new benchmark was the
choice of materials, the surface finish and the fact that every tiny
detail was not merely an end in itself, but possessed a distinct functional background and purpose. The exhaust end pipes, for instance, located for the first time beneath the seat, served not only
to enhance the performance of the exhaust line, but also, in combination with the single swing arm, to optimize the aerodynamics.
Massimo Tamburini, former head of high-end specialist
Bimota in Rimini, dedicated six years to the development of the
916, and, in so doing, created a lightweight dream on wheels that
was intended to preserve the core values of the brand and carry its
technology into the 21st century.
This, of course, also applied to the engines. Even the
small 125cc Ducati that Gianni Degli Antoni rode to class victory in
the 1956 Swedish Grand Prix was equipped with the desmodromic
valve control, which remains a signature of Ducati engines.
The secret of this valve control system, developed for
Ducati by Fabio Taglioni, is the complete absence of springs in the
closing of the intake and exhaust valves. The desmodromic system* in the cylinder head closes the valves as accurately as they
are opened via an extra closing lobe on the camshaft. This technology facilitates highly precise, secure valve closure, even at high revs,
while at the same time increasing engine output and improving
exhaust quality.
The 916 (and its successor models, the 996, 998, 999,
1098 and 1198) led the field in the design of sports bikes for years,
passing its mantle on in 2011 to the Panigale range with its top
model, the 1199 Panigale R, presented in 2013. The longitudinal
* see glossary, pp. 178 –179
L-Twin engine, with its two cylinders set at a 90-degree angle is
now the norm for all production Ducati engines. The 1199 Panigale
R’s lightweight titanium conrods and a reduced-weight flywheel
deliver highly responsive high-revving characteristics. The twocylinder’s deep sound switches to a furious hammering as it soars
joyously all the way to 12,000 rpm, producing 143 kW (195 hp)
from a displacement of 1.2 liters.
We can’t tear our eyes away from this impressively
designed motorcycle. The use of lightweight materials like carbon, and the integration of several functions into just one component push the weight of the Panigale R down to 165 kg. With a full
tank and all other operating fluids, the superbike tips the scales
at just 189 kg, putting its power-to-weight ratio on the right side
of what even super sports cars have to offer. Our Audi RS 5 Cabriolet, parked outside alongside the many Ducatis owned by company
employees, would have to have around 2,000 hp to achieve a comparable power-to-weight ratio.
Like the 916 in 1994, the Panigale is not an evolutionary bike, but a revolutionary one – a prime example of functional
integration. The secret star is a frame layout developed by the
Ducati Corse racing department that bears little resemblance to
the classic trellis chassis design. The actual frame consists of a small
aluminum monocoque only, which, positioned perfectly in the airstream above the engine and directly beneath the tank, also serves
as an airbox. This is the fastest way to bring together what belongs
together – air and gasoline.
ABS, adjustable traction control and engine braking
control, electrically adjustable dampers and a selection of ride-bywire engine characteristics are combined into three easily switchable Riding Modes, enabling every rider to create their optimum
configuration.
“From racetrack to road” is not just a hollow marketing
tagline, but a reality that has been lived and breathed for decades
in Borgo Panigale, Bologna. No wonder Ducati engineers so enjoy
talking shop with their colleagues from Ingolstadt and Neckarsulm.
They are bound by a passion for technology and quality.
3
3 Perfection to the tiniest detail – the slender
steering damper lies parallel to the fork bridge.
Despite a large amount of information, the
digital display is clearly arranged and easy to
understand.
4
25
4 It has to be red – like the RS 5, there are Ducati
motorcycles in all sorts of colors. The main one,
however, is red, like the globally revered badge.
Ducati CEO Claudio Domenicali on the essence of his brand and the role of the Italian
motorcycle manufacturer within the Audi Group.
About Ducati
Your top model, the 1199 Panigale R generates more than 195 hp at a dry weight of just 165 kilograms. Is there any way that could be bettered?
Domenicali: The 1199 Panigale R is the pinnacle of development in many
respects. Our closest competitor weighs ten kilograms more, which is a huge difference.
But the innovation doesn’t stop. We are still working on our core values like style, technology and performance. And performance is dependent first and foremost on weight. We
are making advances in assistance systems, too.
Ducati has been part of the Audi
Group since July 2012. The Italian
company is a globally renowned
manufacturer of sport motorbikes
with advanced technology, functional
and emotional design and compelling product quality. Ducati’s technical USP is the L-shaped two-cylinder twin engine with desmodromic
valve control, which uses a mechanical system instead of springs to
close the valves. The Ducati lineup
currently comprises six model ranges
– from the Naked Bike to the fully
clad Panigale superbike range. In
2012, Ducati produced 44,102 motorcycles (16 percent more than
in 2011) with a workforce of almost
1,200. Ducati has been actively involved in motorcycle racing since the
1950s. 2011 saw the company celebrate the 300th victory of its history in the Superbike World Championship – in which Ducati has won
17 manufacturer and 14 rider titles
in the space of 21 years.
This history officially began
in 1926, which is when brothers
Adriano, Bruno and Marcello Cavalieri
Ducati founded the Società Scientifica Radio Brevetti Ducati in Bologna.
The company manufactured radio
capacitors, then later radio antenna,
intercom systems, electric shavers,
cameras and film projectors.
In 1946, the brothers switched to
the production of two-wheelers.
Their first product was an auxiliary
motor for bicycles; shortly afterward,
it started producing mopeds.
In 1948, the Ducati brothers
sold their company to a stateowned holding company. From 1954,
engineer Fabio Taglioni developed
it into a manufacturer of lightweight
sports motorcycles. In 1985, Ducati
became part of the Italian Cagiva
Group, and after two further changes
of ownership, AUDI AG acquired
Ducati Motor Holding S.p.A. in summer 2012. At its company headquarters in Bologna, Ducati currently
employs around 1,100 people, including the racing division Ducati
Corse. A further 75 work at an assembly facility in Thailand.
Ducati is the most successful brand in MotoGP. What does your racing
commitment bring to your production bikes?
Domenicali: An enormous amount. For example, the frame of the 1199 Panigale R made its debut in 2009 in our GP9 race bike. The intake tract of our four-valve engine
was also developed for racing. Or traction control – in 2008, we were the first manufacturer to put it into series production. Its software came from our racing bikes.
The desmodromic valve control system is one of Ducati’s technical
features. Why do you go to such lengths?
Domenicali: When it gets down to the last percentage points of power, all you
have is pneumatic valve control or desmodromic, and desmodromic also has consumption
and emissions benefits under partial load.
We build
toys!
How important is simulation in the development of a motorcycle?
Domenicali: Very important. The dialogue with our colleagues at Audi is extremely helpful in the validation, testing and development of predictive models. But we’re
just scratching the surface.
How can the Audi Group benefit from Ducati?
Domenicali: We are expert in the likes of large cylinder bores. In the 1199
Panigale R, they measure 112 millimeters. In cars, the norm is 85 or 100 millimeters at
the most. It is quite an art to make that fit for high revs – in racing we run at up to 17,000
rpm. We therefore possess a great deal of competence in the field of friction minimization
and material selection. Our lightweight design expertise can also be helpful.
As a member of the Audi Group, will you be able to develop faster and
more efficiently in future?
Domenicali: Definitely. But that is not our main aim. We simply want to develop motorcycles that are even more amazing to ride. What we build is not merely a means
of transport; we build objects of desire. A Ducati will always be an aesthetic and technological pleasure. Riding one should deliver as much fun and safety as possible. And, very
importantly, the universal usability of our bikes will get even better. After all, cruising has
to be fun, too.
1 New on the job – Claudio Domenicali
has been CEO of Ducati Motor Holding S.p.A. since April. The mechanical
engineer has worked for the company for 21 years.
2 Form follows function – the exhaust
pipes on the 1199 Panigale R end
before the rear wheel, which runs on
a swing arm; lightweight design
with aerodynamic benefits.
3 And then there was light – the 1199
Panigale R has dual headlamps in
full-LED technology.
4 Beautiful lightweight design – LEDs
also feature in the rear lights, which
are formed with the rear cladding to
create air channels.
26
1
2
3
4
Ducati 916
Ducati 1199 Panigale R
Manufacturer: Ducati Motor Holding S.p.A.
Manufacturer: Ducati Motor Holding S.p.A.
Production period: 1994 to 1998
Production period: since 2013
Class: Superbike
Class: Superbike
Engine data: Liquid-cooled, two-cylinder,
Engine data: Liquid-cooled, two-cylinder,
four-stroke, 90°V engine
four-stroke 90° V engine
Four valves per cylinder, electronic injection
Four valves per cylinder, electronic injection,
Displacement: 916 cm³
regulated catalyst
Power: 83 kW (112 hp) at 8,500 rpm
Torque: 92 Nm at 6,900 rpm
Power: 143 kW (195 PS) at 10,750 rpm
Transmission: 6-speed
Drive: Chain
Transmission: 6-speed
Brakes: 2 discs front / one disc rear
Drive: Chain
Wheelbase: 1,410 mm
Brakes: 2 discs front / one disc rear, ABS
Seat height: 790 mm
Wheelbase: 1,437 mm
Curb weight: 201 kg
Seat height: 825 mm
Top speed: 255 km/h
Curb weight: 165 kg
Acceleration 0 – 100 km/h: > 3 s
Top speed: > 270 km/h
Acceleration 0 – 100 km/h: < 3 s
Automobili Lamborghini S.p.A.
50 Years of the bull
What is the I Maggi? A restaurant with a
few guest rooms? Or a small hotel with a
large restaurant that draws guests from as far as Verona, Modena
and Bologna to Sant’Agata Bolognese with its legendary pizza?
Whatever it is, this is where we begin the second day of our Giro
d’Italia, accompanied by the distinctive engine sound of passing
Lamborghinis. You see, I Maggi lies directly on the route used by
Lamborghini test drivers to put every new automobile from the
brand with the bull through its paces.
The factory built by Ferruccio Lamborghini in 1963 for
his new company Automobili Ferruccio Lamborghini S.p.A. on a
green field between Bologna and Modena is close by. The Audi RS
5 Cabriolet brings us there in just two minutes along two roads as
straight as a die. Where the lads from Lamborghini once allegedly
kicked up quite a stir, today’s test drivers pull away from the lights
in a more “piano” style, waiting until they are out of the village
before loosening the reins on the engine. In the far more regulated
Italy of today, they can’t be completely certain of their immunity
against speeding tickets – if indeed such a thing ever existed.
Parts of the old factory with the sweeping lettering on
its flat roof are still standing. However, the former space of 50,000
square meters has now grown to 200,000. A new complex of buildings has been added, a photovoltaic installation on the roofs supplies electricity. Lamborghini was the first Italian automotive company to be recognized for its environmental management and
energy efficiency. Production should be CO₂-neutral by as soon as
2015.
Behind the factory, fields still stretch into the distance.
According to newspaper reports, these are the fields on which the
charmingly determined farmer’s son, with both feet planted firmly
on the ground and an occasionally direct and domineering manner,
watched some of the tractors he built at work. They brought him
wealth and enabled the self-made millionaire to establish more
companies. Life was good to him – whatever he touched developed
and flourished, allowing him to acquire exclusive toys from Maserati
and Ferrari. But Ferruccio Lamborghini wants to do this better. He
puts together a team of engineers, builds the factory in Sant’Agata
Bolognese and thumbs his nose at Ferrari in 1963 with the original
Lamborghini 350 GT.
The main reason for our visit, however, has little in common with this elegant V12 front-engined gran turismo. We are here
to see the Veneno. This utterly extreme automobile is limited
to just four units (three of them are sold to customers at a price
of three million euros each plus tax, the fourth is going to the
Lamborghini Museum). It is a spiritual brother to the Murciélago,
the Diablo, the Countach and, above all, the Miura. It was this car
1
3
2
2
1 Upholding tradition – the flowing lettering may
look somewhat out of place on the angular Veneno,
but it already featured on the 350 GT from 1963.
2 Racing atmosphere – the yellow central display
could come from a sport prototype. On the center
console are toggle switches protected against
accidental use.
32
that founded the era of the road-legal super sports car in 1966.
And today, it is this car that is seen as the blueprint for all subsequent Lamborghinis. Low, wide, with two seats and a mid-engine;
always a little more powerful than the competition, with a cool
design and a kind of elegance that is rooted in technology, and no
shortage of unfettered drama.
The Veneno appeared to mark the 50th anniversary
of the firm that Ferruccio Lamborghini had already sold by 1973
to raise money and make time for his other endeavors. Several
owners followed, including a group of Indonesian investors in the
mid-1990s. But these chapters have long since been consigned to
the history books. Since Audi became involved with Lamborghini,
everything has been progressing solidly. The figures are great, as
is the mood of the workforce.
But back to the Veneno, standing alone among all the
Gallardos and Aventadors awaiting transport or driving with a quiet
rumble through the factory. That it’s based on the Aventador LP
700-4, of which more than 2,000 have been built since 2011, is
perhaps most evident from the characteristic form of its windshield. Crowned by a mighty fin and a three-way adjustable rear
wing, and with its largely grey paintwork, the shimmering black of
its visible carbon-fiber structure and these truly sinful red stripes,
the Veneno looks like a creature from the ocean depths. As if you
were snorkeling unawares in a blue lagoon and took a short detour
into this bay – the one locals speak of so reluctantly. And then suddenly it appears, this … thing? – completely filling the frame of your
diving goggles. The first and only thought at this moment – when
nothing else matters – is that you should perhaps have lived life a
bit more to the full …
This look is not for show. Form follows function was the
mantra applied to its development, the results of which allegedly
drew some unprintable remarks from the Management Board.
The form of the Veneno resembles not only that of a flawless racing
33
prototype, it also possesses its aerodynamic efficiency. Made from
carbon fiber – like the rest of the bodyshell – the front end has
been constructed for optimum airflow and functions like a wing.
The deep channels between fenders and bodyshell, also longtime
features of sports prototypes, likewise benefit the aerodynamics.
They provide for stable airflow around the bodyshell, improving
the temperature characteristics of both the engine and the enormous brakes.
It goes without saying that the underbody also serves
an aerodynamic purpose. Its smooth surface prevents turbulence
and merges into a diffuser framing the four end pipes of an exhaust
system from which the Veneno exhales with gusto. The cockpit
is one of maximum functionality, dominated by lightweight materials developed by Lamborghini – such as Forged Composite* and
the woven carbon-fiber Carbon Skin – as well as the large yellow
central display.
The monocoque made from carbon-fiber reinforced
polymer and the aluminum sub-frames front and rear use the company’s expertise in the application of structural lightweight materials as demonstrated in the Aventador. The safety equipment
with ESP and airbags is there to ensure that the Veneno meets the
registration legislation of all relevant markets, and is not restricted to raising its voice on closed race tracks alone. The exterior parts
in carbon also fulfill all safety requirements. New tooling was made
for many of them, which, in view of the extremely limited production numbers, emphasizes the lengths to which development engineers went in constructing the Veneno. The doors, for instance,
may look similar to those of the Aventador at first glance, but they
have a new diagonal line toward the rear. This small design element
alone, which an observer may perhaps not even notice until his
tenth time around this driving machine, illustrates the uncompromising approach taken by the development engineers to merging
aerodynamic efficiency with the brand’s design language.
Combined with the increased power output of the 6.5liter V12 to 552 kW (750 hp), this delivers a 0 – 100 km/h time of
2.8 seconds and a top speed of 355 km/h – performance figures
worthy of a Lamborghini. The development of the Veneno from
initial computer sketches to production of Numero Uno shown here
in prototype build took just six months. This, too, fits perfectly
to the spirit of the brand and to the excellent claim celebrating
the company’s 50th anniversary – 100 years of innovation in half
the time.
4
3 Anniversary gift – the Veneno celebrates the
company anniversary with dramatic forms in the
style of a racing prototype.
4 Heading for the countryside – in 1963, Ferruccio
Lamborghini built his car factory in an area surrounded by meadows and fields. The company still
enjoys an idyllic setting to this day.
1
Maurizio Reggiani, Director of Research and Development, on the Lamborghini DNA and
the spectacular Veneno.
About Lamborghini
The Veneno is road legal, but is as uncompromising and extreme as a
thoroughbred race car. Is this how a Lamborghini has to be?
Reggiani: The Veneno is, of course, not a series-production car. We are building
only three of them for three special customers, and keeping the prototype ourselves. For
the company’s anniversary, we allowed ourselves to build something that has never existed
before. When the Management Board saw the initial sketches, they very quickly came to
the conclusion that this would be the perfect tribute to our 50th birthday.
With Automobili Lamborghini S.p.A.,
the Audi Group includes one of the
world’s most well-known names
in sports car manufacturing. The company in Sant’Agata Bolognese close
to Bologna and Modena has seen
its productivity grow steadily in recent
years. A total of 2,083 vehicles were
delivered to customers in 2012
(against 1,602 in 2011). Around
1,000 employees currently produce
the Gallardo and Aventador models in specialist, low-volume facilities. Both vehicles are available as
coupe and roadster variants and are
equipped with permanent four-wheel
drive. The Chairman of the Board
of Management of AUDI AG, Rupert
Stadler, recently announced the development of the Urus luxury SUV as
a third model range. Lamborghini
has a tradition of building extremely
short-run limited editions, the most
recent of which being the Veneno
in celebration of the company’s 50 th
anniversary.
Lamborghini cars are inextricably linked to company founder
Ferruccio Lamborghini. Born in
1916 into a farming family, he went
into business for himself in 1946
after studying engineering, initially
producing tractors. In the late
1960s, Lamborghini Trattori S.p.A.
was one of Italy’s largest producers of
agricultural vehicles, with a daily
output of more than 400 vehicles. Earlier, in 1960, Lamborghini had already established a second company
for the manufacture of heating and
air conditioning systems and, in
1963, Automobili Lamborghini s.a.s.
With its very first series-production vehicle, the 350 GT, and particularly with the Miura in 1966,
Lamborghini set new standards in
the construction of super sports
cars. In 1972/1973, the company’s
founder stepped back from the automotive business. Following several changes of ownership, the company was taken over by AUDI AG.
But the Veneno is more than just for show.
Reggiani: The designers and aerodynamicists have created the very best that
is possible with a road-legal car. It is a supercar in which every single line, every detail
has a function. Look at the separation between the fenders and the bodyshell – you’ll find
that nowhere else. This is not just design, but function. These channels optimize both the
aerodynamics and the engine cooling.
Its twelve-cylinder has extra hp, bringing it up to 750. With turbocharging, wouldn’t there surely have been a little more in there?
Reggiani: If the law at some point demands it, we will build turbocharged
engines, too. But until then, Lamborghini stands for naturally aspirated engines. This is
the pinnacle of engine engineering.
The Veneno is built largely from carbon-fiber reinforced polymer (CFRP*).
Lamborghini is a pioneer in this field. Does this apply to
series-production vehicles, too?
Reggiani: Everything that we present has the potential for series production.
For the Aventador, we built the first monocoque made from carbon fiber. For the Sesto
Elemento, we created the monocoque in Forged Composite, a CFRP material that is faster
and more economical to use than classic CFRP. We can now apply this to series-production
cars, too. On the Veneno dashboard, we have introduced the first Carbon Skin – an innovative CFRP material that is as fine and soft as leather or Alcantara. We don’t do anything
without testing it for use in series production.
2
3
Can the members of the Audi Group make use of this know-how?
Reggiani: Of course. We talk a great deal with each other, and we all bring our
respective knowledge to the table. We provide information, for instance, on lightweight
materials and extreme projects. Conversely, we can make use of Audi’s electronics competence or its expertise in system integration. We all improve through the work of others.
But Lamborghini remains the extreme brand. From a performance
perspective, it starts where most others stop.
Reggiani: Extreme lines and innovative concepts are part of our DNA. Think of
the Miura, Countach, LM 002, Estoque. A Lamborghini is extreme and cool. The Veneno
can only be a Lamborghini. This car would fit to no other brand.
1 Fine tuning – the pitch angle of
the mighty rear spoiler can be adapted
to the route profile in one of three
positions.
Extreme
and
cool.
4
39
2 The beauty of technology – the
smooth underbody ends in a diffuser
with edges emphasized in red.
3 Aerodynamics and design – these
two aspects defined the creation of
the Veneno, says chief engineer
Maurizio Reggiani.
4 Effective details – the design of the
front end takes account of aerodynamic requirements. A powerful
red tone sets small, effective
accents.
Lamborghini Veneno
Manufacturer: Automobili Lamborghini S.p.A.
Production period: 2013
Class: Super sports car
Engine data: Liquid-cooled, twelve-cylinder,
four-stroke 60° V engine
Four valves per cylinder, electronic injection,
regulated catalyst
Power: 552 kW (750 hp) 8,400 rpm
Transmission: 7-speed ISR
Drive: all-wheel, permanent
Brakes: Carbon-ceramic brake discs all round, ABS, ESP
Wheelbase: 2,700 mm
Length / width / height: 5,020/2,075/1,172 mm
Curb weight: 1450 kg
Top speed: 355 km/h
Acceleration 0 – 100 km/h: 2.8 s
Purchase price (Euro): 3,000,000 plus tax (sold out)
C A P TA I N
FUTURE
Dr. Ulrich Hackenberg has been working for the Volkswagen Group
for almost three decades. He has now returned to Audi
as Board Member for Technical Development, “Back home,” as he calls it. His task is clear –
further expansion of Vorsprung durch Technik.
Text
Volker Koerdt
40
Photos
Ulrike Myrzik
Vorsprung durch Technik is still
Audi’s core brand value,
and one that we must continue
to expand.
It is a beautiful July day in Ingol
stadt, one of the hottest ever;
the thermostat is showing 38 degrees. The roads of the
Bavarian town look deserted. Some are escaping the
heat, others are already on vacation. At Audi, too, the
annual factory shut-down has just begun; but not for
Ulrich Hackenberg, the newly appointed Board Member
for Development at Audi, who is also still responsible
for managing group development for the entire
Volkswagen Group. “There’s a lot to do,” he says as he
shakes my hand, a friendly smile flitting briefly across
his otherwise deeply focused expression. He is known
as a very reserved man. He was born in 1950 in the coalmining town of Herne in Germany’s industrial heartland
in the Ruhr valley, which gave him his typically West
phalian temperament – work hard and be thorough,
precise and reliable.
returned a few weeks ago to Audi as Board Member
for Technical Development. He previously
worked for the company from 1985 until 1998
and from 2002 until 2007.
Biography
Dr. Ulrich Hackenberg was born on May 12, 1950 in Herne
(North Rhine-Westphalia). After studying mechanical
engineering at RWTH Aachen University, Ulrich Hackenberg
was active as an assistant at the Automotive Institute
from 1978 until 1985. Among other tasks, he was head of
the vehicle dynamics research area, developed the lec‑
ture program on motorcycle technology and gained his
doctorate in 1985 on the stability behavior of the “drivermotorcycle-road” system.
In 1985, Dr. Hackenberg joined AUDI AG, where in 1989
he was put in charge of Concept Definition and later
took over technical project management of the entire product range.
This included the models Audi 80, A3, A4, A6, A8, TT and
A2, as well as numerous concept studies and show cars,
the technical conception of the platform strategy and the
development of a simultaneous engineering structure.
From 1998 until 2002, Dr. Hackenberg worked for Volkswagen AG, where he was Head of Bodyshell Develop
ment and also assumed responsibility for Concept Devel
opment in late 1998.
In addition to his tasks at Volkswagen, Dr. Hackenberg
was appointed Member of the Board for Development at
Rolls Royce Bentley Motor Cars Ltd. and restructured
the company’s Technical Development. From early 1999
until mid-2000, he was responsible for the concepts of
the future Bentley models, as well as the launch of
the Bentley Arnage Red Label, the Rolls-Royce Seraph
long wheelbase and the Rolls-Royce Corniche.
From 2002 until January 2007, Hackenberg moved back
to AUDI AG to take charge of the areas of Concept Develop
ment, Superstructure Development and Electrics/Elec
tronics. During that time, he also developed the Modular
Longitudinal Matrix.
Volker Koerdt
has been Editor-in-Chief of Cologne-based
motoring journal Auto Zeitung
since 2002. In 2010, he also took over general
management of the publication.
On February 1, 2007, Hackenberg was appointed Member
of Volkswagen’s Brand Board for Development. Under
his leadership, the Modular Transverse Matrix was devel
oped and the Volkswagen brand’s involvement in motorsport was restructured.
Since 2007, Hackenberg has been a visiting professor
at Tongji University in Shanghai and is Chairman of the
Volkswagen-Tongji Automotive Institute.
42
The man who never pushed himself to the
fore, but whose exceptional skills have nevertheless put
him among the very top automotive engineers, is not
someone who likes to make a big noise – despite being
an excellent pianist. After playing away from home in
Wolfsburg for almost seven years, he is happy to be
back in Ingolstadt once more. “The Golf with the MQB
was surely the highlight and my masterpiece, but, for
me, Audi means coming home again.”
Hackenberg is also aware of the pressure,
“There are many people expecting an awful lot from
me.” Yet the ensemble of Audi engineers greeted him
almost as a pop star with standing ovations, as if they
were delighted to have him there, setting the tone as
their conductor. You see – staying with the musical meta
phor – Audi is where the next great work will be created.
It will be written in the new score for the MLB (Modular
Longitudinal Matrix). And Hackenberg and his team will
have to pull out all the stops if the cars based on it are
to be a hit. “Vorsprung durch Technik is still Audi’s core
brand value, and one that we must continue to expand.
Audi has developed technologies to justify this.”
Hackenberg is in charge of almost 8,000
development engineers worldwide, who are devising
absolutely world-leading technology. “He’s not only an
outstanding engineer, detail-obsessed and a real car
guy – no, he’s also a team player. The people who work
with him like him,” says an insider from Wolfsburg.
“Obviously, you need a top team,” confirms Hackenberg.
Describing the process chain, he continues, “You have
to pick the right employees. The people who work with
me have to know that I delve deep into the technology;
that I ask a lot of questions.” Hackenberg is an out-andout perfectionist, constantly driven by the will to optimize. It is for good reason that he gets along so well
with Volkswagen CEO Martin Winterkorn. They are
spiritual brothers. Although their characters are completely opposite, they complement one another perfectly. Plus, Winterkorn and Hackenberg agree firmly
on two things – they are committed to team building
and nurture a no-blame culture. “An error found in time
is something positive, as it is quickly resolved by the
group’s immense skills base.”
In spite of his calm demeanor, Hackenberg’s
facial expressions speak volumes when it comes to errors or incorrect assumptions. If you ask the wrong
questions, you reap a slight smile. However, if you make
an erroneous statement, the corners of his mouth
twitch energetically.
This is aptly demonstrated by an incident
that took place around two years ago. It was during a
panel discussion run by the ADAC on the future of the
automobile. Volkswagen had just taken over Porsche
and the moderator received on stage the then Head of
Development for Opel Rita Forst. He greeted her with
the question, “I hear you have a coconut on your desk.
Why is that?” To which the engineer replied, “Because
they are supposed to be particularly difficult to crack,
and I have a reputation for cracking every nut,” came
the retort.
Hackenberg joined the stage shortly afterwards and the moderator asked him brightly, “So what
are you going to do now with Porsche?” Hackenberg
threw him off balance by answering, “I thought you
were going to start questioning me on coconuts. “Why?”
came the hesitant response, to which Hackenberg coolly replied, “Because I am married to an Indian woman
who grew up on a coconut plantation, and I know that
coconuts are very easy to crack.” Fact is fact, and there
is no room for error in the mind of Uli Hackenberg.
He relaxes on the golf course or, when at the
piano, loses himself in jazz or classical music – perhaps
taking a stroll into the world of Chopin, ornamenting
the harmonies of Keith Jarrett or simply doing a little
improvisation. One of his passions is, of course, the motorcycle – but, above all, it’s driving. “I like to drive fast,”
is his motto. And the 63 year-old does indeed tear up
the asphalt at a dizzying rate – not just in the name of
speed alone, but to put the car through its paces. “You
can optimize a vehicle only when you know its weaknesses, and to do that, you have to explore the edges of
the envelope.” Handling has always been important to
the engineer. Following his studies in Vehicle Tech
nology at the University of Aachen, he wrote his PhD
thesis on the topic of “Stability Characteristics of the
Rider-Motorcycle-Road System” – an expertise that can
surely be of use to him at Ducati.
But Hackenberg also understands change.
Connectivity, CO₂ reduction, lightweight engineering,
e-mobility are the challenges of the future. “Audi will
launch the A3 e-tron in 2014. This kind of plug-in hybrid* will play a big role for us. When it comes to unrestricted mobility, you can’t beat the plug-in right now.
With zero-emissions city driving and great long-distance range, it’s the best solution for the customer. The
customer must have added value or he won’t buy a
product.” But, alongside widespread electrification that
extends to the e-up! developed under Hackenberg at
Volkswagen, the Volkswagen Group is well aware that
the internal combustion engine will still have a major
role to play in future – with the task here, too, being to
seek out further savings potential. “We’re in a good
position in respect of engines, with diesel and sparkignition engines being systematically developed. The
A3 with a consumption of 3.2 liters and CO₂ emissions
of just 85 grams will be launched soon. We’re pushing
forward in downsizing* with projects such as the development of three-cylinder diesel and gasoline engines.
But there will always be a certain level of electrification.” This refers to the recuperation of braking energy,
start/stop systems and new high-voltage electrics. “We
will see the advent of 48-volt vehicle electric systems
to provide more electric power,” continues Hackenberg.
The future will bring the likes of e-boosters – a highly
efficient supercharger technology featuring electric
compressors.
Electrification, downsizing, hi-tech forced
induction – important terms against the backdrop of
tighter CO₂ legislation. Hackenberg makes a promise
to all fans of naturally aspirated engines, “I can well
imagine that there will continue to be a high-revving,
naturally aspirated engine for this clientele.” But the
man from Westphalia is well aware that the development of sports engines is just a small part of the job
these days. “Even though it’s fun,” as he says.
If you want to be successful today as a premium manufacturer, you have to master all the notes
on the keyboard of technical possibility. “We will continue at Audi to push forward very hard with the connected world – i.e. the networking of the whole world
with the car.” And autonomous driving, too, has long
been a core topic for Audi – basically, since the arrival of
electro-mechanical steering. The next addition is the
remote function, whereby the driver no longer sits in
the car, parking instead by remote control. The legal
framework, however, still represents a restriction to
further steps in piloted driving*.
A further issue mastered by Audi is lightweight design. Be it manufacturing in carbon fiber at
Lamborghini and for the Le Mans race cars, the mixed-
material approach at Ducati or in the Audi TT, or the
Aluminum Space Frame technology of the Audi R8 or
the recently redesigned A8 – the tool box of lightweight
design options is chalk full.
Also well sorted is the list of hi-tech solutions in the company flagship. “The A8 has been extensively updated, including a new look for the hood, grille
and new bumpers, as well as more efficient engines –
some with increased power – and the Matrix LED headlamps*, a new lighting technology.” Here, 25 individually controllable high-performance LEDs per lamp make
it possible to mask out oncoming traffic dynamically.
The chassis has been modified to provide more comfort
and improved handling in equal measure, the trunk in
the gasoline variants now holds 520 liters. Hackenberg
is particularly proud of the new lightweight aluminum
wheels that save 4.4 kilos per wheel. “This is hugely
beneficial for the unsprung masses.”
A great deal has changed in the automotive
world since 1985, when he began at Audi as a young
engineer. “You can’t compare it any more. The world of
cars has become so much more complex. You have to be
permanently on the ball and optimizing.” Does it bother him that he sometimes gets on people’s nerves with
his obsession for detail? “No, that doesn’t interest me
at all. What matters to me is what happens in practice.
I have to be convinced. I sit inside a car and analyze it
through and through – are the controls right, the package? If something doesn’t fit, it’s corrected. I ask a lot
of questions, I manage things through technology. A
fly-over via PowerPoint is not enough for me. The people in my team have to communicate everything in a
way I understand. And when I don’t understand it, then
I take it apart piece-by-piece. The whole team has to
evaluate a car extremely strictly, be able to push it to its
limits in all aspects and develop it to the very highest
benchmarks. The resulting competence is probably our
secret. Our strength is that we find every mistake. We
start where others leave off.”
44
Dr. Ulrich Hackenberg:
We have extensively updated the A8,
including the area around the hood,
the grille, the bumpers and the headlamps.
And we have given it more efficient
and powerful engines.
Technologies
W12 engine – the highly cultivated twelve-cylinder
powers the top model with the long wheelbase.
It generates 368 kW (500 hp) from a displacement
of 6.3 liters and is now equipped with cylinder on
demand (COD).
Aluminum Technology Wheel – produced using a
completely new process, the 20-inch wheels
weigh just 13.6 kilograms each. Compared with
conventional forged wheels, they save 4.4 kilograms a-piece.
Trim inlays – brushed aluminum and open-pore
burl ash; authenticity is the new luxury.
For the new A8, Audi designers have even devel
oped wood inlays with silver and gold dust.
Our strength is that we find
every mistake.
We start where others
leave off.
Matrix LED headlamps – the new A8 sets a mile
stone in headlamp technology. 50 small,
individual LEDs produce its high beam. Switching
them on and off provides extremely precise
control.
Audi R&D Center Asia in Beijing
Globalization at work – people from 15 nations work
together in the new development center in the Chinese
capital. They are building bridges between Audi’s
second home and its first.
Creative surroundings – the new Audi China building is surrounded by art galleries
and fashion companies. The complex is also home to the engineering offices and some of the
workshops and labs of the new development center for Asia.
Orient
Express
46
47
Intakhab Khan
heads up the Infotainment Tech Center.
Past and future – in 751 D-Park in the Beijing district of Chaoyang, old industrial
units have been integrated into a modern ambience – still a rare occurrence in China.
They handle not only
their defined projects,
testing and conducting classic engineering
work, but are also
constant mediators
between distant countries and completely
different cultures.
Hans Ouyang
supports the Head of the Development
Center as a technical assistant.
Jingwen Wu
is a designer.
Text
Hermann Reil
The location in the Beijing district of Chaoyang couldn’t be any better. The area is called 751 D-Park, where the D stands for Design.
This means that neighbors to the new Audi China building include fashion firms, graphic
artists and web designers. The next cross-street is where the 798 Art District starts, now
globally renowned as an important location for artists, creatives and galleries. And the
D-Park has another special feature – the rest of the historical industrial buildings on the
site were not flattened as usual, but instead conserved and integrated into new buildings
– for China, a very rare connection between the recent past and the future.
This kind of environment is unfamiliar for automotive engineers, as they usually work in carefully guarded, double-fenced environments. But for employees at Audi’s
new development center for Asia, these creative surroundings are important. These individuals are not just technicians, they are also trend scouts. They handle not only their
defined projects, testing and conducting classic engineering work, but are also constant
mediators between distant countries and completely different cultures. They build a
bridge between the enormous and still rapidly growing number of Audi customers in China,
Japan and South Korea and the heart of the brand, beating far to the west in Germany. The
Research & Development Center Asia in Beijing, which opened at the start of 2013, is thus
an important milestone for the internationalization of the Audi brand.
“2012 was the first year in which Audi delivered more than 400,000 cars to its
customers in China,” says Lorenz Führlinger, head of the new development center. That
makes this country, which has long become Audi’s second home, the most important sales
market for the brand anywhere in the world. Audi has been gathering experience in China
since the 1980s – and has obviously made good use of it, as indicated by its clear lead at
the top of the premium car market.
“But Audi also has a major responsibility here,” stresses Führlinger. “The
Chinese customer wants to be enthused and he wants to feel that he is understood.”
Continued success in Asia – also in a considerably tougher competitive environment – is
key to the brand’s development, and for employees in Ingolstadt and Neckarsulm, in Györ
and in Brussels.
China is an extremely dynamic market, with rapid growth and even faster
change. “The country is living through massive transition. New customer groups are
emerging all the time – and this brings with it the growth of new demands. This tempo is
extremely hard to gauge from the outside.” This is why Audi decided to use the development center in Beijing to listen even more closely to this country, and to integrate the
messages into all the phases involved in creating new models.
Adelaida De Miguel Moreno
heads up development
support in the Total Vehicle and
Homologation function.
Hoai An Nguyen
is responsible for project coordination in
Electronics Development.
48
Photos
Manfred Jarisch
49
Ines Schenzinger
is Technical Assistant to the Head of Total
Vehicle Development.
Helmut Sponer
is Head of Chassis Development.
Test cars – vehicles are prepared in a basement level of the R&D center. Shown
here are an Audi A1 e-tron and an Audi Q5 hybrid.
But what does that mean? Will every Audi be more “Chinese” in future? Or will
there be completely standalone models for China? Neither nor, stresses Führlinger. “Every
Audi is a global product and remains in its heart a German car. At the end of the day,
German engineering is one of the highest values we possess here.” But there is, of course,
room for specific adaptations to meet customer wishes in Asia and in China in particular.
“We were the first on the market with the long-wheelbase version of the Audi A6 and A4
for use as a chauffeur-driven limousine or as a spacious family car. And we are the most
thorough with the adaptation of our infotainment systems. This is a lead we intend to build
upon.”
The rapid market introduction and local production of the Audi Q3 in China is
another example cited by Führlinger. The compact SUV is the perfect fit for a booming
market segment, and is proving a runaway success from the start. “SUVs are seen as stylish in China and are often driven by women.” The frequently young age of customers in the
top segments is also unexpected. “Many buyers of the Audi S8 aren’t even 30 years old.”
And the price list for the sporty flagship sedan starts at a not insubstantial 1,983,000
RMB, equating to around 250,000 Euro. That said – the average age of all Chinese millionaires is just 38.
Führlinger sees another megatrend in the strong desire to demonstrate individuality. The Porsche in pink or the A4 in neon yellow may still be exceptions, but the era
of streets dominated by dark-colored sedans is definitely over. Driving fun is the big thing
– even if the term often carries a very different definition here than in Europe. Führlinger
also sees in China a huge enthusiasm for new assistance systems and service concepts.
“There is a great deal of openness here for new gimmicks and features in all areas of technology. This can make Asia a pioneering region for innovation.” As one example, Führlinger
identifies the Audi connect Call Center, which supports Audi customers with all sorts of
services. “It also fits perfectly to the Chinese service culture.”
China can also very quickly become a global driver of electromobility. “Here,
too, the initial euphoria now being tempered by reality,” says Führlinger, “but the rules of
the game can change quickly in China as a result of legislation and restrictions – and then
Audi will be among the frontrunners.” For Führlinger, the plug-in-hybrid* offers benefits,
as range and self-reliance are also extremely important to Chinese customers.
There is a great deal
of openness here
for new gimmicks and
features in all areas
of technology. This can
make Asia a pioneer‑
ing region for a great
many innovations.
Chun Fu
works as an engineer on drive
electrification.
Friederike Wesner
coordinates building projects.
50
51
Blanca Xu
is an assistant supporting the Head
of Electronics Development.
Marco Isliker
is a project engineer in Chassis Development.
And the head of the R&D Center is certain of one more thing. “We are entering
a decade that will see design trends heavily influenced by China – as was previously the
case with Europe, the USA or Japan. Design inspiration usually comes from places undergoing change” Führlinger is already impressed by the young Chinese designers working
alongside the Europeans in the still modest Audi Design function in Beijing. “One or two
of them come from families that didn’t even own a car. And now, they are already working
on concept ideas that are impressing their co-workers in Ingolstadt.”
The first phase of the R&D Center in Beijing employs a total of around 300
people. All the Technical Development functions that exist in Ingolstadt are also represented here. The most established of those is currently the electronics department. “We
have been in China since 2005,” says its manager Gerhard Wagner, offering a simple reason. “Everything is different here; different standards, different technologies, different
providers.” Entertainment, navigation, communication – everything has to be done from
scratch in and for China. And the Audi team has this down to a fine art – all the way to the
hand-written entry of Chinese characters on the MMI Touch*. “We are developing the
complete systems here independently.”
And the test equipment, too. For instance, a huge number of handwriting
samples are required in order to test character recognition on the touchpad. This was not
available for sale anywhere, so Audi software developers worked with a department store
chain to create a little video game that required the input of handwritten characters. This
was rewarded with small prizes – and Audi got itself 70,000 handwriting samples for
system testing. “Since then, we know that our MMI touch has an amazingly high recognition rate,” says Wagner. A new game has now been commissioned, this time calling
for place names to be spoken in a wide variety of regions and dialects – for testing voice
recognition.
Wouter Kets
is a designer.
We are entering a decade
that will see design
trends heavily influenced
by China. Design inspi
ration usually comes from
places undergoing
change.
Mingyu Yang
is an engineer in Electronics
Development.
Lorenz Führlinger
heads up the entire development center in Beijing.
52
53
Weiyan Zou
is an attorney handling the issue
of patent law.
Thomas Urban is also already working with a fairly large team. As Head of Total
Vehicle Development, he is responsible not only for the China Road Test, but also the test
program with alternative drives. As a plug-in hybrid model, the Audi A3 e-tron must prove
itself in the urban jungles of Beijing and Shanghai just as much as the Q5 and A8 hybrids.
For this reason, Beijing’s D-Park is also home to engine engineers, as well as bodyshell
designers and chassis development engineers.
The R&D Center has a further overall and equally important task – systematic
technology scouting. China has long been one of the most prolific patent-producing nations and has long been publishing a large volume of highly relevant scientific work – often
on topics that should be monitored and followed. “Right now, 500,000 students from
China are undertaking foreign study courses somewhere in the world. They are combining
their culture with the mentality and views of other countries. That gives them enormous
strength,” says Lorenz Führlinger.
A major piece of globalization has been created here, in the Audi China building
close to the Art District – people from 15 nations are working here on the success of the
four rings. “The development center in Beijing has further expanded Audi’s international
footprint,” says Lorenz Führlinger.
Trong-Trung Huynh
is an engineer responsible for
virtual validation.
Virtual world – work is carried out on vehicle projects using the large powerwall
and augmented reality techniques.
Right now, 500,000
students from China are
undertaking foreign
study courses somewhere
in the world.
Max Spuling
works as an engineer in
vehicle safety.
Henrik Faernstrand
is also an engineer working in the field of vehicle safety.
54
Songnian Chua
works as an analytical engineer
in vehicle testing.
Hannes Kerrer
works as an engineer in Chassis Testing.
55
High-Speed Editing
Text
Hermann Reil
Photo
Manfred Jarisch
The new individuality
Chinese journalist Wu Zheng talks about the
demands of car buyers in his country and the rapid changes taking place
in the market.
Mr. Wu, we Europeans have a long
motoring tradition. We all grew up with
a great many experiences of different products and brands.
China, on the other hand, is a very young car-driving nation;
many customers are buying their first car. How do brand
images evolve here?
It’s really not that different from Germany and Europe
– just with dramatically shorter timeframes. Let’s not forget, the
era of product diversity began just ten years ago. Before that, there
was the Santana, Jetta and Citroën, and before that, the Red Flag.
Today, on the other hand, we have more than 300 models on the
market from more than 70 brands, including a large number of
small Chinese manufacturers. It’s become a real jungle and a challenge for customers. They often lack experience; many are buying
a car for the first time. They rely on recommendations from friends,
look for role models; they try to inform themselves – then get
things all mixed up. Brand images remain somewhat blurred.
Buyers of premium brands, however, are a very different
matter altogether. Many are extremely successful; their demands
have exploded – demands on the product, on the equipment, on
the quality, but also on the service. And this is where image also
has a major role to play.
Let’s stay with premium brand customers. How important are
technology and product features to them?
They are absolutely crucial to this group of buyers.
Most Audi customers are not buying their first car; they are already
experienced. Perhaps they aren’t able to explain every single feature, but the feeling that they are getting the very latest technology is critical to the purchasing decision.
What are the most important aspects?
Comfort and entertainment are still at the very top of
the wish list for Chinese premium car buyers, followed by engine
and performance. Safety has also become a big issue, while environmental considerations are becoming increasingly important.
SUVs are enjoying a real boom at the moment, right?
Recent years have seen a big change in brand perception, particularly that of Audi. Whereby Audi was previously often
an official car, a company car, the brand is now seen as extremely
sporty – and that has developed considerably through the SUV
models. The Q5 and Q3, as well as the Q7, are highly successful in
China and are considered to be exceptionally dynamic. Of course,
cars like the TT, A3 and the RS models have also been important
contributors to this change. An image can alter very quickly in our
country, and a brand has to be constantly aware of that. Audi is a
cool brand today. Many of the young people in our company drive
an Audi.
There is a booming SUV culture in China, but there does not
appear to be a real sports car culture.
Last year, I would have agreed with you. But that, too,
is growing very rapidly now. Sports cars and tuned vehicles have
gained an enormous amount of importance in recent months – in
the major cities, at least. Audi is a pioneer in the field of motorsport
with the likes of the R8 LMS Cup. The group of people who really
know anything about motorsport may still be extremely small, but
that, too, is changing rapidly. This pioneering role is very good for
Audi, because when you are the first, the assumption is that you
are also the leader.
Experienced
Wu Zheng publishes the Chinese version of German car magazine auto motor und sport
and is one of the most experienced motoring journalists in the country. Audi received ten awards in the
“Best Cars 2013” readers’ poll run by ams China – more than any of its competitors.
56
Does that mean that a product trend here is measured not in
years, but in months?
It really does happen very quickly indeed. And this calls
for enormous flexibility on the part of the manufacturers, who have
to react immediately to these kinds of demands.
57
How does that work? Is communication between customers
really that fast?
Sure, the market is not yet developed; the need for individuality is becoming increasingly dominant. There are a great
many young customers, wealthy men and women, who want to
differentiate themselves. And this is what is driving this rapid rate
of change.
So the notion of luxury is changing, too?
Before, it was all about looking as big and as expensive
as possible. Now, luxury is becoming more the expression of individual personality. For instance, the smaller vehicle segment is
growing. Young people are buying a car, not for the family, but
for themselves. And it’s okay for it to be expensive. Therefore, premium brands also have to offer a broad range of models and cover
all conceivable niches. This is another weakness on the part of the
domestic brands – they are not in the position to offer such a broad
lineup.
Audi is now offering its first RS models in China. Do customers
understand this kind of high-performance vehicle?
There certainly aren’t very many of them right now, but
that will grow quickly. Manufacturers shouldn’t look at the sales
figures alone. These kinds of cars are extremely important for
brand image and positioning.
What I don’t see at all on the roads here are modern station
wagons like the Avant models. Is this trend on its way?
I doubt it. Friends of mine who have lived abroad drive
a station wagon. I have had one myself. But, overall, we have
skipped this genre. In Germany, the path went from sedan, via station wagons to SUVs. In China, drivers jump straight to SUVs. It has
the functionality of a station wagon, plus better status.
What will have changed if we were to speak again in two years?
There will be a lot more car models, but far fewer domestic brands. Of course, there will also be new Chinese brands, but
people are realizing that it’s a lot easier to think up a name than it is
to make it a success. If the quality isn’t right, it won’t work. The
Chinese customer is simply very demanding. In Beijing, for instance,
where it is hard to register a vehicle, the domestic brands have virtually disappeared.
Manufacturers can no longer afford to make mistakes in China.
Deception leads to disappointment. Failures and problems are publicly denounced by many customers. New media and
social networks in China are far more efficient in this respect than
in Europe. It can make life extremely difficult for a company.
When will we see mass entry into electromobility in China?
That is more a matter of political decision-making than
technical progress.
You know motoring journalism in China just as well as you
know it in Germany. Do their approaches differ?
There are no major differences among the classic trade
journalists. We have developed a great deal of expertise in vehicle
testing over the last 13 years. Many of my people were trained in
Germany. But many young people, especially in the online media,
lack this professionalism. They think they are bringing a breath
of fresh air to the topic, but the reality is that the quality is very
poor. There are some “motoring journalists” that don’t even have
a driving license.
Sharing
the Future
Megalopolis BosWash – More than 53 million
people live in the region between Boston
and Washington D.C., making it a perfect test
bed for the Audi Urban Future Initiative.
Roads, bridges, tunnels – Cities are
centers of mobility. What can automakers
learn from them?
More than 330,000 commuters stream every day into the US
city of Boston. It’s a commute that takes an average of one hour per
day. But working hours, routes and means of transport change.
What will commuting be like in future? With the City Dossier Boston,
the Audi Urban Future Initiative is braving a look forward to
the year 2030.
59
Route planning – Should I take the car
today or the train? The decision is
made simple at the web-capable tablet table.
Text
Stefanie Kern
Time-saving – Optimized transport
connections, making sensible use of wait
times; this is what commuters want for
their journey from A to B.
Monday morning, 6:30 a.m., Eric Höweler’s alarm clock rings. A
quick shower while the coffee is brewing, an album by his favorite
band playing through the speakers; he plans his day over breakfast. His diary appears on
the kitchen table, which serves as a digital screen – today, he needs flexibility, so he opts
for the car. He pays his road toll and parking space directly via the screen. Normally, he can
manage the trip to the office by car in half an hour, but the screen is showing a traffic jam
on his usual route. It recommends that he plan on taking 20 minutes more today – time
to get going. While Eric Höweler throws on his coat, his car is already driving itself out of
the garage to his front door. When he opens the driver’s door, he is greeted by the same
tune that was just playing in the kitchen.
Because it is networked with his mobile calendar, the car knows exactly where
they are headed without the need to load it into the navigation system. For the ride into
town, he selects the “comfort” mode, which takes advantage of traffic-light green phases
at an even speed. In stop-and-go traffic, Eric Höweler activates the autopilot and is able
to go through his paperwork in peace. The smartphone rings again – the train his colleague
is on has been delayed and he won’t arrive on time for the first meeting in the office. The
route changes immediately and directs him to a small café close to the station. Instead of
postponing the meeting, the spontaneous decision is to hold it there instead. This saves
Eric Höweler and his co-worker 20 minutes.
A short time later and back in the car, the route to the office is clear. Because
the traffic data is up-to-the-second, route guidance is always based on the prevailing
conditions – the car navigates its way around congestion and construction. As Eric Höweler
approaches his destination, the “Smart Parking” function automatically takes over the
search for a parking spot and heads directly for a “mobility hub”, where long-distance
express trains and buses stop. In front of the doors, loaner bicycles and electric scooters
await car drivers, allowing them to cover the last few meters to the office quickly and flexibly. Alongside parking spaces, the hub also offers fuel pumps and charging stations for
cars, as well as a fitness studio and a restaurant for drivers on the roof terrace. They offer
a pleasant way to spend wait times and provide a sensible combination of different transportation options.
The Audi Urban Future Initiative is bringing together two worlds that have
actually belonged together for a long time – the car and the city.
All in one – The vision of Höweler + Yoon
Architecture is a “mobility hub” that links various
modes of transport.
Last mile – How do we cover those last meters
of our route quickly and flexibly? The Audi
Urban Future Initiative is looking for answers.
Long distances – Be it on foot, by car, in the
train or on a bike, commuters cover long
distances every day travelling between home
and work.
60
61
Down to
the Last Meter
Eric Höweler steps out of his car and activates the “piloted parking”* function.
The selected parking space in the hub is so small that there are just millimeters separating
the car mirrors, making optimum use of limited city space. The same applies to the route
home – while he is in the office, his co-worker uses his car, which earns points on his “fast
lane” account. This preferential lane can be used only for car pooling or by those who share
their car during the day. When Eric Höweler’s car picks him up in front of the hub in the
evening, it is washed and full of groceries for the evening meal. He heads for home feeling
relaxed.
Is this a dream? No! A vision? Yes! But it is a vision of the future that Audi is
already discussing and analyzing within the scope of the Audi Urban Future Initiative.
In the City Dossier Boston, Höweler + Yoon Architecture (HYA) and Audi have
taken a very close look at the current traffic situation in Boston and conducted detailed
analysis of commuter needs. One initial finding is that there is often a lack of suitable
transportation for short distances on commuter routes. The most frequent of those is
what is known as the “last mile”. No bicycle at the subway station, no connection between
bus and train, the car is parked some distance away, no taxi to be seen – everything you need
for a first-class mobility solution in keeping with a premium brand like Audi is missing.
Not until all the gaps that clog up mobility flow are identified can a concrete
solution be developed. That was reason enough for HYA to take a closer look. Instead of
addressing customer target groups in general, they determined specific commuter typologies in order to identify the points in their mobility chain where inter-modality and
mobility become a challenge.
The architects feel that south Boston is the ideal place for this. Although this
part of the city is right next to the financial district and has the highest rents, there is virtually no public transport. At the same time, valuable space is being wasted on unused or
underused land. Together with Audi experts, HYA is working on possible solutions for
closing these gaps in the mobility chain and enabling the car to fit even better into the
local infrastructure. The key to this is existing Audi technologies and, on looking into the
future, also those currently under consideration.
New technologies – such as piloted parking or the car-to-x function – can be
tested in real-life traffic situations, to see if and how they benefit the customer over the
entire commuter route. The Audi Urban Future Initiative offers a framework for placing
Audi technologies intelligently into an urban context and to think them through in a holistic manner. The City Dossier will be as close to reality as possible, and it will be possible
to carry the findings over to other cities.
Networked Mobility
For the moment, Eric Höweler can only discuss this vision of commuting. The architect
won the 2012 Audi Urban Future Award with his partner, Meejin Yoon. In their concept
“Shareway 2030”, they show solutions for one of the USA’s largest commuter regions – the
urban corridor between Boston and Washington D.C. that is home to around 53 million
people. “We want to work together with Audi to find intelligent solutions for commuting
through clever networking of different transportation providers and new technologies,”
says Eric Höweler, describing the idea.
The Audi Urban Future Initiative is bringing together two worlds that have
actually belonged together for a long time – the car and the city. Until September, the
winning architects will continue working with town planners and authorities in Boston, as
well as Audi experts from Technical Development, Vehicle Electronics and Design, on a City
Dossier for the 617,000 inhabitants of Boston, Massachusetts. Analysis and commuter
surveys provide concrete requirements for spatial and technological changes (see info
box). The results are the first approaches for a possible pilot project in Boston.
There are many ideas at Audi of how the mobility of the
future might look. But they all come together through the Audi
Urban Future Initiative.
ROAD WARRIOR
TYPE
A typical business traveler who lives in a suburb and commutes every day to work
in a car. There is no problem with this – as long as he can find a parking space.
He loses precious time every day in this search. Overall, the 22.5 kilometer route
takes around 20 minutes.
Park’n’Ride
South Station
Park’n’Ride
South Station
User
Destination
I drive at least an hour to work every day. Then I walk
the last kilometer. I would like a helicopter
commuter system that sets me down directly on the
roof of my company building.
Steve, 47 years old
Many options – From the car into the
subway and then on foot; the City
Dossier Boston analyzes the various commuter routes.
62
63
The Audi Urban Future Initiative offers a framework to set
Audi technologies intelligently into an urban context and to
consider them in a holistic manner.
The focus is on premium mobility in an urban context. “It could look like a bit
like our commuter example of the future,” explains Head of Advanced Vehicle Concepts
Mirko Reuter. On the west coast of the USA, he and his team are already testing functions
like automatic navigation to the next work or doctor’s appointment through networking
with smartphones. The same goes for Smart Parking: “The Audi Urban Intelligent System
receives data concerning the parking situation in real time from the city and, combined
with historical data, it is possible to forecast available parking spaces. The car provides
direct navigation and the nerve-wracking search for a parking spot is a thing of the past,”
says Reuter, describing the near future at Audi.
Work on this is also being carried out in the Marketing department, in Design
and at the workstation of André Hainzlmaier. He and his colleagues at Audi Electronics
Venture GmbH are currently conducting research on driver assistance systems such as
piloted parking and car-to-x*, which enable the car to communicate with its surroundings.
“There are many ideas in our company of how mobility might look in future,” says
Hainzlmaier. “But within the scope of the Audi Urban Future Initiative, all these suggestions are gathered in one place and put into context. We can play them through together
from beginning to end from the customer perspective and, in so doing, incorporate our
approaches in the best way possible.”
The scope of work extends beyond the car. And the city. And its inhabitants. It
considers everything together in a single, great, urban context. What data can be provided by the city in order to fill the holes in mobility flow? Which Audi technologies and
services benefit the city and its inhabitants? Which pilot project can be realized in a joint
effort? How can the results derived from Boston today be used to shape the city and mobility of the future? “We want to create an optimum win-win situation for all,” explains Meejin
Yoon, “to make being mobile fun and the city more livable.”
STRAP HANGER
TYPE
The “strap hanger” is someone who stands in buses or subway trains. This
commuter type lives a little outside the city and works in the center around 20
kilometers away. Everything is precisely coordinated – by car to a park & ride
location, transfer there to public transport then walk to the final destination.
Total time: 55 minutes.
Reality check – In Boston, Höweler + Yoon
Architecture is working with Audi to analyze
traffic flow problems and find solutions.
I can’t afford a parking space in the city. Fortunately,
my company has organized a shuttle service from the Seaport
district to downtown.
Dan, 37 years old
If I want to use my time flexibly, I take
the car. Otherwise, I catch the commuter ferry
to Boston Harbor.
Hugh, 45 years old
REVERSE COMMUTER
TYPE
From his home in the city center, this commuter type drives his car every
day to his workplace outside the city. The 50-kilometer route takes around 44
minutes and is generally unproblematic because he’s driving against the
flow. On the way home, however, he rarely finds a parking spot in front of his door
because the battle for every single space in the city center has increased
substantially with fewer and fewer spaces available.
My boss is the only one who can afford
the parking spot right in front of the door.
Cecile, 32 years old
CASTAWAY
TYPE
The “castaway” has to get from one part of the city to another every day. A distance
of just 8 kilometers takes three quarters of an hour. He usually travels by bus
or subway. The bus is often late and the connection is delayed. He travels the last
part by foot.
64
65
Skills.
The Volt-age
The future of mobility starts here –
90
94
Magazine
Technology news from
around the world
Third Dimension
Comfort is not a luxury-class
privilege – the Audi A3 models
Skills
Audi’s great strengths include the skills of every single
one of its employees. It lays the foundation for perfection and innovation
78
104
Pleased to meet you: Nicolaus Otto.
My pleasure: Rudolf Diesel.
Two worlds of technology at Audi
122
All-Round Talent
Hi-tech and design at the wheel –
five examples from Audi
132
LED it be
The future of light – Matrix
LED headlamps
Time
Top speed km/h
Time moving hrs:min
Average speed km/h
Total time hrs:min
Overall average speed km/h
13:36 137
02:32 64.0
04:45 34.1
4,788
162.13
Audi China Road Test
Three months and 20,000 kilometers through heat and cold, desert and ice, dust, traffic
and altitude. Road testing in China is a full-on experience, for both the cars
and their drivers. Today, the China Road Test reaches its highest point – 4,788 meters.
Chinese
High Life
Altitude m
Total distance covered km
68
69
Text
Hermann Reil
Route km
9,432
The team working on this China Road Test has already been on the road
for 33 days and 9,432 kilometers when they arrive in Golmud.
But they still have around the same distance to go until they reach their
destination in Foshan.
1Beijing
The capital city is home to the Audi Development Center Asia.
2Changchun
The Audi A4 L, Audi A6 L, Audi Q5 and Audi Q3
are produced here.
3Golmud
Mining and railroad city with an administrative area almost the size of Greece, but with around just 250,000 inhabitants. The starting point for altitude testing spanning several days.
4Lhasa
Lhasa in Tibet is the endpoint of the 1,142kilometer Golmud-Tibet railroad and also the
destination of the G109 mountain pass.
5Foshan
The city will be Audi’s second production site in China. This is where models from the A3
range are to be built. It has a annual capacity
of 150,000 to 200,000 vehicles.
Photos
Manfred Jarisch
1
2
1
3
Current altitude: 4,788 meters above sea
level; current air pressure: 556 hectopascals. Mountain climbers understand these figures; pilots, too. And
for all those lowlanders out there, it means thin air, very thin – for
both man and machine. Man refers in our case to the Audi China
Road Test team; machine to the Audi A3 and S3 Sedan, Audi SQ5,
Audi RS 7 Sportback and around ten further siblings from the
model lineup with the four rings. Today, they all have to prove on
the Kunlun Pass in China that they can handle even extreme conditions like these. And it means that the people behind the wheel
have to handle them, too. But I can reveal that all goes well – albeit
with one or two minor hiccups.
The China Road Test troops have already completed 33
days and 9,432 tough kilometers when they meet this morning in
front of the Salt Lake Hotel in Golmud in Qinghai Province. There’s
a quick discussion on car allocation and the specifics of the route.
Every word seems routine and professional. A few minutes later,
the ensemble sets off. The stage for today is already familiar from
previous years. Aside from which, the number of roads on which
you can actually leave the mining and railroad city in China’s
Midwest is very limited – there are exactly four. Yesterday, the Audi
group came from the north along the historic Silk Road. Today,
it is heading south in the general direction of Lhasa in Tibet. And
don’t forget, Golmud already stands at an altitude of around 2,800
meters.
4
2
5
3
70
71
This China Road Test is being managed by engineers
from the Total Vehicle Development function at the Beijing R&D
Center. The task can be summed up thus – to test the reliable functioning of all components, even under the most adverse conditions.
And there are plenty of those in this country – beginning with extreme stop-and-go traffic in the mega-cities, through heat and dust
in the likes of the Taklamakan Desert (the team has just come from
conducting dust and filter tests there) to the extreme altitudes of
today. There are usually two tours in summer and two in winter,
when temperatures of minus 30 degrees Celsius are not uncommon. This also puts extreme loads on the people involved, which is
why the engineers and mechanics work on frequent rotation.
Alongside the development engineers from Beijing, experts from
Audi Quality Assurance also undertake similar tours through China.
On the first 30 kilometers this morning, the surroundings offer little stimulation – grey-brown sand everywhere, a couple
of scraggy looking bushes, no sign of either animals or people.
There’s a lot of mining for potassium and magnesium in the area
around Golmud; there are also natural gas fields, and a small solar
park shows that China is slowly turning its attention to renewable
energies, too.
1
Dry – in summer, the high valleys of the Kunlun
Mountains are dried out. But you can nevertheless sense what must happen here during the
rainy season.
2
Thorough – every stop is used to carry out
routine checks on the test cars.
3
Stretching into the distance – in long bends
and with a steady, almost imperceptible climb,
the G 109 pass heads inexorably upward.
4
“In Colorado, our colleagues
drive up to 4,400 meters.
This makes the Kunlun Pass something quite special in Audi’s
global testing program. Nowhere
else do we get any higher.”
Thomas Urban
Altitude m
4,788
The air pressure was 556 hectopascals at an altitude
of 4,788 meters
The full pressure
of the earth’s atmosphere is exerted at sea level. The average standard figure
is 1,013 hectopascals (although the old denomination of millibars is still
more commonplace). This means that the atmosphere exerts a weight of no
less than ten tonnes on each square meter of the earth’s surface. We don’t
notice this in our day-to-day lives, as the air presses on us evenly from all sides.
However, you immediately get a feel for the forces that even a slight difference in air pressure can awake when you see a 560-tonne Airbus A 380 lift
from the ground or the wrath of a tornado in the USA.
Air molecules
are extremely mobile; the ones above press down on the ones beneath, which
is why air density reduces with altitude. The standard figure for this is eight
hectopascals per meter of altitude. At 5,500 meters, the air pressure is just half
of that at sea level. However, this also means that there is only half as much
oxygen available, as it always makes up around 21 percent of the total atmosphere. Oxygen is indispensible as a reactive element – for the human body and
almost all of its functions, as well as for the internal combustion engine.
One develops altitude sickness, while the other ultimately runs out of power.
5
6
The next 60 kilometers are a slow but persistent uphill
slog. The GPS device is among the extensive data recorders on
board. It is already displaying an altitude of 3,457 meters as we
pass a small mining community. “We are now higher than we could
ever get in the Alps,” says Thomas Urban, Head of Total Vehicle
Development in Beijing. The highest Alpine pass, the Col d’Iseran,
climbs to just 2,770 meters. “In Colorado, our colleagues drive
up to 4,400 meters. This makes the Kunlun Pass something quite
special in Audi’s global testing program. Nowhere else do we get
any higher.” The first, and very much expected, changes appear in
the behavior of the Audi Q5. The transmission control, for instance,
modifies the mapping to run the engine at higher revs in the thinner air.
The Audi development center in Beijing is responsible
for country-specific testing in what is now by far the brand’s largest
sales market. But it also goes beyond that – because if defects are
registered here and recommended for modification, it obviously
improves all models worldwide. The focus of this test drive is not
only on the Audi A3 Sportback and A3 Sedan, which will soon enter
production at a new factory in southern China, but also on vehicles
from the Ingolstadt and Neckarsulm plants like the SQ5 and the
RS 7 Sportback, which are currently not for sale in China.
The convoy has now crossed the 4,000 meter mark. The
road is in a generally good condition, but vigilance is a must – as
potholes the size of soccer balls “secured” by a few lumps of rock
should not be overlooked, in the interests of both the car and its
occupants. There are also other risks lurking behind the bends.
“Last year, we met a group of Buddhist monks here,” recalls Thomas
Weidlich, Head of Country-Specific Testing in China. “They had laid
themselves in the middle of the road to pray.” Today, there is “just”
72
one small group of cyclists that has already reached the 4,400meter mark. This is something achievable only by the super fit –
and by thoroughly acclimatizing the body to high altitude over an
extended period.
Those not used to such conditions can quickly suffer
from a lack of oxygen in the blood. In the interest of safety, there
are therefore a couple of canisters of pure O₂ in each car. “The important thing is not to remain at high altitude for too long,” says
Weidlich. We complete our program and then turn right back round
again.” Meanwhile, the convoy passes a freight train with two locomotives and 22 wagons. The stretch of Tibet Rail from Golmud to
Lhasa, which opened in 2006 and is the highest section of rail track
in the world, repeatedly crisscrosses the road.
All around us, the snow-covered mountain peaks sparkle in the clear, cold air. The Yuxu Shan, for instance, is 5,980 meters high, while the Yuzhu Shan rises to 6,178 meters. We won’t
make that, but we do reach the pass summit of 4,788 meters at
1:36 p.m. – more or less exactly the same altitude as the peak of
Mont Blanc, Europe’s highest mountain. Behind us, the QinghaiTibet Plateau seems to stretch to infinity. There’s another almost
1,000 kilometers to go to Lhasa.
But that’s not where we are headed – Thomas Weidlich
now puts each vehicle through a short test program. Are all systems
working flawlessly? How does the car react to acceleration under
full load? How do the brakes feel? The vacuum-operated brake
servo could react to the altitude. But it doesn’t, not in any of the
cars. A heavier throttle response is, however, definitely noticeable
– which is hardly surprising. In such low air pressure, naturally aspirated engines would already have lost a large proportion of their
power. In Audi’s modern TFSI power units, however, the turbocharger balances this out – although it takes perceptibly longer to
compress the air. Only the RS 7 Sportback seems largely unperturbed. Even at this altitude, its V8 biturbo delivers a phenomenal
sense of power.
4
Change – tire damage is part of the everyday
routine, especially in desert regions with long
stretches of sand.
5
Supplies – this is why the standard equipment
includes plenty of spare wheels, plus additional
supplies delivered along the way.
6
Display – the data in the GPS device are stored
with the vehicle data.
The absolute absence
of oxygen molecules is the key factor affecting power loss in a naturally aspirated engine. For life forms with lungs and hemoglobin transport, the main
problem is the fall in partial oxygen pressure. The diffusion transfer of oxygen
molecules through the membranes of the pulmonary alveoli drops rapidly
from a critical pressure threshold of around 700 hectopascals, leading later to
disruption and, in extreme cases, even running in reverse – when the residual
oxygen in the blood has a higher partial pressure than the air in the alveoli.
It is for this reason that a sudden drop in pressure in an aircraft flying at high
altitude leads very quickly to a loss of consciousness.
73
“Surprising things can happen
in the highly complex
control of all the functions in
our cars, because you
can’t simulate an extreme situation
like the one up here.”
Thomas Urban
74
75
All around us, the snowcovered mountain peaks sparkle in
the clear, cold air. The Yuxu
Shan, for instance, is 5,980 meters
high, while the Yuzhu
Shan rises to 6,178 meters.
It is now almost 4:00 p.m. We have been up here almost
all day – far too long – so it’s time to head back. The altitude of the
G 109 pass drops with each kilometer. But slowly – the road is
blocked behind the third bend by a wheeled loader. Around 20
workers are alongside, shoveling fresh gravel onto the road. But
the road was completely fine here this morning. Never mind. In the
attempt to circumnavigate the construction site on the rocky terrain, even the Q5 comes to grief, not to mention the RS 7. So the
only choice is to wait it out until the foreman reopens a lane. It’s
the same procedure a few kilometers further on. The weatherbeaten men with their shovels are used to working at this altitude.
We would simply pass out.
At around 3,400 meters, we pass a few unremarkable
holes in the ground. What is being mined here is jade – a semiprecious stone that is highly revered, and not only in China. Huge
billboards announce that this jade was used to make the 2008
Olympic medals – in Chinese of course. Then, out of the blue, we
come face-to-face with an Audi Q3 in caribou brown metallic, brand
new and still with its temporary registration plates. “This is when
you see how relevant our testing is,” calls Thomas Urban via radio.
“Our customers are out and about even up here.”
Two and a half hours later, we reach the base camp in
Golmud. There, the cars will undergo a point-by-point check, data
will be read out once more and preparations made for the next day.
More than half of the tour still lies ahead of the test team; well over
10,000 kilometers. One of the waypoints is Foshan in southern
China. This is where a new Audi production site is currently under
construction; the first pre-production versions of the A3 are being
built as we speak – and then tested.
Over dinner, almost everyone in the team admits to
headaches of varying degrees. We are simply not built for heights,
at least not as well as our cars are.
7
8
9
Thomas Urban sends a radio message, “When the A3
is at a standstill it shuts off the air conditioning.” Brief speculation
– is it meant to do that to relieve the engine, or is it an error? The
vehicle data are read out from the laptop. There’s no error report.
The point is immediately put on the list and will be passed on to the
development engineers. “Surprising things can happen in the
highly complex control of all the functions in our cars,” explains
Urban, “because you can’t simulate an extreme situation like the
one up here. Not even in the altitude chamber in Ingolstadt.”
But the altitude is not only giving the cars a hard time
– the first team members start reaching for the oxygen bottles.
After a few minutes on foot, the shortage of breath becomes palpable; a slight headache is a first sign. So, accessing the data loggers, the team quickly reads the protocols from a few of the vehicle
bus systems, which the individual control devices use to communicate with each other. Many hundreds of gigabytes will be gathered
in the course of the tour; gigabytes that will be successively transferred to an Audi computer center, where they will then be examined for irregularities.
Scan the QR code and follow the Audi China Road
Test on the Kunlun Pass.
76
77
10
7
Well-trained – lighting a cigarette at
almost 5,000 meters is a skill mastered only
by the Chinese test drivers.
8
Safety – an emergency ration of oxygen
is always in the car on such high-altitude trips.
9
Standard – the most important tool for
a test driver is the laptop for reading the data
loggers in the cars.
10
Professionals – engineers Thomas Weidlich
(left) and Thomas Urban are used to strenuous
journeys through this enormous land.
The future of mobility starts here
2014 will see Audi launch a new-generation plug-in hybrid in the shape of the
A3 Sportback e-tron. The premium compact car marks the sporty pinnacle
of the A3 range – it unites imposing power with impressive efficiency and a high level
of driving pleasure with full everyday usability.
The
TheVolt-age
Volt-age
Clean in town
The Audi A3 Sportback e-tron has zero local emissions when running on
electric drive, and can cover long distances with ease thanks to the TFSI engine.
Plug-in hybrid technology is a highly promising path to the mobility of the future.
78
79
Text
Johannes Köbler
Illustrations
Steven Pope
sxces Communication
The A3 Sportback e-tron is a true Audi – it
unites sporty power with impressive efficiency and a high degree of driving fun. Working together in its
parallel drivetrain are a 1.4 TFSI with 110 kW (150 hp) and a 75 kW
electric motor; their combined power flows through an all-new e-S
tronic to the front wheels. The liquid-cooled lithium-ion battery,
located in front of the rear axle, stores 8.8 kWh of energy.
The hybrid drive delivers a system output of 150 kW
(204 hp) and 350 Nm of torque. The sprint from zero to 100 km/h
takes just 7.6 seconds and continues to a top speed of 222 km/h
– the Audi A3 Sportback e-tron adds a new highlight to the sporty
character of the compact premium model range. According to the
ECE standard for plug-in hybrid vehicles*, it emits an average of just
35 grams of CO₂ per km, which equates to a fuel consumption of
1.5 liters per 100 km. It has a range of up to 50 km in electric mode,
with the TFSI engine adding a further 890 km to that.
Including all of its electrical components, the Audi A3
Sportback e-tron has a curb weight of less than 1,580 kilograms
– a result of Audi’s strict lightweight design philosophy. It has
ample room for five plus plenty luggage. The compact five-door
embodies all the strengths of the brand with the four rings – the
elegant design, the sporty chassis, the first-class ergonomics, the
excellent craftsmanship and the many state-of-the-art assistance
and infotainment systems.
Alongside the electric motor, the battery, the power
electronics and the charging device, the Audi A3 Sportback e-tron
is equipped with a number of special components for electric driving. The air conditioning compressor uses an electric drive integrated into the high-voltage network. A thermo-electric heating
element and a gasoline-driven stationary heating unit round off
the interior climate control.
The control of the vacuum brake servo unit is also electric; the hybrid management cross-fades its work precisely with
that of the electric motor. Up to the mid range, the electric motor
provides the majority of the deceleration, the energy that it recuperates under regenerative braking flowing into the traction battery. Not until the driver presses more heavily on the pedal do the
hydraulic wheel brakes kick in.
The Audi A3 Sportback e-tron has other driving modes
alongside braking recuperation*. The start is almost always electric, except for in extreme cold, extreme heat or when the battery
charge is very low. With the powerful torque delivered by the
motor, the compact car accelerates quietly and forcefully. At a constant speed of 100 km/h, usually only the electric motor is running,
as long as there is sufficient energy in the battery; electric drive is
possible up to 130 km/h.
As soon as the driver pushes the pedal beyond a certain
resistance, e.g. to overtake, the TFSI kicks in. In boost mode, the
A3 Sportback e-tron accelerates with a fulsome 350 Nm of torque.
When the driver releases the pedal at high speed, the hybrid management shifts into coasting mode; both drives are completely
deactivated and no longer build up any braking force. On releasing
the pedal at medium or lower speeds, the system uses trailing
throttle recuperation* to recover energy; light or medium pressure
on the brake pedal triggers braking recuperation.
For the driver, there are many possibilities for active
involvement in the process. A special button in the cockpit and the
e-S tronic selector lever allow him to choose between three programs. The “EV” mode gives priority to electric drive, while the “S”
program forces a sportier shift style and the “D” program a more
balanced one. The “hybrid hold” mode is called up via a dedicated
menu in the MMI* operating system. This allows the driver to save
electrical energy stored in the battery for use later, such as a city
drive on reaching a destination. The driver can also fine-tune the
hybrid drive using the Audi drive select handling system. The sporting character, degree of trailing throttle recuperation or efficiency
change depending on the mode selected – “comfort”, “auto”, “dynamic” or “efficiency” – allowing the driver to influence battery
charging in certain areas.
The dials in the Audi A3 Sportback e-tron supply all key
information on the status of the drive. The power meter in the dashboard presents the overall system output, the drive status and the
battery charge status. The driver information system (DIS) shows
the range and consumption figures for electricity and gasoline, and
the MMI Navigation plus monitor presents the energy flow within
the hybrid system.
Under the Audi connect label, Audi is currently building
a whole portfolio of online services for the A3 Sportback e-tron.
The driver can use these to control and manage a host of functions
conveniently via iOS or Android smartphone or a web portal. He can
call up the status of the car – such as the battery charge status, the
electric range or the location. He can also remotely control charge
planning. He has the option to start and stop charging or to set a
charge timer, including climate control planning, for the desired
departure time. This enables him to determine in detail on which
days and at what time he wants to drive with a full battery.
The climate control planning functions in a similar
manner. The owner of the Audi A3 Sportback e-tron can set a target
temperature for the interior that follows a differentiated timing
plan. The website also offers him the ability to examine his journey
data.
The Concept
6
Drivetrain with hybrid components
7
1
2
3
4
5
6
7
8
9
10
11
5
4
2
11
10
8
9
80
Vehicle status display
Smartphone
Charge status
Charging socket status
Remaining battery range
Air conditioning status and temperature
Auxiliary heating
Kilometer reading
Doors, hood, trunk, lights and window status
Vehicle location
Remote-control air conditioning scheduling
Online portal and smartphone
Start/stop air conditioning immediately
Configure air conditioning
Departure air conditioning timer
Notifications and warnings
Everything in sight – the power meter (left)
and the DIS display provide information on the work
of the hybrid drive.
3
Functional overview of mobile online services
Vehicle data display
Average consumption
Average speed
Driving distance, driving time
The Displays
1
The Online Services
81
1.4 TFSI
Power electronics
Electric brake booster
Battery cooling
High-voltage battery module
Fuel tank
12-volt battery
High-voltage wiring harness
6-speed e-S tronic
Electric motor
Charging point
Remote-control charge scheduling
Start/stop charging immediately
Configure maximum charge current
Notifications and warnings
Departure charge timers including
optional electric air conditioning
The Best of Both Worlds
The Audi A3 Sportback e-tron combines the best characteristics of the
internal combustion engine and the electric motor. It generates
a system output of 150 kW (204 hp), yet consumes just 1.5 liters of fuel
per 100 km according to ECE standards.
Plug-in hybrid –
the technology of the future
The plug-in hybrid, as realized in the A3 Sportback e-tron,
is a highly promising route into the electromobility of
the future. Other brands in the Volkswagen Group are also
working intensely on this technology – the Golf will be
equipped with a very similar technical package. The small,
two-seater XL1 is the most efficient series-production car
on the market with a consumption of 0.9 liters of diesel
per 100 km. Its drive is provided by a two-cylinder TDI and
an electric motor with an output of 20 kW. At the other
end of the range is the Porsche Panamera S E-Hybrid with
its 306 kW (416 hp) of system output.
In the compact class, the Toyota Prius and the Volvo V60
are already on the market as plug-in hybrids; the BMW i3
will be launched shortly. Similar to the Opel Ampera, this
is a serial concept in which an optional range extender
recharges the battery as required.
82
83
The lithium-ion battery in the Audi A3 Sportback e-tron stores 8.8
kWh of energy, of which 6.2 kWh, i.e. more than 70 percent, are
available for use. Depending on the charge condition, it has a tension of between 280 and 390 volts. The battery consists of 96 prismatic cells grouped into eight modules of twelve cells each.
Including the electronic components – the battery management
controller and the battery junction box – the battery system weighs
125 kilograms. The lower part of its casing is made from pressure
die-cast aluminum, the upper part from polymer.
During operation, the high-voltage battery performs at
its best at around 25 degrees Celsius – which is the reason for its
sophisticated liquid cooling system; four cooling plates control the
temperature of the eight modules. Cooling is handled via a dedicated low-temperature circuit that can be flexibly controlled; if
necessary, it also incorporates the power electronics and the charging device. The driver of the Audi A3 Sportback e-tron can usually
start in electric mode at the height of summer and in the depths of
winter, too.
Mounted beneath the rear bench, the flat battery is
extremely well protected – in an area where the high-strength and
ultra-high-strength steel components of the occupant cell form a
particularly strong unit. The casing, which is as robust as the internals, is fixed to the floorpan at five points. In the event of an accident where the seat belt tensioner or airbags are activated, the
entire system voltage is shut off.
The Battery Module
Flat and compact – the high-voltage
battery module in the Audi A3 Sportback e-tron
is less than a meter wide and around just
25 centimeters high.
The 12-volt battery for the low-voltage consumers and
the 40-liter fuel tank are located above the four-link rear axle of the
Audi A3 Sportback e-tron. Both have only a very minor impact on
luggage space; under normal conditions the load volume is 280
liters, expanding to 1,120 liters with the rear back rests folded.
The power electronics unit beneath the hood, incorporating a DC/DC transformer for connecting the 12-volt vehicle electrics, is compact and light. It has a volume of just eight liters and a
weight of ten kilograms. Using six IGBT high-power transistors, it
converts the direct current delivered by the battery into alternating
current for the electric motor. The process is reversed for charging
the A3 Sportback e-tron, where the charging device converts the
alternating current from the power supply into direct current for
the battery.
Standard equipment for the A3 Sportback e-tron includes a charging cable incorporating an operating unit with a
graphic display. With the help of interchangeable cables, this unit
can be connected to a 230-volt Schuko outlet (10 A direct current)
or a 400-volt industrial supply (16 A direct current); the plugs are
specific to each respective country. For convenient use at home, the
charging cable can be attached to a wall-mounted holder. It features an Audi design and can be locked to protect the equipment
against theft.
The charging cable feeds alternating current into the
charging connector of the Audi A3 Sportback e-tron located in the
Singleframe grille* behind the four rings, which can be flipped
open. Alongside a status LED, the connector also has two buttons,
which the driver can use to commence charging immediately or to
set a timed charging process.
1
2
3
4
5
6
7
8
4
2
Battery junction box
Battery management controller
Cell modules
High-voltage connector
Cooling plates
Coolant outlet
Coolant inlet
Lower casing shell made from
pressure die-cast aluminum
3
1
2
The Cooling
Cooling of the high-voltage battery, power electronics and charging device is handled by a dedicated
low-temperature circuit (NT 2), running on a separate radiator inside the engine bay. If required, it
can connect to the air conditioning system and even
divide itself into two sub-circuits. In this diagram,
the battery is being actively cooled via the air conditioning system and chiller.
The Battery
Structure of the lithium-ion battery
At an industrial outlet, a full charge cycle takes a little
more than two hours; at a standard domestic outlet in Europe, it
takes around three hours 45 minutes. Audi is working intensively
on a cooperation with a provider of regenerative energy, as this is
the only way for electric driving to make ecological sense. A further,
medium-term project currently underway at Audi is for automatic
no-contact charging – known as Audi wireless charging. In this
situation, the charging process takes place using induction via an
alternating magnetic field between a stationary charging plate on
the ground and the mobile charging plate in the car. 1
5
6
3
3
4
The Charging Equipment
System overview of the charging components
5
5
5
5
6
1
2
3
4
5
6
Charging dock
Power cable with household plug
Interchangeable power cable
via connector on control unit
Control unit with graphic display
Vehicle cable
Power cable with industrial plug
7
8
84
85
Sustainable Driving Fun
Audi is working on new technologies that balance driving fun and
sustainability. The A3 Sportback e-tron, with its powerful plug-in hybrid drive,
is a pioneer in this new, smart mobility of the future.
The key data
86
Technical Data
System power 150 kW (204 hp)
System torque 350 Nm
Power, 1.4 TFSI 110 kW (150 hp)
Torque, 1.4 TFSI 250 Nm from 1,750 to 4,000 rpm
Power, electric motor max. 75 kW
Torque, electric motor max. 330 Nm
Battery capacity / voltage 8.8 kWh / 280 to 390 V
0 – 100 km/h 7.6 s
Range in electric mode
up to 50 km
Total range in the NEDC*
up to 940 km
Consumption to ECE standard
1.5 l/100 km
CO₂ emissions to ECE standard
35 g/km
Top speed 222 km/h
Length / width / height
4,310 / 1,785 / 1,424 mm
Wheelbase
2,630 mm
Curb weight 1,574 kg
87
The drivetrain of the A3 Sportback e-tron consists of three elements – a 1.4 TFSI, an electric motor and an all-new dual-clutch
transmission called the e-S tronic. The internal combustion engine
is one of Audi’s most advanced power units. In the engine compartment, it is mounted around six centimeters further to the right
than usual (seen from the driver’s seat), to make room for the additional components. Its crankcase is made from lightweight cast
aluminum. The entire engine weighs little more than 100 kilograms.
The four-cylinder is state-of-the-art in every respect –
its turbocharger with an electric wastegate actuator, its stiff valve
drive module, its compact charge air cooler and its thermal management, incorporating a new coolant pump module. The big innovation is the exhaust manifold integrated into the cylinder head.
After cold start, it brings the cooling water up to temperature very
quickly, while the water jacket lowers the exhaust temperature
under high load. The cooling water circuit in the TFSI also incorporates the oil cooler for the e-S tronic.
Due to the high electric range of up to 50 km, many
customers will experience the TFSI in the Audi A3 Sportback e-tron
only rarely. A further effect of the plug-in hybrid concept is that
the internal combustion engine is often not activated until kickdown, also under high load when cold. For this reason, the engine
is equipped with a number of protective measures – such as specially coated cylinder liners, piston rings and bearings, as well as a
sensor that measures oil quality. The 1.4 TFSI generates 110 kW
(150 hp) and delivers a maximum torque of 250 Nm between 1,750
and 4,000 rpm to blend perfectly with the electric motor, which
maintains its maximum torque of 330 Nm in a constant stream
virtually from start all the way to around 2,200 rpm; its maximum
output is 75 kW.
The electric motor is a permanent-magnet synchronous
unit. It weighs 34 kilograms and is liquid cooled via a cooling jacket in the stator. The motor is mounted behind the engine’s dualmass flywheel and incorporates the new K0 de-coupling clutch. On
start-up, the TFSI is turned over by the electric motor via the clutch;
as soon as it reaches the same speed as the electric motor, the
clutch closes. This process takes place smoothly and precisely
within the space of around half a second.
The electric motor/clutch unit is integrated into an
all-new e-S tronic concept with six gears that sends the power to
the front wheels of the Audi A3 Sportback e-tron. Like all of Audi’s
dual-clutch transmissions, it has a three-shaft layout – its two
partial gearboxes are served by multi-plate clutches K1 and K2,
located directly behind the K0 de-coupling clutch. Gearshift occurs
through switching from one clutch to the other. It takes just a few
hundredths of a second with no perceptible interruption in drive.
The Cooling
of the Electric Motor
Sophisticated – the electric motor is cooled
together with the TFSI’s charge air cooler
via a separate low-temperature circuit (NT 1).
Three-Way Clutch
Highly complex – the electric motor and the
K0 decoupling clutch, the four elements on the left
side of the image, form a single component. On
the right: the K1 and K2 clutches of the e-S tronic.
The Drive
The drivetrain of the Audi A3 Sportback e-tron
1 1.4 TFSI
2 Dual-mass flywheel
3 Electric motor
4 Dual clutch
5 High-voltage connections
6 6-speed e-S tronic
7 Cooling fluid inlet
8 Cooling fuel outlet
9 Electric air conditioning
compressor
1
5
6
2
3
4
8
The Audi R18 e-tron
quattro
The Audi R18 e-tron quattro, the winner of
the 2012 and 2013 24 Hours of Le Mans,
shows how dynamic electromobility is at Audi. The hybrid drive of
the LMP1 prototype is designed for motorsport conditions – the
most intensive test environment for production development.
Motorsport is part of the Audi DNA – the brand has been
exploring new technologies in a competition environment for many
years. The 24 Hours of Le Mans is a particularly exciting test environment because the regulations of the Automobile Club de l’Ouest
(ACO) explicitly encourage technical innovations.
The concept behind the Audi R18 e-tron quattro is unprecedented in LMP sport, and its realization a pioneering achievement. In the first development step, the engineers from Audi Sport
and their partners investigated a wide variety of solutions. These
included a parallel hybrid, where both drive systems propel the rear
wheels. After weighing up considerations such as traction, handling
characteristics, packaging and weight distribution, they ultimately decided to separate the drive systems by axle – the combustion
engine drives the rear wheels permanently, and the electric drive
propels the front wheels on demand.
In 2013, Audi had to modify the V6 TDI combustion
engine with a displacement of 3.7 liters compared with the previous year’s version. The air restrictor specified for 2013 with a diameter of 45.1 millimeters, 0.7 millimeters smaller than in the
previous season, limits the output to about 360 kW (490 hp), but
torque could be maintained at around 850 Nm. A special layout
permits short gas paths: The exhaust end is inside the vee of the
cylinder banks, which has a 120 degree angle to keep the center of
gravity low. The large turbocharger, limited to a boost pressure of
2.8 bar, assists the spontaneous torque buildup with its variable
geometry.
A sequential six-speed transmission, which, like the
engine, is of unitary construction, directs the forces to the rear
wheels through a locking differential. The housing is made from
extremely lightweight carbon-fiber-reinforced polymer (CFRP*)
with titanium inserts. Along with the single-section monocoque,
which consists of a CFRP matrix with aluminum honeycomb core,
it thus helps keep the racing car’s overall weight down.
915 kilograms curb weight is the lower limit specified
in the ACO regulations for LMP-1 category prototypes. The Audi
R18 e-tron quattro is below that figure, which creates extra scope
for arranging ballast weights for optimum effect. The hybrid racing
car is much more complex than its conventionally driven predecessor from 2011, but thanks to its lightweight construction it is no
heavier.
On the 13.629 km long Le Mans circuit, about 70 percent of which is driven at full throttle, one lap costs just under 200
megajoules of fuel energy. For 2012 and 2013, the organizers earmarked seven special zones for hybrid racing cars – here, they can
recover up to 0.5 megajoules (approx. 0.14 kWh) of energy by braking at the start of a bend. On the R18 e-tron quattro, part of the
braking energy benefits the motor generator unit (MGU) that is
located at the front axle. Their two permanent magnet synchronous motors convert the recovered energy into direct current
through power electronics. This current drives a flywheel energy
storage system positioned on the left inside the cockpit, again very
advantageous in terms of the center of gravity.
It accelerates a CFRP flywheel up to a speed of almost
45,000 rpm. It rotates in an extremely low-friction environment
inside a high vacuum generated by two pumps. The flywheel energy storage system, with its aluminum casing, combines high
energy density with high charging power.
The fastest sections on the Le Mans circuit are before
the two chicanes, before the Mulsanne bend, before the Indianapolis bend and before the first Porsche bend; these are all energy
recovery zones. The R18 e-tron quattro brakes into them from a
speed of some 300 km/h or more – for three to four seconds with
deceleration of 3 to 4 g.
At these high speeds the energy recovery function has
very little effect on brake-force balance, at least in dry conditions.
The power output of the hydraulic wheel brakes with their carbonfiber-reinforced polymer discs is a great deal higher than the energy flowing to the MGU.
When the speed exceeds 120 km/h, the energy is called
up from the storage system again. Converted back into alternating
current by the power electronics, it then supplies the MGU’s two
electric motors. These jointly feed more than 160 kW to the front
wheels via single-stage planetary gears; the central control unit
keeps the revs and torque in line with the conditions prevailing at
the rear wheels. The racing car temporarily becomes a quattro with
four driven wheels.
The driver of the R18 e-tron quattro can adjust energy
recovery and boost across several levels at the flick of a switch,
influencing both intensity and the responsiveness of the brake and
accelerator pedals. A great many factors are at work here, such as
the current race tactics and strategy, the condition of the brakes
and tires, and the quality of road grip.
With an overall weight of 70 kilograms, the hybrid components of the Audi R18 e-tron quattro are very light. They have
separate water cooling with a low-temperature circuit, and the
temperature of the flywheel energy storage system is regulated by
an oil-to-water heat exchanger. All high-voltage batteries are
strictly isolated from the car’s conventional components.
Winner – the Audi R18 e-tron quattro won
the 24 Hours of Le Mans in 2013, too, following
a tough race.
Technical data Audi R18 e-tron quattro
Displacement, TDI 3,700 cm³
Power, TDI above 360 kW (490 hp)
Torque, TDI approx. 850 Nm
Output, electric motors above 2 × 80 kW
Top speed
approx. 330 km/h
Length / width / height
4,650 / 2,000 / 1,030 mm
Curb weight
915 kg
7
9
88
89
BAM
Magazine Only those prepared to look beyond their horizons can evaluate and build on their own progress. Technology news from around the world. Image source: Virtual Traffic Lights, LLC and Carnegie Mellon University
Image source: www.shutterstock.com
Text: Marlon Matthäus
Heated up – a laser detects even the smallest cracks.
Free run – virtual traffic lights optimize traffic flow.
Green Wave
Image source: www.shutterstock.com
Computer scientists at Carnegie Mellon
University are currently working on a traffic efficiency
system that would replace conventional traffic lights
with virtual ones – with stop and go signals appearing
directly on the windshield.
As the vehicle approaches an intersection,
it exchanges data on its location and speed with other
vehicles in the area. A program processes this information and calculates the optimum traffic flow. “The system is so advanced, it even takes account of pedestrians
and cyclists and adapts green phases accordingly,” says
developer Ozan Tonguz.
Three-Dimensional Views
Metal bodies are normally ex
amined for tiny surface cracks using
ultrasound and heat. However,
if these microscopic cracks run perpendicularly into the material, they
are virtually impossible to detect.
Scientists at the BAM Bundesanstalt für Materialforschung und
-prüfung (Federal Institute for
Materials Research and Testing)
have developed a laser-based process that enables the detection
of cracks up to a depth of ten micrometers. A laser heats the sample
material, after which the heat
distribution on the surface is analyzed. An algorithm is then used
to determine the physical extent of
the heat resistance.
Videos and images that appear to float on a
mobile phone or tablet? What may sound very futuristic is already working quite well for physicists at the
Hewlett-Packard Laboratories in Palo Alto.
They have developed the prototype for a 3D
display that is no longer dependent on extreme viewing
angles and works completely without 3D glasses. Opti
cal meshes are etched into a wafer-thin glass plate. This
mesh reflects in different directions the light beamed
into the glass plate from the side by LEDs. The result is
that each eye sees a slightly different image – the perfect 3D illusion for the viewer.
www.nature.com
3D
Floating images – the new displays function without
3D glasses.
www.cmu.edu
90
Deep Heat
Image source: Nature
www.bam.de
91
Wooden Future
The car of the future
will be lighter, more fuel
efficient and more environmentally friendly – and
could be made partly
from German beech wood.
Scientists at Kassel
University are conducting
research on this vision.
Used correctly, parts made
from beech wood are
amazingly stiff and can
also protect vehicle
occupants in the event of
an accident. “Wood is
a reversibly deformable
material, and this de
formability makes it very
good at dissipating im
pact energy,” says Project
Manager Daniel Kohl.
www.tff-kassel.de
Image source: Tufts University
px
Lightning-Fast Reflexes
Image source: Ulsan National Institute of Science & Technology
Black ice – the car suddenly starts to skid
and the driver struggles to maintain control. Researchers
from the VTT Research Center have now developed a
sensor system that is intended to warn drivers before
dangerous surface conditions even arise.
The VTT technology uses the vehicle’s own
sensors to measure changes on the road in real time. It
uses parameters such as the speed differential between
driven and freely rotating axles. After just a few kilometers, the system can estimate how slippery the road is
and whether there is a risk of black ice. In future, the
data collected could be sent wirelessly to other drivers
to provide them with advance warning.
www.vtt.fi
Vision – will the contact lens display succeed
Google glasses?
Touching Experience
The touchscreen was yesterday. A team at
the Media Lab of the Massachuetts Institute of Tech
nology (MIT) has presented an experimental screen
that enables completely new forms of interaction.
A silicon membrane serves as the screen,
with six special motors controlling its movements. The
unconventional touchscreen can be pressed in, pulled
out, pierced or deformed using several fingers. A camera above the screen detects the position of the hand,
while a projector sends images to the surface. “What
would you think of an Excel table, for instance, where
you can simply pull out a diagram and change it?” suggests developer Dhairya Dand.
US
dhairyadand.com
Tangible – a touchscreen that lives up to its name.
Image source: Dhairya Dand
www.unist.ac.kr
92
Bio-Computer
A great deal of effort
still goes into recycling
electrical and electronic trash. However, the
computers of the future
could simply end up
on the compost heap. A
team of researchers
in the US has succeeded
in developing biode
gradable components.
Transistors, diodes, resistors and induction coils
now dissolve completely
in contact with water
or other liquids. This is
made possible by the
materials used – the parts
are made entirely from
silicon, magnesium and
silk proteins.
In Your Eye
Google Glass data glasses could
perhaps be just an unwieldy
transitional product. Korean researchers are already one step
further forward, having combined
a contact lens with an LED and
a transparent electrode.
The LED sits on a flexible mixture of carbon layers, known as
graphs, and nano wires made
from silver. So far, only a single
pixel can be displayed on the lens.
According to the developers,
however, this is set to change soon.
“We would like to manufacture
a contact lens display that can do
everything Google Glass can,”
explains researcher Jang-Ung Park.
Image source: VTT
Dissolved – fluids convert electronic components
to compost.
now.tufts.edu
93
Safe travel – modern technology warns drivers of black ice.
Third Dimension
All good things come from above
The Audi A3 models show that comfortable driving is no longer a privilege reserved for the larger
vehicle classes! Full-LED headlamps, MMI operating concept and best-in-class aeroacoustics
make the premium compact car a comfortable, road-going home-from-home. In order to achieve this,
Audi development engineers successfully mastered some major challenges.
Text
Stefan Kotschenreuther
Photos
Ulrike Myrzik
Light Certainty
In the light tunnel, Audi expert Peter Schenkel checks that the light distribution of
the front LED headlamps on this A3 Sedan is within the specified limits.
94
95
Aeroacoustics
In the Audi Wind Tunnel Center, sticky tape is an important tool
in the search for possible sources of wind noise.
96
97
Operating safety
In the Variable Ergonomics Model, Jörg Wendrinsky from Ergonomic Concept Development
can establish whether all control elements are within easy reach.
Scan the QR code and find out more about
the seating comfort in the new Audi A3.
98
99
All online – the large, high-resolution
LED monitor also displays Facebook
and Twitter messages, or the nearest
fuel station.
2
1 All in the right light? Legal requirements
are set for car headlamps. Peter Schenkel checks
that they are being met.
2 Shining right? Schenkel uses a lux meter
to measure the light distribution of the LED headlamps on the 10-meter wall.
1
All clear – an ingenious distribution
system uses heat from the LEDs
to clear frost from the A3 headlamps
in cold weather.
Light safety – LED it shine!
Since Audi installed LED daytime running
lights in the Audi A8 W12 for the first time in 2004, the brand has
maintained a pioneering role in this field. Less than ten years later,
the A3 range now offers LED technology for all its lighting functions. This comes with more than one benefit, “The light color of
5,500 Kelvin is similar to that of daylight and thus ideal for the
human eye. This makes driving at night less tiring,” explains Stephan
Berlitz, Head of Development Light Functions/Innovations at Audi.
And as LED rear lights have virtually zero delay, they provide valuable reaction time to the driver in the vehicle behind. “Aside from
that, LEDs require no maintenance. With a life span of more than
10,000 hours, they exceed that of the vehicle.” And as a side note,
they also save a whole lot of energy. The low beam consumes less
electricity per unit than either halogen or even xenon headlamps.
In the A3, nine high-performance LED chips in two freeform reflectors generate the low beam, while eight high-performance LEDs supply the high beam. The cornering and all-weather
light also has its own module. The daytime running lights, parking
lights and indicators boast a technically and visually sophisticated
design, formed by a light guide just 8 millimeters wide that runs
around the upper and inner edge of the headlamp in a narrow contour.
100
This exceptionally slimline light signature involved a
great deal of development work, as did a further factor; despite
their low energy consumption, LEDs get comparatively hot. The
integration of full-LED technology in a compact car like the A3 thus
set a new challenge for Berlitz and his team, “The extremely compact LED headlamps called for a dedicated thermal management
system with sophisticated cooling units.” Tests under extreme conditions in the climate chamber confirm their effectiveness.
The full-LED headlamps in the A3 reward the driver with
further comfort and convenience, “The light pattern can be flexibly
designed, as there is now more than one light source,” explains
Berlitz. The headlamps appear to adapt themselves to different
road conditions – be it day or night, back road or highway, clear vis
ibility or fog, the light always suits the surroundings. In combination
with MMI Navigation plus*, they even take account of route data,
facilitating even better illumination at the likes of intersections.
Long life, low energy consumption and an eye-friendly,
non-tiring light make the full-LED headlamps made by Audi the
premiere lighting solution in the segment. Paired with the unmistakable Audi Design, they confirm Audi as the leader in lighting
technology – absolutely first class!
3
3 In the picture – in the lab vehicle, Dr. André
Ebner shows the 3D graphics that provide an easy
explanation of functions in the Audi A3
4
4 Firmly seated – robots in the haptic lab
check the MMI operating unit for its durability
under continuous use.
1
2
1 All quiet? Aeroacoustic expert Carole Ratel
is in the Audi wind tunnel using a probe microphone to listen for annoying wind noise.
Aeroacoustics – quiet, please!
“140, please!” calls Carole Ratel to her coworker via walkie-talkie. Seconds later a storm sweeps over the
white A3 sedan. Welcome to the aeroacoustic wind tunnel at Audi
in Ingolstadt! Inside the car, Ratel is holding a long probe microphone close to the window frame. Via headphones, she can now
hear the wind noise multiplied several times over. “Disturbances
like whistling and booming from the sliding roof are undesirable,”
she explains. Wind noise is an important comfort criterion, as it
dominates the sound inside a car at speeds upward of 120 km/h.
It occurs when the air flows over joints and gaps in the bodyshell
or when strong air turbulence meets the vehicle surface. “It’s similar to the effect of blowing across the top of a bottle,” explains
Ratel. In the wind tunnel, the aeroacoustics experts conduct detail
analysis of the causes. With their help, it has been possible to reduce significantly the level of annoying wind noise perceptible in
the new-generation A3.
“Our task began with the design phase of the A3. A 1:1
scale clay model gave us the first impressions of the car’s aeroacoustics*.” Noises are pinpointed using microphone arrays and
concave reflectors equipped with microphones, while dedicated
software makes the sources of the disturbance visible. “As of the
first prototype, it’s possible to test the aeroacoustics from the inside, too. We start with subjective audio tests using our own ears.
For precise measurement, we then use four artificial heads with
microphones in their ears. To ensure complete coverage for all occupants, we place them at all seating positions.”
All measurement results are then discussed on an interdisciplinary level and solutions sought in a joint approach. “It’s
an iterative process,” says Ratel. “For instance, in the early prototype phase, we identified a howling at the windows on one side. Our
co-workers in door development subsequently redesigned a sealing
lip to make it a little stiffer.” The next time measurements were
taken, the noise was gone.
All-in-all, the excellent interior acoustics of the A3
model range arises from three key optimizations. First – the new
exterior mirrors mounted on the door. Their aerodynamically optimized shape means that they generate less turbulence, which
makes their wake a lot less perceptible inside the car. Second – in
the area around the doors, there is now a sealing strip fixed to the
door in addition to the one fixed to the bodyshell. “We learnt this
from the A4,” says Ratel. Third – the windows. Every A3 comes as
standard with an acoustic insulation film 0.1 mm thick, made from
polyvinyl butyral and integrated into the front windshield.
“In our new A3, we have achieved such a good interior
noise level that occupants compare it with the premium feel of a
business sedan,” sums up Ratel with pride.
Operating safety – switch reloaded
In the Audi A3, the driver and front-seat
passenger are “always on”. Be it Facebook, Twitter or Google search,
the compact Audi has never before offered this many convenient
infotainment features. The user already knows them from computers and smartphones; but development engineers know that their
integration into a car presents some very specific challenges if they
are to be found quickly and used without any risk to safety. A car is
not a desk; multimedia features should not and must not distract
the user behind the wheel from his/her main task – driving the car.
“The major challenge for us was implementing the existing Audi operating concept within the space available in the A3,”
says Philip Rigley, who works on operating concepts in Audi’s
Technical Development department. The first step is the dimensional concept. Jörg Wendrinsky from the ergonomic concept development function describes how, on this basis, ergonomics establish the geometric space available to driver and passengers even
before the first design sketches are generated, and subsequently
define the display and operating layout.
Using the so-called Variable Ergonomics Model, he and
his colleagues can transfer the theory into practice. It allows them
to check the dimensional and ergonomic layout very early in the
product development process. This hi-tech construction mimics a
cockpit consisting of driver’s seat, steering wheel, pedals and further operating elements such as switches and the MMI rotary/push
control. Using CAD positioning data, actuators automatically move
most of the elements to the right location. This enables the entire
Audi model lineup to be represented and analyzed using one single
basic structure.
102
103
2 Listen up! Artificial heads like this one have
microphones in their ears to measure interior
acoustics from an occupant perspective.
The Audi A3 passed this test with flying colors. All operating elements are positioned within easy reach of the driver’s
seat and where they are clearly readable. The horizontal dashboard
architecture conveys a sense of clarity and simplicity to the driver.
“We have also taken care to leave enough room for stowage,” explains Wendrinsky. In the case of the cup holders, for instance,
these have now shifted to the front end of the center console,
where they no longer obstruct the driver when he/she is shifting
gear. Wendrinsky knows from experience that “this kind of positioning often comes down to millimeters”.
“We have carried over the fundamental operating concept of the MMI in the Audi A3 from our full-size models,” explains
Dr. André Ebner, Head of Operating Concept Infotainment &
Connect. For the first time, the MMI in the Audi A3 also offers modern 3D animations for vehicle settings. Prior to calling up a function, the customer receives a clearly understandable impression of
its respective meaning.
Development engineers mastered one very central
challenge in the evolution of the A3 operating concept, in that they
considerably reduced the number of visual distractions from road
traffic. The solution lay in the redesign of the MMI operating unit,
where they integrated a touchpad into the surface of the rotary/
push control for the top version, MMI Navigation plus. The new
touchwheel enables free text input via handwriting recognition,
while the MMI immediately reads back a recognized letter. This
means that the search for new navigation destinations can be completed without the driver having to take his/her eyes off the road
– a major plus for safety compared with a touchscreen. Moreover,
two new toggle switches reduce the number of controls. Each one
brings two of the most important MMI functions to the forefront.
Rigley knows from field trials and a great deal of positive customer
feedback that “they are being very well received”.
Above the dashboard is the retractable, 7-inch LED
screen with 800 × 480 pixel resolution. This shows the MMI menu
structure, which the driver uses to access all functions that cannot
be called up directly via switch. Navigation is via the rotary/push
control and the four well-proven soft keys, or alternatively using
voice control. Thanks to the innovative, intuitive operating logic
and excellent ergonomics, the driver has the Audi A3 under full
control at all times, while his/her eyes remain firmly focused where
they should be – on the road to the final destination. P leased to meet you :
N i C olaus O tto .
M y pleasure :
R udolf D iesel .
Text
Johannes Köbler
Photos
Bernhard Huber
Two combustion processes, two technical worlds, two Audi engineers –
Jürgen Königstedt and Ulrich Weiß discuss the
strengths and perspectives of spark and compression-ignition engines.
104
105
25 years ago, the first Audi TDI engine was the big pioneer in the
automotive industry. It added dynamics to the mix.
Ulrich Weiß
technology in the V8 biturbos. Fuel consumption of less
than ten liters per 100 km for the RS 6 Avant with an output of 412 kW (560 hp) – I would say that’s not bad.
Weiß: And precisely this is the attraction of our
approach to series-production development – to harmonize all the requirements in a way that produces a complete overall package for the customer. To do this, we need
enthusiasm, passion, know-how, craftsmanship and, not
least, strong suppliers – although we have to push them
along sometimes.
Rudolf Diesel
Rudolf Christian Karl Diesel was born in 1858 in Paris.
He completed his studies as an engineer in
Munich in 1880. Following many years of fundamental
research, he brought to life the first compressionignition engine at Maschinenfabrik Augsburg, later MAN,
in 1893. Rudolf Diesel died in 1913 during a ship’s
crossing from Belgium to England. His engine entered series
production in a car in 1936.
Nicolaus Otto
Born in 1832 in Holzhausen an der Haide (Taunus),
Nicolaus August Otto first pursued a commercial career.
As a self-taught engineer, he built his first gaspowered engine in 1863. Nine years later, he founded the
Gasmotoren-Fabrik Deutz AG close to Cologne.
The engine that Otto designed in 1876 was a milestone
in the development of the four-stroke principle.
Nicolaus Otto died in 1891 in Cologne.
Audi’s TDIs are becoming increasingly sporty,
and the spark-ignition engines increasingly efficient –
to what extent are the two engine types converging?
Weiß: 25 years ago, the first TDI engine from
Audi was the great pioneer in the automotive industry. It
added dynamics and performance to the mix. Since then,
the diesel has experienced even more pronounced change
than the spark-ignition engine – it has improved enormous
ly in terms of output, torque, emissions and refinement.
Königstedt: The last ten years have seen fuel
consumption move very much to the forefront, having
previously a secondary consideration to some extent. Our
engines have to be consistently lighter and more fuel-effi
cient. They have to meet increasingly tough emissions
standards and, at the same time, fulfill the desire for even
better performance. These demands lead to conflicts of
interest that can only be resolved through new technologies, such as our cylinder on demand* cylinder deactivation
106
Jürgen Königstedt – Born in Cologne,
he studied Mechanical Engineering
in Aachen, coming to Audi in 1996 via
Volkswagen. Königstedt (51) heads
up the development of spark-ignition
V engines from six to ten cylinders.
If the engines are becoming increasingly similar, does
that mean there are more shared components?
Königstedt: In terms of hardware, we can make
use of synergies in non-combustion related components.
By that, I mean parts like oil pumps, water pumps, sensors
and interfaces for add-on parts.
Weiß: In areas such as software and thermal
management, we use functionalities of a modular nature.
What my colleague and I don’t anticipate at the moment,
is an engine that fuses the diesel and spark-ignition combustion processes. There is also no such fuel available to
day, and the kind of development work that Audi conducts
in the field of new fuels needs quite some time and a considerable push from society.
What development do you anticipate in your fields
over the next few years?
Weiß: A major issue for us is the exhaust aftertreatment systems necessary for the Euro 6 standard. A
second field is intelligent supercharging technology, which
I see as even more important than further increases in
injection pressure. The electric biturbo, which is currently
the subject of intense development work, will deliver a
whole new level of responsiveness. Basically, there are a
large number of elements in engine technology that are
extremely promising, but that involve a great deal of effort. And intelligent control is gaining in importance across
the board – in my department, one in three people are elec
tronics specialists. We work with the most powerful computer systems available on the market and are having to
upgrade them continuously.
Powerful and efficient –
the 4.0 TFSI with COD technology
The cylinder on demand (COD) system in the turbocharged V8 deactivates four of the eight
cylinders under low and medium load by shutting the valves and deactivating injection
and ignition. The 4.0 TFSI operates as a four-cylinder until the driver steps firmly on the gas
pedal. The operating points shift to higher loads in the active cylinders, which raises
efficiency. It all takes place so smoothly and quickly that the switchover is barely perceptible.
COD technology reduces consumption in the NEDC* by around 5 percent.
Eight cylinders –
Rapid acceleration
Four cylinders –
Constant driving
No cylinders –
Stop
All eight cylinders of the 4.0 TFSI are
active. Depending on the engine configuration, they work together to produce
412 kW (560 hp) and 700 Nm of torque.
The car is rolling along under low to
medium load. Cylinders 2,3,5
and 8 are deactivated. Fuel consumption
drops considerably.
At a standstill, the start/stop system
switches off the engine. This
makes a major contribution to
efficiency.
111
Illustrations: sxces Communication
Herr Königstedt, Herr Weiß, as engineers, you are the
ideal heirs to two great inventors, Nicolaus Otto
and Rudolf Diesel. What impresses you most about
their engine concepts?
Königstedt: I like the bandwidth of spark-igni
tion engines, the turbos and the naturally aspirated engines. For a large sedan like the Audi A8, a refined turbocharged engine like the 4.0 TFSI is a wonderful power unit.
And in the R8, the V10 naturally aspirated engine is utterly fascinating with its sound, its responsive characteristics and its high revving. The maximum piston speeds are
higher than those in Formula 1 – and in a series-production
engine, too. I really can’t complain about any lack of challenge in the task.
Weiß: What consistently drives me is the fascination for the technically extreme. In addition to exceptionally low fuel consumption figures, my team and I want
to give our diesel engines the passion and emotionality
that conveys dynamism and sheer driving pleasure. The V6
biturbo goes a long way in this direction with its active
sound generator, and the SQ5 TDI is the first S model from
Audi with a diesel engine. This is an achievement that makes
us extremely proud.
Ulrich Weiß – Born in Vaihingen/Enz,
he studied Mechanical Engineering
in Stuttgart. Interrupted by a stint at
Daimler, he has worked for Audi
since 1994. The 44 year-old is Head
of Development, Diesel Engines.
4.0 TFSI
3.0 TDI
B iturbo
Data*
8
Data
Bore / stroke
84.5 / 89.0 mm
Displacement
Cylinder spacing
Power
Bore / stroke
3,993 cm³
90 mm
103.1 kW (140.2 hp) per liter of displacement
Torque
Power
9.3 : 1
Weight
224 kg
90 mm
230 kW (313 hp) from 3,900 to 4,500 rpm
Specific output
7
700 Nm from 1,750 to 5,500 rpm
Compression
2,967 cm³
Cylinder spacing
8
6
412 kW (560 hp) from 5,700 to 6,600 rpm
Specific output
83.0 / 91.4 mm
Displacement
Torque
77.5 kW (105.4 hp) per liter of displacement
650 Nm from 1,450 to 2,800 rpm
Compression
16.0 : 1
Weight
9
209 kg
* For RS 6 Avant and RS 7 Sportback
The 4.0 TFSI is a fascinating and powerful sports engine – it takes
Audi’s downsizing strategy into the full-size class. The high-revving
V8 biturbo with its aluminum cylinder block is systematically laid
out for low charge cycle and flow losses, and develops its torque
of up to 700 Nm quickly and from low down the rev range. Adjustable flaps in the intake channels set the incoming air into a cylindrical rotation, and optimize fill and combustion in accordance
with their setting. The exhaust side of the cylinder heads is on the
inside of the V, with intake on the outside. The two twin-scroll turbo
chargers (not shown here) are located with the intercooler inside
the V between the cylinder banks – a layout that ensures short gas
paths and dynamic response characteristics. The cylinder on demand system makes a major contribution to the high efficiency of
the 4.0 TFSI.
The most powerful member of the V6 TDI family is conceived as a
biturbo – the two turbochargers are arranged in series and connected by a changeover valve. At low revs, the valve is closed; the
small high-pressure charger with its variable turbine geometry
does most of the work, while the large low-pressure charger handles pre-compression. Upward of about 2,500 rpm, the valve begins to open and the small turbo gradually transfers the main work
load to its large counterpart. In the range between 3,500 and
4,000 revs, the valve is fully open and only the large turbocharger
is operating. The substantial performance of 230 kW (313 hp) and
650 Nm of torque called for far-reaching modifications to the 3.0
TDI biturbo and its peripherals. A sound actuator in the exhaust
system gives the three-liter diesel a rich, sonorous tone.
10
11
12
14
11
5
13
4
6
5
15
7
16
10
3
17
9
4
19
18
20
2
12
1
13
21
14
3
1 High-pressure exhaust-gas turbocharger,
impeller
2 Electric VTG actuator
3 Turbine switching valve
4 Wastegate
5 Chain wheel for camshaft drive
6 Water cooling
7 Low-pressure exhaust-gas turbocharger,
impeller
8 Throttle valve
9 High-pressure fuel pump
10 Oil cooler
11 Cooler, exhaust recirculation
12 Fuel supply line
13 Fuel rail with 2,000 bar pressure
14 Supply line for piezo inline injector
15 Intake camshaft
16 Exhaust camshaft
17 Cylinder head with two-part water space
18 Friction-optimized piston rings
19 Piston pins with DLC coating
20 Air-gap insulated manifold
21 Bypass valve
22 Air duct
15
8
9
10
11
12
13
14
15
16
107
Secondary air valve
High-pressure fuel line
Fuel pump
Ignition coil/spark plug
Camshaft sensor
Vacuum pump
Camshaft adjuster cover, exhaust and intake
adjustment area, 42 degrees each
Turbocharger cooling
Camshaft drive gear
Exhaust valve, ⌀ 28.0 mm,
actuated via roller cam follower
COD actuator
Cracked steel con rod
Forged steel crankshaft
Sliding cam piece
Cast aluminum pistons,
piston pins with DLC coating
Intercooler
1
2
16
Illustrations: Steven Pope
1
2
3
4
5
6
7
109
22
Variable – cylinder head with
adjustable valve lift on the exhaust
side, FSI direct injection
and additional manifold injection.
Over the next few years, we envisage further savings in fuel consumption
for spark-ignition engines of roughly 15 percent.
The hi-tech four-cylinders –
1.8 TFSI and 2.0 TFSI
Jürgen Königstedt
In the Audi A4 and A5 Coupé, the 1.8
TFSI emits just 134 grams of CO₂ per
km, yet generates a sporty 125 kW
(170 hp). Its innovative technologies
also feature in the new 2.0 TFSI.
Königstedt: Over the next few years, we envisage further savings in fuel consumption for spark-ignition
engines of roughly 15 percent – through further downsizing*, further reductions in friction and new combustion
processes. In our larger four-cylinders, dual injection is
already bringing new levels of freedom, and variable compression also has some very interesting potential. In general, the competitive air is getting ever thinner. When a
world-class sprinter manages 100 meters in 9.8 seconds,
it takes a monumental effort to reach 9.7 seconds. It’s
never easy to dash out in front.
Flexible – sophisticated rotary
valve module for thermal
management; individually con
trollable cooling circuits for
cylinder block and head.
On the subject of downsizing – how small might an
Audi gasoline engine be in future?
Königstedt: Our 1.4 TFSI already runs on two
cylinders at low loads thanks to COD. In principle, I would
not exclude the notion of a three-cylinder, but the principle
of “the fewer, the better” does not apply for us. Down
sizing is not the right route in all cases, which is why we at
Audi all refer to rightsizing – the principle of developing
the right drive for every vehicle concept.
New – manifold integrated into
the cylinder head as part of
thermal management and for
reducing exhaust gas temperature
under high loads.
If Nicolaus Otto and Rudolf Diesel were alive today –
would they still be the great, ingenious inventors?
Weiß: Just like us, they would work in large
teams covering many disciplines all the way through to
chemistry. The spectacular strokes of genius that took
place 100 years ago can no longer happen today, but there
is a constant stream of new, intelligent solutions for detail
problems.
Königstedt: Otto was more of a businessman
than an engineer. And he was an impressive, courageous
personality – an entrepreneur in the best sense of the word.
Future diesel –
3.0 TDI with electric biturbo
In the electric biturbo, prototypes
of which are already running, the classic
turbocharger operates with an additional electrically driven compressor. It
delivers early and responsive power
delivery when pulling away and under
acceleration from low revs.
If you were to attempt to look into the more distant
future, would it be the diesel or the gasoline engine that
has the better hand?
Weiß: That’s a decision for our customers in
combination with the policies that define consumption
and emissions legislation and regulate resource management. At the moment, we are seeing a strong trend toward
SUVs – in our organization, too – which tends to favor diesel
engines. But in the medium term, diesel will need another
market outside of Europe. We are seeing initial success in
increasing its acceptance in the USA, which is something
we want to build on …
Königstedt: … although the growing markets
like China and India are heavily biased toward spark-ignition engines. In a few years, we might be able to offer our
customers hybrid systems at only a very slight price premium. That would then favor the gasoline engine.
1
2
3
4
112
5
Illustrations: Steven Pope
Turbocharger
Diesel particulate filter
Throttle valve
Electrically driven compressor
Bypass valve
Charge-air cooler
“Even Rudolf Diesel
would work today in a large team.”
Ulrich Weiß,
Head of Development, Diesel Engines
Herr Königstedt, Herr Weiß, do you see yourselves as
partners or as rivals?
Königstedt: We are both big car guys, and each
of us has huge respect for the work of the other …
Weiß: … and we are also quite happy to look
over each other’s shoulders without reservation. My wedding car was an R8 Spyder that my colleagues were nice
enough to lend to me.
Königstedt: I spent some time recently in a
diesel company car, and it wasn’t bad at all. 6
1
2
3
4
5
6
“Nicolaus Otto was an entrepreneur
in the best sense of the word.”
Jürgen Königstedt, Head of Development,
V Spark-Ignition Engines
113
Wireless Happy
What does an Audi e-tron have in common with an electric
toothbrush? They are both battery powered – and, in future, both will
share the principle of wireless charging. Reinhard Peer works for Audi on realizing this idea, which is bringing new energy to the issue of electromobility.
Text
Ann Harder
1
The alarm clock rings. Still half asleep, Rein
hard Peer heads for the bathroom. Reaching
for the toothbrush is a familiar action, with electrical assistance
part of the everyday ritual of toothbrushing. The battery of the
appliance was fully charged overnight using a process called induction – i.e. without a cable or direct connection to the power outlet.
The principle is easy to explain. There is one coil in the charging
station and one in the hand-held unit. The one in the charging station is supplied by AC power, creating an alternating magnetic field.
This induces tension in the coil of the toothbrush unit and charges
the battery.
Reinhard Peer’s team has taken this principle and
brought it several steps further. As an electrical engineer in Audi
Electronics Venture GmbH, a 100-percent subsidiary of AUDI AG,
he and his colleagues are working on carrying over the principle of
inductive charging from the toothbrush to an Audi e-tron. “Our aim
is to offer the customer maximum comfort and convenience with
new trends in vehicle electronics,” explains Peer. “Through wireless
charging, the customer would be able to park his Audi e-tron and
the car would automatically begin to recharge.”
For the future, it is even conceivable that wireless
charging could be widely integrated within the transport infrastructure, on parking lots and in parking garages for instance. This kind
of infrastructure network would increase vehicle range, as every
time an electric car stopped above a charging plate it would be fed
automatically with a stream of energy. The customer can use this
magnetic field without pause for thought, because the reference
limit of 6.25 microteslas recommended by the International Com
mission on Non-Ionizing Radiation Protection (ICNIRP) for this
frequency band is well in excess of that used by Audi wireless charging – both in the occupant cell and around the vehicle. “It was our
objective from the start to stay below the reference limit set by the
ICNIRP. This was the only way to ensure customer comfort and
safety,” says Peer.
The challenge for the team lay in compensating for the
energy loss resulting from the air gap between the two coils. When
the e-tron comes to a halt above the charging plate, the coil in the
road is – in contrast to the charging system for an electric toothbrush – around 15 centimeters away from the underside of the
vehicle. The solution is to incorporate an oscillating circuit. “This
allows the energy to be transferred between the two coils without
significant losses,” explains the electro engineer. “This is an efficient way to generate alternating tension and feed electricity into
the battery.” Just like the battery in Peer’s electric toothbrush.
Motor
M
2
S1
S2
R
Diode
Battery
Secondary coil
Primary coil
230V~
3
Ground Wave
1 The electric toothbrush – one coil in the
hand unit and one in the charging station enable
inductive charging day and night.
2 An Audi e-tron will also be able to do that
in future – the primary coil in the charging station
is fed with alternating current, generating
an alternating magnetic field and inducing a voltage in the secondary coil.
3 The Audi Junior quattro makes child’s play of it –
when it comes to a halt over the charging
plate, the battery charges wirelessly and the LED
headlamps light up.
114
Illustrations
Barbara Stehle
115
The Winds
of Change
Energy Transition in the Tank
Inspired by Mother Nature, Audi is producing the
first CO₂-neutral fuel. In the north German town of Werlte,
power-to-gas technology is being used to turn green electricity,
water and carbon dioxide into synthetic methane known as
Audi e-gas. The result is that driving and climate protection are
no longer contradictory.
1 From the far north – Audi e-gas is produced
in Werlte, Emsland in the north west of Germany and fed from there into the German natural gas network. Power-to-gas tech nology enables eco-electricity generated from renewable sources to be stored over long
periods.
1
116
117
Text
Janine Bentz-Hölzl
Photos
Katrin Ebner
Filling up without a guilty conscience. Audi
is the first automaker worldwide to offer a
holistic concept for CO₂-neutral mobility. Audi and its project team
have opened the Audi e-gas facility* on a 4,100 m² plot of land in
Werlte. Each year, it will produce an expected 1,000 metric tons of
synthetic methane – enough to power 1,500 Audi A3 Sportback
g-trons for 15,000 kilometers per year each.
“The power-to-gas facility can become a poster project
for the entire energy transition, well beyond the confines of our
company alone,” says Heinz Hollerweger, Head of Total Vehicle
Development at Audi. For Peter Altmaier, German Secretary for the
Environment, Nature Conservation and Reactor Security, the facility’s opening writes “a piece of history”. The Audi e-gas project is
creating a new form of mobility that “effectively protects our climate and is a central contributor to the fight against climate
change”.
And here is how the calculation works – the only CO₂
released when driving is that which was previously bonded into the
fuel during the production process. Around 2,800 metric tons of
CO₂ per year will be stored in Audi e-gas, equating to the absorption
capacity of a forest of more than 220,000 oak trees.
“With the Audi e-gas project, we are sticking steadfastly to the Audi approach to environmentally friendly mobility,
from wind turbine to four wheels – i.e. from the point of energy
generation to driving on the road,” explains Heinz Hollerweger. It
is no longer enough to count just what is emitted at the exhaust.
The environmental impact of producing the fuel in the first place
is also a critical factor.
A brief example by way of illustration: An electrically
driven car may drive with zero local emissions, but the generation
of the electricity must also be taken into account. Electromobility
is only environmentally friendly when it is driven by eco-electricity
and not by electricity from the likes of a coal-fired power station.
In order to state the actual CO₂ emissions of a driving car, a full
“well-to-wheel”* calculation has to be carried out incorporating the
process of energy production.
The Audi e-gas facility, which has a rated input of
around 6,000 kW, is driven entirely by eco-electricity and only when
there is a surplus supply. This means that energy from regenerative
sources for which there is currently no demand can be stored and
used. For instance, when more electricity is being produced by the
wind turbines in the North Sea than is required at any given point
in time, the e-gas facility enters operation and consumes some
of the surplus green electricity. The eco-electricity is then used for
the production of Audi e-gas, which is generated in a two-stage
process.
Pure magic – raw biogas from the neighboring
biogas facility is cleaned in the amine wash
(pictured right and below). The extracted CO₂
serves as a raw material for methanization
to Audi e-gas.
Driving fun and sustainability? “For Audi, this is
not a contradiction, but a strategic corporate
objective.” Heinz Hollerweger fills up the new Audi
A3 Sportback g-tron.
Audi e-gas facility
1 Amine scrubber – source of the CO₂ waste
gas, produced during the refining of
raw biogas from the neighboring bio-methane
facility and fed into the e-gas plant as raw
material.
4 Methanization unit – hydrogen reacts with
carbon dioxide in the methanization unit
to create synthetic methane, or Audi e-gas.
5 Natural gas feed-in – e-gas is conveyed
from here via the public natural gas network
to CNG stations.
2 Electricity supply – electricity generated
via renewable energy is the base product for Audi e-gas.
6 Visitor Center – guest information.
3 Electrolysis – three electrolyzers powered
by renewable electricity split water into oxygen and hydrogen.
2
3
4
6
1,500
1
5
(CO₂)-free travel – the e-gas facility
will produce around 1,000 metric tons
of synthetic methane every year –
enough to power 1,500 Audi A3 Sportback g-trons for 15,000 climatefriendly kilometers each.
118
119
20
Methanization
The second key raw material for Audi e-gas
is carbon dioxide, which bonds with
hydrogen to create synthetically renewable
natural gas. The byproduct is water.
It is not just consumption on the road
that is critical, but also the production of
the fuel itself. An Audi A3 Sportback
g-tron running on Audi e-gas has a compelling well-to-wheel footprint of 20 grams
of CO₂ per kilometer.
1
2
3
4
Hydrogen (H₂)
Carbon dioxide (CO₂)
Water (H₂O)
e-gas (CH₄)
2
1
Washing and drying – all the raw materials for
Audi e-gas have to be processed to a high degree of
purity. CO₂ is dried in the gas dryer (pictured
above); the last traces of brine are removed from
the hydrogen in the gas wash (pictured below).
4
3
Electrolysis
Water is divided into its component parts
hydrogen and oxygen using eco-electricity, thus obtaining the first key raw
material for Audi e-gas.
In the first stage, water (H₂O) is split into its constituent elements oxygen (O₂) and hydrogen (H₂) by means of electrolysis. The hydrogen generated in this process could, for instance, be
used in future by fuel-cell vehicles. However, because the necessary
hydrogen infrastructure remains non-existent, Audi has added a
second, innovative process step.
Nature sets a clear example – plants use photosynthesis
to extract the carbon dioxide (CO₂) from the atmosphere necessary
for their biomass. The plant grows and absorbs increasing quantities of CO₂ until, at the end of its lifecycle, it dies and releases the
stored CO₂ back into the environment. This is a continually repeating natural cycle.
The e-gas facility mimics this cycle. It bonds carbon dioxide (CO₂) with hydrogen (H₂) to create e-gas or methane (CH₄).
The carbon dioxide is produced by a biogas plant and would otherwise be released into the atmosphere. By serving as a basic ingredient for the new fuel, this CO₂ thus switches from presumed pollutant to valuable resource. The end result is a synthetic, renewable
natural gas – Audi e-gas. This natural gas substitute can be fed directly into the gas network from the plant and thus stored. The
by-products of the entire process are no more than oxygen and
water.
For customers of the Audi A3 Sportback g-tron, the use
of the new fuel is simple and flexible. With the forthcoming Audi
e-gas refueling card, the customer can secure a fixed amount of
Audi e-gas when buying the car. The refueling card is valid at fuel
stations across Germany, where the g-tron driver can use it to confirm the quantity of gas drawn. This figure is then recorded centrally and charged against the amount of e-gas already fed into the
natural gas network, meaning that Audi has available to it at any
time the latest information on the amount of e-gas produced and
consumed. This well-proven accounting method has also been used
for many years for the supply of eco-electricity.
The customer also retains flexibility at the fuel pump,
as the 1.4 TFSI in the Audi A3 Sportback g-tron burns fossil CNG,
biomethane and Audi e-gas equally effectively. Its two pressure
tanks beneath the floor of the luggage compartment can each
store seven kilograms of gas at a pressure of 200 bar. This gives the
A3 g-tron a CO₂-neutral range of more than 400 km per fill-up. With
its dual-fuel setup enabling it to run on gasoline, too, it has a total
range of around 1,300 kilometers.
With the e-gas project and the A3 Sportback g-tron,
Audi is offering a fully viable option for climate-friendly long-distance mobility. Compared with the Audi A3 Sportback 1.4 TFSI, the
CNG variant has 15 percent fewer CO₂ emissions when the vehicle
is running on conventional CNG. With Audi e-gas, the CO₂ footprint
drops even farther by more than 80 percent.
The point is that the production of Audi e-gas absorbs
CO₂; as a consequence, the fuel production actually has a “negative”
footprint. It is not until the car is driven that the previously stored
CO₂ is released once more. As in nature, this creates a CO₂ cycle and
the vision of CO₂-neutral mobility becomes a reality. If you then
add into the equation the CO₂ emissions generated through
the construction and operation of the e-gas plant and through the
compression of the gas at the fuel station, the Audi A3 Sportback
g-tron achieves an overall figure of just 20 grams of CO₂ per kilo
meter.
2
1
2
3
4
Renewable electricity
Oxygen (O₂)
Water (H₂O)
Hydrogen (H₂)
4
1
3
Scan the QR code and find out more
about the Audi e-gas facility.
120
121
Hi-Tech on Wheels
For many drivers, large, sporty-looking wheels are an absolute must.
But these are more than just desirable design objects; they
are also packed with innovative technology. Here are five distinctive
examples from the Audi lineup.
All-Round Talent
Text
Sabrina Kolb
1
Hybrid Wheel
Photos
Ulrike Myrzik
123
2
Active Aero Wheel
124
3
Forged Wheel
125
1
Hybrid Wheel – Audi A5
3
4
The 5-spoke Y-design alloy wheel is a distinctive visual signature on many Audi models.
For the latest generation of the Audi A5, this has now been taken to the next technological level as a hybrid wheel. The rim section of the two-piece wheel is made using an
extrusion process*. The solid base material is first pressed into shape. This creates a tube
that is then rolled into its final form. The next step is to pre-cast the aluminum spoke
section that is visible to the outside. This is subsequently shaped using a combination of
pressing and forging. The rim and spoke sections are then laid on top of one another and
bonded together under pressure and temperature using a process known as friction stir
welding (FSW)*. This production process saves more than three kilograms. The wheel’s
enormous weight benefit, however, has absolutely no negative impact on the design. The
technology at play is hidden. Different designs and colors can be applied to the same
wheel section. Offered exclusively by Audi, the Hybrid Wheel is available initially in galvano grey metallic. With a slight variation, the “double-bow” design also features on
the Audi A7.
2
Active Aero Wheel – Audi R8 e-tron
1
5
The Active Aero Wheel on the Audi R8 e-tron is a major piece of road-going innovation –
its moving polymer composite elements adapt the aerodynamics of the wheel to the road
speed. At a standstill and at speeds of up to 60 km/h, these additional elements between
the spokes are open, thus allowing improved airflow to the brakes. They close at higher
speeds, reducing drag and lowering fuel consumption.
The wheel is based on a classic five-spoke rim – the epitome of sporty design
for many car fans. The shape is first rough forged then milled into its final form. This is
followed by four further process steps: After a coat of black paintwork, the areas between
the spokes are machined and treated with a protective layer. The spokes are then turned
to a high gloss finish, with no need for subsequent grinding or polishing. The subsequent
layer of lacquer fully protects this fine surface finish. The polymer composite elements
give the Active Aero Wheel of the R8 e-tron the look of a turbine. Each of the blades closes
flush with the outer surface of the wheel. Because the rear part of each blade opens inward
and the front part outward, Audi now has, for the first time, left-hand and right-hand
wheels.
3
Forged Wheel – Audi RS 4
The wheels of the RS cars accentuate the powerful dynamics of Audi’s sporty top models
– powerful performance combined with subtle understatement and a high level of everyday usability. The flared wheel arches of many Audi RS models create room for large wheel
diameters and wide tire formats. This makes the spokes deeper and the wheel looks more
vibrant, dynamic and emotional. Depth and geometry also lend a sporty character to the
otherwise elegant-looking ten-spoke design.
The exclusive forged wheel offers optimized aerodynamics and a distinct
weight advantage compared with conventional cast wheels. The blank is initially preformed, before the design is then forged and the rim well rolled and machined in a process
of up to seven stages. A procedure known as stress relieving is carried out to eliminate the
internal stresses that develop during cooling, and prevents the wheel from distorting
during further processing. The final step is applying the paint coat. The wheel pictured
here also serves as an example for further Audi models and is available as an option for
the Audi A3, Audi A4 and Audi A5.
2
126
127
1
Individual
The layout on the Audi A5 is left
over right. On the A7, the spokes are
right over left.
2
Coherent
The polishing reflects the sweeping lines of the Audi A5. The
flowing shoulder line brings life to
the car.
3
Aerodynamic
The polymer composite elements of
the Active Aero Wheel close with
a precise fit against the rim. For safety
reasons, nothing is permitted to
stand proud. Even in motion, the
polymer components do not extend
beyond the tires.
4
Sporty
Wheels for RS models often have
more space. The designers can,
as they have here, recess the wheel’s
inner ring. This gives the rim a
more three-dimensional appearance.
The spokes look like arms gripping
the wheel.
5
Gleaming
the spokes run smoothly and
evenly to the center. Only a closer
look reveals the polished step.
4
Cast Wheel
128
5
Aluminum Technology Wheel
129
4
Cast Wheel – Audi A1
1
Attention to detail
Even a wheel is not an Audi until
it has the right logo. The sign
of the four rings can be seen here on
the cast wheel of the Audi A1.
2
Doubled up
The spokes of the A1 wheel
combine symmetrical and asymmetrical elements perfectly.
3
Creative
Audi wheel designer Andreas
Valencia Pollex has been responsible
for Audi wheels for the last
two years. His motto is “always find
a new angle”.
4
Cutaway
Audi customers will never see such
a close-up view of their wheel.
The dark areas in the cutaway are
caused by the specialist foam
that permanently bonds the design
element (above) with the wheel
structure (below).
5
The cast aluminum wheel is an Audi Original accessory. In terms of its design, this allows
for greater freedom in setting individual accents, the aim being an even sportier, more
angular effect than on the standard wheel. This also allows the character of the car to be
adapted precisely to customer desires – right through to the range of available colors.
A high level of precision and stability are among the benefits of the wellproven aluminum casting technology. After being cast in its final form, the wheel is then
machine polished* and painted. The high-gloss segments are arranged in a manner that
breaks the typical circle to create a new impression of a wheel through variations in angle
and depth. Different colors underscore this effect. The wheel pictured here is tailor-made
for the Audi A1, giving it a sassier, sportier look.
1
2
5
Aluminum Technology Wheel – Audi A8
The ten spokes of the new Aluminum Technology Wheel appear to cling directly to the
tire. The outer ring of the rim is virtually indiscernible. The technology remains unobtrusive, yet the effect is bursting with energy – it screams movement and dynamism, even
at a standstill.
The new technology divides function and design. A forged ten-spoke aluminum wheel forms the base structure, topped by a cover made from injection-molded
polymer. The two parts are permanently bonded using polyurethane foam, with cavities
between the design and the skeleton filled with foam.
This is highly beneficial to the safety and stability of the wheel. Minor incidents, such as scraping along a curbstone, present no technical issues as only the cover
and not the structure is affected. The weight benefit is also enormous. The new wheel
saves 4.4 kilograms over a comparable forged wheel in a conventional design – a technological milestone.
3
4
Graceful
The spokes of the Aluminum
Technology Wheel diverge in a
V shape. The proportions of the wheel
harmonize with the bodyshell
and help to give it a good stance.
+
Audi Design
Wheels
Every Audi model has its own wheels.
Only on rare occasions are
particularly popular designs used
on several models. For the designers,
this means they have to develop
around ten new wheels per
model. The development time and
testing takes up to two years per
design before it enters series production and can be built onto the car.
It is crucial to ensure that the
design of the wheel suits the car. The
proportions of the wheel have
a major impact on the overall impression conveyed by the vehicle.
130
Andreas Valencia Pollex
Audi Wheel Designer
Although all wheels are round, there is
still plenty of room left for creativity. The constant
stream of new cars will always be accompanied
by new wheels. The symbiosis of design
and the latest technology consistently pushes
back the boundaries of feasibility. That’s the
appeal of my job.
5
131
L
E
D
it be
The Future of Light Starts Now
Audi is starting a whole new chapter in automotive light
technology – the Matrix LED headlamps will make their debut toward
the end of the year. A large number of individual, computer-controlled
LEDs generate a highly precise light.
132
133
Text
Johannes Köbler
Audi is the leading brand in automotive lighting technology.
The brand has been consistently and decisively driving progress for years.
1994
2003
2004
2008
2010
2011
2012
2013
2013
Second-generation xenon headlamps in the Audi A8
adaptive light in the Audi A8
LED daytime running lights in the Audi A8 W12
Full-LED headlamps in the Audi R8
Networking of the headlamps with the navigation data in the Audi A8
Visually homogenous LED rear lights in the Audi A6
Dynamic indicators in the Audi R8
Full-LED headlamps for the compact class
EU confirms Audi as the first manufacturer of LED technology as an
eco innovation
Light pockets – the Matrix LED headlamps
mask out oncoming traffic and vehicles
driving in front, while illuminating the space
between them.
Marking light – individual LEDs emit three
short and carefully directed flashes at pedestrians
on the road, delivering clear warning.
134
Audi is starting a whole new chapter in auto
motive lighting technology. The Audi Matrix
LED headlamps* will make their debut in the revised A8, to be
launched at the end of 2013. They supply a light that ensures consistently excellent illumination without dazzling other road users.
The LED high beam is separated into a large number of small, individual diodes. A control unit either dims them or switches them on
and off individually in fractions of a second in accordance with the
situation.
Each headlamp on the Audi A8 contains 25 high-beam
LEDs, divided into groups of five that each share a common reflector. When the driver sets the light switch to “automatic” and activates high beam, the system kicks in at 30 km/h in town and at 60
km/h out of town. As soon as the camera in the A8 detects other
vehicles, the Audi Matrix LED headlamps mask out the high beam
in the necessary parts of the headlamp. The system is extremely
precise – oncoming vehicles and those driving in front are omitted,
while all areas between and alongside them remain illuminated by
high beam.
Once the oncoming traffic has passed, the high beam
returns the previously masked sections to full power. What the
driver experiences is a bright, homogenous high beam – significantly better than that of the mechanical masking systems used
by competitors. The Audi Matrix LED headlamps emit a light that
has a highly distinctive, crystal-like glow. They are also extremely
attractive and distinctive by day, thanks in part to a new look for the
daytime running lights.
Matrix LED technology has a great deal of fascinating
potential – in the size and design of the headlamps, the number of
individual LEDs, in their arrangement and in their functions. The
new Audi A8 is equipped with the so-called marking light, which is
coupled to the optional Night View Assist with pedestrian detection. When it detects a person in the critical area in front of the car,
individual LEDs direct a rapid series of three short flashes at him/
her – this makes the pedestrian stand out clearly against the background and provides a warning for both the individual and the
driver.
Furthermore, the LEDs in the Audi Matrix LED headlamps also take on the cornering light function by adjusting the
focal point of the light using targeted brightening and dimming in
the direction of the bend. By using the predictive route data provided by the MMI Navigation plus*, this occurs just prior to steering
wheel turn-in. The mechanical swiveling of previous systems has
now been replaced by electronic dimming. A further function in the
updated Audi A8 is the dynamic indicators. Blocks of LEDs in the
indicator blink at an interval of 150 milliseconds in the direction
that the driver wants to turn.
The lighting innovations from Audi mean more safety,
greater efficiency and attractive design. They benefit a large number of customers, with LED headlamps offered as of the compact
A3 model range. The Audi R18 e-tron quattro race car also used the
new technology in achieving its second victory at the 24 Hours of
Le Mans. On the straights, its LED light illuminated more than 800
meters ahead, while providing intelligent cornering light through
the bends.
Audi will continue progressively to extend its lead in this
field of technology. The vehicle light of tomorrow will react even
more precisely to its environmental conditions and communicate
with them in a variety of ways. It will be controlled fully electronic
ally and be even more attractive through new, dynamic functions.
135
Race use – the Audi R18 e-tron quattro used a
variant of the Matrix LED technology that
was specially developed for nighttime at Le Mans.
Track Record
Text
Hanna van der Velden
Stefanie Kern
Photos
Manfred Jarisch
Man versus machine; runner versus car!
Is that a fair comparison? The Encounter Technology Magazine uses an unusual
sprint test to conduct this – not entirely serious – analysis. This calls for
excellent response times, a fast start and plenty of power. Who will win in a
head-to-head over 60 meters.
136
137
1 Unequal pairing – runner Julian Reus goes
head-to-head with DTM driver Miguel Molina in
the Audi S5 Cabriolet.
1
4
4 After the start – the sprinter takes the
lead off the blocks.
5 Elite athletes – Julian Reus (left) and
Miguel Molina.
2 Starting shot – the unusual competition over
60 meters begins.
3 Tight finish – not until just before the
finish line does the Audi S5 Cabriolet overtake
the athlete.
5
Scan the QR code and follow the
thrilling duel live.
2
3
You might normally expect to find him on
the track at Brands Hatch or the Hocken
heimring. But today, Miguel Molina is entering unfamiliar territory;
instead of an asphalt race track, the Audi DTM driver is putting his
driving skills to the test on the running track at a sports ground. His
machine is an Audi S5 Cabriolet with 245 kW (333 hp).
The opponent is not just anyone; he is currently Ger
many’s fastest man. At the start of July, Julian Reus comfortably
won over both sprint distances at the German Athletics Champion
ships in Ulm. With 10.4 seconds over 100 meters, he was faster
than any man before him at the national level. And over 200 meters, too, he achieved world championship standards with a time
of 20.36 seconds.
It can therefore come as no surprise that the 25 yearold is pretty confident about this head-to-head. Ahead of the race,
he explains the reasoning behind his certainty thus: “Because of
the wet track and my lower weight, I would surely have to be a good
deal faster after the start.” He goes on to predict that “I will be in
front after the first 30 meters.” A body mass of 76 kilograms versus
1,955 kilograms of steel and aluminum, plastic and glass.
“On your marks …”
Julian Reus presses his fingertips to the red asphalt, his
feet clad in blue running shoes pushing firmly against the starting
blocks – the classic starting position for a sprinter. DTM driver
Miguel Molina, on the other hand, sits in his Audi S5 Cabriolet, his
right foot resting against the gas pedal, his hands gripping the
steering wheel. The track is wet with rain.
“… get set …”
Julian Reus stretches his arms and pushes himself from
the ground. Every muscle in his body is taut. Miguel Molina, too,
focuses his entire concentration on the start signal, his eyes fixed
on the finish line 60 meters in front.
… go!”
The starting shot fired by the referee echoes around the
sports ground. Julian Reus springs from the starting blocks like an
arrow from a stretched bow. The engine of the Audi S5 howls. But
before the wheels of the red sports car are able to move even a millimeter, the sprinter has already secured a lead.
The forecast made by Julian Reus ahead of the race
seems to have been correct. The sprinter covers almost 11 meters
per second, bringing him to a top speed of around 40 km/h. He set
his personal best of 10.09 seconds over 100 meters in 2012 in
searing sunshine and 35-degree heat. Isn’t that far to hot for that
138
139
kind of physical performance? “No, it’s much like a car that first has
to reach operating temperature,” explains the athlete. “The warmer the outside temperature, the more mobile the bones.”
High performance under extreme heat is something
with which Miguel Molina is also familiar. As a DTM driver, he loses
around two kilograms of body weight during a race. This is due to
the high temperatures inside the race car. “After just a couple of
laps, it can reach up to 60 degrees in there,” explains the Spaniard,
“which is why I drink at least a liter of water during the race.” The
fluid is fed into his helmet via a tube. After all, his hands have to
remain on the steering wheel at all times during the race.
In this unconventional race today between the two
sportsmen, Julian Reus has achieved a substantial lead of 20 meters on account of his explosive start. But the Audi S5 driven by
Miguel Molina is beginning to pick up speed. The quattro drive is
now delivering traction on the wet surface. The car catches up. Just
before the finish line, for the blink of an eye, the unequal opponents seem to be level, neck-and-hood.
When both of them cross the line, the time board lights
up. “6.34 seconds – that would be a new world record,” shouts
Julian Reus as he gasps for air, his arms propped on his thighs and,
despite all the exertion, a big smile on his face. A few meters further ahead, the red cabriolet comes to a halt. Miguel Molina is also
visibly surprised, “After that start, I really thought for a moment
that I wasn’t going to catch up,” he admits.
The comparison between man and machine over the
sprint distance was incredibly close – the Audi S5 Cabriolet prevailed, but was just 35 thousandths of a second ahead of the athlete over 60 meters. “I take my hat off to Julian’s performance,”
says Miguel Molina. The two sportsmen give each other high fives;
pat each other on the shoulder. Both had obviously enjoyed the
unusual experiment. “A funny idea,” says Julian Reus. “A run like
that is a once-in-a-lifetime experience.”
142
154
Air Time
The aerodynamics of Le Mans winner,
the Audi R18 e-tron quattro
Passion
Passion is a driving force of Audi’s development work.
Passion means love, sometimes lust and always full commitment.
Passion.
Tools of the Trade
The key tools of Audi Design
166
The sports car with the bull brand
celebrates an anniversary
Tools of the Trade
The most important tools of Audi Design
They turn dreams into reality – from an idea to the clay model of a prototype.
They facilitate perfection in form and are treasures of unimaginable worth – the golden
tools of Audi Design …
1
Pens and Pencils
2
CAD Modeling
In all their different variations, they bring expression to the ideas of the designers.
Before the model is made for real, it is brought to life on-screen with state-of-the-art technology.
142
143
3
CNC Mill
4
Rakes
It cuts and cuts and cuts. And finally, there it is: the basic form of the model in 3D.
Layer by layer, the model makers use these scrapers to “feel” their way to the desired form.
144
145
5
Hot Air Gun
6
Tool Kit
It takes more than a fine touch to shape the clay. It needs 2,000 watts.
Every model maker has one and guards it like a small treasure trove.
146
147
7
Stereolithography Apparatus
8
Design Tapes
Data, figures, parameters form models “out of nothing”: The SLA machine makes it possible.
Sensing forms is difficult. Applying form with tape alleviates the detail work done by the model makers.
148
149
Text
Johannes Hofsommer
3
Photos
Ulrike Myrzik
CNC Mill
The extension of the
computer
1
Pens and Pencils
An idea, a pen, a dream
– automotive future
2
CAD Modeling
Dry information technology meets pure
creativity
The Dream Reader
Lines must flow, say the designers.
In the hands of these experts
in form, pens and pencils glide
across the paper in sweeping, yet
gentle movements. Emerging
gradually from the lines is a sketch
that looks more like a work of
art than a draft of a future model.
From pencil, through fineliner
to marker – the variety of drafting
instruments knows no bounds.
They are the first tools for transforming the dream of a car of the
future into reality.
The Data Knife
Known as CAD (computer-aided
design) to the experts, this term
covers more than just number
crunching. The computer uses the
software to turn the data into
an initial virtual 2D model on the
screen. The conversion of these
numbers into visible results is just
the start of a process that ends
in an actual three-dimensional
model.
4
Rakes
Smooth surfaces and
sweeping forms are its
thing.
5
Hot Air Gun
Making the job of
model making as soft
as butter.
9
Clay Sculpting Blades
At the very heart of modelmaking: Used with sensitivity, they deliver the finishing touch.
150
151
The Form Cutter
It is the extension of the computer
in Audi Design – the CNC mill.
Using the data from the CAD mod
el, it shapes the modeling clay
– the material of which designers’
dreams are made – into its basic
form using boring and milling
heads. Applied to the clay via joystick, it operates down to nanometer precision. The resulting 3D
model provides the designers
with the basis for further shaping
by hand.
The Conductor
Smooth surfaces and sweeping
forms call for the highest level of
precision. They are among the
most challenging tasks facing a
model maker. And yet, the experts at Audi Design have no need
for a computer or data-based
tools, turning instead to traditional scrapers. These “rakes” as
the modelers refer to the triangular devices, become precision
instruments in the hands of crafts
men and women. Used with care
and a fine touch, they bring
final form to the model, just like a
conductor brings timing to an
orchestra.
The Heater
When cool, the clay is hard. At 60
degrees, however, it is as soft
as butter and malleable into any
desired form. Thus, the hot air
gun is a fundamental piece of
equipment for the designer. The
tool allows the model to be
altered, new clay to be added or
previously used clay to be
reshaped. In no time at all, the
2,000-watt blower heats the
material enough to permit work
to continue uninterrupted.
8
Design Tapes
They introduce color
and bring shape to
dreams.
6
Tool Kit
Magic treasure from
an almost forgotten
time.
7
The SLA machine
How models appear
from “nothing”.
The Box of Tricks
The tool kit used by the model
makers of Audi Design offers a veritable treasure trove of devices
for perfection in form – modeling
wires that fit into every corner
and crevice, pointing tools for
crafting the tiniest details and socalled “window mice” for magically carving right angles into
modeling clay. Also part of this
magical treasure chest are fin
ishers that looks a little like tiny
garden rakes, as well as slicks
that shape the material into any
desired form.
9
Clay Sculpting Blades
Precision to tenths of a
millimeter.
The Bands of Color
They are indispensible for making
contrasts, waves and arcs visible on the skin-colored clay mod
el – design tapes. Each color
serves a specific function. Black
makes visible the contrasts of the
subsequently painted model.
Blue helps the model makers find
the correct line. Brown supports form. Red and white are
used to mark distinctive points.
To highlight them even more,
the model makers use their tools
to work along these perfectly
applied lines.
Audi Design
The Finishing Touch
Light, pliable and with one toothed
cutting edge – clay sculpting
blades are at the heart of the mod
el maker’s toolbox. Available
in countless shapes and sizes and
individually adapted, the waferthin leaves of spring steel are the
perfect shaping tool. Through
them, the model makers are truly
able to feel the form beneath
their fingers as it takes shape. Mil
limeter by millimeter, the model
makers use the sculpting blades
to remove layers of clay, providing
the model with the finishing
touch necessary to pass the test
required to bring an Audi model to
the world’s roads.
The Miracle Machine
The acronym SLA stands for Stereo Lithography Apparatus*,
and its task is as complicated as
its name implies. From the
data provided by the CAD model
ing process, the stereolitho
graphy machine calculates a build
plan of individual model parts.
The data forms the basis for a
procedure that seems to verge on
the miraculous. Slice by slice, a
solid-state laser applies one layer
of epoxy resin after another,
until “out of nothing” a 3D model
appears. This later allows the
model makers to integrate indi
vidual add-on parts like side
air intakes into their clay models.
Hand-in-Hand
The tools in Audi Design are as varied and special as the people who work with them.
However, to ensure that a model reaches the end of the creative process looking like a complete and
fully formed entity, Audi Design relies heavily on dialogue and networking – fully in keeping with
the mission statement: the best ideas come from a team. The expertise of each individual, from designer
to model maker, flows together in this process. Creativity, craftsmanship and hi-tech go handin-hand at Audi – from the first sketch to the finishing touch. The experts, with all their creative and
technical skills, work together. Together on the automobile of tomorrow.
152
153
Aerodynamics in the Audi R18 e-tron quattro
That a car has to be aerodynamic is a fact that applies to both
motorsport and series-production vehicles – after all, the air is a source of
extreme resistance. Nevertheless, engineers face very different parameters in
the two disciplines. The fascination of form is accompanied by concrete and
highly differentiated demands for everyday and racing applications.
A I R
154
Scan the QR code and experience the
highlights of Le Mans 2013.
T I M E
159
The Calm of the Victor
The R18 e-tron quattro has secured its place in Audi’s museum
mobile – as it looked when it crossed the line, complete with battle scars. With two
Le Mans victories in succession, the LMP1 prototype has written motorsport
history. It is still competing in the World Endurance Championship, but will reach
the end of its career at the close of the season.
Text
Alexander von Wegner
Large volume
The original dimensions for the width, length and height of the rear spoiler
2,000 × 400 × 150 mm
The cd figure is one that every car driver
has surely heard of. It represents the coefficient of drag generated by a body and is measured in the wind
tunnel. Multiplied by the frontal area, it delivers the resistance
index of a car. The aim of the engineers is to optimize this figure.
In motorsport, too, the airflow around a car should be as efficient as possible. The frontal area, however, plays a secondary
role. Far more important is downforce – the force that pushes
the car onto the track and thus permits higher cornering speeds.
Aerodynamicists are working continuously on the optimization
of first-class race cars like the Audi R18 e-tron quattro, with which
the brand celebrated its twelfth Le Mans victory. The aim of the
engineers is to generate more downforce without increasing
drag – through new ideas for spoilers, bodyshell, underbody or
the diffusers front and rear.
The scale of the development steps is apparent when
you take a look at the first and the most recent Audi sport prototypes. The aerodynamic concepts could hardly be more different. The open Audi R8R from 1999 compared with the closed
R18 e-tron quattro – they have absolutely nothing in common.
At the start of the LMP project, Fondmetal Technologies was Audi’s aerodynamic partner. The engineers carried
out airflow testing in Italy with a 40-percent scale model. At the
time, models of this kind had tires made from carbon fiber that
were fixed from the outside. “The state-of-the-art is completely different today,” explains Axel Löffler, who was responsible
for aerodynamics for many years as Head of Chassis/Bodywork
Engineering. Jan Monchaux took over this role in 2013. “We now
work with 60-percent models. Thanks to the rubber tires of
today, we are able to simulate the airflow around the model far
more realistically. A movable floor in the wind tunnel likewise
helps achieve more exact measurements. We are also able to
fit the models with fully replicated, moving suspension components.”
The fundamental aerodynamic concept between the
individual generations of the LMP race cars from Ingolstadt and
Neckarsulm has developed considerably over the years. In the
R8R from 1999, the engine radiator still lay flat in the front end.
The warm air escaped through the hood in front of the cockpit
opening, flowing in part over the cockpit, as well as to the left
and right. In order to achieve better airflow around the rear end
and its spoiler, Audi integrated water and charge air coolers into
the side boxes of the Audi R8 next to the cockpit as of the year
2000. “This significantly improves airflow,” continues Löffler.
“And it gave us new latitude at the front end. We were able to
direct the air from the front diffuser far more cleanly.”
Considerably smaller
The current maximum measurements for the spoiler
1,600 × 250 × 150 mm
2006
Audi
R10 TDI
French Revolution – the 2006 season saw a
diesel sports car win the 24 Hours of Le Mans
for the very first time. The Audi R10 TDI
with its V12 engine was designed from scratch.
2010
Audi
R15 TDI
1999
Audi R8R
New record – the Audi R15 TDI with its radically
changed aerodynamics, the V10 TDI engine
and innovations such as its lithium-ion battery
broke a 39-year distance record at Le Mans.
First outing – Audi began a new era in motorsport with its 1999 Le Mans debut. The R8R was
the brand’s first LMP racing car.
2000
Audi R8
Outright winner – the Audi R8 with considerably
modified aerodynamics and a host of new details
made its debut in the 2000 season. By 2005, it
had won the 24 Hours of Le Mans five times.
160
161
Audi went one step further with the R15 TDI, which
set a new distance record at Le Mans in 2010. “The extremely
high nose enabled us to guide the air along the underbody with
very little turbulence. That helps with the ground effect, i.e. the
suction generated by the underbody,” says the expert.
But improvements aren’t always forthcoming. The
aerodynamicists have repeatedly had to accept restrictions.
With the introduction of diesel direct injection in the Audi R10
TDI in the 2006 season, the cooling requirement increased by
around 30 percent as a consequence of the different combustion
process. The R18 e-tron quattro, introduced in 2012, also has a
low-temperature circuit for cooling the hybrid system – presenting a further challenge. Nevertheless, no Audi LMP sports car
has ever been as aerodynamically efficient as the current hybrid
sports car.
Again and again, existing freedoms are also limited
by the regulations. When the project began in 1999, the rear
spoiler was permitted a maximum volume of 2,000 mm (width)
× 400 mm (length) × 150 mm (height). Today, the figures are
just 1,600 × 250 × 150 mm. Audi has managed to reclaim a large
proportion of the downforce lost with a host of individual solutions such as the suspended rear spoiler introduced on the R15
in 2009, which enables significantly better airflow around the
spoiler. By comparison, downforce drops considerably if the
spoiler supports are mounted beneath the wing. The new fastening principle spawned a large number of imitators.
The stipulations for the underbody have also
changed enormously. Since the Audi R10 TDI (2006), the profile
cross section has to rise to the flanks at an angle of seven degrees, while a central wooden panel beneath the chassis is now
part of the regulations. Since 2012, the rules also call for conspicuous openings above the wheels, as well as a fin on the back
of the race car. These are intended to prevent a car from lifting
off if it turns side-on at high speed, allowing the airflow to hit it
from the side. Under normal, head-on driving conditions, of
course, these openings don’t benefit the aerodynamics at all, in
fact restricting clean airflow across the top of the body.
Despite this kind of restriction, a modern LMP sports
car achieves a huge amount of downforce. Theoretically, it could
drive at high speed along the roof of a tunnel without falling.
The aerodynamic loads at play here prove very insightful. The
front diffuser and the rear spoiler together generate half of the
downforce, while the underbody and the rear diffuser account
for the other half. This downforce works against an unavoidable
lift generated by the airflow around the cockpit and over the
bodyshell. It equates to roughly a quarter of the downforce produced.
The Beauty of Function
The race car aesthetics are particularly apparent at the front of
the Audi R18 e-tron quattro – here, the front right wheel arch. Slender CFRP
sections guide the air, while the large splitter generates downforce at the front
axle. Solutions like this are also attractive for Audi’s series-production design.
162
163
“The regulations have progressively limited our freedom quite considerably,” sums up Axel Löffler. “Before, we were
able to implement the desired configurations for fast tracks like
Le Mans and for slow road circuits in the American Le Mans
Series with a single bodyshell variant. The narrow scope now
forces us to optimize a car for one set of requirements only,
which is why we produced a variant of the R18 e-tron quattro
with a longer rear end specifically for Le Mans 2013.”
The longer rear end is just the most visible change.
The entire aerodynamics of the hybrid sports car were changed
for Le Mans 2013 in order to accommodate the specific requirements. The extreme nature of the conditions can be illustrated
in numbers – this year, Audi works driver André Lotterer drove
the fastest lap at the 24-hour race at Le Sarthe, reaching in the
process an average speed of 242 km/h. This kind of speed is
possible on no other track in the FIA World Endurance Championship (WEC).
The engineers repeatedly find ways to improve aerodynamic efficiency, i.e. the relationship of downforce to drag.
This quotient expresses how much the aerodynamicists have
improved the downforce of the race car without increasing drag
by the same degree. Since 1999, Audi has increased the aerodynamic efficiency of its LMP sports cars by around 65 percent.
“The extent of this aerodynamic progress is evident in the lap times,” emphasizes Audi’s motorsport boss Dr.
Wolfgang Ullrich. “Naturally there are a great many other influencing factors – drive, tires, chassis, ultra-lightweight design
and weight distribution. Just as a comparison, the fastest lap at
Le Mans in 2006 was 3:31.211 minutes. The R10 TDI had 12
cylinders, a displacement of 5.5 liters and, with more than 480
kW (650 hp), was our most powerful LMP sports car. This year,
the best lap time was 3:22.746 minutes. Our cars were more
than eight seconds faster. The V6 TDI engine in the Audi R18
e-tron quattro, however, was allowed a maximum displacement
of just 3.7 liters and had an output of around 360 kW (490 hp).
A substantial part of this progress is attributable to optimized
aerodynamics.”
With more than 650 hp
In 2006, the Audi R10 TDI at Le Mans achieved a lap time of
2013
3:31.211 min
Audi
R18 e-tron
quattro
Just 490 hp
The current Audi R18 e-tron quattro circled the track in
3:22.746 min
Better in the long run – the Audi R18 e-tron quattro that
won the 24 Hours of Le Mans in 2013 had an aerodynamically
optimized bodyshell with a long rear end.
2011
Le Mans
New Rules for 2014
Audi
R18 ultra
Ready for the future – the closed Audi R18
ultra sports car has been delivering considerably
improved aerodynamic efficiency since 2011.
2012
Audi
R18 e-tron
quattro
Quantum leap – the R18 e-tron quattro continues
the aerodynamic ideas of the previous year. The
revolution was in the hybrid drive, with the front
axle powered temporarily by electricity.
164
Development steps – CFD calculations prove
that the suspended rear spoiler first used
in 2009 (above) was considerably more efficient.
The extra winglets were added to the rear
spoiler in 2013 (right).
As of 2014, a completely new conceptual approach applies in the world of LMP sports cars. For the first time, the focus is
no longer on the restriction of power output. Instead, the regulations define race cars entirely on the basis of efficiency. Displacement, number of cylinders, the permitted volume of intake air and
fundamental aspects of forced induction have been largely opened
up. The limitation is now on the available amount of energy per lap,
which is down by up to 30 percent. In addition, the registered vehicle manufacturers must opt for one of four classes permitting
varying degrees of recuperated energy. The maximum amount of
recovered energy that can be used in any one lap is now 8 megajoules, up from the previous Le Mans figure of 3.5 megajoules.
Works race cars must use at least one and up to a maximum of two hybrid systems. The winner is the one who builds the
most efficient car and travels the farthest with the pre-defined
amount of energy in a given time, i.e. drives the fastest. LMP1 prototypes like the Audi R18 e-tron quattro will also look significantly
different next year. Much narrower wheels and an overall width
reduced by 100 millimeters will give the top race car class in Le
Mans and the FIA World Endurance Championship a very different
appearance.
165
ears
50 Y
hini
org
amb
of L
Text
Fabian Hoberg
4
Conflict – between tractor maker Lamborghini and
Enzo Ferrari. “You stick to your tractors and let me
build my sports cars,” were allegedly the words of
the Commendatore when Ferruccio suggested a few
improvements to his 250 GT. Be it fact or fiction,
Lamborghini decides to build his own, better sports
cars.
5
2
1963 – Lamborghini founds the company Automobili
Lamborghini to produce super sports cars to his tastes
and to his high standards – and to stick it to his rival.
Eye catcher – the Miura at the 47th Salon
de l’Automobile in Brussels (background photo).
Ferruccio Lamborghini – After the war, the Italian
founds a company in 1948 to produce desperately
needed tractors. Eleven years later he fulfills his
dream of an uncompromising and powerful sports car.
The industrialist is already one of Italy’s wealthiest
men.
1
Fighting bull – Ferruccio Lamborghini (born 1916)
may not be a torero, but he is a doer, undaunted, born
under the star sign Taurus and blessed with the will of
a fighting bull. And for this reason, not only is the
brand’s insignia the Toro, but also virtually every one
of its models is named after a famous fighting bull.
3
Tractor – Farming machinery may well be slow, but it
is incredibly powerful. Indispensable for agriculture
and reconstruction after the war. Ferruccio Lamborghini
begins with a tractor cobbled together from American
war relics and from it creates the Lamborghini Trattori
empire.
166
6
Sant’Agata Bolognese – The small town close to
Bologna and Modena has been the home of Lambor
ghini since it was founded – much to the pride of its
citizens.
7
350 GTV– The first Lamborghini prototype and predecessor to the first series-production model: The 350
GT is a chic coupe with an extremely elegant design.
120 vehicles are built in the space of three years; the
two-door is driven by a 3.5-liter V12 with 280 hp.
8
Miura – The revolutionary super sports car from Lam
borghini delivers the big breakthrough. Fans are impressed not only by the 3.9-liter V12 with up to 400
hp, but also by the design, with its eyelashes above
the retractable headlamps. With a top speed of around
300 km/h, the coupe with the transversely mounted
mid-engine is one of the fastest cars of its time.
Named for fighting bull breeder Eduardo Miura, the
car is now an absolute icon, extremely expensive and
one of the bedrocks of the company legend.
Icon – the Miura, with its up to 400 hp, is one of the cars that
established the company legend (background photo).
9
Terra di Motori – The Emilia-Romagna is a region that
is not only home to a fine balsamic vinegar, but is also
famous for fast cars. As well as Lamborghini, Ferrari,
Maserati and Ducati also have their factories here.
11
Countach – A wedge of a car built from 1974 until
169
1990, with a V12 mid-engine, of course, and an output of up to 455 hp. The racer from the pen of Bertone
designer Marcello Gandini nevertheless has to endure
three company owners and a bankruptcy during its
production time. Popular in gaudy colors among all
kinds of celebrities. In Piedmont, the name roughly
translates as “super, cool, fantastic”.
10
Espada – the four-seat sports coupe was designed by
Bertone and, from 1968 until 1978, combines sporting character with comfort. The Espada’s top speed of
245 km/h makes it for a long time the fastest four-
seater in the world.
12
13
1998 – Takeover by Audi. After a series of owners, Audi
takes the helm in Sant’Agata and raises not only sales,
but also, first and foremost, quality, sporting character and reliability.
Diablo – As of 1990, the devil drives a Lamborghini
and, depending on the variant, at up to 360 km/h. A
total of 2,903 vehicles are built over eleven years. For
the first time, with all-wheel drive, too.
14
Murciélago – The super sports car named for the courageous fighting bull from the Córdoba Arena, takes
over the devil’s ride in 2001. With its 6.2-liter V12 and
580 hp, it is the first model to appear under the aegis
of Audi.
168
15
Gallardo – Ten cylinders, from 368 to 419 kW (500 to
570 hp), “normal” doors, all-aluminum structure, allwheel drive, a unique Lamborghini through and
through. And the most successful ever. More than
13,750 units have left the assembly shop since 2003.
16
Power boats – Anything that can deliver such force on
the road can surely measure up on the water, too.
Specially developed V12 engines with up to 1,000 hp
kick up a storm at the end of the 1980s in offshore
power boats.
17
Don Johnson – As Sunny Crocket in TV series Miami
Vice, he may well drive a Ferrari. But in his private life,
the actor uses engines from Sant’Agata – for his racing
boat in the American Powerboat League. In 1988 he
becomes World Champion in the Outboard Perfor
mance Craft class.
21
Urus – The study of a new super SUV shown in 2012 is
slated for market launch in a couple of years and, with
up to 600 hp, will deliver fun on all kinds of surfaces.
20
Study – interior of the Urus super SUV
(background photo).
LM002 – Who invented the power SUV? Well, it certainly was not the Swiss. In 1982, Lamborghini presents an extremely potent SUV – before this term even
existed. The LM002 with a 5.2-liter V12 and 444 hp is
launched in 1986. With a top speed of more than 210
km/h, the LM002 is for a long time the world’s fastest
off-road vehicle.
22
All-wheel drive – The power must get to the road,
which is why the Italians gave the Diablo all-wheel
drive. For years now, the guys in Sant’Agata have been
banking on power delivery through all four wheels for
most variants.
23
Prova – Before a car is delivered, it has to be tested.
This usually takes place on the back roads of Modena,
where years gone by saw Lamborghini test drivers
happily have a go at their colleagues from Maserati
and Ferrari. All in the interests of the customer, of
course.
18
Aventador – Currently the most powerful bull in the
Sant’Agata arena. “515 kW (700 hp) kicking you in the
behind”, is an approximation of the name, which has
already, of course, belonged to a successful fighting
bull. As is fitting, the power comes from twelve cylinders and a displacement of 6.5 liters. An open road
will allow a top speed of 350 km/h.
170
19
V12 – There are very few brands in this most elite
class of engine design. For 50 years, Lamborghini has
always had a V12 in its lineup, currently with up to
750 hp.
24
Bizzarini – Giotto Bizzarini, born 1924, is considered
the father of the legendary twelve-cylinder engine.
The brilliant engineer, who worked previously for
brands such as Alfa Romeo and Ferrari, develops a
V12, initially with a displacement of 1.5 liters for
Formula 1. He expands the power unit for Lambor
ghini, at first to 3.5 liters and 358 hp – at almost
10,000 rpm.
30
Veneno – The superlative in super sports cars. Only
three units of the 1.4-tonne, 552 kW (750 hp) road
rocket are being built, at a sticker price of three million
Euros each – excluding tax. The incredible thing is that
the Veneno is road legal in every country of the world.
31
Filippo Perini – The current Head of Design for the
brand with the bull is responsible for its extreme, angular and sporty design. The products of his pen include the Aventador, launched in 2011.
25
Balboni – The test driver of all test drivers, hired by
Ferruccio himself. A silent star at Lamborghini, long
since part of the brand legend and a popular guest at
classic car rallies and auto shows. The Gallardo LP
550-2 Valentino Balboni is named for him – with rearwheel drive for the perfect drift.
Good name – the interior of the Gallardo LP 550-2
Valentino Balboni (background photo), named for
the famous Lamborghini test driver (photo above).
26
28
V10 – Compact, lightweight, powerful. The V10 engine in the Gallardo generates up to 419 kW (570 hp)
from a displacement of 5.2 liters.
Walter de Silva – The Italian car designer awakens
Lamborghini to a new brilliance. In 2002, he becomes
Head of Design for the Audi Group (Audi, Seat, Lam
borghini) and partly responsible for the visual success
of the brand. He is now in charge of overall design for
the Volkswagen Group.
27
Luc Donckerwolke – He is not only the designer of the
Murciélago and the Gallardo, but also the car artist for
the Michael Vaillant comics. The Peru-born Belgian is
currently working his pencil magic for Bentley.
LP – Stands for Longitudinale Posteriore and refers to
the position of the engine. The motor is mounted longitudinally (Longitudinale) in the vehicle as a midengine (Posteriore) in front of the rear axle.
29
Formula 1 – Whatever Ferrari can do, Lamborghini
wants to do it, too. Between 1989 and 1993, the
brand’s engines are used by racing teams Lola, Lotus,
Ligier, Minardi and Larrousse.
172
32
33
e-Gear – Only with the automated, sequential transmission is it possible to master sprints of around three
seconds stress-free. The future belongs to e-Gear,
with Lamborghini customers increasingly opting to
shelve the purely manual transmission.
34
Turbo engines – Forced induction has so far been
frowned upon in Sant’Agata. Thanks to the high revving concept, the V10 and V12 naturally aspirated
units deliver plenty of power. In the Veneno, this is up
to 552 kW (750 hp) – enough for a top speed of 355
km/h.
35
Mid-engine – An optimum weight distribution with
masses concentrated around the vertical axis is the
be-all and end-all for a super sports car. In the ideal
scenario, the engine is just in front of the rear axle –
for amazing handling and excellent traction. And
which is the concept used by Lamborghini?
38
Short production runs – What do you give people that
already have everything? Something that is absolutely exclusive. Lamborghini has an excellent tradition of
extremely short production runs like the Reventon or
the Veneno presented this year.
39
Espresso – Some drivers need a shot of caffeine to get
them up and running. Lamborghini drivers simply
have to fire up their engines.
40
36
Egoista – Every big boy would simply die for a gift like
this. A one-off – extreme, aggressive, eccentric, penned
by Walter de Silva and his design team. The V10 in this
Gallardo delivers 600 hp.
37
16 – Exclusivity is an absolute given at Lamborghini.
A total of just 16 different models have left the factory gates in the last 50 years, most in modest volumes. Model variants, on the other hand, are considerably more numerous. For the Gallardo alone, there
are currently six.
174
Sesto Elemento – The sixth element in the periodic
table is carbon. And the name of a super-lightweight
super sports car that is now being built in a short run
of just 20 vehicles. A curb weight of 999 kilograms
meets 570 hp. The sprint from 0 to 100 km/h is over
in just 2.5 seconds.
Super-light – interior of the Sesto Elemento,
which is being built in a very limited run of 20 units
(background photo).
41
AUDI AG – The Ingolstadt company has brought peace
and continuity to the somewhat turbulent Lambor
ghini history. The workforce had to continue through
five owners, including Ferruccio Lamborghini, before
rescue arrived from Germany in 1998. Ever since,
Lamborghini has been on the up and up, and Audi has
another top brand in its group. The perfect win-win
situation.
42
49
Carbon – Extremely light and extremely stiff substance from which automotive dreams are made.
Lamborghini has been working for a long time with
this lightweight material and is the only automotive
company to command the full range of expertise in
the field – from research and development to production of the entire monocoque.
48
43
Adrenalin – The hormone starts pumping as soon as
the engine fires up, regardless of the Lamborghini
model in question. Pushing the pedal to the floor sends
the heart rate and blood pressure soaring.
45
Winkelmann – Born in Berlin, but an Italian in more
than just his heart. Winkelmann has been in charge in
Sant’Agata since 2005 and has had a decisive impact
on the brand.
44
Show Cars – For Lamborghini, these are not just an
exercise for in-house designers. In their time, spectacular one-offs like the Athon, Bravo, Cala, Marzal,
Raptor, Miura Concept and Estoque supplied innovative impetus for tomorrow’s design.
Anniversary – the brand is celebrating its 50th
birthday with the Grande Giro Lamborghini –
here in Bologna (below) and Sant’Agata (background photo).
46
47
Form follows function – Extreme, unique and yet defined by optimum function down to the tiniest detail.
Lamborghini design is unmistakable.
176
50
Future – It all looks very rosy for Lamborghini. The fan
base in Europe and North America is absolutely loyal
and is being bolstered by new fans from the growing
super sports car culture in China.
Superleggera – The reference used by the Italians not
just for lightweight design, but also for the purist top
model in the V10 range. For the Gallardo Super
leggera, this means around 70 kilograms less compared with the series-production model and a 7 kW
(10 hp) increase in output to 419 kW (570 hp).
Designers – Many big names of the design world, such
as Bertone, Giugiaro, Gandini and Zagato, have immortalized themselves with Lamborghini, some of
them on production cars, some on studies.
Stealth bomber look – Those who want to avoid radar
detection turn to the invisibility cloak. Sadly, this only
works for airplanes. Nevertheless, the triangular design forms are pretty cool on a Lamborghini, too. Best
example: the Reventon.
Technical terms explained
Brief definitions of the terms used in this issue.
Glossary
Car-to-X communication
Car-to-X communication refers to a communications
technology whereby vehicles can communicate with
each other, with their owners and with the traffic
infrastructure via wireless networks. This benefits
fuel efficiency and safety and enables services such
as cash-free refueling.
Aeroacoustics
Aeroacoustics deals with the measurement and minimization of noise produced aerodynamically, i.e. due
to airflow.
Apps
This or app is the abbreviation of “application”, which
is a small program for use in devices such as smartphones or tablet computers.
Audi e-gas
Audi e-gas is derived from water and carbon dioxide
using electricity from renewable sources; the end
product is synthetic methane – Audi e-gas. The powerto-gas facility built by Audi in Werlte, Emsland, produces Audi e-gas for the new Audi A3 Sportback gtron, delivering a ground-breaking well-to-wheel
balance.
Fiber Reinforced Polymers (FRP)
Fiber reinforced polymers (FRP) are materials in
which fibers, such as carbon fibers, are embedded
into a polymer in several layers for reinforcement.
Forged Composite
Forged Composite is an innovative lightweight material used by Automobili Lamborghini that consists of
short carbon fibers interwoven into an extremely
tight matrix. It has only a third of the density of titanium, yet is able to withstand high loads.
Networked – Audi Car-to-X systems are creating
completely new communication structures.
CFRP
CFRP is the acronym for “carbon-fiber reinforced
polymer”, whereby carbon fibers are embedded into
a polymer in several layers for reinforcement.
cylinder on demand (COD)
Cylinder-on-demand technology is a further development of the Audi valvelift system. By closing the
valves, it switches off half of the cylinders under
partial load – two in the 1.4 TFSI, four in the 4.0 TFSI.
The engine continues to run smoothly, but uses less
fuel.
GRP
The acronym GRP refers to glass-fiber reinforced
plastic, commonly referred to as fiberglass. Audi is
promoting the application of GRP in many areas, in
cluding suspension coil springs.
HMI (Human Machine Interface)
HMI refers to a user interface between man and machine – such as a keyboard, a touchscreen or gesturecontrol technologies, whereby the user no longer
makes contact with the equipment.
Machine polished
During machine polishing, surfaces are turned to a
very high-precision finish using a diamond cutting
tool. The machined material has a mirror-like surface
finish; further honing or polishing process steps are
not required. Audi uses this process for producing
items such as wheel rims.
210 kilograms – the ASF bodyshell of the Audi R8
is made entirely from aluminum.
Audi valvelift system (AVS)
The Audi valvelift system is a technology that switches
valve lift between two settings in accordance with
load and engine speed. Depending on the execution,
AVS serves to reduce throttling or scavenging losses.
In both cases, the system increases torque while
simultaneously reducing fuel consumption.
Extrusion process
Extrusion is the forcing under pressure of materials
through an opening. The resulting part has the same
cross section as the opening. At Audi, this process is
used to produce a large number of aluminum parts
for the ASF bodyshells of the A8, R8 and TT models.
MMI Navigation plus
MMI Navigation plus is a high-end media center. It
combines a hard-drive navigation system with an
audio system and further infotainment elements. In
some Audi models, this can be expanded to MMI
touch, where a touchpad facilitates the input of letters, characters and numbers with the index finger.
Audi connect is a further technical enhancement to
MMI Navigation plus: It generates the connection to
the internet and brings tailor-made Audi connect
services into the car.
Plug-in hybrid (PHEV)
A plug-in hybrid is a vehicle with hybrid drive whereby
the battery can also be charged externally by plugging it into the electricity grid.
High-end effects – polished cast aluminum wheel
for the Audi A1.
LTE (Long Term Evolution)
The acronym LTE stands for Long Term Evolution and
refers to a new mobile communication standard that
transmits data five to six times faster than the current UMTS network. Transmission rates of up to 100
Mbit/s make data-intensive infotainment functions
like HD television or video conferencing possible
while on the move. Audi is the first manufacturer to
offer LTE fully integrated into the car. The first model
is the S3 Sportback.
Carbon-fiber reinforced ceramics
Carbon-fiber reinforced ceramics are suitable for
use in disc brakes subject to high loads. The composite material is lighter, has better heat dissipation
properties and a longer service life than steel. Plus,
it is also corrosion free.
178
MMI
MMI is the abbreviation for “Multi Media Interface”
and is an Audi term for a user interface that facilitates the operation of all infotainment components
in a single display and control system, and the simple, quick and intuitive use of a wide range of functions and technologies.
Piloted driving
At Audi, piloted driving is the application of technologies that enable a vehicle to drive autonomously
without any input from the driver.
Desmodromic valve control
After opening, the intake and exhaust valves of an
internal combustion engine are normally closed via
valve springs. Desmodromic valve control does not
use these springs. Instead, the valves are closed via
additional closing lobes on the camshaft. This technology facilitates high revs, thus increasing engine
power. The desmodromic technique was developed
for Ducati by Fabio Taglioni, and still remains a feature of the specialist motorcycle brand.
Downsizing
In automotive engineering, downsizing refers to the
reduction in the displacement of an engine that, due
to efficiency-increasing measures, subsequently
generates a level of power comparable to that of an
engine with greater displacement.
The future of the headlamp – Audi’s Matrix LED
technology.
NEDC
NEDC means New European Driving Cycle. It is used
in Europe for the objective evaluation of vehicle fuel
consumption, and consists of four consecutive city
drives and a cross-country drive. The total driving
time is 1,200 seconds.
Four from eight – the 4.0 TFSI uses the COD
system under partial load.
179
Recuperation
Recuperation means the recovery of kinetic energy
under deceleration. During trailing throttle and braking, the generator converts the kinetic energy into
electric energy, which is temporarily stored in the bat
tery. Recuperation reduces fuel consumption and is
an important element in all hybrid and electric drives.
Singleframe grille
The term Singleframe grille refers to the distinctive
design of the radiator grille on Audi models that has
become such a powerful feature of the brand. The
design of the Singleframe grille differs depending
on the model family (Q, A and R models), with fine
differentiation also existing within the individual
model ranges.
Friction stir welding
In this process, two components are clamped together and then welded using a spinning welding
head under the application of pressure and temperature by stirring the materials together in a soft
but non-liquid state. Audi uses this technology in
several areas, including the manufacture of its socalled hybrid wheels.
Power-to-gas – the Audi e-gas facility in Werlte
(Emsland) produces environmentally friendly fuel.
Audi Space Frame (ASF)
Audi Space Frame refers to an extremely stiff aluminum framework structure for the vehicle bodyshell.
The use of aluminum delivers a considerable weight
reduction that improves fuel economy and efficiency.
Audi is also making increasing use of other lightweight materials in bodyshell design.
Matrix LED headlamps
At Audi, the term Matrix LED refers to an intelligent
headlamp that uses a large number of LEDs to generate light. If necessary, the control unit switches
some of them off to prevent dazzling other road
users. The rest of the carriageway remains very well
illuminated.
Powerwall
A powerwall is a device for the presentation of computer-generated virtual reality in real time. In order
to create a spatial impression, two images from different perspectives are generated and presented on
a rear projection wall. This is also known as stereo
projection.
PTC auxiliary heater
Highly efficient TDI engines and electric motors produce so little waste heat that adequate interior heat
ing is possible only with auxiliary heating, such as
that generated by PTC elements (PTC = Positive Temperature Coefficient).
Rapid prototyping
Rapid prototyping covers a range of different processes with which prototype parts can be produced
directly from CAD data.
The evolution of the Singleframe grille – the Audi
crosslane coupé concept car.
Stereolithography (SLA)
Using stereolithography, a part is built up layer-bylayer via points materialized in space. An epoxy resin
that hardens in the presence of light is cured in thin
layers by laser, gradually creating a three-dimensional model. The part is usually produced fully automatically from computer-generated CAD data.
Torque vectoring
Torque vectoring means the distribution of driving
force to the wheels. On many Audi models, this function is handled by the sport differential.
UMTS
UMTS is the acronym for Universal Mobile Telecom
munications System, a standard for the wireless
transmission of data.
Well-to-wheel
Well-to-wheel refers to the examination of the entire process involved in producing and using fuels,
from the oil well to the transmission of power to the
wheels of a vehicle. Well-to-wheel analysis serves to
measure the entire energy consumption required
and its associated CO₂ emissions – used mainly to
establish the carbon footprint of a vehicle.
WLAN
WLAN is the abbreviation for Wireless Local Area
Network, a localized network system that enables
computers and phones to access the internet wirelessly.
Imprint
AUDI AG
85045 Ingolstadt
Responsible for content:
Toni Melfi,
Head of Communication,
I/GP
Editors:
Oliver Strohbach
Concept and Realization:
reilmedia
Graphic Concept and Layout:
stapelberg&fritz
Organization:
Fabian Ullmann
Authors:
Janine Bentz-Hölzl
Ann Harder
Michael Harnischfeger
Fabian Hoberg
Johannes Hofsommer
Stefanie Kern
Johannes Köbler
Volker Koerdt
Sabrina Kolb
Stefan Kotschenreuther
Marlon Matthäus
Hermann Reil
Hanna van der Velden
Alexander von Wegner
Gold Winner
Gold Winner
Copy editing:
Winfried Stürzl
Translation from German:
Elaine Catton
Photography:
Katrin Ebner
Uwe Fischer
Bernhard Huber
Manfred Jarisch
Ulrike Myrzik
Illustrations:
Steven Pope
Barbara Stehle
sxces Communication
Post Production:
Wagnerchic – Digital Artwork
Druck:
Druck Pruskil
Subscription:
You can subscribe for free to the
Encounter magazine series.
Simply send a brief e-mail with
your mailing address to:
[email protected]

The Volt-age 50 Years of Lamborghini Orient Express Chinese High

Transcription

Similar documents

Audi R8C - SLOT.IT

Jimmy Defore - Feld Entertainment

From Trieste - Joe Sherman

A SAEPIO CASE STUDY

Vehicle PDF

` Charging the V8 Audi Driver Annual Awards

audi sailing series 2012

Audi TT Accessories