Encounter, The Audi Brand Magazine No. 7 (English, 2013)

The Audi Technology Magazine 2/2013
The Volt-age
Page 78
Air Time
Page 154
Orient Express
Page 46
50 Years of Lamborghini
Page 166
Terra di Motori
Page 18
The Winds of Change

Page 116
LED it be
Page 132
Chinese High Life

Page 68
The Audi Technology Magazine 2/2013
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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.
How do we operate against the backdrop of increasingly scarce resources and growing sensitivity for CO 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 worlds 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. Yours,
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
Prof. Dr. Ulrich Hackenberg Member of the Board of Management of AUDI AG Technical Development
Encounter Technology
Contents
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Mindset.
18 40
Terra di Motori Cabrio trip to Ducati and Lamborghini
Skills.
78 68
Chinese High Life On the Audi China Road Test up the Kunlun Pass
Passion.
142
Tools of the Trade The key tools of Audi Design
Captain Future Dr. Ulrich Hackenberg a portrait
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The Volt-age The future of mobility starts here Audi A3 Sportback e-tron
154
Air Time The aerodynamics of Le Mans winner, the Audi R18 e-tron quattro
Orient Express A visit to the Audi R&D Center Asia in Beijing
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Magazine Technology news from around the world
166
High-Speed Editing Interview with Wu Zheng, publisher of auto motor und sport in China
94
50 Years of Lamborghini The sports car with the bull brand celebrates an anniversary
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Third Dimension Comfort is not a luxury-class privilege the Audi A3 models
178
Sharing the Future New mobility concepts for commuters Audi Urban Future Initiative
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Glossary An explanation of some of the terms used in this edition
Pleased to meet you: Nicolaus Otto. My pleasure: Rudolf Diesel. Two worlds of technology at Audi
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Imprint
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142
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114 116 122
Ground Wave Vision of the future wireless charging
122
The Winds of Change The Audi e-gas facility in Werlte
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
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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 Audis 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 SantAgata 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.
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Terra di Motori Cabrio trip to Ducati and Lamborghini
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Where others leave off Dr. Ulrich Hackenberg a portrait
Orient Express A visit to the Audi R&D Center Asia in Beijing
46
Sharing the Future New mobility concepts for commuters Audi Urban Future Initiative
58
Mindset.
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.
Terra di Motori
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 Audis Italian subsidiaries Ducati and Lamborghini. A stunning car awaits us for this journey into the Italian summer an Audi RS 5 Cabriolet.
SantAgata Bolognese Modena San Cesario sul Panaro Maranello Bologna
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Text Michael Harnischfeger
Photos Uwe Fischer
It doesnt 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
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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 clich old farmsteads pop up now and then along the road. This region exudes a laid back feel that is highly infectious.
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,
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 SantAgata Bolognese the home of Lamborghini, the brand with the bull.
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4 Glass palace the Lamborghini factory museum, opened in 2001 in SantAgata, 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

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. 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 dellAutomobile 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 dellAuto 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 dellEmilia 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 SantAgata 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. For further information go to: www.emiliaromagnaturismo.it
6 Open or closed the Audi RS 5 Cabriolet is at home on the roads of the Terra di Motori.
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.
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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 SantAgata Bolognese the town is proud of its famous sports car brand.
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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.
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 Rs lightweight titanium conrods and a reduced-weight flywheel deliver highly responsive high-revving characteristics. The twocylinders 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 cant 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.
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.
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
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 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.
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* see glossary, pp. 178179
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Ducati CEO Claudio Domenicali on the essence of his brand and the role of the Italian motorcycle manufacturer within the Audi Group. 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 doesnt 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 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 Ducatis 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.
About Ducati
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. Ducatis 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 Societ 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.
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 were 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.
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Ducati 916
Manufacturer: Ducati Motor Holding S.p.A. Production period: 1994 to 1998 Class: Superbike Engine data: Liquid-cooled, two-cylinder, four-stroke, 90V engine Four valves per cylinder, electronic injection Displacement: 916 cm Power: 83 kW (112 hp) at 8,500 rpm Torque: 92 Nm at 6,900 rpm Transmission: 6-speed Drive: Chain Brakes: 2 discs front / one disc rear Wheelbase: 1,410 mm Seat height: 790 mm Curb weight: 201 kg Top speed: 255 km/h Acceleration 0100 km/h: > 3 s
Ducati 1199 Panigale R

Manufacturer: Ducati Motor Holding S.p.A. Production period: since 2013 Class: Superbike Engine data: Liquid-cooled, two-cylinder, four-stroke 90 V engine Four valves per cylinder, electronic injection, regulated catalyst Displacement: 1199 cm Power: 143 kW (195 PS) at 10,750 rpm Torque: 135 Nm at 9,000 rpm Transmission: 6-speed Drive: Chain Brakes: 2 discs front / one disc rear, ABS Wheelbase: 1,437 mm Seat height: 825 mm Curb weight: 165 kg Top speed: > 270 km/h Acceleration 0100 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 SantAgata Bolognese with its legendary pizza? Whatever it is, this is where we begin the second day of our Giro dItalia, 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, todays 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 cant 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 CO-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 farmers 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 SantAgata 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 Murcilago, the Diablo, the Countach and, above all, the Miura. It was this car
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.
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 its 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
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 companys 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 brands design language. Combined with the increased power output of the 6.5liter V12 to 552 kW (750 hp), this delivers a 0100 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 companys 50th anniversary 100 years of innovation in half the time.
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.
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Maurizio Reggiani, Director of Research and Development, on the Lamborghini DNA and the spectacular Veneno. 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 companys 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. 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 youll 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, wouldnt 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 dont do anything without testing it for use in series production. 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 Audis 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.
About Lamborghini
With Automobili Lamborghini S.p.A., the Audi Group includes one of the worlds most well-known names in sports car manufacturing. The company in SantAgata 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 companys 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 Italys 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 companys founder stepped back from the automotive business. Following several changes of ownership, the company was taken over by AUDI AG.
Extreme and cool.
1 Fine tuning the pitch angle of the mighty rear spoiler can be adapted to the route profile in one of three positions. 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.
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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 Displacement: 6489 cm Power: 552 kW (750 hp) 8,400 rpm Torque: 690 Nm at 5,500 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 0100 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 Photos Ulrike Myrzik
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Vorsprung durch Technik is still Audis core brand value, and one that we must continue to expand.
Dr. Ulrich Hackenberg
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. Theres 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 Germanys industrial heartland in the Ruhr valley, which gave him his typically West phalian temperament work hard and be thorough, precise and reliable.
Dr. Ulrich Hackenberg 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.
Dr. Ulrich Hackenberg 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 companys 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 Volkswagens Brand Board for Development. Under his leadership, the Modular Transverse Matrix was devel oped and the Volkswagen brands 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.
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 Audis 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. Hes not only an outstanding engineer, detail-obsessed and a real car guy no, hes 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 groups immense skills base. In spite of his calm demeanor, Hackenbergs 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.
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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, its 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, CO 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 cant beat the plug-in right now. With zero-emissions city driving and great long-distance range, its the best solution for the customer. The customer must have added value or he wont 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. Were 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 CO emissions of just 85 grams will be launched soon. Were 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 CO 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 its 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 cant 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 peoples nerves with his obsession for detail? No, that doesnt 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 doesnt fit, its 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 dont 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.
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.
Dr. Ulrich Hackenberg
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.
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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 Audis second home and its first.
Orient Express
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. 46 Encounter Technology
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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.
Intakhab Khan heads up the Infotainment Tech Center.
Hans Ouyang supports the Head of the Development Center as a technical assistant. Text Hermann Reil Photos Manfred Jarisch
Jingwen Wu is a designer.
Adelaida De Miguel Moreno heads up development support in the Total Vehicle and Homologation function.
The location in the Beijing district of Chaoyang couldnt 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 Audis 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 Fhrlinger, head of the new development center. That makes this country, which has long become Audis 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 Fhrlinger. 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 brands development, and for employees in Ingolstadt and Neckarsulm, in Gyr 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.
Hoai An Nguyen is responsible for project coordination in Electronics Development.
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Ines Schenzinger is Technical Assistant to the Head of Total Vehicle Development.
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.
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 Fhrlinger. 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 Fhrlinger. 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 arent 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. Fhrlinger 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. Fhrlinger 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, Fhrlinger 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 Fhrlinger, 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 Fhrlinger, the plug-in-hybrid* offers benefits, as range and self-reliance are also extremely important to Chinese customers.
Helmut Sponer is Head of Chassis Development.
Chun Fu works as an engineer on drive electrification.
Blanca Xu is an assistant supporting the Head of Electronics Development.
Friederike Wesner coordinates building projects.
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Marco Isliker is a project engineer in Chassis Development.
Wouter Kets is a designer.
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 Fhrlinger 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 didnt 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.
We are entering a decade that will see design trends heavily influenced by China. Design inspi ration usually comes from places undergoing change.
Lorenz Fhrlinger heads up the entire development center in Beijing.
Mingyu Yang is an engineer in Electronics Development.
Weiyan Zou is an attorney handling the issue of patent law.
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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, Beijings 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 Fhrlinger. 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 Audis international footprint, says Lorenz Fhrlinger.
Trong-Trung Huynh is an engineer responsible for virtual validation.
Songnian Chua works as an analytical engineer in vehicle testing.
Max Spuling works as an engineer in vehicle safety.
Henrik Faernstrand is also an engineer working in the field of vehicle safety.
Hannes Kerrer works as an engineer in Chassis Testing.
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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.
High-Speed Editing
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.
Text Hermann Reil
Photo Manfred Jarisch
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? Its really not that different from Germany and Europe just with dramatically shorter timeframes. Lets not forget, the era of product diversity began just ten years ago. Before that, there was the Santana, Jetta and Citron, 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. Its 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. Lets 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 arent 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.
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 its 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 arent very many of them right now, but that will grow quickly. Manufacturers shouldnt look at the sales figures alone. These kinds of cars are extremely important for brand image and positioning. What I dont 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 its a lot easier to think up a name than it is to make it a success. If the quality isnt right, it wont 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 dont even have a driving license.
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.
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.
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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.
More than 330,000 commuters stream every day into the US city of Boston. Its 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.
Roads, bridges, tunnels Cities are centers of mobility. What can automakers learn from them?
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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 Hwelers 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 Hweler throws on his coat, his car is already driving itself out of the garage to his front door. When he opens the drivers 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 Hweler 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 wont arrive on time for the first meeting in the office. The route changes immediately and directs him to a small caf close to the station. Instead of postponing the meeting, the spontaneous decision is to hold it there instead. This saves Eric Hweler 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 Hweler 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 Hweler + 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.
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Eric Hweler 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 Hwelers 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. Networked Mobility For the moment, Eric Hweler 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 USAs 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 Hweler, 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.
Down to the Last Meter

In the City Dossier Boston, Hweler + 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.
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.
ParknRide South Station
User ParknRide South Station
Destination
Many options From the car into the subway and then on foot; the City Dossier Boston analyzes the various commuter routes.
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
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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 doctors 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 Andr 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.
Reality check In Boston, Hweler + Yoon Architecture is working with Audi to analyze traffic flow problems and find solutions.
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.
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.
I cant 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
REVERSE COMMUTER TYPE
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
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 hes 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.
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The Volt-age The future of mobility starts here Audi A3 Sportback e-tron
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Magazine Technology news from around the world
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Third Dimension Comfort is not a luxury-class privilege the Audi A3 models
Pleased to meet you: Nicolaus Otto. My pleasure: Rudolf Diesel. Two worlds of technology at Audi
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All-Round Talent Hi-tech and design at the wheel five examples from Audi
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LED it be The future of light Matrix LED headlamps
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Skills.
Skills Audis great strengths include the skills of every single one of its employees. It lays the foundation for perfection and innovation
13:36 137 02:32 64.0 04:45 34.1 4,788 162.13

Time moving hrs:min Average speed km/h Total time hrs:min Overall average speed km/h Altitude m Total distance covered km
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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
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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. 1 Beijing 2 Changchun 3 Golmud 4 Lhasa 5 Foshan The capital city is home to the Audi Development Center Asia. The Audi A4 L, Audi A6 L, Audi Q5 and Audi Q3 are produced here. 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. Lhasa in Tibet is the endpoint of the 1,142kilometer Golmud-Tibet railroad and also the destination of the G109 mountain pass. The city will be Audis 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. 2
Route km
Text Hermann Reil
Photos Manfred Jarisch
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. Theres 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 Chinas 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 dont forget, Golmud already stands at an altitude of around 2,800 meters.
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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. Theres 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.
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. Thorough every stop is used to carry out routine checks on the test cars. Stretching into the distance in long bends and with a steady, almost imperceptible climb, the G 109 pass heads inexorably upward.
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In Colorado, our colleagues drive up to 4,400 meters. This makes the Kunlun Pass something quite special in Audis global testing program. Nowhere else do we get any higher. Thomas Urban
4,788
The air pressure was 556 hectopascals at an altitude of 4,788 meters The full pressure of the earths 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 earths surface. We dont 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. 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.
Altitude m
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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 dIseran, 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 Audis 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 brands 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
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 O 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 wont 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, Europes highest mountain. Behind us, the QinghaiTibet Plateau seems to stretch to infinity. Theres another almost 1,000 kilometers to go to Lhasa. But thats 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 doesnt, 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 Audis 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.
Change tire damage is part of the everyday routine, especially in desert regions with long stretches of sand. Supplies this is why the standard equipment includes plenty of spare wheels, plus additional supplies delivered along the way. Display the data in the GPS device are stored with the vehicle data.
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Surprising things can happen in the highly complex control of all the functions in our cars, because you cant simulate an extreme situation like the one up here. Thomas Urban
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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.
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It is now almost 4:00 p.m. We have been up here almost all day far too long so its 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. Its 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.
Well-trained lighting a cigarette at almost 5,000 meters is a skill mastered only by the Chinese test drivers. Safety an emergency ration of oxygen is always in the car on such high-altitude trips. Standard the most important tool for a test driver is the laptop for reading the data loggers in the cars. Professionals engineers Thomas Weidlich (left) and Thomas Urban are used to strenuous journeys through this enormous land.
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. Theres 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 cant 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.
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Scan the QR code and follow the Audi China Road Test on the Kunlun Pass.
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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.
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Text Johannes Kbler
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 CO 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 Audis 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 Online Services

Functional overview of mobile online services 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 Vehicle data display Online portal and smartphone Average consumption Average speed Driving distance, driving time Remote-control air conditioning scheduling Online portal and smartphone Start/stop air conditioning immediately Configure air conditioning Departure air conditioning timer Notifications and warnings
The Displays
Everything in sight the power meter (left) and the DIS display provide information on the work of the hybrid drive.
Remote-control charge scheduling Online portal and smartphone Start/stop charging immediately Configure maximum charge current Notifications and warnings Departure charge timers including optional electric air conditioning
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The Concept
Drivetrain with hybrid components 1 2 3 4 5 6 7 8 9 10 11 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
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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.
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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.
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.
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 1 2 3 4 5 6 7 8 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 4 3 2 2 1 1 3 4 5
The Charging Equipment

5 5 5 5 System overview of the charging components 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
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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

Technical Data System power System torque Power, 1.4 TFSI Torque, 1.4 TFSI Power, electric motor Torque, electric motor Battery capacity / voltage 0100 km/h Range in electric mode Total range in the NEDC* Consumption to ECE standard CO emissions to ECE standard Top speed Length / width / height Wheelbase Curb weight Audi A3 Sportback e-tron 150 kW (204 hp) 350 Nm 110 kW (150 hp) 250 Nm from 1,750 to 4,000 rpm max. 75 kW max. 330 Nm 8.8 kWh / 280 to 390 V 7.6 s up to 50 km up to 940 km 1.5 l/100 km 35 g/km 222 km/h 4,310 / 1,785 / 1,424 mm 2,630 mm 1,574 kg
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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 Audis most advanced power units. In the engine compartment, it is mounted around six centimeters further to the right than usual (seen from the drivers 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 engines 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 Audis 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 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 lOuest (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 years 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 cars 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.
The Cooling of the Electric Motor

Sophisticated the electric motor is cooled together with the TFSIs charge air cooler via a separate low-temperature circuit (NT 1).
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 MGUs 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 cars conventional components.
Three-Way Clutch
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
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.
Winner the Audi R18 e-tron quattro won the 24 Hours of Le Mans in 2013, too, following a tough race.
Technical data Displacement, TDI Power, TDI Torque, TDI Output, electric motors Top speed Length / width / height Curb weight
Audi R18 e-tron quattro 3,700 cm above 360 kW (490 hp) approx. 850 Nm above 280 kW approx. 330 km/h 4,650 / 2,000 / 1,030 mm 915 kg
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Magazine
Only those prepared to look beyond their horizonscan evaluate and build on their own progress. Technology news from around the world.
Text: Marlon Matthus
BAM
Wooden Future
Image source: www.shutterstock.com
Heated up a laser detects even the smallest cracks.

Free run virtual traffic lights optimize traffic flow.
Three-Dimensional Views
Deep Heat
Green Wave
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For further information go to: www.cmu.edu Encounter Technology
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.
Image source: www.shutterstock.com
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.
For further information go to: www.nature.com Floating images the new displays function without 3D glasses.
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 fr Materialforschung und -prfung (Federal Institute for Materials Research and Testing) have developed a laser-based process that en ables 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 physi cal extent of the heat resistance.
Image source: Nature
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.
For further information go to: www.tff-kassel.de
Image source: Virtual Traffic Lights, LLC and Carnegie Mellon University
For further information go to: www.bam.de
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Image source: Ulsan National Institute of Science & Technology
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Vision will the contact lens display succeed Google glasses?
Image source: Tufts University
Lightning-Fast Reflexes
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 vehicles 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.
For further information go to: www.vtt.fi
Image source: VTT
Dissolved fluids convert electronic components to compost.
Bio-Computer
In Your Eye
Google Glass data glasses could perhaps be just an unwieldy tran sitional 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 mix ture 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, how ever, 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.
For further information go to: www.unist.ac.kr
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.
For further information go to: dhairyadand.com Tangible a touchscreen that lives up to its name.
Image source: Dhairya Dand
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.
For further information go to: now.tufts.edu
US
Safe travel modern technology warns drivers of black ice.
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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.
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Aeroacoustics In the Audi Wind Tunnel Center, sticky tape is an important tool in the search for possible sources of wind noise.
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Scan the QR code and find out more about the seating comfort in the new Audi A3.
Operating safety In the Variable Ergonomics Model, Jrg Wendrinsky from Ergonomic Concept Development can establish whether all control elements are within easy reach.
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All online the large, high-resolution LED monitor also displays Facebook and Twitter messages, or the nearest fuel station.
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.
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!
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3 In the picture in the lab vehicle, Dr. Andr Ebner shows the 3D graphics that provide an easy explanation of functions in the Audi A3 4 Firmly seated robots in the haptic lab check the MMI operating unit for its durability under continuous use. 1
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. Its 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 cars 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, its 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.
2 Listen up! Artificial heads like this one have microphones in their ears to measure interior acoustics from an occupant perspective.
All measurement results are then discussed on an interdisciplinary level and solutions sought in a joint approach. Its 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 Audis Technical Development department. The first step is the dimensional concept. Jrg 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 drivers 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.
The Audi A3 passed this test with flying colors. All operating elements are positioned within easy reach of the drivers 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. Andr 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 800480 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.
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P leased to meet you : N i C olaus O tto .
M y pleasure : R udolf D iesel .
Text Johannes Kbler
Photos Bernhard Huber
Two combustion processes, two technical worlds, two Audi engineers Jrgen Knigstedt and Ulrich Wei discuss the strengths and perspectives of spark and compression-ignition engines.
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25 years ago, the first Audi TDI engine was the big pioneer in the automotive industry. It added dynamics to the mix.
Ulrich Wei
Ulrich Wei 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.
Jrgen Knigstedt Born in Cologne, he studied Mechanical Engineering in Aachen, coming to Audi in 1996 via Volkswagen. Knigstedt (51) heads up the development of spark-ignition V engines from six to ten cylinders.
Herr Knigstedt, Herr Wei, as engineers, you are the ideal heirs to two great inventors, Nicolaus Otto and Rudolf Diesel. What impresses you most about their engine concepts? Knigstedt: 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 cant complain about any lack of challenge in the task. Wei: 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.
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 thats not bad. Wei: 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 ships crossing from Belgium to England. His engine entered series production in a car in 1936.
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.
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.
Audis TDIs are becoming increasingly sporty, and the spark-ignition engines increasingly efficient to what extent are the two engine types converging? Wei: 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. Knigstedt: 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
If the engines are becoming increasingly similar, does that mean there are more shared components? Knigstedt: 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. Wei: In areas such as software and thermal management, we use functionalities of a modular nature. What my colleague and I dont 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? Wei: 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.
Eight cylinders Rapid acceleration

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.
Four cylinders Constant driving

The car is rolling along under low to medium load. Cylinders 2,3,5 and 8 are deactivated. Fuel consumption drops considerably.
No cylinders Stop
At a standstill, the start/stop system switches off the engine. This makes a major contribution to efficiency.
Illustrations: sxces Communication
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4.0 TFSI
Data* Bore / stroke Displacement Cylinder spacing Power Specific output Torque Compression Weight
* For RS 6 Avant and RS 7 Sportback
3.0 TDI B iturbo

Data Bore / stroke Displacement 6 7 8 Cylinder spacing Power Specific output Torque Compression 9 Weight 83.0 / 91.4 mm 2,967 cm 90 mm 230 kW (313 hp) from 3,900 to 4,500 rpm 77.5 kW (105.4 hp) per liter of displacement 650 Nm from 1,450 to 2,800 rpm 16.0 : 1 209 kg 3,993 cm 90 mm
84.5 / 89.0 mm
412 kW (560 hp) from 5,700 to 6,600 rpm 103.1 kW (140.2 hp) per liter of displacement 700 Nm from 1,750 to 5,500 rpm 9.3 : 1 224 kg
The 4.0 TFSI is a fascinating and powerful sports engine it takes Audis 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.
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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.
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14 3 15 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
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Illustrations: Steven Pope
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
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Variable cylinder head with adjustable valve lift on the exhaust side, FSI direct injection and additional manifold injection.
The hi-tech four-cylinders 1.8 TFSI and 2.0 TFSI

In the Audi A4 and A5 Coup, the 1.8 TFSI emits just 134 grams of CO per km, yet generates a sporty 125 kW (170 hp). Its innovative technologies also feature in the new 2.0 TFSI.
Over the next few years, we envisage further savings in fuel consumption for spark-ignition engines of roughly 15 percent.
Jrgen Knigstedt
Flexible sophisticated rotary valve module for thermal management; individually con trollable cooling circuits for cylinder block and head.
Knigstedt: 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. Its never easy to dash out in front. On the subject of downsizing how small might an Audi gasoline engine be in future? Knigstedt: 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. If Nicolaus Otto and Rudolf Diesel were alive today would they still be the great, ingenious inventors? Wei: 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. Knigstedt: 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. 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? Wei: Thats 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 Knigstedt: 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. Herr Knigstedt, Herr Wei, do you see yourselves as partners or as rivals? Knigstedt: We are both big car guys, and each of us has huge respect for the work of the other Wei: and we are also quite happy to look over each others shoulders without reservation. My wedding car was an R8 Spyder that my colleagues were nice enough to lend to me. Knigstedt: I spent some time recently in a diesel company car, and it wasnt bad at all.
New manifold integrated into the cylinder head as part of thermal management and for reducing exhaust gas temperature under high loads.
Nicolaus Otto was an entrepreneur in the best sense of the word. Jrgen Knigstedt, Head of Development, V Spark-Ignition Engines
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.
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Even Rudolf Diesel would work today in a large team. Ulrich Wei, Head of Development, Diesel Engines
Illustrations: Steven Pope
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Turbocharger Diesel particulate filter Throttle valve Electrically driven compressor Bypass valve Charge-air cooler
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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
Illustrations Barbara Stehle
Motor 2 M
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Diode
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Secondary coil
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 Peers 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 Peers electric toothbrush.
Primary coil
230V~
Ground Wave
114 Encounter Technology 115
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 childs play of it when it comes to a halt over the charging plate, the battery charges wirelessly and the LED headlamps light up.
Energy Transition in the Tank Inspired by Mother Nature, Audi is producing the first CO-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.
The Winds of Change
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.
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Text Janine Bentz-Hlzl
Photos Katrin Ebner
Pure magic raw biogas from the neighboring biogas facility is cleaned in the amine wash (pictured right and below). The extracted CO serves as a raw material for methanization to Audi e-gas.
Filling up without a guilty conscience. Audi is the first automaker worldwide to offer a holistic concept for CO-neutral mobility. Audi and its project team have opened the Audi e-gas facility* on a 4,100 m 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 facilitys 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 CO released when driving is that which was previously bonded into the fuel during the production process. Around 2,800 metric tons of CO 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 CO 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.
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 CO 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. 2 Electricity supply electricity generated via renewable energy is the base product for Audi e-gas. 3 Electrolysis three electrolyzers powered by renewable electricity split water into oxygen and hydrogen.
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. 6 Visitor Center guest information.
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(CO)-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 Encounter Technology * see glossary, pp. 178179 119 Encounter Technology
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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 CO per kilometer.
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.
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Hydrogen (H) Carbon dioxide (CO) Water (HO) e-gas (CH)

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Washing and drying all the raw materials for Audi e-gas have to be processed to a high degree of purity. CO is dried in the gas dryer (pictured above); the last traces of brine are removed from the hydrogen in the gas wash (pictured below).
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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.
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In the first stage, water (HO) is split into its constituent elements oxygen (O) and hydrogen (H) 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 (CO) from the atmosphere necessary for their biomass. The plant grows and absorbs increasing quantities of CO until, at the end of its lifecycle, it dies and releases the stored CO back into the environment. This is a continually repeating natural cycle. The e-gas facility mimics this cycle. It bonds carbon dioxide (CO) with hydrogen (H) to create e-gas or methane (CH). 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 CO 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 CO-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 CO emissions when the vehicle is running on conventional CNG. With Audi e-gas, the CO footprint drops even farther by more than 80 percent. The point is that the production of Audi e-gas absorbs CO; as a consequence, the fuel production actually has a negative footprint. It is not until the car is driven that the previously stored CO is released once more. As in nature, this creates a CO cycle and the vision of CO-neutral mobility becomes a reality. If you then add into the equation the CO 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 CO per kilo meter.
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Renewable electricity Oxygen (O) Water (HO) Hydrogen (H)
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Scan the QR code and find out more about the Audi e-gas facility.
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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
Photos Ulrike Myrzik
1 Hybrid Wheel
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2 Active Aero Wheel

124 Encounter Technology 125 Encounter Technology
3 Forged Wheel
1 Hybrid Wheel Audi A5

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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 wheels 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.
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 wheels 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

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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

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The wheels of the RS cars accentuate the powerful dynamics of Audis 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.
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4 Cast Wheel
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5 Aluminum Technology Wheel

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 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.
4 Cast Wheel Audi A1

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.
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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.
+ 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.
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. Thats the appeal of my job.
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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.
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Text Johannes Kbler
1994 2003 2004 2008 2010 2011 2012 2013 2013
Audi is the leading brand in automotive lighting technology. The brand has been consistently and decisively driving progress for years. 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.
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.
Marking light individual LEDs emit three short and carefully directed flashes at pedestrians on the road, delivering clear warning.
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.
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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.
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1 Unequal pairing runner Julian Reus goes head-to-head with DTM driver Miguel Molina in the Audi S5 Cabriolet. 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.
4 After the start the sprinter takes the lead off the blocks. 5 Elite athletes Julian Reus (left) and Miguel Molina.
Scan the QR code and follow the thrilling duel live.
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 manys 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. Isnt that far to hot for that
kind of physical performance? No, its 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 wasnt 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 Julians 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.
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Tools of the Trade The key tools of Audi Design
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Air Time The aerodynamics of Le Mans winner, the Audi R18 e-tron quattro
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50 Years of Lamborghini The sports car with the bull brand celebrates an anniversary
Passion.
Passion Passion is a driving force of Audis development work. Passion means love, sometimes lust and always full commitment.
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
In all their different variations, they bring expression to the ideas of the designers.
1 Pens and Pencils
Before the model is made for real, it is brought to life on-screen with state-of-the-art technology.
2 CAD Modeling
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It cuts and cuts and cuts. And finally, there it is: the basic form of the model in 3D.
3 CNC Mill
Layer by layer, the model makers use these scrapers to feel their way to the desired form.
4 Rakes
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It takes more than a fine touch to shape the clay. It needs 2,000 watts.
5 Hot Air Gun
Every model maker has one and guards it like a small treasure trove.
6 Tool Kit
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Data, figures, parameters form models out of nothing: The SLA machine makes it possible.
7 Stereolithography Apparatus
Sensing forms is difficult. Applying form with tape alleviates the detail work done by the model makers.
8 Design Tapes
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Text Johannes Hofsommer
Photos Ulrike Myrzik
CNC Mill The extension of the computer
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.
Pens and Pencils An idea, a pen, a dream automotive future
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.
Rakes Smooth surfaces and sweeping forms are its thing.
CAD Modeling Dry information technology meets pure creativity
Hot Air Gun Making the job of model making as soft as butter.
At the very heart of modelmaking: Used with sensitivity, they deliver the finishing touch.
9 Clay Sculpting Blades
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Design Tapes They introduce color and bring shape to dreams.
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. The Finishing Touch Light, pliable and with one toothed cutting edge clay sculpting blades are at the heart of the mod el makers 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 worlds roads.
Audi Design
Tool Kit Magic treasure from an almost forgotten time.
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. 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.
Clay Sculpting Blades Precision to tenths of a millimeter.
The SLA machine How models appear from nothing.
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.
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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.
Scan the QR code and experience the highlights of Le Mans 2013.
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The Calm of the Victor The R18 e-tron quattro has secured its place in Audis 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
2,000400150 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 Audis 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 Lffler, 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 Lffler. 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
1,600250150 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 brands first LMP racing car.
2000 Audi R8
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 arent 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 dont 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.
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.
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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 Audis series-production design.
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With more than 650 hp In 2006, the Audi R10 TDI at Le Mans achieved a lap time of
2013 Audi R18 e-tron quattro
3:31.211 min
The regulations have progressively limited our freedom quite considerably, sums up Axel Lffler. 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 Andr 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 Audis 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.
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 Audi R18 ultra
Le Mans New Rules for 2014
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).
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.
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.
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Text Fabian Hoberg
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.
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 lAutomobile 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 Italys wealthiest men.
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 brands insignia the Toro, but also virtually every one of its models is named after a famous fighting bull.
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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.
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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.
SantAgata 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.
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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).
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.
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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.
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Espada the four-seat sports coupe was designed by Bertone and, from 1968 until 1978, combines sporting character with comfort. The Espadas top speed of 245 km/h makes it for a long time the fastest fourseater in the world.
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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.
1998 Takeover by Audi. After a series of owners, Audi takes the helm in SantAgata and raises not only sales, but also, first and foremost, quality, sporting character and reliability.
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Murcilago The super sports car named for the courageous fighting bull from the Crdoba Arena, takes over the devils ride in 2001. With its 6.2-liter V12 and 580 hp, it is the first model to appear under the aegis of Audi.
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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 worlds fastest off-road vehicle.
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.
Study interior of the Urus super SUV (background photo).
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.
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.
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 SantAgata for his racing boat in the American Powerboat League. In 1988 he becomes World Champion in the Outboard Per for mance Craft class.
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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 SantAgata have been banking on power delivery through all four wheels for most variants.
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Aventador Currently the most powerful bull in the SantAgata 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.
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.
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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.
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.
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Balboni The test driver of all test drivers, hired by Ferruccio himself. A silent star at Lambor ghini, 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).
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.
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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.
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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.
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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.
Luc Donckerwolke He is not only the designer of the Murcilago 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.
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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.
Formula 1 Whatever Ferrari can do, Lambor ghini wants to do it, too. Between 1989 and 1993, the brands engines are used by racing teams Lola, Lotus, Ligier, Minardi and Larrousse.
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Turbo engines Forced induction has so far been frowned upon in SantAgata. 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.
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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.
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?
Espresso Some drivers need a shot of caffeine to get them up and running. Lamborghini drivers simply have to fire up their engines.
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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.
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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).
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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.
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.
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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.
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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 tomorrows design. Winkelmann Born in Berlin, but an Italian in more than just his heart. Winkelmann has been in charge in SantAgata since 2005 and has had a decisive impact on the brand.
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.
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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.
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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.
Anniversary the brand is celebrating its 50th birthday with the Grande Giro Lamborghini here in Bologna (below) and SantAgata (background photo).
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).
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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.
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Form follows function Extreme, unique and yet defined by optimum function down to the tiniest detail. Lamborghini design is unmistakable.
Technical terms explained Brief definitions of the terms used in this issue.
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.
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. 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.
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.
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.
Glossary
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.
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 plas tic, 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.
The future of the headlamp Audis Matrix LED technology. 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. 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. 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. Piloted driving At Audi, piloted driving is the application of technologies that enable a vehicle to drive autonomously without any input from the driver. 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. 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 coup 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 mu nications 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 CO 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.
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.
Four from eight the 4.0 TFSI uses the COD system under partial load. 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. 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.
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.
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. 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.
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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-Hlzl Ann Harder Michael Harnischfeger Fabian Hoberg Johannes Hofsommer Stefanie Kern Johannes Kbler Volker Koerdt Sabrina Kolb Stefan Kotschenreuther Marlon Matthus Hermann Reil Hanna van der Velden Alexander von Wegner
Copy editing: Winfried Strzl 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: encounter-magazine@audi.de
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The Audi Technology Magazine 2/2013

The Winds of Change

Chinese High Life

The Audi Technology Magazine 2/2013

Captain Future Dr. Ulrich Hackenberg a portrait

Orient Express A visit to the Audi R&D Center Asia in Beijing

Magazine Technology news from around the world

Third Dimension Comfort is not a luxury-class privilege the Audi A3 models

Glossary An explanation of some of the terms used in this edition

114 116 122

Ground Wave Vision of the future wireless charging

The Winds of Change The Audi e-gas facility in Werlte

LED it be The future of light Matrix LED headlamps

Terra di Motori Cabrio trip to Ducati and Lamborghini

Where others leave off Dr. Ulrich Hackenberg a portrait

Orient Express A visit to the Audi R&D Center Asia in Beijing

SantAgata Bolognese Modena San Cesario sul Panaro Maranello Bologna

Text Michael Harnischfeger

Photos Uwe Fischer

Places to visit in the Terra di Motori

Ducati Motor Holding S.p.A. Fascination is V-shaped

* see glossary, pp. 178179

Ducati 1199 Panigale R

Automobili Lamborghini S.p.A. 50 Years of the bull

* see glossary, pp. 178179

Extreme and cool.

* see glossary, pp. 178179

Dr. Ulrich Hackenberg Biography

* see glossary, pp. 178179

Intakhab Khan heads up the Infotainment Tech Center.

Ines Schenzinger is Technical Assistant to the Head of Total Vehicle Development.

Helmut Sponer is Head of Chassis Development.

Chun Fu works as an engineer on drive electrification.

Blanca Xu is an assistant supporting the Head of Electronics Development.

Friederike Wesner coordinates building projects.

* see glossary, pp. 178179

Marco Isliker is a project engineer in Chassis Development.

Wouter Kets is a designer.

Lorenz Fhrlinger heads up the entire development center in Beijing.

Mingyu Yang is an engineer in Electronics Development.

Weiyan Zou is an attorney handling the issue of patent law.

* see glossary, pp. 178179

Trong-Trung Huynh is an engineer responsible for virtual validation.

Songnian Chua works as an analytical engineer in vehicle testing.

Max Spuling works as an engineer in vehicle safety.

Henrik Faernstrand is also an engineer working in the field of vehicle safety.

Hannes Kerrer works as an engineer in Chassis Testing.

Text Hermann Reil

Photo Manfred Jarisch

Sharing the Future

Text Stefanie Kern

Down to the Last Meter

ROAD WARRIOR TYPE

User ParknRide South Station

* see glossary, pp. 178179

STRAP HANGER TYPE

REVERSE COMMUTER TYPE

* see glossary, pp. 178179

Magazine Technology news from around the world

Third Dimension Comfort is not a luxury-class privilege the Audi A3 models

LED it be The future of light Matrix LED headlamps

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