Encounter - Technology Magazine, August 2015

The Audi Technology Magazine
2/2015
Audi e-tron quattro concept

Audi will electrify the Frankfurt Motor Show with a dynamic concept study. The sport SUV delivers 370 kW
of power and a range of more than 500 kilometers. Its aerodynamics are revolutionary. Page 12
HIGH
VOLTAGE
Matrix MANagement Page 20 Greater than the Sum of its Parts Page 30
Part of the Wind Page 40Auto-Biography Page 46 Upside Down Page 58
Bends Discussion Page 74 In G[R8] Shape Page 84 Racing Wheels Page 92Magazine Page 98
Audi Pilot Page 102 Operation Carbon Page 108 Hot or Not Page 114
Tomorrows Autonomous Thinkers Page 120 Double Quick TTime Page 128
Highly Charged Page 132 Easy Glider Page 136 Mission to the Moon Page 144
The Audi Technology Magazine

2/2015
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Editorial
2/2015
2015 is the year of our big product offensive. We are

launching no less than twelve new Audi models two of which are
the focus of this Encounter Technology magazine. The new Audi R8,
the sporting spearhead of our brand, and the new Audi A4, our
bestselling car and thus the backbone of the four rings.
We are transferring the characteristics of our successful
full-size SUV, the Audi Q7, into the car markets biggest segment,
the mid-size class and in so doing, making the A4 a pioneer.
Compared with its predecessor, 90 percent of its parts are new
bringing our customers a considerable and clearly noticeable plus
in terms of performance, efficiency, connectivity and comfort.
The new R8 super sports car carries the motorsports
genes of our brand and stands for the direct transfer of the very
latest technology from the race track to the road.
Three central innovations define the new R8: heightened performance with more power than ever before, consistent
driver focus in the interior and aesthetic lightweight design with a
high proportion of carbon fiber.
From the very first minute in the new R8 and the new
A4, you can feel the force of our innovations. And that is what we
demonstrate to you in the pages that follow.
These two automobiles and their family members are
perfect examples of how we are shaping the automotive future
with sporty and emotional products presented in an unmistakable
design; products that are pioneering in their efficiency and sustain
ability, digitalization and connectivity.
As engineers, we live and breathe the Audi spirit the
decisive Audi values that we are continuously creating anew for our
customers. For us, Vorsprung durch Technik is far more than the
sum of all our individual developments. For us, it is about sustain
able innovation in all strategically important areas of future technology. On reading this magazine, you will see that we are already
right in the middle of that future.
Yours,
For us, Vorsprung durch Technik is far more than the sum of all our
individual developments. For us, it is about sustainable
innovation in all strategically important areas of future technology.
Prof. Dr.-Ing. Ulrich Hackenberg
Prof. Dr.-Ing. Ulrich Hackenberg
Member of the Board of Management of AUDI AG
Technical Development
Encounter Technology
Skills.
Passion.
12
58
120
20
74
128
CONTENTS Mindset.
30
High Voltage
Sport SUV with electric drive.
The Audi e-tron quattro concept study.
Upside Down
What do Audi cars look like from
underneath? Theres plenty to discover.
Matrix MANagement
Prof. Dr. Hackenberg in dialogue on
the new Audi A4 and its matrix.
Bends Discussion
Three R8 variants, three development
engineers, one hot day
in Neuburg an der Donau.
30
84
Greater than the Sum of its Parts

Seven engineers and one designer
report on the A4 development.
In G[R8] Shape
Engine, ASF, quattro three strengths of
the new R8, explained by its engineers.
40
92
Part of the Wind

Tension leads to new ideas design and
aerodynamics in the new A4.
Racing Wheels
Focused on the driver the cockpit of the
new R8 and the R18 e-tron quattro.
46
Auto-Biography
The predecessors of the new Audi A4
a success story spanning 50 years.
98
46
58
144
Magazine
A glimpse beyond the Audi fence
technology news from around the world.
102
Tomorrows Autonomous Thinkers

Learning in competition students develop
software for piloted driving.
Double Quick TTime

Heart racer the Audi TT clubsport turbo
concept with e-turbo.
132
Highly Charged
Record breaker at the Sachsenring
the Audi RS 5 TDI competition concept.
136
Easy Glider
Relaxed cruiser for a stress-free feeling
the new Ducati Scrambler.
144
Mission to the Moon

Audi heads for space, together with a
research team from Berlin.
148
Imprint
Audi Pilot
Driving through Shanghai traffic with the
Audi A7 piloted driving concept.
108
Operation Carbon
Try-out how does Lamborghini repair
damaged CFRP components?
114
Hot or Not
3 kW are generated from 1 kW
the heat pump in the new
Audi Q7 e-tron 3.0 TDI quattro.
84
108
102
40
74
40
120
bar is the maximum oil pressure in the electro-hydraulically controlled multi-plate clutch.
It distributes the forces between the axles of the new Audi R8 in line with requirements.
degrees Celsius is the curing temperature for the carbon patches used by Lamborghini to repair damaged
parts. A try-out as an assistant doctor.
Page 84
Page 108
The new Audi R8

No other Audi production car is more powerful, no other is faster,
no other is closer to the race track
the new R8 stands for technology at the limit.
The Flying Doctors of Lamborghini

In SantAgata Bolognese there is a small group of specialists who repair
damaged CFRP parts on-location for customers all over
the world. This kind of work calls for highly specialized expertise.
380,000
kilometers is the distance of the moon from the earth. Audi intends to make the journey to
the earths satellite, together with Berlin research group, Part-Time Scientists.
Page 144
The Audi lunar quattro

Audi and the PTS team from Berlin want to land the piloted research
vehicle on the moon by the end of 2017
as part of the Google Lunar XPRIZE. Its top speed is 3.6 km/h.
0.25
is the cd figure for the Audi e-tron quattro concept. The sporty SUV, the concept study for the
Frankfurt Motor Show, is close to series production as is its battery-electric drive.
Page 12

Up to 370 kW of power, more than 800 Nm of torque, 0 to 100 km/h
in 4.6 seconds the Audi concept study makes a powerful
statement for the mobility of the future. Its large lithium-ion battery delivers
a range of more than 500 kilometers.
MATRIX
[MAN]AGEMENT
Prof. Dr. Hackenberg talks
about the MLB evo and the new Audi A4.
MINDSET
It is the courage to innovate that put Audi
at the top. The company wants to
expand that lead even further with a continual
flow of new ideas and a clear approach.
20
10
PART OF THE WIND

Harmony from tension design and
aerodynamics in the new A4.
40
HIGH VOLTAGE
Sport SUV with electric drive the
Audi e-tron quattro concept concept study.
Greater Than the Sum

of its Parts
Eight A4 makers report on
the development of the new model.
AUTO-BIOGRAPHY
50 years of success the predecessors to
the new Audi A4.
12
30
46
11
HIGH
VOLTAGE
Sporting character, refined performance and a range of more than 500 kilometers
the Audi concept study will make its debut at the Frankfurt Motor Show.
The large SUV provides a clear indication of Audis first high-volume electric car.
New look
The Audi e-tron quattro concept sports OLED light units front and rear.
At 4.88 meters long, it lies between the Q5 and the Q7,
but at just 1.54 meters high, it is considerably lower than both
production models.
12
13
0.25
The technical basis the MLB evo
The Audi e-tron quattro concept is based on the second generation of the
modular longitudinal matrix. It offers all the prerequisites
for a diverse range of drive concepts, including battery-electric drive.
Sailing into the wind

The aerosthetics concept displayed by the study unites highly emotional
design with revolutionary aerodynamics that
makes use of movable parts. The cd figure is just 0.25.
14
15
4.6
0 100 km/h: 4.6 seconds
The three electric motors in the Audi e-tron quattro concept deliver a combined output
of 320 kW and a true quattro feel. When the driver pushes the right
pedal to the floor, this soars to as much as 370 kW and more than 800 Nm of torque.
e-tron quattro
Ready for everyday use. The large battery beneath the
occupant cell enables a range of more than
500 kilometers. The electric motors work together as
required, also facilitating quattro drive.
16
17
OLED
Revolution on the inside
Taut lines and clear forms the interior of the
concept study looks light and airy.
The console on the center tunnel appears to float in mid-air.
Innovative technology
Large displays in OLED technology characterize the cockpit
of the concept study. The display in front of the driver
is slightly curved for better legibility. The exterior mirrors are replaced
by cameras and screens in the doors.
18
19
MATRIX
Text
Johannes Kbler
Photos
Ulrike Myrzik, Manfred Jarisch
[MAN]AGEMENT
Workshop discussion Audi A4
Prof. Dr. Ulrich Hackenberg, Audis board member for technical development,
talks about the importance of the modular matrix systems he conceived, about technology
transfer and about aerodynamics. The location is Audis aeroacoustics wind tunnel.
The object of discussion is the new Audi A4 Avant.
Expert eye
Dr. Hackenberg
at the open
tailgate of the new
Audi A4 Avant.
20
21
What happened after that?
Dr. Hackenberg, youre the father of the

Volkswagen Groups modular matrix strategy.
Whats the thinking behind Audis modular
longitudinal matrix?
Dr. Hackenberg: I developed the original idea for the
MLB at the start of the 1990s. I was responsible for
concept development when we conceived the Audi B5
the first A4 on the PL 45 platform. Our chairman Dr.
Pich thought that the design of the car had gotten too
big and we were set the task of shortening it by 75 millimeters. The A4 was a great success after that because
everything still worked really well together.
When we developed the C5 the first A6 a
short time later, it occurred to me to undo the shortening of the A4 and bring the car up to C standard in terms
of length and width. We defined the parts that determine the width as variable so that we could, for instance, increase the track. We kept the vast majority of
the remainder the same which was also where most
of the cost lay. Im talking here about the longitudinal
beams, the engine mounts, the safety structure. This
was how we were able to realize the new C class vehicle
for the same cost as the B class model plus changes.
2
cd 0.26
The long roof
edge spoiler on the
new A4 Avant
makes a major
contribution
to the low drag
coefficient.
Dr. Hackenberg: From 1998 until 2002, I worked for

Volkswagen and continued to develop the matrix idea
with the PQ 35 and its derivatives. When I later returned to Audi, the subsequent A4 and A6 models had
been further developed independently from one another again. And to correct that for the future, we conceived the modular longitudinal matrix under my
leadership. First we defined a driveline and then built
the bodyshell structure around it in a way that enabled
platform dimensions to be derived here, too. We incorporated the wheels into the flexible matrix and made
the platform scalable in height so that we could also
realize a Q model.

3
Highly refined
The fins on the outer
mirror casings
guide the air and thus
lower wind noise.
MLB
The MLB doesnt just
establish the architecture and
the technology modules
of our vehicles, but also
the architecture of the factories
we build them in.
2
4
Prof. Dr. Ulrich Hackenberg
1
Attention to detail
The tailgate of
the new A4 Avant can
be opened and
closed electrically and
by gesture control.
1
However, we didnt just establish the architecture and the technology modules of our vehicles
within the MLB, but also the architecture of the factories we build them in. This addresses things like joint
sequencing, jointing technology and materials parameters in bodyshell manufacturing as well as assembly
sequencing. Our aim was to establish a production hub
between the A4 and the A6 and between Ingolstadt and
Neckarsulm. Well-utilized factories obviously help secure long-term employment.
After that, you conceived the modular
transverse matrix
Dr. Hackenberg: The first MLB was the mother of all the
modern matrices. We transferred its idea into the
transverse world with the MQB in a highly systematic
manner and with a very high degree of flexibility in the
drive concepts. In Group factories, an electric car can
follow a gas model, which, in turn, can follow a diesel
vehicle similar to what were now also doing with the
MLB evo, the second-generation modular longitudinal
matrix.
4
Control center
A view across the
console. In the
foreground,
Beat Heinzelmann,
the aerodynamicist
responsible for
the new Audi A4 Avant.
22
How flexible is the MLB evo in terms of drive?
5
The MLB evo offers
us a high degree of
flexibility when it comes
to drive technologies.
Prof. Dr. Ulrich
Hackenberg, Audi board
member for technical
development.
Dr. Hackenberg: We are now adding electrified drives

to the classic internal combustion engines, the TDI and
the TFSI. We have developed a wide spread here from
the new technologies based on the 48-volt vehicle electric system, through plug-in hybrids like the Q7 e-tron
quattro to battery-electric vehicles (BEVs).
In general, we make all technologies suitable for the various different segments, even if we dont
necessarily have to use them everywhere it can very
well be that one BEV in the C segment is enough.
Depending on how the market accepts the car, we are
free to adapt its factory volumes. In this respect, we
have far more flexibility than one of our competitors,
which builds its electric models within a completely
new structure.
6
New solution
Additional openings
in the air intakes
ensure that air flows
past the wheels
while driving.
MLB evo
The matrix enables high
volumes due to standardization.
This leads to more consistent
quality and reduced costs.
What are the main determining factors in the

fundamental elements of the MLB evo?
7
Uneven split line?
Inaccurate fit?
The technical director
finds no flaws
on the new A4 Avant.
8
Elegant and effective
The black aero baffles
play a major role
in the defined airflow
separation at the rear.
8
Dr. Hackenberg: The layout of the front end, the position of the bulkhead and the installation position of the
engines are the same. The variable elements are the
seating position, the lateral positioning of the pedals
and the angle of the steering column. The track, wheelbase, overhang and the outer skin or the hat, as we call
it are, of course, completely flexible. The MLB evo covers all the models from the B, C and D segments as well
as the larger Q models. More than 60 percent of all
Audis sold are based on longitudinal engine concepts.
Once its fully rolled out, well be building more than
1.2 million vehicles per year on the MLB evo. Thats not
including other group brands using the matrix.
How strictly can you and must you manage a
matrix like this?
Dr. Hackenberg: All change proposals undergo a stringent decision-making process. Obviously, the matrix
always has to remain competitive, which calls for a certain degree of movement. Whats important, though,
is to retain the definition of the architecture, which also
determines production. The matrix provides our engineers with a set of guardrails. When youre driving on
the highway between guardrails, you feel safer and are
able to drive faster. Within the matrix, our engineers
can likewise work in a highly targeted and focused way.
24
25
What lightweight design technologies does

the MLB evo facilitate?
Dr. Hackenberg: In contrast to the MLB, the MLB evo is
extensively set up for material-mix technology. We can
make the bodyshell from steel or aluminum or a combination of both materials. As a mid-range model, the
new A4 is made largely of steel, while the C and D ranges
feature increasing amounts of aluminum in line with
our motto: the right material in the right amounts in
the right place. I can also well imagine CFRP being used
in the future A8.
What technologies in the MLB evo have a
particularly strong impact on the Audi brand?
Dr. Hackenberg: Further weight reduction is a major
issue, as is engines. Emissions legislation has dramatically tightened the CO targets and we have to adapt
accordingly. Factors that impact the brand certainly
include the powerful V6 and V8 gasoline and diesel engines and their future degrees of electrification. There
are also significant innovations in terms of running
gear, ranging all the way to the rear-axle steering on the
new Q7.
Other issues that were pushing forward in
the MLB evo are the operating and display concepts,
connectivity and driver assistance systems. The traffic
jam assist in our new models already paves the way to
piloted driving. Well be putting this technology into
series production in the next A8 the first stage being
on highways at speeds of up to 60 km/h. We will raise
this systematically and bring the new technologies
implemented in the central driver assistance controller,
the zFAS, into the smaller model ranges, too.
Is this technology transfer part of a general
principle with the MLB evo?
Dr. Hackenberg: The high volumes that the matrix enables on account of standardization lead to consistent
quality and cost reduction, i.e. to the democratization
of the new technologies. One good example of this is
the modular infotainment matrix, the (MIB). Not only
is it highly scalable, we can also continually update it.
Our customers can rest assured that they are receiving
technologies that are state-of-the-art also on account
of ongoing development across the individual model
ranges.
Our fundamental approach is to cascade
our new technologies, so that their first application is
in the top-of-the-range vehicles. Then we carry them
over into volume production, which is how we achieve
a real impact in traffic. The kind of contribution to safety
that arises from our driver assistance systems can
only have an impact on society when they are widely

available.
THE MATRICES
A monolithic, total
vehicle sculpture.
Board member
for technical development Prof. Dr.
Ulrich Hackenberg
speaking about
the new Audi A4 Avant.
Guardrails for Development

MLB, MQB, MLB evo these acronyms refer to the three matrices used by Audi and the
Volkswagen Group. The two modular longitudinal matrices encompass the
Audi models with longitudinally mounted front-engines. Many models with transverse
engines are based on the modular transverse matrix at Audi, the A3 and TT ranges.
2007
THE MLB
Developed by Prof. Dr. Hackenberg, the firstgeneration modular longitudinal matrix started in
2007 with the Audi A5, followed by the
A4, A6, A7 Sportback, A8, Q5 and Q7 as well as the
Porsche Macan. An important technical
feature was the new arrangement of the clutch
and torque converter behind the
differential, resulting in a longer wheelbase.
2012
THE MQB
Production of the new Audi A3 began in 2012,
with the TT debuting in 2014. Both model ranges use
the modular transverse matrix that
Prof. Dr. Hackenberg conceived for many of the
Volkswagen Groups models and brands.
Cars like the Audi A3 Sportback e-tron (pictured),
with its plug-in hybrid drive, demonstrate
the versatility of the MQB, while the TTS shows its
dynamic potential.
2015
The second generation of the modular longitudinal
matrix is set to continue the success story.
Its first user was the new Audi Q7, now followed by
the new A4. The strengths of the MLB evo
include the extremely wide bandwidth
of drive concepts, the multi-material bodyshell
designs and the flexible architecture
for operation and display, infotainment and driver
assistance systems.
26
THE MLB evo
AERODYNAMICS
Aerodynamics is a traditional Audi domain. The brand once again puts itself
at the front of the field with the new A4. Prof. Dr. Hackenberg
in discussion with Dr. Moni Islam, Head of Development Aerodynamics/Aeroacoustics,
and Jan Monchaux, Head of Aerodynamics for Audi Sport.
Dr. Hackenberg, the new A4 ultra has a cd figure
of 0.23, making it the most aerodynamic sedan on
the market. What is the role of aerodynamics
at Audi?
Dr. Hackenberg: It is of growing importance to each of
our models, regardless of the respective matrix. We
want to combine Audis progressive design with the
best possible aerodynamics. We keep our design discussions very open these days with the aim of enabling the
best solution for all sides.
Dr. Islam, how did your team achieve this
low cd figure?
Dr. Islam: In the case of the outer skin, we obviously
worked very closely with the designers, which is our
classic approach for optimization. However, its not just
the design that influences the aerodynamics, but the
entire vehicle concept. For the new A4, we worked successfully on this with the MLB evo.
The underbody details also play a major
role. We achieved the final step with a special aerodynamic wheel and further refinements to the controll
able cool-air inlet on the ultra model. Were not alone
in all of this work; we receive very good support from
the specialist departments responsible for the respective components. We wouldnt have been able to
achieve this class-leading figure without that.
R18 e-tron
quattro
On the LMP1 race car, form entirely follows function, within the limits set by the current
regulations. The same objective applies to the base
body of the R18 e-tron quattro and to the
airflow beneath the cladding the best compromise
between the highest possible downforce
and lowest possible drag.
Herr Monchaux, as an aerodynamicist from

motorsport, do you ever talk about the cd figure?
Monchaux: We dont want to make life unnecessarily
easy for our competition, which is why were not going
to mention any numbers here. However, its safe to say
that we have reduced drag significantly in recent years.
We want to achieve the greatest possible downforce
with the lowest possible drag, adapted specifically to
the respective track. Perhaps I can give you one example
at between 150 and 200 km/h, the Audi R18 e-tron
quattro could drive along the ceiling, depending on the
aerodynamic setup and weight.
Dr. Hackenberg, aerodynamically speaking,
did Audi have the best car at the 24 Hours
of Le Mans in June?
Dr. Hackenberg: Yes, Im convinced of that. The effective aerodynamics helped us a great deal in compensating for the performance shortcomings of the drive.
What can production development engineers
learn from motorsport?
Dr. Islam: On the Audi R8, it was essential right from
the early stages of concept development to find space
on the underside for the large diffuser a classic racing
solution. Within the scope of the regulations, aerodynamicists have a significant influence on the vehicle
concept and are incredibly good at coming up with
clever detail solutions. And thats how we try to work in
production development, too.
Dr. Hackenberg: Demands differ a great deal between
motorsport and series production. On a race car, you
can and want to see the aerodynamics clearly; thats a
big part of the attraction. On a production car, however,
this often runs contrary to tastes. Combining these is
therefore quite an art form with an excellent outcome
achieved for the new Audi A4. Here at this location, we
benefit hugely from the fact that motorsport is located
right next to production development. This facilitates
the exchange of ideas, which I always try to encourage
and coordinate.
What are the next big challenges for you?
Dr. Islam: The kind of significant potential that enables
major leaps forward is no longer there for the taking.
What we need above all is extremely good expert
knowledge, a lot of time in the wind tunnel and even
more refined simulation methods.
Scan the QR code and

see the video on the R18 e-tron quattro.
9
Discussion in the
wind tunnel
Prof. Dr. Hackenberg,
Jan Monchaux
and Dr. Moni Islam
(from left).
10
Group of experts
At Audi, the motorsport specialists work
in close physical
proximity to production
development.
10
Dr. Hackenberg: One central issue is surely the market

trend toward SUVs. Bringing these large, high vehicles
down to a figure compatible with emissions reduction
is a task that makes aerodynamics even more important. Another aspect is our new models with electric
drive, which no longer have any engine noise. This is
where good aerodynamics deliver good aeroacoustics
for the customer and create completely new and fascinating driving experiences.
Monchaux: On LMP1 race cars, we want to continue
systematically and aggressively developing the aerodynamics. The regulations may well still not permit any
movable parts, but we are working very hard on testing
and measuring all aerodynamically effective components. The aim is to win the WEC in 2015 and to bring
the Le Mans trophy back home in 2016.
Dr. Hackenberg: Why does the windscreen wiper
on the LMP1 race car lie at a slight angle?
Monchaux: When our engines still had restrictors, we
put the wiper at an angle so as not to disturb the intake
cross-section on the roof. Although the new rules mean
thats no longer so important, it still helps the engine
a little. Another factor is that its not in the drivers line
of sight. And, not least, the angled position give us a
tiny little bit more downforce. Its just one of many
little steps in our development work.

29
Audi A4
The underside of the new Audi A4 features
targeted airflow guidance. The engine bay is encapsulated and there are large areas of cladding
beneath the occupant cell and luggage compartment.
The rear axle suspension arms are specially covered,
while small spoilers including those in front of
the wheels and on the fuel tank guide the airflow.
Lift at the rear axle is very low.
THE NEW
AUDI A4
greater than
the sum
of its part
Even more powerful, even more efficient, even more intelligent

The new Audi A4 and A4 Avant set the bar a good deal higher. Who are the brains behind the
new technologies and solutions?
Text
Johannes Kbler
Photos
Bernhard Huber
Tiziana Mauri
Open-pore wood is
currently a major trend in
furniture, reports
Tiziana Mauri,
Designer Color & Trim.
Stefan Gmelch
Our chassis sets new benchmarks in all the relevant
criteria, says Stefan Gmelch,
Team Leader Chassis.
Chassis and Design

Strict lightweight design and intelligent control technology define
the chassis of the new Audi models. Inside, progressive materials and colors
convey an atmosphere of modern elegance.
30
Aluminum swivel bearing

The new forged swivel bearing in the new A4 weighs 800 grams less
than the cast bearing in the last model.
Furthermore, its manufacturing consumes far less energy.
31
Dr. Rainer Wurms

Dr. Wurms (left) is Head of
Advance Development
Spark-Ignition Engines. We
have developed downsizing
into rightsizing, he says.
Dr. Ralf Budack

We saw right away that the
new process will work,
says Dr. Ralf Budack, thermodynamics specialist.
Reimund Limbacher
Up to ten percent
less fuel consumption out
of town, says
Reimund Limbacher,
Development
Vehicle Functions Drive.
Engine and Predictive Efficiency Assistant

In terms of fuel consumption, the new A4 is far better than its predecessor.
This is thanks to technologies like the 2.0 TFSI with the
new combustion process and the predictive efficiency assistant.
32
Intake camshaft
Under partial load, it is open for 140 degrees
of crankshaft angle
and under full load for 170 degrees.
New and old pistons

The piston on the right comes from the previous
engine. The piston topology
has been revised for the new 2.0 TFSI (left).
33
Ole Eichberg
Eichberg (left) conceived
the gas tanks for the g-tron
model. They are
very lightweight and extremely safe.
Christopher Mohns
The A4 Avant is actually
CO neutral when it runs on
Audi e-gas,
Christopher Mohns, Technical
Project Manager.
Dr. Wolfgang Huhn

Our competence in electronics is a key factor for
success, says
Dr. Wolfgang Huhn, Head of
Development Light/Sight.
Headlamp technology and Audi A4 Avant g-tron

The new Audi A4 always provides excellent road illumination with its
Matrix LED headlamps. The g-tron model, which follows in 2016, runs on
synthetic methane the environmentally friendly Audi e-gas.
34
Gas tanks
The mixed weave of CFRP and GFRP,
which serves as the second layer, can be seen here on the tanks.
The third layer of GFRP only is not pictured.
35
Stefan Gmelch
The tricky art
of lightweight design
Chassis
Smooth running and sporty handling
the chassis of the new A4 range has been
extensively reconceived. The primary
focus was on systematic lightweight design and
intelligent control technology.
Lightweight design is a tricky art to

master but, yet again, Audi is setting new benchmarks. Depending
on the engine variant, the new A4 weighs up
to 120 kilograms less than its predecessor,
much of which is attributable to its chassis.
We took a close look at every single chassis
component, says Stefan Gmelch, Team
Leader Chassis for the new A4. In many
cases, we opted for a completely new design.
One of these components is the
electromechanical power steering, which
delivers a weight saving of 3.5 kilograms.
The new single-tube dampers bring a combined saving of more than two kilograms.
Gmelch cites a further benefit: The oil
flows only through the piston valve, making
the single-tube dampers more direct and
responsive. In many of the A4 engine variants, the front wheels feature brakes with
lightweight aluminum fixed calipers weight
benefit: five kilograms.
Development engineers saved a
total of eleven kilograms between the two
axles all major links are now made from
aluminum, with many parts forged instead
of cast. Even the pentagonal wheel-hub
mounts contribute to the lightweight design balance sheet. Similarly to the front
axle, the rear axle is now also engineered
with a five-link design. This brings us two
major effects, explains Gmelch. We have
lowered unsprung masses and we can cleanly separate the longitudinal and transverse
forces from one another. In the lateral direction, we have designed the rubber/metal
mounts to be sporty and stiff, while keeping
them smooth and soft in the longitudinal
direction.
Drivers of the new Audi A4 and

A4 Avant will experience a car that runs even
more smoothly than its predecessor without any loss of sporting character. The optional CDC dampers make the bandwidth
even greater, says Gmelch. The acronym
stands for continuous damping control, with
the dampers regulated by the electronic
chassis platform (EFP). The highly integrated control unit another new feature in the
new A4 and in the MLB evo processes all
the signals related to longitudinal and lateral acceleration and wheel movement.
The chassis with damper control
allows customers to choose from two settings and two ride heights, either sporty
and 23 millimeters lower than with the normal chassis or more comfortable and 10
millimeters lower. The damper control is set
via the Audi drive select system (standard
as of 140 kW/190 hp). In the base configuration, the system works with the throttle
flap, the automatic transmission and the
steering. It also includes the optional elements of dynamic steering and the quattro
sports differential (as of 2016).
As far as the wheels for the new
A4 were concerned, there was a strict upper
weight limit of 12.5 kilograms. The electromechanical parking brake at the rear axle
comes with new functions for stopping and
pulling away. The electronic stability control (ESC) functions even more precisely and
sensitively than in the previous model.
Stefan Gmelch sums up: The chassis of the
new A4 offers an even broader bandwidth
between comfort and sporting character. It sets new benchmarks in all relevant
criteria.

We took a close look at

every single chassis component.
In many cases, we
opted for a completely
new design.
Stefan Gmelch
Team Leader Chassis
36
With the model changeover,

Audi is introducing new equipment lines for
the A4 that also encompass many exterior
details. Besides the base model, there are
the sport and design lines, the S line sport
package and the design selection. The differentiations are subtle, yet have a distinct
impact on the look-and-feel of the vehicles,
as Tiziana Mauri explains: For the design
line, the Singleframe grille is in high-gloss
titanium black and combined with chrome
fins. For the sport line, we use a sporty mat
te paint finish for the grille and aluminum
fins.
Tiziana Mauri
Translating design
trends into automotive
applications
Color & Trim
The paint shades, add-on parts,
interior materials and colors have been
extensively revised. The atmosphere
in the new A4 range is
one of calm, modern elegance.
The designer runs her finger very

gently over the trim piece. The
open-pore oak possesses its very
own tactile qualities slightly rough, extremely natural, authentic. Open-pore
wood is a strong trend in modern and progressive furniture, says Tiziana Mauri, De
signer Color & Trim. In the new Audi A4, we
are offering the veneer in oak grey natural
as part of the design selection.
Color & Trim this is the design
department that gives Audi cars their surface finish. It decides on the exterior paint
shades and add-on parts, and on the use of
materials and color in the interior. The job
of the designers of Color & Trim includes
examining broader megatrends and fastmoving design trends and filtering out those
that can be translated into Audis cars for
products that will be on the market for
around seven years and will remain on the
road for even longer.
Tiziana Mauri speaks with great
enthusiasm about the new features in the
Audi A4. For the exterior, we have added
three completely new colors to the Audi
palette Matador red, Manhattan grey and
Gotland green, explains the Italian. All
three tones are very calm and elegant because we use the effect pigments very sparingly. This is something of a tendency for us
that fits very well with the A4. But every
model has its own character the Q7, for
instance, needs a bit more effect.
Calm and elegant exterior

colors are a tendency
for Audi that also fits very well
to the new A4.
But every model has its
very own character.
Tiziana Mauri
Designer Color & Trim
Audi offers a wide choice of new

colors and combinations for the interior,
too. In the design line and the design selection, the dashboard can be split into two
colors. Serving as a dividing element is a
large trim piece, available in fine wood veneer, deep gloss piano lacquer or classic aluminum.
The designers of Color & trim
are making increased use of new, technical
textures in the interior and of cool, modern
grey and brown tones that combine to create extremely sporty and elegant effects.
This concept is particularly evident in the
design selection, which offers the seat upholstery and the dashboard in combinations such as wapiti brown with rock grey. I
saw this combination a while ago at the Milan
Fashion Fair, reports Tiziana Mauri. This
reinforced our thinking that our design is
exactly right.

The new combustion process

forms a good basis for
fulfilling the forthcoming exhaust legislation. It is also
particularly well suited to hybrid
concepts because it can
make good use of the best
consumption points.
Dr. Reiner Wurms
Head of Advance Development
Spark-Ignition Engines
37
Dr. Rainer Wurms und

Dr. Ralf Budack
140 kW of power, but
just 109 grams of CO
2.0 TFSI with new combustion process
Downsizing becomes rightsizing.
The 2.0 TFSI with its new combustion
process unites the efficiency of
a lower-displacement engine with the
performance of a larger power unit.
Audi is starting a new

chapter in spark-ignition
engines with the highly
efficient 2.0 TFSI in the new A4 range. The
four-cylinder delivers a fulsome 140 kW
(190 hp) and 320 Nm of torque, the latter
from 1,450 to 4,200 rpm. Yet, in the A4
Sedan, it consumes just 4.8 liters of fuel per
100 kilometers (109 grams of CO per kilometer) 21 percent less than the preceding
engine with less power. Part of this progress
is attributable to the vehicle as a whole, with
the other major contribution made by the
high efficiency of the engine.
The explanation comes from Dr.
Ralf Budack, Advance Development Charge
Cycle/Thermodynamics, and Dr. Rainer
Wurms, Head of Advance Development
Spark-Ignition Engines. We have developed Audis downsizing strategy into rightsizing, says Dr. Wurms. In the new 2.0 TFSI,
we have combined increased displacement
with the right technologies. The outcome
is the consumption benefits of a small-displacement engine when driving moderately,
with the performance of a large engine when
adopting a sportier driving style.
The combustion process of the
new 2.0 TFSI uses the base thinking of the
well-known Miller cycle, but takes it a decisive step further. Added to the shortened
compression and extended expansion phases is an increased compression ratio flanked
by turbocharging, dual injection and the
Audi valvelift system (AVS). Dr. Budack tells

us more: We could already tell at the start
of the project in 2006 that the process
would work. The big task, however, was in
the detail work the adjustment of control times, swept volumes and compression
ratio.
The new engine is particularly
notable for its efficiency under partial load.
This is where mainly the multi-point injection is active. It enables mixture formation
that ensures efficient and extremely clean
combustion. The intake valves are open
through just 140 degrees of crankshaft
angle. In combination with the increased
pressure in the intake manifold, this lowers
throttling losses during induction.
In the compression phase, the
newly developed 2.0 TFSI compresses the
gas like a small-displacement 1.4 TFSI although at a compression ratio of 11.7:1,
which is unusually high for a turbo engine.
Because the subsequent expansion phase
lasts longer than the compression phase,
more energy is transmitted to the crankshaft. The greater expansion of the gas during the extended expansion phase increases
efficiency.
To ensure the charge air tumbles
sufficiently, despite the short induction time,
the intake ports, valves, pistons and combustion chambers of the 2.0 TFSI have been
extensively redesigned. Under higher loads,
the AVS, which has been moved from the ex
haust side to the intake side, ensures later
closing of the valves at 170 degrees of crank
angle. The higher fill facilitates good power
and torque delivery.
Dr. Rainer Wurms outlines the
potential unlocked by the new technology.
We have established a very good basis for
fulfilling future exhaust legislation. Plus,
the new combustion process is particularly
well suited to hybrid concepts that can
make targeted use of its best consumption
points. We are right at the beginning of a
highly interesting development.

Reimund Limbacher
Patent leather
or mountain boots?
Predictive efficiency assistant
Sometimes, drivers dont see areas where
they have to drive slowly until very
late. The predictive efficiency assistant
knows where they are and
helps aid an economical driving style.
The new Audi A4 is also the benchmark in its class with its broad port
folio of driver assistance systems.
They deliver more safety and more comfort
to drivers along with lower fuel consumption. The latter applies particularly to the
predictive efficiency assistant, which was
largely conceived by Reimund Limbacher
from Development Vehicle Functions Drive.
When the ACC Stop & Go is active, the predictive efficiency assistant does
even more using the engine control unit to
automatically adapt the pre-selected speed
of the car to accommodate bends and speed
limits. Depending on the situation, it decides
whether it would be more cost effective to
slow down via engine braking or to use the
automatic transmissions freewheel clutch.
By supporting an anticipatory driving style
in this way, the predictive efficiency assistant helps reduce fuel consumption on outof-town roads by up to ten percent.
But how does a system that
seeks to avoid braking fit in with the sporty
character of the Audi brand? We have given
the predictive efficiency assistant different
characteristics, answers Limbacher. They
adapt to the drive mode setting in Audi drive
select. In the efficiency mode, it recom-
Ole Eichberg und

Christopher Mohns
Environmentally
friendly driving with
Audi e-gas
We have given the

predictive efficiency assistant
different characteristics.
They are dependent
on the drive mode set in Audi
drive select.
Reimund Limbacher
Development Vehicle Functions Drive
The new system works closely

with the adaptive cruise control, the navigation system and the camera-based traffic
sign recognition. It draws information on
vehicles traveling in front from the video
camera. Using route data, the predictive efficiency assistant can recognize in many
countries worldwide when the A4 is appro
aching a bend, roundabout, intersection,
downhill stretch, city limits sign or a speed
limit sign even when it is over the crest of a
hill and not visible to the driver.
If it would make sense to lower
speed, a symbol illuminates in the drivers
line of sight to signal lift off the gas. We
discussed the graphic for ages, recalls the
Limbacher. For a while, we were talking
about a three-dimensional representation,
then about an Italian designer shoe. It end
ed up as a simple, concise symbol.
38
mends lifting off the gas early and makes

extensive use of coasting. In the auto and
comfort modes, this happens considerably
later and not at all in the dynamic mode and
when the transmission is in S. And when
Audi side assist, our rear-end radar, identifies another vehicle approaching rapidly
from behind, the lift off the gas recommendation is likewise suppressed.
Audi is already introducing a further evolution of the predictive efficiency
assistant in the Q7 e-tron, which will soon
be coming to market. This system works in
combination with the so-called active drive
pedal. If required, it knocks briefly against
the sole of the foot to recommend lifting off
the gas. An electromagnetic actuator carries out this function likewise entirely in

the name of efficiency.
Audi A4 Avant g-tron

The g-tron model, which will join
the lineup in 2016, is another choice
for sustainable mobility. When
running on Audi e-gas, the powerful
Avant is actually CO neutral.
A powerful, versatile car

6
7 fully prepared for COneutral driving with the
A4 Avant g-tron, Audi is offering its customers yet another route to sustainable future
mobility. Following the A3 Sportback g-tron,
the A4 Avant, which comes to market at the
end of 2016, is the brands second model to
use natural gas and/or Audis environmentally friendly e-gas. The technical challenges in this project were considerable, says
Christopher Mohns, Technical Project Mana
ger A4 CNG. We solved them with the help
of some great team spirit.
When running on Audi e-gas,
the A4 Avant g-tron is actually CO-neutral.
The driver can refuel with an Audi e-gas card
that serves as an accounting instrument.
Audi e-gas is synthetic methane produced
by Audi in several power-to-gas plants from
water and CO with the aid of eco-electricity. In cooperation with partners, the company is working hard to drive the technology
forward, also with new production processes
featuring a biological approach.
The A4 Avant g-tron is extremely clean to run, as well as highly economical.
It is powered by the 2.0 TFSI with a new
combustion process, generating 125 kW
(170 hp). In the NEDC, it consumes less
than four kilograms of gas per 100 kilometers equating to CO emissions of less than
100 grams per kilometer. The tank volume
of 19 kilograms means a range of more than
500 kilometers in the NEDC. When the
amount of gas remaining in the tank drops

to around 0.6 kilograms, which is 10 bar
residual pressure, the control unit switches
to gasoline. The dual-fuel A4 Avant g-tron
can then go on to cover a further 450 kilometers or so.
The four cylindrical gas tanks are
located in the rear of the Avant, each one of
them formed specifically for the best possible fit within the available space. A sheetsteel framework holds the containers and
protects them from damage. The large mo
dule, which also incorporates the 25-liter
gasoline tank, extends forward of the front
axle. During production of the A4 Avant, it
is fastened to the bodyshell at 16 points.
Unlike the TDI and TFSI Avant, there is no
spare wheel well. The load surface is on the
same level as the loading edge, while the
battery has been relocated from the trunk
to the engine compartment.
Safety is the number one

priority. The gas tanks
are designed for an operating
pressure of 200 bar, but
are tested to 300 bar during
production.
Ole Eichberg
Coordination High-Pressure Fuel Systems
The tanks fit perfectly with

Audis lightweight design philosophy
thanks to their innovative layout, they weigh
far less than conventional steel bottles. A
matrix of gas-tight polyamide forms the
inner layer. The second layer a mixed weave
of CFRP and GFRP is incredibly strong. The
third layer, made entirely from GFRP, serves
primarily for visual checks damaged areas
turn milky white.
Safety is the number one priority for the Audi A4 Avant g-tron, as explained
by Ole Eichberg, from Coordination HighPressure Fuel Systems. The tanks are designed for an operating pressure of 200 bar
at 15 degrees Celsius. During production,
however, each container is pressure tested
to 300 bar before being fitted to the car.
During testing, we used a 62-ton military
tank to drive over the bottles, which still
contained a residual pressure of 50 bar. The
structure remained fully intact.

39
Dr. Wolfgang Huhn

Electronics
expertise as the key to
success
Lighting technology
Audi is the worlds leading brand in
vehicle lighting. In the new A4 family, the brand
presents its Matrix LED technology,
which regulates the high beam extremely
precisely for every situation.
Lighting technology is one of the

many technical fields in which Audi
drives the competition. The brands
major innovations include its Matrix LED
headlamps, which debuted at the end of
2013 in the A8 flagship. We then successively introduced them into the smaller
model lines, explains Dr. Wolfgang Huhn,
Head of Development Light/Sight. Now
were presenting them in the new A4. The
success of our new technologies brings us
the economies of scale that enable us to
make them affordable to an increasing
number of customers.
In the new Audi A4, twelve LEDs
generate the high beam. Their control unit
switches them on and off individually as required or dims them in 64 stages. The corresponding signals come from a newly developed camera that also handles part of
the image processing. The Matrix LED headlamps can realize several million different
light patterns. In all cases, its high beam
provides bright and homogenous illumination, without dazzling other road users,
which are masked precisely out of the beam.
The dynamic cornering light
function of the Matrix LED headlamps is generated by shifting the center of the light. In
cooperation with the optional MMI Navi
gation plus system, it uses predictive route
data to illuminate the bend before the steer
ing wheel is turned. Theres a new function
in the new A4, says Dr. Huhn. When the

light falls on a highly reflective traffic sign,
we dim it locally by around one third.
One major factor for Audis leading role in lighting technology is its electronics expertise. We have established our
own team within the department to develop the function software for the control
units, reports Dr. Huhn. Increasingly tighter networking within the car and networking of the car with the outside environment
present us with enormous possibilities for
managing the light in an even more intelligent way. The pace of progress here is rising
constantly.
The success of our

new technologies also benefits
Audi customers.
High volumes allow us to
make our innovations
affordable.
Dr. Wolfgang Huhn
Head of Development Light/Sight
And in what direction is it going?

We see two paths, answers Dr. Wolfgang
Huhn. One of them is to make the new technologies even simpler and more cost effective, so that we can offer them as standard
equipment in a few years. Ever greater integration of control units will help us achieve
this. The other path is the hi-tech route. We
are currently working with new modulation
processes that enable us to disperse the
light into several hundred thousand points.
We can use this, for instance, to generate
graphics for the driver. In any event, we will
continue to work closely with our designers
which is one of the major keys to success.
Our new light technologies will keep delivering added value and look great at the same
time.

Part
Part of
of the
the Wind
Wind
Aerodynamics
Aerodynamics
meet
meet
When it comes to aerodynamics and design, its usually a matter of a few millimeters
often under very different precepts. Frank Lamberty and Beat Heinzelmann explain how teamwork
delivered the optimum solution for the new Audi A4. And how a car managed to lift the
bar a good deal higher in both fields.
Text
Marlon Matthus
Design
Design
Photos
Ulrike Myrzik
1
A sleek piece of design
The new A4
combines the best of two worlds
a low cd figure and
innovative design features.
40
2
A matter of form
Powerful shoulders and
wide wheel arches set challenges
for the aerodynamicists.
3
The science of airflow
Thanks to refined
technology on the underbody,
the air is guided
smoothly around the rear wheels.
Mr Lamberty, Mr Heinzelmann,
if it was up to you individually, what
would your perfect car look like?
Heinzelmann: For me as an aerodynamicist, a car has to be sleek and streamlined
like the profile of an aircraft wing. The wheels
on the car are fully clad and the design is
based on the Type C streamline vehicles
from the 1930s. That would give the vehicle
the best possible cd figure.
What does the designer say to that?
Lamberty: My ideal looks somewhat different. For me, the top priority is good, strong
proportions. This includes broad shoulders
and powerful wheel arches to accentuate
our quattro genes.
That looks like tough teamwork
Lamberty: In the end, the result of our work
has to be a great design and a similarly
great cd figure. And it is precisely through
constructive and intense cooperation that
we are able to achieve good results. The
best example is the new A4. The sedan has
a cd figure of 0.23, the Avant 0.26. These
are best-in-class figures that were achieved
without cutting corners in the design.
Does that mean you shift from being

competitors to colleagues?
Lamberty: Its an exaggeration, but you
could put it like that. For us designers, it is
the fundamental idea that matters. We want
to create a great new car. Obviously aerodynamics is an important part of that, but I
cant allow that to restrict me in the first
instance. Its the creativity that counts at
the start.
Heinzelmann: Finding a joint basis is sometimes not easy at all. But its precisely for
this reason that we work so closely together
from the very start. We go into the wind
tunnel with the first dimensionally accurate
design models at a very early stage in the
process and discuss the outcomes. Each of
us has certain ideas and we manage to come
closer together through our work on the
models.
Lamberty: There are often interesting surprises. One form that we thought could be
critical in terms of aerodynamics turns out
to work really well.
You were heavily involved in the development of the new-generation Audi A4.
Where did you have to make the biggest
compromises? What were the major
Heinzelmann: I agree totally. There are, of discussion points?
course, always lots of areas of disagreement in the beginning. We then wrestle long Heinzelmann: If it had been up to the deand hard with these, but ultimately find signers alone, the A4 would have had a concommon ground and the optimum solution. siderably wider track. We were a good 20
At the end of the day, we both want to put millimeters apart in our thinking. From an
an outstanding car on the road (laughs).
aerodynamic standpoint, thats worlds apart.
Lamberty: As I mentioned, we entered the

race for the A4 with far broader shoulders.
For us, a wide car is a sporty car.
Heinzelmann: That was obviously a problem for us. If the car gets wider, it automatically gets harder to create low-loss airflow.
This is ultimately detrimental to the cd figure as well as frontal area and leads to an
increase in fuel consumption and emissions.
4
To create a vehicle
with excellent aerodynamics,
you dont necessarily
have to cut corners in design.
4
Sharp look
The steeply angled D-pillar
turns a station wagon into an Avant.
5
Balancing act
The A4 was the subject of much
debate and discussion.
The end result was a perfect symbiosis
of design and aerodynamics.
Frank Lamberty
Project Leader Exterior Design
Audi A4
42
Lamberty: We talked extensively about

the front skirt and the side air intakes. We
wanted everything to be very three-dimensional and sculptural. Beat Heinzelmann
was therefore faced with the challenge of
addressing the turbulence caused by this.
Heinzelmann: Smooth surfaces are easier

to deal with. Theres no question that the
front end of the A4 turned out super its an
edgy and very sharp piece of design. But the
more three-dimensional the design of this
kind of detail is on a vehicle, the more uncontrolled the airflow becomes. We worked
then with a simple air channel in the side
intakes. This enabled us to guide the airflow
around the front skirt without turbulence
and blow it out along the sides of the wheels.
What other tricks did you use to unite
design and aerodynamics?
Heinzelmann: Frank Lamberty and his colleagues definitely wanted to use a narrow
and very sharply angled D-pillar on the
Avant.
Lamberty: Although it didnt turn out that
narrow in the end (laughs). We added an
extra line specifically to make it look narrower. We use this fast D-pillar to lean the
rear windshield forward, which makes the
rear end dynamic and sporty. This is what
sets an Avant apart from a regular wagon.
However, its not ideal for the aerodynamics
because it shortens the separation edge at
the rear.
Lamberty: When we develop a new car, we

are faced with a diverse array of demands
and requirements. The focus here is on package and functionality. For the customer, a
spacious and comfortable interior is important, as are features like a retractable tow
hook or even a virtual pedal for automatically opening the tailgate. All of this technology takes up space. As designers, we
have to form these areas and the aerodynamicists have to streamline them. This is
where we share a lot of common interests
(laughs).
Lamberty: Our vehicles are becoming increasingly efficient. And we have to tighten
every single screw in order to achieve this.
The A4 Avant ultra has emissions of just 99
grams of CO per kilometer, which is an absolute best.
Cast your eyes forward to the future:
Where is this journey leading?
Heinzelmann: Everything that we have

done well on this car will be carried forward
into the next model. Its a process of continual improvement and a very gradual,
laborious one at that (laughs). As far as the
The number one purchasing
whole issue of cd figures is concerned, I see
reason was and is design. Is all this
work on the cd worthwhile?
the potential for major savings through new
technologies in the shape of movable aeroHeinzelmann: Good aerodynamics are very dynamics.
important as they have a direct impact on
fuel consumption. A low cd figure means Lamberty: I see it in broadly the same way.
less fuel and, at the end of the day, lower Movable aerodynamic elements will enable
CO emissions. This matters to customers. another whole new set of approaches for
designers.
7
Smooth operator
Thanks to the black aero baffles
the experts were able
to shift the separation edge on the
Avant rearward.
8
Air travel
Tricky work for designers and
aerodynamicists
theres a tendency toward complicated
turbulence in this area.
Heinzelmann: We started with the retractable rear spoiler on the first Audi R8. On the
Audi Q7 and now on the A4, there is a controllable cooling air intake behind the Single
frame grille. What makes it special is that
the development team designed the part
and its control in such a way that it not only
noticeably reduced the cd figure, but fuel
consumption, too. Technologies of this nature give both designers and aerodynamicists even more creative freedom.

Youll have to explain that

Heinzelmann: The separation edge ensures
that the air separates at the rear in a defined manner and flows rearward with as
few losses as possible. The longer and, above
all, deeper the separation edge on the roof
spoiler can be extended rearward, the better it is for the aerodynamics.
Beat Heinzelmann
As an expert in the field of aerodynamics and
aeroacoustics, Beat Heinzelmann was
involved in the Audi A4 project from the very start
and, together with his colleagues, has
set new benchmarks with the cd figure. After the
game is before the game the engineer
is currently working on the development of the
new generation of the Audi A5.
Lamberty: On the sedan, the air separation

doesnt occur until the end of the trunk lid.
On the Avant, it takes place high up on the
extended roof spoiler. We then decided
jointly to place small, formed surfaces between the spoiler and the rear windshield,
referred to as aero baffles. This enabled us
to effectively shift the separation edge rearward.
Heinzelmann: In the end, we were all happy.
Design got its narrow D-pillar and we were
able to reduce the cd figure so much that
were actually best-in-class with the Avant.
So design and aerodynamics are

ultimately complementary?
Heinzelmann: We do actually have a lot of
areas of common ground and often find
ourselves fighting the same corner. For instance, we both wanted a diffuser that extended high up into the rear end. This makes
the car sporty, while at the same time generating low rear lift and good balance. This
is where we close ranks quickly if other departments question it
44
Frank Lamberty
As Project Leader Exterior Design for
the new Audi A4, Frank Lamberty and his team
designed the new Audi A4. One of his
responsibilities was to bring together all the
requirements for the new model range
and, ultimately, to create a good piece of design.
6
Open channel
On the side intakes, channels
ensure that the air is
guided around the front skirt without
turbulence.
45
Five Decades of Success

The career of Audis sporty mid-size model began exactly 50 years ago.
Since the Ur-Audi of 1965 and in eight generations of the Audi 80 and Audi A4,
this model range has been the heart of the brand. With the ninth edition,
it is ready to take yet another step into the future the ideal opportunity to take a
look back at its successful predecessors.
Auto Union Audi

19651972
Four-stroke with
chrome edges
AUTOBIOGRAPHY
Text
Michael Harnischfeger
Farewell DKW
Ingolstadt now builds
four-strokes.
The two-stroke era finally came to an end in 1965.

Car drivers wanted modern four-stroke engines.
It came in the form of the legendary medium-pressure engine with the unusually high compression
ratio of 11.2:1. The engineers combined the fourcylinder with the moderately modified F102.
With 72 hp, the model was reasonably powerful
and came to market as an Audi, breathing new
life into the Auto Union, which had been re-established in 1949.
But the Audi, which was badged with numbers like

60, 72, 75, 80 or 90 depending on its engine,
was far more than simply utilitarian. The Super 90,
which entered production at the end of 1966,
drew attention for the copious amounts of chrome
along the edges of the bodyshell. And the elliptical aluminum bezel around the instruments gave
way to imitation teak. Production of this ancestor
to all Audi 80s and A4s, whose design harked
back to the days of the German economic miracle,
ceased in 1972. A new era was beginning.
Before the company became a 100-percent subsidiary of Volkswagen, a further model began rolling
off its production lines in 1966. In keeping with the
Zeitgeist, there was a new variant alongside the
sedan. With its two side doors and robustly clad load
compartment, the station wagon was, of course,
a far cry from the elegance of a modern-day Avant.
The primary demand at this time, however, was
utility.
Illustration
Bernd Schifferdecker
Four rings
The first Audi of
the post-war era comes
from Ingolstadt.
Economic miracle
Chancellor
Ludwig Erhard governs
Germany.
Royal glamour
Queen Elizabeth II
with German
chancellor Kurt Georg
Kiesinger on
a grand state visit.
Outside
Cosmonaut Leonov
on the
first space walk.
46
47
New plant
The Audi facility on
Ettlinger Strae in
Ingolstadt.
Audi 80 B1
19721978
One hundred
and ten hp
The Ingolstadt company took its decisive step

into the future in 1972 with the first Audi 80. The
slightly notch-backed sedan had an unfussy design. It was sleek, almost a little cool, with not a
single line too many. The Ingolstadt designers
succeeded in creating an automobile of enduring
style.
Many things beneath the skin were brand new,
thought up with ambition and far-sightedness.
Take the engines for example the four-cylinders
in the legendary EA 827 model range were arranged longitudinally between MacPherson struts.
And, thanks to a negative steering offset, they
improved stability under braking. The sedan, which,
at 418 centimeters long, would today be considered a compact, was very spacious. The trunk swallowed 450 liters of luggage.
Audi 80 B2
19781986
It started back then at a curb weight of less than

800 kilograms, which meant even the 55 hp of the
1.3-liter engine felt rather speedy, while the 75
or even 85 hp generated by the 1.6-liter gasoline
engines was veritably rocket-like for many. Anyone who sat in the comfortable seats, gripped the
slender steering wheel and looked at the large
instrument dials framed in wood veneer had truly
arrived in the middle class.
The arrival of
quattro
With 200 turbocharged hp, the Audi quattro was a

sensation in 1980. But the permanent all-wheel
drive was not reserved purely for the sports car with
the mighty wheel arches. Audi brought the increase in performance and all-weather safety into
the mid-range, too. In fall 1982, the 80 quattro
sedan crowned the range that had been in production since 1978.
136 hp made the top 80 model not just a fast car,
but also something of an automobile for connoisseurs, with a technically extravagant fuel-injection engine delivering its power with a soft, smoky
voice. The displacement of 2.2 liters was spread
Many aspects of the Audi 80 concept and technology

were also used by VW. The first Passat was basic-
ally a fastback or wagon version of the Audi 80. In
some export markets, it was even offered as the
Audi Fox station wagon.
By 1973, Audi was already offering something
attractive to those customers with sporty tendencies in the shape of the 100 hp 80 GT. Another
log was added to the fire in 1975, with the 1.6-liter
fuel-injection engine in the 80 GTE producing
110 hp. With its sharp cornering skills and a top
speed of more than 180 km/h, it was immediately accepted as a sporty sedan for all who appreciate family values just as much as a spirited
drive through the countryside or even along Alpine
passes.
among five cylinders, generating a highly distinctive, addictive timbre. Starting 1985, further
quattro versions, also with a more mainstream 90
hp four-cylinder, completed the lineup and made
sure that quattro became widely affordable.
The quality ambitions of its maker notwithstanding, the second-generation Audi 80, with its clean,
technical styling, also proved to be a car for those
who keep a tight hold on the purse strings. The
model lineup began, as before, with the two-door
80 1.3 with 55 hp followed by diesel versions
with 54 hp. Another innovation was the so-called
Formula E versions. Above the regular fourth
gear was a long-ratio fifth. And, at stop lights, the
driver was able to switch off the engine at the
push of a button. It sprang back to life automatically
as soon as first gear was engaged. Automatic
start/stop systems are thus not a recent invention.
The Masters Way

Ferdinand Pich used
innovative technologies to build Audi into a
premium brand.
Powerful statement
A compelling
sports sedan from
the start.
Forward drive
quattro permanent
all-wheel drive
revolutionizes automotive
engineering.
Vote Willy
Willy Brandt becomes
the first German
chancellor from the
ranks of the SPD.
Olympia Waldi
A colorful dachshund
is the mascot
of the 1972 Summer
Games in Munich.
Change of power
Chancellor
Helmut Schmidt hands
over to Helmut Kohl
in 1982.
World Cup mascots

Tip und Tap
Germany wins the
World Cup in 1974.
Rally victories
The Audi quattro turns
rallying upside down.
48
49
Audi 80 B3
19861991
No rust and thats
a promise!
They can still be seen on the road today the B3

Audi 80. Almost 1.3 million of them rolled off the
production lines between September 1986 and
August 1991. But the sheer volume is not the only
reason why this successful model which will
soon attain official classic car status in Germany is
still such a frequent sight these days. The more
significant factor is the sophisticated full galvanization of all bodyshell panels pioneered by
Ingolstadt. With its ten-year guarantee against
perforation corrosion, Ingolstadt issued a sensational promise of long-term quality.
Audi 80 B4
19911995
The somewhat rounder bodyshell had other qualities, too the sedan boasted a drag coefficient
of just 0.29. This lowered fuel consumption. Sept
ember 1990 marked the launch of the first turbo
diesel in the Audi 80. The indirect-injection design
produced 80 hp. It was fast and extremely fuel
efficient. But it wasnt until its successor, the B4,
that diesel technology came into full bloom.
40,273 km,
1,522 liters TDI
The third generation of the Audi 80 naturally

served as the basis for other attractive models it
spawned the more highly positioned Audi 90,
which was already established with its predecessor,
as well as the coup. As the S2 with 220 hp, it
succeeded the Ur-quattro in 1990.
To many, the fourth generation of the Audi 80

looked like a facelift. But the B4 was a completely
new design, the features of which included a
new rear axle for increased trunk volume. The distinctive radiator grille carried over from the S2
Coup gave this Audi a suitably proud expression.
One year after the sedan, the Avant long craved
by many customers appeared in fall 1992.
It was a very up-market station wagon with plenty
going on under the hood new V6 gasoline engines producing 150 and 174 hp celebrated their
premiere. Those with particularly dynamic tastes
opted for the 230 hp S2, which was available as either sedan or Avant. And, with the RS 2 Avant,
Audi established a whole new vehicle segment. The
powerful all-wheel drive car developed in cooperation with Porsche pumped out no less than
315 hp and delivered the performance of a thoroughbred sports car.
quattro power
The Audi V8 wins
the German Touring Car
Championship twice.
The TDI models were definitely closer to the mainstream than the RS 2. Two years after the introduction of the first five-cylinder TDI in the Audi 100,
the four-cylinders celebrated their premiere in
the 80 in 1991. The idea of injecting fuel under high
pressure directly into a recess in the piston crown
once again helped Audi achieve a competitive
advantage in engine technology. A productionstandard Audi 80 TDI covered a total of 40,273 kilometers on just 1,522 liters of fuel, working out
at 3.78 liters per 100 kilometers.
Efficiency badge
TDI becomes the
most successful efficiency
technology.
Sports badge
RS are now
Audis most powerful
letters.
Interstellar
The Voyager
space probe visits
Uranus.
Open that gate
The Berlin wall falls
in 1989.
World champion
Michael Schumacher
begins his
amazing Formula 1
career.
Into the wind

Audi is a pioneer in
aerodynamics.
Railway sprinter
The new ICE brings
high-speed
rail travel to Germany.
In search of the Yeti

Reinhold Messner
scales all
8,000 m peaks.
50
51
Audi A4 B5
19942001
New name,
familiar passion
Biturbo
The V6 surges forward
into a whole new dimension
with twin turbocharging.
It didnt exactly come as surprise that the new

model would no longer be called 80. The A8 and A6
had already been launched when the sedan version of the A4 arrived in November 1994. With airbags, power steering and ABS for all models, it
took safety and comfort to a whole new level. The
same applied to the quality of materials and craftsmanship, which had already been impressive on
the previous model. In September 1995, the sedan
was joined by the Avant station wagon, with its
shutlines bearing testament to high-precision production. The Audi slogan Schne Kombis heien
Avant (beautiful station wagons are called Avant)
fitted perfectly.
More widespread than this ber Avant launched

in 1999 were the 2.5-liter TDI models. With 150 hp
and 310 Nm, their six-cylinders were perfectly
matched with the five-speed automatic transmission with torque converter, which also enabled
manual shifting in a second selector gate. The principle was called tiptronic a name still used by
Audi today.
Audi A4 B6
20002004
Design awards, readers choice the sixth-generation A4 attracted accolades for its outstanding
design left, right and center.
Looking good
staying safe
But progress at Audi means more than just looking

good. New lightweight running gear with a high
aluminum content further improved comfort and
performance, while side and head airbags, as
well as ESP, were part of standard equipment. It
achieved top marks in the NCAP crash test and
as Best Pick in the USA it achieved the best result
the US safety experts had ever awarded to a midrange car.
The A4 that was produced in the lowest number

is the Avant duo. The car presented in fall 1996
was a plug-in hybrid powered by a TDI and an electric motor and capable of driving on battery-electric power for up to 50 km. Only 90 units were ever
built. Clearly ahead of its time
Engine output increased steadily, paired with decreasing fuel consumption. Gasoline engines with
five-valve technology and the first TDI power
units with pump-injector technology strengthened
the position of the A4. A new multi-link front axle
improved steering precision and handling. This
also proved important in the RS 4 Avant with 380
hp from a 2.7-liter V6 biturbo, the first standalone
RS model from Audi subsidiary quattro GmbH.
Pioneer
The Audi A4
duo is Audis first
plug-in hybrid.
The Avant appeared in 2001, suiting the purist design language equally well. The interior was the
perfect combination of premium quality, style and
intuitive operation. Readers of German car magazine auto motor und sport voted the A4 Car of the
Year for the mid-size class in 2002.
Drive technology obviously didnt stand still either.
The 2.0 FSI marked the arrival of the first directinjection gasoline engine, while new V6 gasoline engines and the Multitronic continuously variable
transmission are likewise part of the story of this
A4. Its top-of-the-range gasoline engine also
started a new chapter the S4 Sedan and Avant
both featuring a 4.2-liter V8. With the crankshaft
spinning at 7,000 rpm, the five-valve unit sent
344 hp to the six-speed manual transmission and
onward to all four wheels. There could be no
doubt about it: this top A4 was also the work of
car enthusiasts.
Direct
TFSI brings direct
injection to
gasoline engines.
Land route
Eurotunnel connects
Great Britain
with the continent.
Trainee wizard
Harry Potter
becomes the hero
of a generation.
Fighter
Nelson Mandela
is voted in as South
Africas first
black president.
Fast
The Audi R8
advances
to serial winner
at Le Mans.
Power car
The RS 4 Avant
is high performance
by Audi.
52
Elegant
The new resund
Bridge connects
Copenhagen with
Malm.
53
Audi A4 B7
20042008
Big grille with lots
going on behind it
Downsizing
Turbo boost brings
added power and efficiency
to direct-injection
gasoline engines.
The new design line with sweeping headlights

and the Singleframe radiator grille gave the 2004
A4 a whole new look. In contrast to its predecessor, the sedan and the Avant were launched simultaneously and thrilled technophiles with a new
top-of-the-range four-cylinder.
TFSI marked the combination of direct injection
(FSI) and turbocharging (T). 200 high-revving
horses in combination with a punchy 280 Nm of
torque at just 1,800 rpm were what set this highly
fuel efficient engine apart. Indeed, multiple evolutions of it are still in service today in a whole host
of Group models. The TDIs, too, became more
powerful yet more fuel efficient at the same time.
Audi A4 B8
20072015
And finally, much to the delight of its fans, the

RS 4 followed in November 2005 as a sedan and
mid-2006 as an Avant. 420 hp at 7,800 rpm
delivered breathtaking performance. The sprint
from zero to 100 km/h was dispatched in less than
five seconds. The lateral dynamics of the RS 4
were also impressive, thanks to the asymmetrical
dynamic torque vectoring of the re-engineered
quattro drive.
Well assisted
Engineers have been working on the modular longitudinal platform for many years. This enormous
matrix gives the technical experts new levels of freedom and the designers, too. Walter de Silva,
who joined the company in 2002, used it for an elegant creation.
The core of this platform is the swapped layout of
clutch and transmission. This enabled the front axle
of the A4 to move forward by 154 millimeters.
The new mid-range car had an elegant and muscular
stance. However, it was elegance that went handin-hand with functionality the sedans cd figure
was 0.27.
Discipline
Britains
Queen Mother
turns 100.
New four-cylinder gasoline engines, a modern dualclutch transmission with seven forwards gears,
dynamic steering and adaptive dampers were just a
few of the highlights of this model generation.
Safety and ride comfort were also enhanced by a veritable armada of assistance systems for parking,
maintaining a safe distance, changing lane and staying in lane.
In March 2009, the family was expanded with the

A4 Avant allroad quattro. With its increased ground
clearance and elegant outdoor look, it presented
itself as the go-everywhere Audi. And finally, at the
end of 2012, there were once again high-end sedans and Avant with the RS 4 logo on the grille. With
450 hp at 8,250 rpm, the 4.2-liter V8 FSI was the
interim crowning glory of this range, notable, too,
for its extremly high-performance quattro drive.
Vorsprung durch Technik just like in every generation.
Get connected
Audi integrates
new online services into
vehicles.
Always on
Steve Jobs
revolutionizes
communication with
the iPhone.
Eastward expansion:
The European Union
gains ten new member
states.
Signature
The Singleframe grille
becomes the
Audi brands new icon.
Madam Chancellor
Angela Merkel
has been governing in
Germany since 2005.
Speed King
Sebastian Vettel
is the new
star of Formula 1.
Social network
Facebook started in
2004.
Get there safely

New assistance
systems aid drivers in
many situations.
54
55
SKILLS
The skill and dedication of every
single employee is Audis
greatest corporate asset. They form the
basis for perfection and innovation.
56
Upside Down
Unconventional views
six Audi models from below.
IN G[R8] SHAPE
Engine, ASF, quattro four R8 development
engineers explain the new technologies.
MAGAZINE
A glimpse over the wall
technology news from around the world.
Operation Carbon
This is how Lamborghini repairs
damaged CFRP components.
58
84
98
108
BENDS DISCUSSION
Three R8 variants, three development
engineers one workshop discussion.
RACING WHEELS
Comparison the cockpits in the new R8
and in the R18 e-tron quattro.
AUDI PILOT
The A7 piloted driving concept technology
study in Shanghai.
HOT OR NOT
Highly efficient the heat pump
in the new Audi Q7 e-tron 3.0 TDI quattro.
74
92
102
114
57
Text
Johannes Kbler
Hermann Reil
Photos
Robin Wink
Cars from Beneath

Lets alter our perspective. Quite rightly, cars have their wheels on the ground.
We look at them from above, take pleasure in their design and in their gleaming
paintwork. On the pages that follow, however, we take a look at some cars
from beneath. That way, we see far more of their technology and find out about
some exceptionally refined aerodynamics on the current models.
63
58
Like a race car, the new Audi R8 generates downforce in the case of the V10, this measures 140 kilograms at top
speed, 100 of which are on the rear axle. A fixed rear spoiler works together with a large diffuser on the underbody. Two
so-called venturi spoilers direct the air into them at high speed, virtually doubling the effect. Longitudinal fins in
the diffuser channel the airflow so that it doesnt rush into the center.
Around the front axle are two small diffusers that send the air through the wheel arches and thus serve to cool the
brakes. Each one works with two airflow bodies and venturi spoilers. Beneath the front of the car and the occupant cell,
the underbody is almost entirely smooth.
59
60
Audi R8
2015
01 Front splitter 02 Cooling air outlet 03 Diffuser front
04 Lower wishbone, front suspension 05 NACA duct for airflow to the engine
06 NACA duct for airflow to the oil sump/engine compartment 07 Prop shaft for quattro drive
08 Pan for dry-sump lubrication 09 NACA duct for airflow to seven-speed S tronic/engine compartment
10 Venturi spoiler for increasing the diffuser effect 11 Diffuser fin
03
04
09
01
06
02
05
07
08
11
10
61
62
On the Audi 80 presented in 1972, aerodynamics were still a long way from being a topic. And it is also immediately evident why the cars of that era could be incredibly light and comparatively compact the small amount of technology
didnt occupy much space. If the hood above the longitudinally mounted 1.3-liter four-cylinder with 55 hp were open,
you would be able to see the stars to the right and left of the engine unthinkable for the tightly packed engine bays
of modern cars. The exhaust system is a single muffler with one narrow pipe and the rear axle not much more than that.
Nevertheless the torsion-beam rear suspension with the front-wheel drive and the innovative negative steering roll
radius at the front delivered excellent handling characteristics. The acronym EA 827 for the new range of engines
would be with the entire Volkswagen Group for decades, and the curb weight of 835 kilograms shows that Audi was
already leading the pack in lightweight design more than 40 years ago.
Audi 80
1972
01
04
06
08
09
Oil sump for the 1.3-liter four-cylinder 02 Anti-roll bar 03 Four-speed transmission and differential
MacPherson suspension struts 05 Brake lines for the dual-circuit brake system
Diagonal brace at the rear axle 07 Rear-axle trailing arm
Rear-axle transverse tube, open on the underside, with integrated anti-roll bar
Fuel tank
04
02
01
05
08
03
06
09
07
64
65
Audi A4 AVANT
2015
The aerodynamic underbody is a major contributor to the cd figure of 0.26 achieved by the Audi A4 Avant. The engine
bay is completely encapsulated, with a large section of plastic cladding protecting the underside of the occupant
cell. The sum of all the small details also adds up to a substantial effect: The rear-axle suspension arms are individually
covered, mini spoilers including ones in front of the wheels and on the fuel tank provide targeted airflow guidance.
In combination with the rear-end design, the aerodynamically optimized underbody ensures minimal lift at the
rear axle.
01 Wheel arch pre-spoiler 02 Wheel spoiler 03 Front-axle control arm and tie rod
04 Damping tub 05 Storage catalytic converter 06 Heel-plate spoiler 07 Tunnel-brace spoiler
08 Wheel spoiler rear 09 Tank spoiler 10 Rear-axle control arms and drive shaft
11 Rear-axle differential 12 Control-arm cladding 13 Cover spare-wheel well
14 Cover SCR tank 15 Spoiler spare-wheel well
As shown by the rear-axle differential and the drive shafts, the car pictured is a quattro. Also clearly recognizable
are parts of the suspension, most of which are made from aluminum. At the rear, a sophisticated five-link design replaces
the trapezoidal geometry used in the previous model.
01
03
10
02
06
04
05
11
07
13
15
09
14
12
08
66
67
The revolution this time from beneath. With its four driven wheels, the Audi quattro of 1980 turned the automotive
world on its head. Some typical features of this now truly legendary sports car are also immediately recognizable.
The prop shaft and exhaust system now share the center tunnel (there was still no catalytic converter at this point), the
center and rear-axle differential locks were still cable operated in this model from the early 1980s. Also immediately recognizable is that the front and rear axles are practically identical, just turned around. The only space for the
large muffler was at the back of the car.
The only sign of the powerful five-cylinder turbo engine in this veritable classic (bearing the German H plate for the last
five years) is the oil sump, but it also shows the mounting position well in front of the front axle.
01
Audi quattro
1980
01
03
05
08
10
Cladding for the side-mounted water cooler 02 Oil sump for the five-cylinder turbocharged engine
MacPherson suspension struts, control arms, coil springs 04 Half shafts, front
Center differential with cable-actuated lock 06 Prop shaft with articulation 07 Exhaust system, still without catalytic converter
Drive shafts rear 09 Rear-axle differential with cable-actuated lock
MacPherson struts, control arms, coil springs
03
08
04
02
05
06
09
07
10
68
69
Audi Rallye quattro A2

1984
Rally tracks were, of course, the perfect stomping ground for the quattro. And in 1981, Audi proved the superiority of
the permanent all-wheel drive system to the motorsport world. 1984, the build year of our 360 hp example of
the A2 generation, began with Walter Rhrls victory at the Rally Monte Carlo and ended with Stig Blomqvist claiming
the world championship title.
Aerodynamics do not feature in this underbody, which called for toughness in the face of intense contact with gravel,
stones and sometimes even rocks. The MacPherson suspension front and rear is far more robust than the one on the
production car, but also lighter. The second generation of the Rally quattro had a homologation weight of just 1,000 kilograms. And, of course, not only is the exhaust system completely minus any form of muffler, it also has a considerably larger diameter than on the road car. For a good 50 percent more power, it also needs a proportionately higher
airflow. The battle scars from its active period more than 30 years ago are still evident on this quattro despite
having been carefully preserved for posterity.
01
03
05
07
09
Headlamp battery for night stages 02 Series-production bumper

Protective panel for engine/transmission unit 04 MacPherson struts with additional trailing arms
Center differential, partly locking 06 Exhaust pipe minus muffler
Prop shaft 08 MacPherson struts with additional trailing arms
Protective panel for rear-axle locking differential 10 Recovery hooks
02
04
08
01
10
05
03
07
06
70
71
09
From the Audi R8 to the R18 e-tron quattro, Audi has been dominating endurance racing and the 24 Hours of Le Mans
for the past decade and a half and aerodynamics have always been an important part of the winning package.
While the closed cockpit has been the better solution since 2011, Audis victories from 2000 until 2010 were achieved
with open prototypes. The R15 had a ten-cylinder TDI with 5.5 liters of displacement and an output of
around 600 hp.
Audi R15 TDI

2009
In a race car, perfect aerodynamics always mean the perfect balance between downforce and drag. The most
significant disturbance variables are the wheels. The most important element is the underbody, which looks so
simple on the photo. Nevertheless, this is where 70 percent of the total downforce is generated.
01 Areas of heavy wear and tear protected by wooden panels 02 Front diffuser
03 Complete front end in one single piece, for speedy replacement 04 Cooling airflow to the brake system
05 Front part of the monocoque with suspension 06 Area between the wheels angled outward
07 Wooden panel exactly specified by the regulations defines the minimum vehicle height
08 Rear diffuser generates downforce, calibrated precisely in accordance with the shape of the rear end and the wing
01
06
04
08
02
05
07
03
72
73
75
Audi R8 V10 plus*, Audi R8 e-tron and Audi R8 LMS

Three athletes created from the pursuit of uncompromising performance,
together beneath a blue-and-white sky. Their pulses beat with
the same rhythm, although the production sports car, the electric racer
and the race car are all very different beasts.
Text
Paul- Janosch Ersing
2
R8 Experts
Thomas Kubbe, Michael Fisseler
and Romolo Liebchen (from left)
in conversation.
1
Fast lap
Audi R8 e-tron, Audi R8 V10 plus
and Audi R8 LMS at the
Motorsport Competence Center
in Neuburg an der Donau.
Photos
Bernhard Huber
BENDS
DISCUSSION
* Audi R8 V10 plus:

Combined fuel consumption in l/100 km: 12,3
Combined CO-emissions in g/km: 287
shell, while increasing stiffness by 40 percent. In my view, we have struck the perfect
balance between function and lightweight
design.
4
Light signature
The typical design of the R8
daytime running lights graces
all three models.
None of the three Audi development engineers seeks to hide their enthusiasm for their own car yet each is looking
with fascination at the other two variants.
The new generation of the high-performance
sports car is wide ranging, no other model
with the four rings exudes more racing character. Alongside the highly emotional R8
production version for the road is the R8
e-tron, a hi-tech lab on wheels, and the R8
LMS, a full-blooded race car that has already celebrated its first successes.
For the first time, Audi pushed
forward all three variants in parallel from
the start. Production development engineers, race engineers and race drivers
worked hand-in-hand together from the
concept definition to the sign-off drives.
While project management lay with quattro
GmbH, the specialist departments of
AUDI AG contributed around 90 percent of
the practical development work a true
piece of teamwork.
The day is heating up. By just
before ten oclock, the asphalt is already
shimmering the height of a Bavarian summer at its best. The three development en
gineers walk around the spearheads of the
R8 lineup arranged trackside, comparing
the tiniest of details. All are obviously proud
proud of a great, shared project that led to
three fantastic cars.
3
Electricity storage under glass
The high-voltage battery
consists of 52 modules; its
capacity is 90.3 kWh.
On-site appointment at the

Motorsport Competence Center
in Neuburg an der Donau. The technicians
from Audi Sport customer racing start up
the V10 power unit in the new Audi R8 LMS
It has to warm up for a few minutes, says
a man who knows what hes talking about
Romolo Liebchen, Head of the Audi Cus
tomer Sport Program. Hes playing a home
game on this particular morning. Liebchen
has a date for some gasoline-infused shop
talk with the project leaders of the other
two R8 variants.
Officially, I have very little to
do with gasoline, counters Thomas Kubbe,
who is responsible for the new Audi R8
e-tron, adding with a smile that he would
have nothing against running a fast lap with
his electric racer painted in electric blue. No
wonder the output of each of the two electric motors driving the new-generation R8
e-tron has been raised to 170 kW, with
maximum torque now standing at 460 Nm
each. The sprint from zero to 100 km/h
takes just 3.9 seconds.
Mine is a tiny bit faster, pitches
in the third member of the group. Michael
Fisseler, Technical Project Manager for the
R8, has brought along the fastest production Audi ever the R8 V10 plus. Its highrevving, naturally aspirated engine produces 449 kW (610 hp) and delivers thrilling responsiveness and a characteristic
sound. The high-performance sports car
reaches 200 km/h from a standing start in
just 9.9 seconds, going on to a top speed of
330 km/h.
Aside from lightweight design,

which key points were right at the top
of the specification document?
Interview with Michael Fisseler

Technical Project Manager R8
When was the go-ahead given for the
development of the new R8?
Fisseler: We began with the first ideas for
the second-generation R8 at the end of
2008, start of 2009. I was entrusted with
the development of the concept for the
all-new MSS platform (Modular Sportscar System), on which the Lamborghini
Huracn is also based. It was one year later
that we started the actual R8 project.
76
Fisseler: Without a doubt, performance.

We had already decided at an early stage to
position the new vehicle somewhat higher
than its predecessor while maintaining its
good everyday usability. The outcome is the
R8 V10 plus with a power output of 449 kW
(610 hp) and a top speed of 330 km/h.
Thats a lot and its also great fun, but the
fastest production Audi to-date can also be
a very relaxed drive.
When it comes to high-performance
sports cars, the engine sound is
an important distinguishing feature.
What does the new R8 have to
offer in that respect?
Fisseler: To my ears, our V10 engine sounds

quite authentic 100 percent mid-engine
What are the most important aspects of sports car; nothing has been artificially crethe new body-in-white?
ated. For an even sportier sound, the driver
can use a switch on the steering wheel to
Fisseler: The first R8 already had an ASF open two flaps in the exhaust system, mak(Audi Space Frame) body-in-white. We are ing it a bit louder and even more emotional.
taking the next step with the new model
and focusing more keenly on the multi- The rear end of the R8 V10 plus features
material approach, which combines alumi- a distinctive spoiler, the form of
num with carbon-fiber reinforced polymer which is evocative of the DTM race cars.
(CFRP). This saves us around 30 kilograms Whats its purpose?
compared with a purely aluminum body
Fisseler: The attached wing is a functional
element that completely fulfills its purpose
in combination with the large diffuser beneath, it generates more downforce onto
the rear axle. Together with the drive-related measures taken at the front axle, this
enables even more dynamic driving at high
speeds.
5
Closely related
It is clear from the silhouettes,
forms and dimensions how
similar the three R8 models are.
AUDI
R8
77
Engine
Naturally aspirated V10
Displacement
5,204 cm
Power
449 kW (610 hp) at 8,250 rpm
Max. torque
560 Nm at 6,500 rpm
0100 km/h
3.2 s
Top speed
330 km/h
Fisseler: Sure, ten seconds was the magic

number from the start and Im happy we
came in below that. At the beginning of a
project like this, we start with the broad
outline and work down to the fine details.
You have to set the right cornerstones in
order to be able to realize different engine
variants and derivatives on a common platform. To put it another way; before all the
derivatives can be brought together on one
platform, their specifications have to be
defined and their positioning clear.
Fisseler: Yes, we took the racing version of

the R8 into account from the very beginning
of the development process. Things were
done a little differently with its predecessor
it wasnt developed until some time later
than the production vehicle. This time, we
sat down at the table with our co-workers
from motorsport right at the start and debated the characteristics of key components. This enabled findings from the first
generation of the production and racing
versions to flow into the development of
the second generation.
3.2 seconds from 0 to 100 km/h,

9.9 seconds from 0 to 200 km/h,
330 km/h top speed the Audi R8 V10 plus
is the fastest production Audi ever.
R8
V10 plus
6
A glimpse beneath the hood
Kubbe, Liebchen and Fisseler
(from left) discussing the
engine in the R8 V10 plus.
78
Mid-engine high-performance sports car
How important were the bare numbers,

such as the acceleration figure
for 0 to 200 km/h in just 9.9 seconds?
Are you referring to the LMS model for

the race track?
Audi R8 V10 plus

Type
8
For pump nozzles
The fuel cap of the R8 is made from
aluminum. It is integrated
into the upper blade on the right
flank and sports R8 lettering.
Fisseler: I actually always see the vehicle as

a whole. There are lots of individual details:
the optimized shifting program, the switch
to electric power steering, the variable
multi-plate coupling in the quattro drive
just to name one or two examples. In a
sports car, its the many small improvements in detail that ultimately result in a
major step forward. I initially worked for
two or three years on the concepts theory
alone, i.e. with computer models. One real
ly great moment was when I sat in the first
prototype and drove the first few meters I
was able to experience how all our calculations had become reality and that the concept worked.
7
An eye on everything
Michael Fisseler, Technical
Project Manager R8, in the driveroriented cockpit of the
high-performance sports car.
Do you have anything approaching a

favorite detail about your car?
79
80
Kubbe: The first thing that comes to mind

is the point of the concept freeze. That
was the stage at which the design of the R8
e-tron was consistent with the technical
characteristics from the specification document. Once this milestone was reached, the
detail engineering began such as the integration of the high-voltage battery into the
bodyshell structure or the illuminated sideblades with a multi-color light function.
Kubbe: The R8 e-tron is in itself a real highlight. The requirement to carry over as many
components as possible from the production R8 and yet to differentiate them, presented us with a whole lot of challenges.
The specific radiator grille or the illuminated sidebaldes in place of cooling air intakes are two examples. As far as the charging concept is concerned, we turned to the
Group resources and helped ourselves to
the latest standard CCS (Combined Charg
ing System). It brings the charging process
down to well below two hours.
The diffuser and the rear spoiler lip seem

less elaborate than on the R8 V10 plus.
And how far can your car travel when

fully charged?
Kubbe: Yes, and the two of them together

also perform a somewhat different function
on the R8 e-tron. The combination generates slight lift instead of downforce. We can
afford this because the big battery, which is
a load-bearing part of the ASF, puts sufficient load on the rear axle the axle load
distribution is roughly 40:60 (front/rear).
Further aerodynamic measures impact the
cooling air intake and the underbody. The cd
figure of the Audi R8 e-tron is just 0.28,
which helps us a lot when it comes to range.
Kubbe: In our specification document, the

only word on the first two pages was Range.
And we managed it with a fully charged
battery, the new R8 e-tron can now drive a
distance of up to 450 kilometers. The new
cells were using are massively energy optimized. The sprinting capability has been
increased considerably compared with the
previous model it takes just 3.9 seconds
to go from zero to 100 km/h. The R8 e-tron
now reaches a top speed of 250 km/h electronically limited, of course, and sustained.
The simulation figures forecast that, with
the new package, the car would stay below
eight minutes on the Nrburgring Nord
schleife.
The R8 e-tron is a lab on wheels
for Audi. What technical aspects are
of particular interest in terms
of subsequent production use?
Audi R8 e-tron
Type
High-performance electric sports car
Motor
Two electric motors at the rear axle
Power
2 170 kW
Torque
2 460 Nm
0100 km/h
3.9 s
Top speed
250 km/h
Range
450 km
More powerful, faster and with greater

stamina: The second-generation Audi R8 e-tron
exceeds the last Audi R8 e-tron model in
all major criteria.
Kubbe: One important issue is correct thermal management in the different operating
conditions. The sports car character was
obviously a key factor for the R8 e-tron. An
other focal point was torque vectoring, i.e.
on-demand torque distribution by the electric motors at the rear axle. One more would
be the electromechanical brake-by-wire
system for maximum recuperation and the
greatest possible efficiency.
81
R8
ETRON
340 kW of power and a range of up to 450 kilometers behind the imposing vital statistics of the
new Audi R8 e-tron are extensive further developments to the battery. Jens Ktz, head of Networking Energy Safety, and therefore responsible for
the Audi Competence Center that stands in front
of the factory gates in Ingolstadt, talks us through
the progress.
The most important factor is the new, energy-optimized cell chemistry that replaces the cell
chemistry used in the previous model, says Ktz.
This step has enabled us to increase the batterys
energy density from 84 watt hours per kilogram of
weight to 152 Wh/kg. This raises its rated capacity
from 48.6 kWh to 90.3 kWh.
The mighty, 2.35-meter battery system in
the Audi R8 e-tron is shaped like a T and weighs
595 kilograms. The battery junction box on the
transverse section of the T serves as both monitor
and safeguard managing a current of more than
1,200 amperes and a rated tension of 385 volts.
The 7,488 battery cells are packed into 52
modules of 144 cells each, layered on two and five
floors respectively in the tunnel and rear section
of the battery. The coolant circulates in a system
of aluminum shells. Aluminum plates divide the
floors and also form the batterys load-bearing
structure. In the event of an accident, they divert
the forces into the R8 e-trons multi-material space
frame in a predefined manner with Audi simulating extremely high loads of up to 150 g.
We had already developed the battery of
the first-generation R8 e-tron as a modular system, explains Jens Ktz. We were able to switch
over to the new cells without having to make major
changes to the dimensions and the integration
into the car. We are now transferring this module
concept to our new models, meaning we are equip
ped to address any future changes in the market
and all applications within the Group. In the competition between cell manufacturers and cell concepts, where the leadership frequently changes,
we can always select whichever solution is best for
our customers at that point in time.
What were the biggest milestones for

you during the development period?
10
Hi-tech lab on wheels
Thomas Kubbe, Head of
Development R8 e-tron, runs a fast
lap with the electric racer.
Modular, highly flexible concept
What are the main technical highlights

of the R8 e-tron?
9
Unmistakable
The Audi R8 e-tron is recognizable
from every angle. At the rear
end, it features special design
elements beneath the rear lights.
Jens Ktz
Head of Networking Energy Safety
Interview with Thomas Kubbe

Head of Development R8 e-tron
12
Winning driver
Swedish race driver Edward
Sandstrm sat in the cockpit at the
triumphant 24-hour race at
the Nrburgring.
11
Winning car
Romolo Liebchen, Head of the Audi
Customer Sport Program,
at the rear spoiler of the Audi R8 LMS.
Can you cite an example of the close

cooperation with your colleagues from
series production?
Interview with Romolo Liebchen

Head of the Audi Customer Sport Program
R8 LMS
Audi R8 LMS
82
Type
Racing sports car in accordance with
the GT3 rules
Engine
Naturally aspirated V10
Power
Up to 430 kW (585 hp)
Homologation weight
1,225 kg
Bodyshell

ASF from aluminum and CFRP,

outer skin from CFRP
Transmission
Six-speed racing transmission
Lighter, more aerodynamically efficient, even

more precise and more drivable than its predecessor the new Audi R8 LMS established itself
as the benchmark in its class right from the start.
Liebchen: The race car chassis runs on the

same line as the production version in the
Audi Bllinger Hfe near Neckarsulm. The
safety cage, which is very important for
stiffness, is no longer put together inside
the vehicle, but installed as a single piece.
This takes place before the locally reinforced
ASF gets its roof module.
What are other notable differences
compared with the production model?
Liebchen: In terms of running gear, the GT3

Just a few weeks after its world premiere, race car is now more standalone. In motorthe Audi R8 LMS won the 24-hour
sport, camber, track and ride height have to
race on the Nrburgring. A race car could be repeatedly modified to the respective
hardly have had a more successful start. race track. The new solution allows our customers to make these adjustments in an
Liebchen: For us, the 24-hour race was some extremely short space of time.
thing of a final endurance test under competitive conditions. You really dont know What other customer wishes have you
going into it whats going to happen. At the addressed?
end, it took quite a while for me truly to understand what a sensational story that ac- Liebchen: Were in constant contact with
tually was.
our customers, which means theres always
the opportunity for direct dialogue. Weve
made a huge step forward in terms of hanThe new car generated its very own
dling. The optimized weight distribution
customer testimonial.
and the considerably more efficient control
Liebchen: A triumph like that obviously systems make the car even easier to drive,
makes a clear statement to the competition particularly for our gentlemen drivers.
and, at the same time, increases interest
among our customers. This effect applies to Whats the situation with the engine
both the race car and the road-going sports the heart of any race car?
car.
Liebchen: The V10 unit is virtually identical
to the production engine. The only deletion
Have the production and race vehicle
is the additional inlet manifold injection.
become more similar?
The reduced complexity in engine control
Liebchen: Just like the first generation of brought a major cost benefit for our custhe R8, both cars carry the same genes. The tomers, without causing any disadvantages
race car shares around 50 percent of its in race application. The power output is departs with the production car.
termined by the respective regulations and
the airflow limiters specified as part of
Edward Sandstrm
them. For race use, its important that were
Race Driver
now better armed for extreme situations.
Thanks to the improved cooling concept,
A much better workplace
the car now deals better with extreme heat
Race driver Edward Sandstrm has also made his
than its predecessor.
way to Neuburg an der Donau. He climbs into the
cockpit of the Audi R8 LMS wearing the official racing overalls. The workplace for us drivers is much
better now. For instance, the ventilation has been
improved, says the Swede, talking about the new
features inside the car. Sandstrm was one of the
winning Audi drivers at the 24-hour race at the
Nrburgring in mid May.
It doesnt bother him that today is just a
few laps of the proving grounds. I enjoy every second I get to sit in the car, he says, closes his helmet visor, starts the V10 and heads out onto the
track.
83
How heavily involved were the Audi race

drivers in the development?
Liebchen: The expertise of real professionals didnt just help us with the R8 LMS. Race
drivers like Christopher Haase and Frank
Stipler were also at the steering wheel
when we were testing the production vehicle. Its enormously important to have
people in the team who are able to drive a
new vehicle at its limits.
The development of a completely new
race car costs a lot of money, doesnt it?
Liebchen: There are no parts about which
we didnt ask, can we make that lighter,
stiffer, better? We turned every single
screw in the car. The car is now better than
the last one in a great many details. One
important issue is the cd figure, which is
now 20 percent lower, at absolutely no
detriment to downforce. This should benefit the new R8 LMS on fast tracks in particular. At the same time, we managed to
maintain the same pricing level for our customers. Im especially proud of that.
The Audi R8 LMS emerged as a winner
from the word go. Is that how its going
to stay?
Liebchen: We still have a whole load of solutions up our sleeves that we cant use right
now on account of the rules that applies
to the engine, the weight and the aerodynamics. The new R8 LMS has the potential
to remain competitive throughout its entire
lifecycle.

in [g]R8
SHAPE
2
ASF parts
The component here is
defined as B-pillar
upper left. It is made
from CFRP; the
high-end material plays
a key role in the new
Audi R8.
THE NEW
AUDI R8
AND ITS MAKERS
Technology at the Limit

No other car with the four rings is closer to motorsport; none is sharper,
none is more dynamic. The new R8 high-performance
sports car probes the limits of technical feasibility. We take a look behind the
curtains at the development of its engine, ASF and quattro drive.
2
Text
Johannes Kbler
Photos
Manfred Jarisch
1
3
quattro drivetrain
The electrohydraulically
controlled multiplate coupling enables
a whole new degree
of freedom in the
management of the allwheel drive.
1
Control units
Two control units
share the computing
work. This concept
accommodates
the high-revving characteristics of the
naturally aspirated
ten-cylinder.
84
2,55 kg/hp
Lightweight design meets power
In the new Audi R8, each hp has to shift
just 2.55 kilograms. Power: 449 kW (610 hp).
Curb weight: 1,555 kilograms.
85
AUDI R8
THE 5.2 FSI
The development engineers

Christian Brinkmann (left) is Head of Thermodynamics and
Application V Spark-Ignition Engines. Dr. Andr Grob works in the same
field for the V8 and V10.
Our development work was more

than passion. It was a kind of
positive insanity from sheer enthusiasm
for the new engine.
What are the engine requirements

for a high-performance sports car?
Plenty of power, of course; not to mention sound, tenacious responsiveness and high-revving euphoria. The
further developed 5.2 FSI in the new R8 has all of this.
When Christian Brinkmann, Head of Thermodynamics
and Application V Spark-Ignition Engines at Audi, talks
about the naturally aspirated V10 his eyes light up.
Our development work was more than passion, says
the engineer from Neckarsulm. It was a kind of positive insanity.
The vital statistics already hint at its thrilling potential. The engine, with a displacement of 5,204
cm, delivers fulsome 449 kW (610 hp) at 8,250 rpm in
the new R8 V10 plus; its maximum torque of 560 Nm
kicks in at 6,500 rpm. Despite its long-stroke layout
(bore stroke 84.5 92.8 mm), the ten-cylinder spins
up to 8,700 rpm. Here at the limit, the pistons reach
their maximum average speed of 26.9 meters per second, circa 100 km/h. The specific output is 117.2 hp
per liter of displacement and each hp has to move just
2.55 kilograms of curb weight (minus driver). The fastest production Audi of all time shoots from 0 to 100
km/h in 3.2 seconds and from 0 to 200 km/h in 9.9
seconds. The acceleration doesnt end until it reaches
330 km/h.
The 5.2 FSI is a hi-tech unit; even its basic
layout indicates its close links with motorsport. All four
camshafts can be adjusted by up to 42 degrees of crankshaft angle. Dry-sump lubrication means the engine
can be mounted low down in the car. Its pump module
guarantees lubrication even at the maximum possible
lateral acceleration of 1.5 g. The crankcase, which has
a V angle of 90 degrees, is made from a high-strength,
lightweight aluminum-silicone alloy. The cylinder barrels are honed from solid.
The crankshaft of the V10 is conceived as a
common-pin shaft, whereby the conrods of the opposing pistons are attached to a shared crank pin, leading
to alternating ignition intervals of 54 and 90 degrees.
This rhythm and the ignition sequence of 1 6 5 10
2 7 3 8 4 9 play a major role in defining the
unmistakable sound of the new R8. Under load, the
mighty, free-breathing engine plays a symphony of
rumbling basses and powerful trebles that soars with
the revs to a magnificent fortissimo, rounded off by the
slap of the gearshift under full load and the burble on
lifting off the gas. The acoustics can be fine tuned via
two flaps in the exhaust, which can be controlled by the
driver, and a switchable intake for untreated air.
And whats new about the V10? This is
where Brinkmann really starts to rave: We have made
the engine even more responsive and designed it even
more for power output. Above 6,000 revs, its far more
dynamic than its predecessor. And even when its running above the rated output, it still has plenty of
oomph. If you push the pedal to the floor when the car
is idling at a standstill, it reaches full load in just 66
hundredths of a second almost 20 percent faster than
the previous engine.
Christian Brinkmann
Head of Thermodynamics and Application V Spark-Ignition Engines

see the video on the R8 V10 plus.
86
117,2 hp/l
5.2-liter V10 FSI engine in the

Audi R8 V10 plus
A Engine power
449 kW (610 hp) @ 8,250 rpm
B Torque
560 Nm @ 6,500 rpm
The specific power of the top V10

is out-standing
Its 610 hp come from a displacement
of 5,204 cm.
87
Behind the increased power are first and

foremost some classic measures the compression
ratio was raised from 12.5:1 to 12.7:1, valve control
times have been set for good cylinder fill at high revs.
Sophisticated detail work went into opening up the
breathing the valve heads on the exhaust side have a
flatter design, while the intake valves have narrower
shafts. The straight intake ports were shortened by ten
millimeters, the tumble flaps and baffles removed the
5.2 FSI no longer needs them thanks to the new dual
injection.
The combination of manifold (MPI) and direct (FSI) injection makes a major contribution to performance. Only the new manifold injection is active
under low partial load. The high vacuum in the manifold
enables very good fuel evaporation and very few particulates are generated during combustion. Under midrange load, the work is split evenly between manifold
and direct injection, with the FSI system, which develops up to 200 bar of pressure, taking on around 85 percent under full load. The remaining proportion of MPI
contributes to good cylinder fill.
Two control units operating in accordance
with the master/slave principle share the computing
work. Brinkmanns co-worker Dr. Andr Grob, Head of
Thermodynamics and Application V8/V10 SparkIgnition Engines provided the data, which is based on
more than 20,000 values. Beyond dual injection, we
are also running a special efficiency technology cylinder on demand (COD) which we had to intricately integrate into the different operating modes, says
Dr. Grob. Under low to medium load and revs, we deactivate one of the cylinder banks by switching off ignition and injection. This applies to the D drive program
and the upper four gears. After a certain period of time,
we reactivate the bank to ensure its catalyst doesnt
cool down and deactivate the other bank instead. The
driver doesnt notice anything, because the sound of
the engine barely changes on five cylinders. And we
modulate the transitions by deactivating the cylinders
one after the other.
The COD technology, the start/stop system
and a coasting function in the seven-speed S tronic
make the new Audi R8 V10 plus amazingly efficient. In
the NEDC, its consumption has dropped from 12.9 liters per 100 kilometers (299 grams CO per kilometer)
to 12.3 liters (287 grams). At 13 percent, the reduction
in the new R8 V10, which produces 397 kW (540 hp), is
even more. Even more power and even more passion
paired with greater efficiency that lights up the eyes
of more than just the engineers.

The right material in the right

amounts in the right place talking to Jrgen Gerbrand brings to life Audis classic
principle of lightweight design. The engineer from
Neckarsulm, responsible for the development of innovative bodyshell projects, knows all there is to know
about the multi-material space frame of the new R8,
about the strengths of the different materials and
about the best methods for joining them with one another.
Gerbrand tells us that the space frame of
the high-performance sports car weighs just 200 kilograms, a further 15 percent less than the previous
model, which was already extremely light. Behind this
incredible figure is a concept used by Audi for the first
time the front and rear ends of the car are still made
from aluminum. However, the rear bulkhead, center
tunnel and the three-part B-pillars are now made from
carbon-fiber reinforced polymer (CFRP). Together,
these parts make up 13 percent of the multi-material
space frame and form a backbone of outstanding
strength and torsional stiffness.
We use CFRP specifically in those places
where it achieves better results than aluminum and we
specify it completely differently, explains the development engineer. In the rear bulkheads transverse beam,
where the number one priority its maximum lateral
stiffness, the layers of webbing are arranged largely in
one direction. There are around 14 of them one on top
of the other, forming a layer five millimeters thick and
taking full advantage of the extreme tensile strength
of the pure fibers in the longitudinal direction which
measures 4,800 megapascals. In the B-pillar reinforcement, on the other hand, which has to accommodate
both longitudinal and transverse loads, the layers are
arranged in all directions (quasi isotropic orientation).
Gerbrand: In each location theyre used, the CFRP
parts perform a specific task for which they are suitably
structured.
When it comes to aluminum parts, where

the classic semi-finished components are castings,
profiles and panels, the Audi space frame principle
has likewise been extensively developed. The A-pillar
nodes, which connect important components of the
front-end and occupant cell, are made from a new, highstrength cast alloy with a tensile strength of 230 MPa,
which is 15 percent higher than before. Altogether, the
cast nodes represent 20.8 percent of the ASF.
In terms of the extruded profile, which
makes up 47.2 percent, development work focused on
increased tensile strength with the new top figure of
340 MPa and on optimized topology. Between the
suspension strut mount and the chassis connection to
the rear axle is a vertical profile around 60 centimeters
in length, says Jrgen Gerbrand. Its wall thickness
varies between two and seven millimeters, resulting in
a weight saving of 1.3 kilograms across the rear end as
a whole. Oval aluminum profile sections form the
upper spider of the structural braces that stiffen the
rear end they weigh just one kilogram.
Cast nodes made from the new highstrength alloy connect the axle radius arms directly
and stiffly to the ASF. The floor of the luggage compartment is made from sheet aluminum and functions as a
shear plane. We have achieved a new kind of functional integration here, sums up Gerbrand. Alongside new
materials and improved geometries, this is our third
discipline in lightweight engineering.
Cast parts, profile, heat-treated aluminum
alloy sheet and CFRP how do all these different materials come together to create a stiff, safe and vibrationoptimized space frame? Gerbrand cites the most important technologies in bodyshell engineering, The
welded seams between the aluminum parts are a total
of 89 meters long. To connect them with the CFRP components we use cold processes only. The multi-material space frame contains 270 semi-hollow punch rivets,
207 blind rivets, 241 metric and 270 self-tapping
screws. We ensure the aluminum does not corrode in
those areas in contact with the CFRP through cathodic
dip coating, with its drying oven set at around 200 degrees Celsius, a technical adhesive and a special sealant.
In the lightweight rating the relationship
between weight, size and stiffness the new multimaterial space frame achieves a top figure in its segment. When it comes to torsional stiffness a particularly important figure for a sports car it has increased
by 40 percent. Jrgen Gerbrand: Only through the new
multi-material concept were we able to achieve these
improved characteristics while reducing weight. If we
had designed the space frame using the same technology as the previous model, it would have been 32 kilograms heavier.

AUDI R8
THE ASF
The development engineer

Jrgen Gerbrand is responsible for developing the
bodyshell structure of the Audi R8.
The CFRP parts in the ASF fulfill

a very specific task wherever
they are used. Weve designed them
with enormous precision.
Jrgen Gerbrand
Development Bodyshell Structure Audi R8
200 kg
Weighing exactly 200 kg
The new Audi R8s multi-material
space frame enters a whole
new dimension of lightweight design.

see the video on the R8 space frame.
88
89
AUDI R8
THE QUATTRO DRIVE
The development engineer

Sebastian Straer is Head of Development Vehicle Control
All-Wheel Drive Control Systems/Electrified Drives.
Audi is quattro and quattro is Audi

and that goes for the new R8, too.
Especially here in the high-performance sports car, the
permanent all-wheel drive system delivers a major plus
in stability, precision and traction. In the quattro drive
for the new R8, we have achieved the very best that is
possible today, explains Sebastian Straer, Head of
Development Vehicle Control All-Wheel Drive Control
Systems / Electrified Drives.
The heart of the new quattro driveline is an
electro-hydraulically regulated multi-plate coupling
integrated into the front axle differential. Inside it is an
electrically driven axial piston pump. When the situation demands, it applies a pressure of up to 40 bar to
push together the plates, which are made from steel
and coated with an organic material. The higher the oil
pressure, the more power is sent (continuously variably) to the front axle. To assure pressure buildup in a
matter of milliseconds, the pump runs constantly with
a certain oil volume.
Compared with the unregulated viscous
coupling on the previous model, the regulated multiplate coupling performs far better in all criteria, says
Straer. Before, we were only able to transfer a maximum of 30 percent of the torque to the front. It also
necessitated a certain difference in the axle speeds. We
are now able to apply the ideal torque distribution at
any time, fully variably and depending on the actual
driving conditions, because the new coupling has no
fixed base distribution. Our intelligent all-wheel drive
software has been adapted specifically to the mid-engine concept. It is constantly calculating the ideal
torque distribution at any given moment, depending
on the driving situation, driver input and environmental
conditions.
Management of the quattro drive is integrated into the Audi drive select dynamic handling system, which offers the choice between comfort, auto,
dynamic and individual modes. In the R8 V10 plus
(optional in the V10), the performance mode also offers dry, wet and snow programs, which adapt the handling parameters specifically to road surface friction.
Handling characteristics are rounded off by the additional software system for wheel-selective torque vectoring if required, it applies a slight braking force to
the inside wheels when cornering.
A high-performance mechanism
and software that offers us plenty of
control parameters its this
that gives the new quattro drive its
supreme performance.
R8 drivetrain
The multi-plate
coupling is integrated
into the front-axle
differential at the
front end of the drive
shaft.
Sebastian Straer
Head of Development Chassis Control,
All-Wheel Drive Control Systems/Electrified Drives
90
91
To ensure drivers always have the full performance of quattro technology at their disposal, the
multi-plate coupling is incorporated into the engines
cooling circuit. This ensures it always performs precisely and to its full extent, regardless of load and outside temperature from Saudi Arabia to the North
Cape. Conditions are continually monitored by a pressure and temperature sensor and the control parameters adapted accordingly. Although the multi-plate
coupling operates with a minimum amount of slip,
which is necessary for defined torque transmission, it
is still more efficient than the viscous coupling used in
the previous model.
On the rear axle of the new Audi R8 is a mechanical differential lock that further improves traction
and handling. With its 25 percent locking ratio under
pull and 45 percent under push, it is designed specifically for the actively regulated quattro drive. Sebastian
Straer: A high-performance mechanism and software
that offers us plenty of control parameters its this
combination that gives the new quattro drive its
supreme performance.

Audi R18 e-tron quattro
Audi R8 V10 plus
The steering wheel of the racing sports car.

The labeling means (from left to right and top to bottom):
In the production sports car, too, the driver manages the most important performance
functions via satellite controls on the steering wheel. Like the race driver,
he can shift gears using steering-wheel paddles; he can monitor the status of the R8 V10 plus via the
virtual cockpit, showing information such as power, torque and temperatures.
KFS and HMF: Hybrid system functions BB-R and BB-F: Brake balance rear and front
ASR- and ASR +: ASR settings MUL: Multi-function thumbwheel
FCY: Drive program for yellow phase DISP: Menu switching in display KERS CLEAR: Hybrid function
BAL: Balance settings RADI: Radio MIX: Engine mapping V6 TDI
PIT: Speed limit for pit lane DRI: Drink system WIP: Windshield wiper MODE: Hybrid system
LAT: ASR setting OK: Confirm pit radio STA: Starter
IN: Pit function BEAM: High beam with laser high beam HEAT: Windshield heating
FOG: Fog light
Downshift Upshift
Navigation within the menus; switch for the Audi virtual cockpit
Volume control, voice commands, phone express function
Audi drive select Engine start/stop
Performance mode Exhaust flap control
Racing
Text
Johannes Kbler
92
Wheels
Operation and Display

In a really fast car, the driver always has both hands on the wheel whether in the Audi R18 e-tron
sports prototype or the new Audi R8. Both cars have much in common in terms of their
operating and display concepts at the multi-function steering wheel, the driver can control important
dynamic parameters, while a digital display shows all key information.
Photos
Ulrike Myrzik, AUDI AG
93
Audi R18 e-tron quattro

Just one thing counts for Holger Turczynski
strict functionality with maximum ergonomics
within the scope of the regulations. The engineer
from Audi Sport is Project Leader Electrics, Electron
ics and Energy Systems for the Audi R18 e-tron quattro and he knows every detail of the operating and
display concept. The cockpit is defined by the technology alone, says Turczynski. We have developed
it step-by-step for years in close cooperation with
our drivers. That applies to the operating concept as
well as details such as the color of the buttons.
In WEC racing, there are four operating
levels three on the aluminum steering wheel,
which is home to a total of 33 buttons, switches and
knobs, and one on the dashboard. The first level incorporates those operating elements that the driver
uses most frequently the shift and clutch paddles.
They are located behind the steering wheel. The
driver uses the fingers of his left hand to shift down,
and the fingers of the right to shift up. The high
beam flash and fuel functions are likewise handled
via paddle switches.
The driver doesnt have to take his hands
off the steering wheel for the second level of controls either for which he uses his thumbs to operate
the buttons for brake balance and traction control.
Both of these are on the steering wheels horns.
Further down are three buttons on each side for the
speed limit in the pit lane, the radio and the starter
(double), the drink system and the confirm button
for communicating with the pits. There are also
scroll wheels for brake balance and the steering
wheel display as well as two buttons on the upper
edge of the steering wheel for the hybrid functions.
1
1
Right-hand drive
The driver
sits on the right in the
Audi R18 e-tron
quattro. The flywheel
storage device is
located next to him.
PIT
This knob serves
as a speed limiter for
the pit lane.
WIP
Windshield wiper,
extensively adjustable.
MIX
The rotary
control knob influences
the mapping of
the V6 TDI combustion
engine.
MODE
This is where the
driver controls
the hybrid system. Each
of the four rotary
knobs on the
steering wheel clicks
round in twelve
positions.
2
2
Powerhouse
The Audi R18 e-tron
quattro, the hybrid race
car in the WEC.
3
The steering wheel
display
Among the most
important read-outs
are the lap times,
the gear engaged and
tire pressure.
We have developed the

race car cockpit over years in
close cooperation with
our drivers. That applies to the
operating concept as
well as details such as the color
of the buttons.
On the lower edge of the steering wheel

and directly beneath the display are the buttons for
the windshield heating, the fog light, high beam, the
pit function, the hybrid function for yellow phases,
menu navigation within the steering wheel display
and the hybrid function. This is the third level the
driver has to move his hands in order to operate
them. He only does that on the straights, says
Turczynski. The same applies to the four rotary knobs
in the center of the steering wheel they control the
windshield wiper, the ASR and the mapping of the
V6 TDI and the hybrid system.
In the Audi R18 e-tron quattro, the driver sits on the right-hand side. On his left is the dashboard made from carbon-fiber reinforced polymer
(CFRP) with several secondary switches the fourth
operating level. Under the sticker bearing the letter
E is a protected switch that activates the fire extinguisher system. Beneath that are the connecting
sockets for the communications cable that runs to
the helmet and a rotary control, which the driver
uses to adjust the radio volume.
On the right side of this surface are the
buttons for idle and reverse gear, the main switch for
the vehicle electrics and the switch for activating the
hybrid system. During technical work in the pits or if
there is a problem on the track, the driver switches
the power supply to the high-voltage system off.
Four LEDs indicate the status green means the system is working trouble-free, red indicates a safetyrelevant malfunction.
If the electronic fuse box switches off a
consumer in the Audi R18 e-tron quattro, the driver
can attempt to reactivate it via a button on the dashboard. He can use the neighboring reset button for
the data logging and transmission system to restart
a broken connection. Two rotary controls serve for
adjusting the brake system and the traction control
(ASR).
The Audi R18 e-tron quattro is designed
around function and the regulations when it comes
to the displays, too. We have to keep certain fields
of vision clear, explains Holger Turczynski. This applies, for instance, to certain parts of the virtual rearview mirror at the upper edge of the windshield,
which Audi Sport conceived together with their colleagues from production development. It takes the
form of an AMOLED display made from organic lightemitting diodes that works together with a rear-view
camera. A gear display is positioned above it.
Holger Turczynski
Project Leader Electrics, Electronics,
Energy Systems at Audi Sport

see the video on the R8 interior.
94
95
However, the driver sees the most important information on the steering wheel. Along its
upper edge are six green, three yellow and three red
LEDs this shift display replaces the rev counter.
When the red diodes light up, its high time to shift
up. Beneath the LED strip is the 3.0-inch transflective color display. It has a mirrored layer that reflects
light, ensuring the driver can still read it clearly even
in direct sunlight.
For regular driving, the display has three
similarly structured views. Each one shows the tire
pressures, the engaged gear, the ASR and brake balance settings and the current fuel strategy which
helps the driver achieve the energy targets for each
lap. Added to that are the variable displays for lap
time and difference, speed, the charge status of the
flywheel storage device and brake temperatures.
4
4
All important
elements within sight
and easy reach
The R8 cockpit
is fully focused on the
driver.
Start/Stop
The button for
firing up and shutting
down the 5.2 FSI.
5
5
An image
of a sports car
The new
Audi R8 V10 plus.
Our new R8 is an extremely

dynamic car, which is why we have
systematically focused
the operating and control concept
on the driver.
Michael Zeyn
Head of Development Operating Concepts at Audi
96
Audi R8 V10 plus

Our new R8 is an extremely dynamic car,
which is why we have systematically focused the operating and control concept around the driver, says
Michael Zeyn, Head of Development Operating
Concepts at Audi. Here, too, the drivers hands can
remain firmly on the wheel at all times.
This principle applies in equal measure
to the 14 multi-function buttons, paddles and
thumbwheels on the steering wheel spokes on both
versions of the new high-performance sports car
the R8 V10 and the R8 V10 plus. On the left-hand
spoke are primarily the menu levels of the Audi virtual cockpit. And on the right, we have the volume
control, the skip buttons and the shortcuts for
phone and voice commands, explains Zeyn. Using
these buttons, the driver can control almost all of
the cars functions except for entering text and
numbers into the navigation and phone systems,
which is done via the rotary/push control on the center console. There is also a voice control system,
which, instead of the previously commonplace commands, now enables far more natural speech input.
In terms of the performance and hand
ling parameters, the two engine variants differ distinctly from one another. These are controlled by
either two or four large satellite buttons located beneath the hub of the steering wheel. The R8 V10
comes as standard with two large, round satellite
buttons. Beneath the right steering wheel spoke is
a red button for starting and stopping the engine.
The black button beneath the left spoke enables the
driver to choose between the four basic modes of the
Audi drive select system comfort, auto, dynamic
und individual. This controls the operation of the gas
pedal, engine sound, power steering, seven-speed
S tronic, quattro drive and the optional Audi magnetic ride damper control system.
The performance steering wheel in the
Audi R8 V10 plus (optional for the V10), comes with
two more satellite buttons. The one on the right is
for controlling the exhaust flaps, while the left-hand
one is for activating the performance mode. Using
the integrated rotary ring, the driver can choose between the performance programs dry, wet and snow
as well as the aforementioned systems, they also
adapt the operation of the electronic stability control to the surface friction of the road, always aiming
for the fastest possible lap times.
97
Exhaust symbol
button
Enables control of the
exhaust flaps.
drive select
This is where the
driver chooses between
the comfort, auto,
dynamic and individual
modes.
Flag symbol control

For switching
on the performance
mode and
choosing between the
dry, wet and
snow programs.
In the R8, too,

the drivers hands can remain
firmly on the
wheel at all times.
Michael Zeyn
Head of Development Operating Concepts at Audi
In the new R8, the fully digital Audi virtual cockpit replaces both the analogue instrument
panel and the MMI monitor from the previous model
also strictly in the interests of driver orientation.
Its 12.3-inch TFT display offers a resolution of 1,440
540 pixels. It shows all information in razor sharp
and richly contrasting graphics with sophisticated
detailing.
The driver can use the view button on
the steering wheel to switch between two different
display views. In infotainment mode, the navigation
map or the lists from the phone, radio and audio sections appear in a large central window the rev counter and speedometer flanking them as small dials.
The second view increases the size of these two instruments to create a classic view that places the
emphasis on driving information.
As an alternative to the classic view, the
driver can also select a special sports mode that
places a large rev counter front and center. It also
serves as a shift read-out when the seven-speed
S tronic is operating in manual mode, its scale has a
colored background at high revs. As the rev count
rises, green, orange and red segments illuminate
and as soon as the engine reaches its limit at 8,500
rpm, the scale starts flashing in red.
In S layout, the driver can use the multifunction buttons to position further displays to the
left and right of the rev counter, visualizing the dynamics and performance of the new Audi R8. The
power and torque of the 5.2 FSI can be seen in percentage figures, while a g-meter reading up to 1.5 g
indicates the forces of lateral acceleration at play. A
lap timer records up to 99 laps and compares the
times. The display also shows the status of important technical components the temperatures of the
engine and transmission oil, as well as the air pressure and temperature of the tires. Here, too, the new
R8 has a great many parallels with the R18 e-tron
quattro race car.

Image source: Jose-Luis Olivares/MIT
MagazinE
2/2015
Only those prepared to look beyond their
horizons can evaluate and build on their own progress.
Technology news from around the world.
Like using tweezers

The program seeks out the appropriate
software section to repair the bug.
Text
Julian Fritsch
Protein versus
bacteria
An increasing number of bacteria are
becoming resistant to antibiotics
and this is endangering the
battle against infections. Researchers
at the Massachusetts Institute
of Technology (MIT) have developed socalled phagemids that produce
poisons deadly to bacteria. Similar
to bacteriophages (viruses specialized
to attack host bacteria), they dock
onto bacteria and infiltrate
them with tiny DNA molecules. The
molecules multiply and generate
proteins that poison the host bacteria.
In contrast to viruses, which
cause the bacteria to burst and release
poisons into the human body, the
phagemids disable the cell process
within the bacteria. This means
the bacteria dies without bursting, thus
avoiding the side effects for
human beings.
50
5
Acoustic process
Transducers separate cancer cells and white
blood cells from one another.
98
Further information:
newsoffice.mit.edu
Online at the speed

of light
Augmented reality and cloud computing mean that data volumes are
now rising immeasurably, which is why
there is a need for new ways to
transport it quickly and reliably from
A to B. With Visible Light
Communication technology from the
Fraunhofer Heinrich Hertz Institute
(HHI) in Berlin, for instance,
speeds of up to three gigabits per
second can be achieved using light. It
means that even high-resolution
movie files can be transmitted
with ease. A modulator switches LEDs
on and off, while the receiver device,
such as a laptop, captures the
light and converts the signals into electrical impulses. Anywhere wireless
networks are too slow or unavailable, ceiling lights could potentially
function as new data highways
in airplanes, production halls or even
frequency sensitive spaces such
as operating theaters.
By light
Up to three gigabits of data per
second can be transmitted
via Visible Light Communication
technology.
www.fraunhofer.de
Trash diet
How do we dispose of highly toxic industrial

waste? Companies face this problem
every single day. Microbial Solutions Ltd,
a spin-off from Oxford University, has now found
a solution take a mix of five types of
bacteria, use the toxic waste at room temperature
as a habitat and produce just small amounts
of CO in the process. What is left is a
grey, watery liquid that can be returned to the
normal waste water system.
Image source: Supplied by the scientists/MIT
DNA
Image source: Christine Daniloff and Jose-Luis Olivares/MIT
Poisonous protein
The developed phagemids infiltrate
a bacterium.
Researchers at the Massachusetts

Institute of Technology (MIT)
and Pennsylvania State University have
developed a medical examination
instrument that can identify
cancer cells faster than is possible
with existing procedures. Blood flows
through a micro-channel fitted
with transducers that emit sound
waves. The sound waves transport the
cells varying distances depending
on their size and nature. Cancer cells
of which a maximum of ten exist
in a single milliliter of blood thus find
their way into a separate microchannel. Once isolated, conclusions can
then be drawn on metastases. Using
the new procedure, the time
taken to examine a blood sample can
be reduced from 50 to around five hours.
newsoffice.mit.edu
Reduction
The examination of blood samples
for cancers cells can be
shortened with the new process from
50 to around five hours.
Sound
warriors
newsoffice.mit.edu
Who isnt familiar with them

the ubiquitous error messages that pop
up every day on your computer.
Most of these bugs originate in software errors. Researchers at the
Massachusetts Institute of Technology
(MIT) have now developed a
program that automatically repairs
bugs. Known as CodePhage,
it doesnt even need access to the
defective softwares coding. The program simply looks at how it
carries out its security checks. It then
borrows a better solution from
a functioning program and uses it to
replace the defective section.
Bit by bit, all the programs on the computer are furnished with the
most secure software components and
bothersome bugs are history.
Image source: Fraunhofer Institute
Update made
easy
newsoffice.mit.edu
99
autonomous
Self healing
Engineers and scientists at Cambridge

University in Britain are currently working on
furnishing concrete with self-healing
powers. To enable bridge structures or even road
surfaces to repeatedly self renew much
like human skin after an injury micro-capsules
containing a mineral-based medication
are mixed into the cement-based material.
If cracks form, the physical and chemical
processes triggered cause the capsules to break
open. The active ingredient is released
and sticks the cracks back together, similar to
a wound.
Autonomous
under water
Computer controlled airborne drones
and piloted cars are revolutionizing land-based travel. On or even in
water, however, you still need
a captain. This could soon change, as
scientists at the Massachusetts
Institute of Technology (MIT)
have developed algorithms that enable
underwater robots to operate
autonomously. When the engineers
give it a task, the robot autonomously
develops ways to fulfill its objective. If unexpected problems arise,
it decides for itself whether
to abort the operation or to find a
different solution.
www.cam.ac.uk
3
Before the wound is healed
Micro-capsules in cement.
4
Self-healing bridges
An active ingredient from a micro-capsule
disperses inside the crack.
6
2
Monitoring
Scientists watch film material from an
autonomous underwater robot.
3
Image source: Christoph Hohmann / Nanosystems Initiative Munich
Image source (left and right): Supplied by the scientists/MIT
1
Autonomous diving
One of the MIT teams robots navigates
underwater.
Image source: Tanvir Qureshi
Image source: Chrysoula Litina
Travel light
By 2050, international air traffic will have

increased four-fold. For the year 2050
alone that means an additional 500 million
metric tons of CO. In order to prevent
this, the airlines have to meet certain emissions
targets. Studies carried out by Sheffield
and Cambridge Universities and University
College London show that, in this respect,
conventional aluminum aircraft are no longer
practicable. Composite materials could
ensure that 15 percent of CO emissions
are saved a major step in the right direction.
Image source: Wenzel Schrmann/TUM
newsoffice.mit.edu
We want concrete
to be a material
for life that can heal
itself again and again
when wounded.
Prof. Abir Al-Tabbaa
University of Cambridge
6
Organic electronics
Conductive polymers are a highly promising
market of the future.
oled
www.cam.ac.uk
100
5
Printed on
Transparent thin-film electrodes
made from conductive polymers can be
applied to flexible substrates.
101
Screens hot off

the press
Touch screens from a printer? Sound
like science fiction, right? But physicists
at the Technical University of
Munich (TUM) have succeeded with the
help of X-rays to establish how
molecules distribute themselves as the
newly printed object cools. They
observed that the plastic components
decompose more easily through the
addition of solvents with a high
boiling point. As a consequence, the
distance between the molecules
decreases and conductivity increases.
The microelectronic parts generated in this way are thin, flexible and
lightweight. This technology will
thus enable flexible displays,
illuminated films and even paper-thin
solar cells to be produced
inexpensively and with little energy
input. The starting point for
this is organic LEDs, known for short as
OLEDs.
www.tum.de
Text
Verena Vth
Photos
Graeme Fordham
Piloted through the urban jungle of Shanghai

this is no longer a vision of the future. Audi development engineer Thomas Mller
and his team sent Lu Ban and Kong Ming, two piloted Audi A7 Sportback
prototypes, on a very special kind of test drive. An initially uncertain and soon
impressed reporter tells all.
102
Look, no hands! The car takes over control

The A7 piloted concept is piloted at speeds of up to 60 km/h. It remains
in lane, braking and accelerating as required.
The weather in Chinas sprawling metropolis of Shanghai is

oppressive and muggy. On the city highway, the cars
snake their way slowly in convoy toward the Pudong
district i.e. directly into the Manhattan of Shang
hai. The on-ramp spirals upward into the sky to reach
the bridge that stretches more than 400 meters over
the Huangpu River. Right in the midst of it all is a
white Audi A7 Sportback, known as Kong Ming. At
the steering wheel is Thomas Mller, Head of Devel
opment Brake/Steering/Driver Assistance Systems
at AUDI AG. We are on a test drive to check the capabilities of piloted driving in congested traffic. Will
the Audi prototype pass this endurance test in the
Asian city?
As soon as the car reaches the straight, a
white display lights up in the cockpit: Piloted
Driving available. Mller pushes an inconspicuous
button on the steering wheel, takes his hands off the
wheel, his feet off the pedals and settles down in his
seat. The engineer has a satisfied smile on his face.
The green light framing the speedometer and rev
counter signals to the driver that the electronics
have everything under control. For a moment, as a
passenger, its a strange feeling to experience the
Audi A7 Sportback driving on its own. However, the
unpleasant sensation quickly transforms into fascinated amazement. The steering wheel turns by itself, keeping the A7 Sportback safely on track, while
the car maintains the right distance to the vehicle in
front at all times.
Real personalities
Lu Ban and Kong Ming negotiate Shanghai congestion
completely autonomously.
The cockpit shows whats going on:

1 White piloted driving is available.
2 Green light the vehicle has everything under control.
Kong Ming
in 200 AD invented an all-terrain vehicle in a sense,
the first quattro.
Lu Ban
lived in the fifth century BC and is considered in China
to be the father of architecture.
What ultimately looks simple, and provokes stunned head-shaking on my part, takes a
whole lot of preparation. Mllers team has been at
the Audi R&D Center in Beijing for several weeks
building two technology prototypes together with
their development co-workers from Audi China. The
electronic systems in the two A7 piloted driving concept models have been specifically adapted to Chi
nese traffic conditions. Driving in the Middle King
dom is far more chaotic than on German or American
highways. A bus from the right, a car from the left, a
quick dash into the tight space in front of the A7
these are extreme situations that can quickly push
human beings to their limits.
Its also an endurance test for the electronics in the technology prototype. Every now and
then, the practiced test driver has to take over. This
is exactly why were testing in China, says Mllers
team member Sebastian Klaas, who is monitoring
the vehicle data on the computer from the rear
bench. Driving here is totally different from what
we know in Europe and the USA. The horn is part of
standard Chinese communication. They use it to tell
you they want to cut in and lots more besides. We
have to learn to understand all that.
While piloted driving is planned to enter
series production for the USA and Germany in 2017
with the new A8, Mllers team is still at the very
beginning of the process for the Asian region. When
it comes to the development of driver assistance
systems, the infrastructure and driving behaviors of
the respective countries play a major role. We have
to adapt and approve the system for each region.
And reliability is the key factor for Audi. At the end
of the day, its all about safety, says Mller.
The cooperation with the Audi Techno
logy Center in China is crucial to this project. This
development center in Beijing mirrors the Technical
Development organization at the Ingolstadt plant.
Those at work there include German engineers and
specialists from around the world. It was the Chinese
co-workers who named the two technology prototypes.
Baptism has a long tradition in Mllers
team. We always like to give the cars names because we believe they have personalities, says Mller.
You can equip two cars the same, yet they still drive
differently. Each has its own character. With the
names Lu Ban and Kong Ming, the engineers are
underscoring the high demands that Audi has of its
own technologies. Lu Ban lived in the fifth century
BC and is considered in China to be the father of architecture. In 200 AD, Kong Ming invented an allterrain vehicle in a sense, the first quattro.
We have to adapt and approve

the system for each region. And
reliability is the key factor for
Audi. At the end of the day, its
all about safety.
Thomas Mller
Head of Development Brake/Steering/Driver
Assistance Systems
104
Piloted driving Thomas Mller

traveling with his personal chauffeur, an A7 piloted
driving concept.
105
Mller has his eyes firmly on the prize.

90 percent of accidents are caused by the driver. We
want ultimately to offer a safety system that reduces this. The first step in this direction is piloted driving on highways and highway-like roads where
speeds of around 60 km/h are possible. This situation, without oncoming traffic, cyclists, pedestrians
and traffic lights is the easiest to manage.
The next step is to cover speeds of up to
120 km/h. No simple undertaking, as Mller explains: The sensors with which our system works
cant currently see as far ahead as the driver can. We
cant yet identify a construction site or the end of a
traffic jam sufficiently far in advance with the onboard sensors to comfortably enable it for even
higher speeds.
Complicated scenarios also have to be
thought through. In the event of a system failure,
there must be another on standby to take over the
function. Thus, various systems in the car have to be
doubled up. Once these issues have been addressed,
the engineers will then be able to venture into more
difficult situations main roads with oncoming traffic, overtaking maneuvers, stoplights and, at some
point, even city traffic with pedestrians.
90 percent of accidents are

caused by the driver. We want
ultimately to offer a safety
system that reduces this.
Thomas Mller
Head of Development Brake/Steering/Driver
Assistance Systems
4
3 Look, no hands Thomas Mller doesnt miss
the opportunity to undertake some of the test driving
himself.
4 Team meeting Thomas Mller wants to know how
the test drives are going.
106
City
Red caution! Please take over!
In Shanghai, the piloted Audi learns

to deal with traffic in a Chinese megacity.
However, for development engineers

working on piloted driving, the city is a highly complicated matter for realization in the more distant
future. A human driver can categorize others sharing
the road if he sees a child at the curbside, he slows
down in case that child suddenly dashes out onto the
road. If he sees an adult and notices that he, too, has
been seen, there is no urgent need to slow down. A
car is not yet in a position to take such decisions.
In principle, the car has to gather driving experience much like a human being. You cant
preprogram everything. What you have to do instead
is develop a self-learning system, says Mller.
Swarm intelligence and learning algorithms will be
necessary for piloted driving through cities. All of
that takes time. The legislative conditions are a limiting factor, too. And, ultimately, the customer also
has to be prepared for such innovations and accept
them as well.
As a passenger, I trust the system because Mller trusts it. After just a short time, I am
sitting just as calmly in my seat as the engineer next
to me. But I find myself wondering if I would hand
over control to the car if I were sitting behind the
steering wheel. Mller takes a relaxed view: We are
developing the systems on an evolutionary basis and
guiding our customers step by step toward piloted
driving. According to Mller, the feedback is usually It feels like the next generation of ACC, the
adaptive cruise control. Plus, the decision to engage
piloted driving is always left to the driver: Our strategy is not to replace the driver, but to support him.
This applies to all situations in which driving is not
enjoyable or can become dangerous, i.e. where the
driver is either over-challenged or under-challenged.
Meanwhile, Kong Ming has long since
crossed the highway bridge. In my fascination for
the future of driving, I have forgotten all about the
imposing view of the Shanghai skyline. But, with the
heavy cloud hanging in the sky, there would have
been little to see today anyway. Shortly before leaving the highway, the A7 Sportback makes an announcement. Traffic dissolving. Please take control
of vehicle, appears in the display, outlined in red.
The Audi engineer dismisses his personal chauffeur
for the day and takes over the wheel again himself.

Track
The RS 7 piloted driving concept Bobby completed
a lap of the Hockenheimring completely autonomously
and at racing speeds.
Success story
piloted driving at Audi
Precision, speed, distance regardless of the
challenge, Audi is at the forefront when it comes to
piloted driving.
Scan the QR code and see

the video on the milestones of piloted driving.
Road
Concept vehicle Jack pilots the long journey between
Silicon Valley and Las Vegas.
107
o p e
r a t
i o n
Text
Dorothea Joos
Photos
Bernhard Huber
c a r
b o n
Lamborghinis CFRP Doctors
Specially trained flying doctors from SantAgata Bolognese are on duty all over the world.
Their mission is to maintain and heal damaged parts made from carbon-fiber reinforced polymer.
Alongside technical expertise, the highly precise operations on the super sports
cars lightweight bodies call for plenty of practice. I try out as an assistant doctor in the
carbon clinic of the Advanced Composite Research Center.
108
Wired up
Heat plays a major role in repairing
carbon. A so-called hot bonder
maintains the temperature at a
constant 120 degrees Celsius, which
melts the resin between the
carbon layers.
109
It was as if Captain Kirk had given

Scotty the order to beam a highly
futuristic flying object into the middle of
the operating theater of Greys Anatomy.
The room in Lamborghinis Advanced Com
posite Research Center (ACRC) is actually
a little reminiscent of a clinic white, un
cluttered, almost sterile. In the middle, a
black bodyshell hangs in mid-air on a vehicle platform.

This is where three doctors are in
training for very special service around the
globe. Their specialty is carbon-fiber reinforced polymer (CFRP), which makes these
so-called flying doctors unique worldwide. And Im allowed to spend a whole day
assisting them. Normally, I sit in the offices
of the famous sports car manufacturer. But
today, I am taking on the role of assistant
doctor I tie my hair back, slip on the black
polo shirt bearing the bull on the breast and
pull on a pair of blue gloves.
ACRC
The Advanced Composite

Research Center is a breeding
ground for innovation.
This is where Lamborghini
conducts research into
things like possible applications for carbon and
new production methods.
01
First pass
The carbon layers beneath
the crack are carefully
removed using a side grinder.
the companys own research centers, in the

past also in cooperation with organizations
such as Boeing, to continually develop their
expertise in the field. The procedure for
repairing carbon comes from aeronautics,
the science of flying, says Casper. The tiniest
amount of damage can have a massive impact on the crash safety of carbon. We have
developed a process that restores stiffness
and safety. Lamborghini is the first auto
motive manufacturer with a TV-certified
repair standard for carbon.
Transformation
To experience the work of the flying
carbon doctors up close, writer
Dorothea Joos slipped into the role of
assistant doctor.

Casper Steenbergen, who is in
charge of the flying doctors, greets me in
his operating theater. The training center
is maintained at a pleasant 21 degrees
Celsius. Thats the best for working with
carbon, he explains to me, indicating the
floating bodyshell. The doctors use this to
practice identifying and repairing even the
finest hairline cracks in the carbon after an
accident.

This kind of training takes up to two
years, after which the flying doctors are dispatched on customer calls to the farthest
corners of the earth to administer aid to
damaged Lamborghinis. Were the only
automaker that repairs carbon parts, says
Casper. Swapping out parts would be
expensive, particularly if were talking about
a monocoque. That would be almost as
expensive as a new car.
Lamborghini has been working
with carbon-fiber reinforced polymers for
more than thirty years. The Italians work in
110
02
Pattern
A template is created to ensure
the patches of carbon
fabric cover the hole exactly.
1.5g
per cm
This makes carbon 80 percent
lighter than steel and more than 50 percent
lighter than aluminum.
03
Clean cut
The carbon fabric for the patches
is cut to size using a scalpel.

Casper shows me a large metal
table on which the instruments are already
laid out for an operation. These are our
tools. I recognize adhesive tape, scissors,
scalpel. Now its getting serious. I try to remember when the last time was I repaired
something. Vaguely, in the dark recesses of
my mind, I can see a flat bicycle tire that
was 13 years ago.

Should I perhaps have mentioned
that? Too late. Paolo Bisordi, the companys
original flying doctor and my trainer for
today, greets me with a shake of the hand.
The 35 year-old may not be wearing a white
coat, but his calm demeanor and the operating gloves lend him the authoritative air
of a long-serving doctor. Take a look at this
crack. He points to the wheel arch of the
Lamborghini bodyshell. Try as I might, I
cant see anything. Yes, you need a trained
eye, he admits. A crack in carbon is a bit
like an iceberg. Theres almost nothing to
see on the surface, but underneath, the crack
can spread in all sorts of directions.

Therefore, all the layers beneath
the crack have to be carefully sanded away.
Before Paolo lets me near the actual patient, I have to practice on a dummy a
panel made up of four layers of carbon.
Using a side grinder, I work in circles layer-
111
by-layer through the black fibers. The grind

er is heavy, making it quite difficult to be
precise.

Paolo lays a clear layer of film on
top of the sanded area. He points to the
hole in the panel: The crisscross structure
of the carbon fibers makes it possible to see
the individual layers. Using a black marker,
he traces them onto the film. This creates a
template for repair patches circles that we
then cut out of carbon fabric and that will
later precisely cover the hole; laid layer-bylayer one on top of the other.
But cutting them out is far from
straightforward. The fibers are treated with
resin to make them bond later and the material is hard but extremely flexible. It takes
a lot of effort to cut through it with the scalpel I have to turn to Paolo for help. He cuts
the remaining patches with the precision of
a surgeon. Patience and calm is extremely
important in this kind of work. Time cant
be allowed to feature, says Paolo. Its
about perfection. Thats the only way we can
guarantee the customer the highest levels
of safety following a repair.
04
Millimeter precision
The carbon-fabric patches have to be
bonded exactly over the hole.
Twice as many layers of patches are used
than carbon layers in the
original part.

While Paolo cuts, I notice his extremely short fingernails, which push
through the gloves. Thats a rule for the
doctors, he explains, so that we dont
damage the carbon. And thats why he is
also the proud owner of countless manicure
sets. Almost every time I travel, I dont
notice until Im at the airport that Ive left
the nail file at home again. After eight
years as a flying doctor, that adds up to a lot
of nail files.

Once Paolo is finished cutting, he
pulls the blue protective film from the
smallest carbon circle. He sticks it accurately over the hole and uses a rubber squeegee
to press it into place. Now its your turn,
he says, handing me the tool. Each of the
patches has to be individually applied according to size. The resin on the carbon fabric
adheres quickly. I have to keep thoroughly
reworking it to make sure there are no air
bubbles.

However, the last tiny bubbles
dont disappear until the piece is placed
under vacuum pressure, at which stage, the
patches are simultaneously heated. The
resin melts and bonds the carbon layers
together as it cures. During this part of the
production process, the laminated parts are

Paolo and his three colleagues fly
on an average of eight jobs every year. So
what has been their toughest so far? A customer had an involuntary encounter with
a palm tree, explains Paolo. Just to make
things worse, after the collision, a coconut
fell onto the hood. Its not made from
CFRP, but the damage to the monocoque
presented quite a challenge. As Paolo starts
telling me the repair story, his phone rings,
which means its time for him to pack a bag.
Hes not entirely sure what awaits him. But
he knows one thing for sure he wont forget his nail file this time.

05
Vacuum packed
A pump draws out the air between the
carbon patches. At the same
time, a heat mat warms the CFRP
to 120 degrees Celsius,
melting the resin and bonding the
layers of carbon fabric.
Accuracy
Thorough reworking with the rubber
squeegee. There can be no
tiny air bubbles between the layers
of carbon fabric as this could
later have a negative effect on the
materials stability.
TEA M
Laid out
The collection of tools in the flying
doctors operating theater.
112
pushed into a huge, round oven. But because the flying doctors work on a mobile
basis, this job is performed in the field using
a red heat mat made from silicon. Placed on
top of that are nylon film, a protective layer
of fleece, then the vacuum film. A pump
sucks any air out from beneath the film in
a matter of seconds. Now comes the most
important tool of all the hot bonder, a
metal case bristling with sockets and
switches. The patient is duly wired up to
it. The hot bonder maintains the temperature of the heat mat at a constant 120
degrees Celsius. Paolo pulls off his gloves.
Now we can take a break. The circles of
carbon fabric have to bake for two hours.

Meanwhile, the experienced doctor
packs up for the next assignment, stowing
an assortment of tools in a large brown
case. There are six such cases stationed
from the west coast of the USA, through the
Gulf region to Asia. When a flying doctor
leaves on a call-out, he also has with him a
box full of hazardous goods such as cleaning agents and adhesives. And, of course,
the ice box a box in which the carbon fabric
is cooled down to minus 18 degrees Celsius
with the help of dry ice. This is how it survives transportation without the resin setting in the box.
Only the best of the best become

flying doctors. Those who
have proven themselves in the
series-production of carbon
components undergo an additional two-year training program.
International
From the west coast of the USA to the
east of Asia the field of operation
for the flying doctors extends across the
entire globe.
Rare team photo

Flying doctors
Casper Steenbergen,
Luca Calio, Paolo Bisordi and
Modesto Caprino (from
left) are rarely in the same place
at the same time.
113
A crack in carbon is a bit like an iceberg.

Theres almost nothing to see on
the surface, but underneath, the crack can
spread in all sorts of directions.
Paolo Bisordi
Flying Doctor
Text
Johannes Kbler
Photos
Ulrike Myrzik
Hot
or Not
Heat Pump in the Audi Q7 e-tron
Audi presents the worlds first heat pump in a plug-in hybrid model.
It delivers a new kind of efficiency in interior climate control.
Main component
A so-called scroll
compressor serves as
an electrical
compressor. The compact component
forms the heart of the
heat pump.
Heat pump
development engineers
Dr. Klaus Straer,
Bert Brandes
and Michael Schuster
(from left).
114
115
In the shadow of the large Technical

Development building complex, technical building N 16 appears small and unimposing. It serves as
one of five refrigeration centers that form the refrigeration
network at the Audi plant in Ingolstadt, which extends across
the entire northern section of the factory site. Per hour, up to
4,000 cubic meters of cold water flow through the networks
extensively insulated pipe work. It supplies the cooling ceiling and ventilation systems in many offices as well as the
Paint Shop, its biggest consumer.
We have an appointment in N 16 with Dr. Klaus
Straer, Head of Simulation, Flow Technology and Develop
ment Thermal Management Electrified Vehicles. Straer and
his team developed the heat pump in the Audi Q7 e-tron 3.0
TDI quattro, which arrives at German dealerships at the start
of 2016. The new technical components in the plug-in hybrid
model and the large-scale refrigeration equipment make use
of the same physical principle mechanical power can be
converted into a usable flow of heat via a circuit process incorporating the phases of compression, heat extraction, expansion and heat absorption.
In winter, the heat pump and the electric heater

integrated into the system quickly heat the interior of the
Audi Q7 e-tron 3.0 TDI quattro up to the temperature set by
the driver. Afterward, the heat pump alone can maintain a
comfortable interior temperature of around 22 degrees at an
outside temperature of down to zero degrees Celsius. The
heat pump demonstrates another of its strengths when it
comes to keeping the windows clear of condensation during
damp weather. First, it cools the air to remove the moisture
and then heats it back up again without the need for an electric heater. Conventional heating systems in electric-drive
vehicles have to use energy twice to do this.
Im proud of what my team has achieved, says
Dr. Klaus Straer. With the heat pump in the Q7 e-tron quattro, we are presenting a key technology for electric driving
and a world first at the same time, because this technology
has never existed before in a plug-in hybrid.

2
Control unit battery
3
Control unit
power electronics
4
Control unit
air-conditioning controls
5
Engine control unit
6
Electric motor
7
Power electronics
8
High-voltage battery
Were generating up to three

kilowatts of heating power
from one kilowatt of electrical power.
200 Switching States

As an integral part of the thermal management in the Audi Q7 e-tron quattro, the heat
pump is connected to three refrigerant circuits in which temperatures can vary from
-30 to +110 degrees Celsius. The high-temperature circuit supplies the 3.0 TDI, its ancillaries and the automatic transmission.
The low-temperature circuit cools the electric motor and its power electronics. Another circuit cools the battery and the
charging device and can be coupled to the
air-conditioning system and the electric motors LT circuit.
The system uses a wide variety of sensors,
valves and pumps to link the circuits with
one another in the best manner possible for
comfort, vehicle performance and efficiency. The TME control unit communicates
with other control units (see image) to select the best from more than 200 possible
switching states in accordance with requirements.
3
Chiller as a heat
exchanger
between LT circuit
and heat pump
4
Valve block
5
Heat pumps indirect
condenser
6
Electric-drive
scroll compressor
Heating and Drying

The three most important operating states
for the heat pump are heat mode, cool
mode and reheat mode for dehumidifying
the air.
Heat mode: To heat the interior, the electric
air-conditioning compressor compresses
gaseous refrigerant, substantially raising its
temperature. The indirect condenser, a
compact plate heat exchanger, transfers the
heat from the hot gas to the interior heating
circuit, causing the gas to cool down and
condense.
The now liquid refrigerant is expanded via
an electric expansion valve, before evaporating in the chiller, which is another plate
heat exchanger. In the process, the chiller
draws heat from the low-temperature circuit of the electric drivetrain, lowering its
temperature by around three to five degrees
Celsius. Via this process, the heat pump
makes the waste heat from the electric
drivetrain usable for heating the interior.
Reheat mode: The air is initially cooled and
thereby dehumidified, before then being
heated up again. The heat absorbed by the
refrigerant when the air is cooled is then
made available for the interior by the indirect condenser. If required, the system can
also access the waste heat from the electric
drivetrain via the chiller.
Cool mode: Unlike in heat mode, the hot,
gaseous refrigerant is not liquefied in the
indirect heat exchanger, but instead in the
large condenser at the front of the vehicle.
It is expanded and evaporated in the airconditioning systems evaporator, thus
cooling the interior.
3
Reheat mode
1
The Team
The first Audi with a heat pump was the R8 e-tron the experience
garnered by Audi with the electric high-performance sports car flowed
into the new Q7 e-tron quattro project. Its development work was
carried out within an interdisciplinary team in which specialists from
Simulation, Test Control and Engineering worked closely together.
The cooling system

The main
elements of the electric
drivetrain.
The core components the electric air-conditioning compressor,

the indirect condenser, the refrigeration circuit valve, the pressure temperature sensors and the TME control unit are conceived as a Group
module. This means that these parts, which were developed under the
leadership of Martin Kronbichler, are suitable for application across
multiple brands and models. The software, too, which was created by
the team under Thomas Kobs, is an in-house development. The specific expertise acquired here is fully protected.
6
7
4
5
6
7
Heat mode
Not pictured here:

Thomas Kobs (Head of Function Development), Thomas Wegele
(Test Engineer), Stephen Rost (Development Engineer Air-Conditioning
Compressor) and Tim Groke (Engineering Refrigerant Circuit).
see the video on the Q7 e-tron 3.0 TDI quattro.
2
Heat exchanger
in the air-conditioning
device for
interior heating
Extensively
networked
Important control
units interact
with the heat pump.
From left:
Dr. Klaus Straer (Manager), Christian Stippler (Test Engineer),
Bert Brandes (Coordination Component Development), Erwin Sander
(Engineering Refrigerant Circuit), Michael Schuster (Function
Team Leader), Martin Kronbichler (Head of System and Component
Development), Andreas Djermester (Control and Application),
Frank Meller (Cooling Layout, Simulation).
116
1
High-voltage PTC
device serves as electric
heater
7
Condenser
in front of the main
water cooler
9
Charging device
Dr. Klaus Straer,

Head of Development Thermal Management
Electrified Vehicles
In refrigeration center N 16, four refrigeration

machines generate a combined output of 10 MW, for which
its electric-drive compressors require around just 1.8 MW
of power. When the networks water reaches the return line
in N 16, it is at a temperature of 12 degrees Celsius; when it
flows back into the network after the cooling process, it has
been cooled down to 6 degrees. The principle in the car is
similar, albeit somewhat more complex, says Dr. Straer.
Our heat pump gathers waste heat from the components in
the electric drivetrain and raises it to a higher temperature
level. This enables us to generate up to three kilowatts of
heating power from one kilowatt of electrical power.
The multi-source heat pump for the new Audi Q7
e-tron quattro offers a multitude of impressive capabilities.
Function Team Leader Michael Schuster explains: There were
two main guidelines during the development process. Firstly,
we want to use the heat pump to increase the range under
electric power. Secondly, the customer has to enjoy at least
the same comfort as in a conventional vehicle.
Audi achieved both targets. Compared with a conventional air-conditioning system with an electric heater, the
heat pump saves a significant amount of energy. In everyday
use, it extends the electric range by around 15 percent, which
is roughly seven kilometers in the Audi Q7 e-tron 3.0 TDI
quattro. The customer gains even more range if he pre-conditions the interior prior to the start of the journey, while the
car is still charging at the outlet.
1
Control unit
thermal management
117
PASSION
Passion is the key driver at Audi.
Passion means love,
sometimes lust and always complete
dedication.
HIGHLY CHARGED
The record breaker
Audi RS 5 TDI competition concept.
118
132
Mission to the moon

Audi heads for space
with the Part-Time Scientists.
144
TOMORROWS AUTONOMOUS
THINKERS
Students develop software
for piloted driving.
DOUBLE QUICK TTIME

The Audi TT clubsport turbo concept
with e-turbo.
EASY GLIDER
Relaxed cruiser from Italy the new
Ducati Scrambler.
IMPRINT
120
128
136
148
119
Text
Winfried Strzl
Photos
Bernhard Huber
Audi
Autonomous
Driving Cup
Tomorrows
Autonomous
Thinkers
1Intersection
Give way to the right
On the obligatory course, the tasks
include identification of oncoming
and crossing traffic. To make them
more easily readable for the cameras,
the traffic signs are also available
as bitmaps.
Up-and-coming talent
The brand with the four rings has launched a model version of piloted driving
in the form of the Audi Autonomous Driving Cup, which offers the
creative minds of the future the opportunity to undertake some hands-on
development work. This is getting-to-know-you on the highest level.
120
1 Thrilling to the end

As the final gets underway,
the university teams
from Karlsruhe and Munich
(from left), pictured here
with their Q5 models, lie in
first and second place
respectively.
121
The atmosphere is highly charged

in the rotunda of the museum
mobile in Ingolstadt on this Friday morning. Guests and
participants are enthralled as they watch events unfold
a blue Audi Q5 in 1:8 scale moves slowly through a
street plan laid out on the floor, accompanied by jurors
dressed in black, closely monitoring every single action.
Suddenly, theres a loud bang, a plastic cube falls down
and blocks the lane. A tense silence fills the air. But the
Q5 brakes and comes to a halt. Then the car activates
the indicator and drives around the obstacle in a smooth
arc to the left exactly as it should and completely auto
matically, without any human input.
The obstacle recognition on this pass was
successful and on the remainder of the run, too. This
isnt a problem for our vehicle, because it knows where
it wants to go and where the obstacles are, says
Raphael Frisch from Team KAtana from Karlsruhe, explaining the principle. This means it has a planned
trajectory. And when something is in its way, it comes
to a halt as soon as the sensors register it. This planned
route is clearly visible in the form of a dotted line displayed on the large monitors, which are connected to
the teams computer. You could say, were building a
model of the world as a whole, adds team colleague,
Nilan Marktanner, and can therefore take decisions
on a larger scale than now follow a left angle of 30
degrees. We can say were now at an intersection and
want to take a left.
3 Highly demanding
On the 300 squaremeter course in
the museum mobile
in Ingolstadt, ten
university and college
teams from across
Germany compete
against one another
with their selfdeveloped software.
2 Deep in
concentration
Team KAtana from the
Karlsruhe Research
Center for Information
Technology (FZI)
closely examines the
software one more
time in the pits.
It is now the second day of the Audi Auto

nomous Driving Cup a competition that Audi is running for the first time this year. Ten teams of students
from universities and colleges across Germany are competing against one another. And although the vast quan
tities of technology, the pit garages and the tense faces
of the participants are evocative of motor racing, this is
not about who is the first to cross the finish line (even
though speed can bring bonus points). This is more about
model cars driving autonomously around a course with
as few errors as possible on the basis of self-developed solutions.
We put the software developed by the
young experts on test on our competition course,
explains Dr. Patrick Heinemann, from Advance Devel
opment Driver Assistance Systems at Audi and one of
the four competition organizers. Oncoming and crossing traffic, tricky parking situations and obstacles suddenly appearing from nowhere are designed to demonstrate their programming skills. The teams completed
the obligatory program the previous day, collecting
important points in the process. As 50 percent of the
overall score, this is the most critical part en route to
the final, in which the best three teams compete
against one another. The scientific presentations, in
which the students presented their respective approaches and solutions, are now likewise behind the
participants. What we are seeing on this Friday morning
has been entitled Open Challenge by the organizers.
In this part of the competition, each team

is free to present its own ideas without any predefined
requirements. Because this is also about us finding the
most intelligent and creative minds in software development from among the universities, adds Patrick
Heinemann. The spectrum of contributions ranges from
parking without a camera (Team A2O, Offenburg),
through identification of unsigned intersections (Team
CN:ARR, Kassel) to controlling the vehicle using the
eyes muscle contractions (Team FRUIT, Freiburg).
The stars on this particular morning, however, are the members of Team leTHlt drive from Ingol
stadt. Triggered by a symbolic kicking action, the Q5
model rolls forward, slipping into a controlled drift that
sends the ball in front of it into the goal then with all
lights flashing in celebration skids in four arcs around
the artificial asphalt. The jury and onlookers are delighted! To turn it into a soccer game, incorporate a
drift and then finish off with a celebration dance that
paints the four Audi rings on the ground was obviously
an absolute bulls eye, comments Dr. Lars Mesow from
the organizational team. Dr. Heinemann continues:
Thats simply outstanding. Its exactly for this kind of
thing that we created this competition.
Preparations for the Audi Autonomous Driv
ing Cup began a good five years ago, when it became
apparent that highly automated driving would become
an increasingly important topic at Audi. We realized
back then that we had to find people who come from
robotics who have a practical background, recalls
Patrick Heinemann. You see, this is an incredibly broad
field of expertise, in which you really need the proverbial jack-of-all-trades the engineers who can do control technology, mechatronics and software, who know
how environmental perception works and who know
the hardware. And these people are very, very thin on
the ground.
Caution! Snow!
Construction site, slippery road,
oncoming light in the final, the
piloted cars were set some specific challenges from everyday traffic.
Rice was used to simulate snow.
COURSE
Dr. Patrick Heinemann
Advance Development Driver Assistance Systems
Dr. Lars Mesow

Development Piloted Driving
4 Kick, drift, goal!

Celebration following the
successful car-soccer
performance. It puts the
team from Technische
Hochschule Ingolstadt in
first place of the Open
Challenge and wins them
a lot of support among
the spectators.
We put the software developed by the young experts on test on our

competition course. Oncoming and crossing traffic, tricky
parking situations and obstacles suddenly appearing from nowhere
are designed to demonstrate their programming skills.
122
One of our evaluation criteria is the coolness factor.

The team from Ingolstadt impressed me. Turning the
Open Challenge into a soccer game, incorporating
a drift and then finishing off with a celebration dance
that paints the four Audi rings on the ground was
obviously an absolute bulls eye!
2Skidding danger
COOLNESS
FAcTOR
123
This is particularly so when it comes to students, because colleges and universities often dont
provide the opportunity to gather practical experience
under real-life conditions. The purchase of a test vehicle
for research purposes is usually not financially feasible.
And so the idea was born to develop a small platform
that functioned in a similar manner to full-size vehicles
with the aim of making them available to students in
a competition. The Audi Autonomous Driving Cup is a
good opportunity for us to get to know highly promising up-and-coming individuals, who are interested in
working with us to shape the innovations of tomorrow,
states Audi board member for human resources, Prof.
Thomas Sigi, with conviction.
We really got things going about two years
ago, when we built the first prototypes of the model.
After a few months, we had the version that you see
here today, explains Dr. Lars Mesow, responsible for
the development of piloted driving at Audi. Alongside
a high-performance camera, it is also equipped with a
large number of sensors, including various infrared and
ultrasound sensors similar to the equipment used by
Audi in its production cars. And the software development environment also has a direct connection to reality
its the same one used to test drive assistance systems.
5 Technology showcase
The model cars developed specifically for the
competition are equipped
with technology such as
a camera and various dif
ferent ultrasound and
infrared sensors, similar to
those used by Audi in its
production cars.
6 The Untouchables
Dr. Lars Mesow (third
from left) talking to the
university team from
Ingolstadt. Together
with Dr. Patrick Heinemann and Alexander
Hanl (main photo), he
watches the compe
tition closely as a juror.
3Right of way
Is it free to go?
Crossroads and intersections, even
those at which the piloted models
have right of way, have to be identified in the obligatory program
as do possible obstacles that might
restrict free progress.
124
125
The competition was then issued to the universities mid 2014 with particular emphasis on students of informatics, electrotechnology and mechanical
engineering. Ten teams qualified for the competition
from around 20 applicants. A short time later, they took
delivery of the vehicles two for each team. Things could
now get started for real. The kick-off meeting took
place at the end of September, recalls Florian Janen
from Team MomenTUM. And weve been working on it
ever since. We drove back to Munich that evening and
started on it right away the next morning full steam
ahead They had six months to develop a software
architecture for autonomous driving six months of
non-stop work.
But what are the participants in the competition taking home with them from this? For Paul Berg
mann from the Munich team, it is definitely the practical
element: I personally found it super that we had this
car. In a lecture, its often the case that we are presented
with the theory, but cant really gauge whether it works
in practice. I found it really interesting to see how all
the algorithms also actually run on a platform. Zahra
Boroujeni from the Free University of Berlin takes a
similar line: When you work alone in the lab, you can
run the algorithms several times one after the other.
7 Rolling computer
The teams developed their
individual software
directly on the vehicles
powerful computer.
4Parking
Piloted into the parking space
The models obviously should also
master those skills that are
already in production in the full-size
cars. Automated parking presents
major challenges for the precise
interaction of software and sensors.
126
PRACTICE
BASED
In a lecture, its often the case that we are presented
with the theory, but cant really gauge whether
it works in practice. I found it really interesting to see how
all the algorithms also actually run on a platform.
Paul Bergmann
Team MomenTUM, Munich
8 Reduction
Zahra Boroujeni
from the team representing the Free
University of Berlin sees
the Audi Autonomous Driving Cup as a
chance to develop
simple solutions that
also work under
real-life conditions.
When theres an error, you simply start over. But you

dont have that option in competitions. You have to
restrict yourself to simple models in order to be able to
intervene.
In the meantime, the jury has tallied up the
points. The uncontested winner of the freestyle event
is the Ingolstadt team. But in the overall score, its not
quite enough to reach the final, which is between Karls
ruhe, Munich and Freiburg. Now were back on a level
playing field anyway, says Florian Hisch from the Bavar
ian capital, because were set unknown driving tasks
that none of the teams could have anticipated beforehand. So things get exciting again all the more so
because, in the end, the competition and the final each
make up half of the total and the three teams are very
close in points.
What follows now is an obligatory course
made tougher by chicanes a construction site, snow,
oncoming light, all simulating difficulties familiar from
everyday driving. The three teams give it their all, but
in the end its the Munich team that comes out on top.
Why? We have a really complicated approach, but tried
to stay as modular as possible, says Florian Janen,
attempting to explain the positive outcome. By that I
mean, we tried something out then swapped out individual parts without having to rework the whole program. Perhaps that was an approach that ultimately
gave them the advantage.
Theres jubilation among the winners and a
more restrained mood further down the field. But the
closing words by Prof. Sigi bring a smile back to the
faces of all the participants. I believe every one of you
is a winner. It was a valuable experience, indeed

a life
experience. And I personally hope, of course, that you
all apply to work at Audi, because we need young people who are as creative as you!
For the competition organizers, the task
now is to process all of it. We will make the complete
software and the vehicle hardware available afterward
as open source, says Dr. Patrick Heinemann, speaking
about the next steps. To publish, to disclose all the
results, is simply the norm in science and research and
we would like to stand by that. The decision has already
been taken to continue the competition.
After the good results this year, we will
hold the Audi Autonomous Driving Cup in 2016, too,
says Prof. Dr. Ulrich Hackenberg, Member of the Board
of Management of AUDI AG responsible for Technical
Development. The next competition will then be able
to build on the existing knowledge base. Give the whole
thing another two or three years, says Dr. Heinemann
looking forward, then we might be able to talk about
solutions that are very close to ones we can use in our
actual vehicles. In any event, Im definitely very excited
about whats still to come!

127
9 Prize giving
Dr. Peter Steiner, CEO of
Audi Electronics Venture
GmbH, and Prof. Thomas
Sigi, AUDI AG management board member for
human resources (from
left), congratulate the par
ticipants and winners.
10
10 That winning
feeling
Joy from the team
representing the
Department of Robotics
and Embedded
Systems at TU Munich
on winning the final.
Future
The creative solutions presented by the students have
impressed the jury. After the good results this year, we will
hold the Audi Autonomous Driving Cup in 2016, too.
Member of the Board of Management of AUDI AG
responsible for Technical Development
Audi TT clubsport turbo concept

1 2.5l inline five-cylinder TFSI
2 Electric-drive compressor (EAV) for sporty
responsiveness
3 Exhaust turbocharger for maximum charge pressure
4 Intercooler
5 48-volt module for powering the EAV
6 Modified quattro drive
7 Sports exhaust system as "sidepipe"
8 Sports rear spoiler
Compact muscle car
The Audi TT clubsport turbo
combines hi-tech with
the finest sporting virtues.
Power-to-weight ratio:
2.3 kg/hp.
5
6
Double
QUICK
QUICK TTime
ime
1
Audi TT clubsport
Turbo concept
Text
Oliver Strohbach
Photos
Rossen Gargolov
Pulse Accelerator
Fans watch out. The heart beating in this show car is the wonderful five-cylinder. What makes
it extra special is the small electric motor that provides a performance boost like an
adrenalin surge. Add to that all manner of lightweight design detailing, manual shifting and
the fundamental focus on what truly matters.
128
129
4
Power plant
The 2.5-liter five-cylinder generates
600 hp and a maximum
650 Nm of torque.
Between 3,000 and
7,000 rpm, there
is more than 600 Nm
on tap. That adds
up to a specific output
of 240 hp!
4
1
1
First outing
14 centimeters wider
and the rear spoiler
from the TT Cup race
car the TT show car
displays the genetics of
the successful Audi
IMSA GTO.
2
The purest of the
pure
Manual gearshift and
the fascination
of minimalism, plus a
storm of sound from
the sidepipe on the
drivers side. The purest
experiences are
sometimes the most
beautiful.
5
Only the best
The cage is
made entirely from
high-strength titanium
and the dashboard from a high-end
display, the
Audi virtual cockpit.
6
Additional storage
In the rear is the
energy source for the
electric-drive
compressor: a 48-volt
lithium-ion
battery connected
to the 12-volt network
via a DC/DC
transformer.
The core is a completely normal

Audi TT. You can see it in its
flanks, in the roofline, in the lights. But this new sports
fan has obviously spent some time down the gym recently, doing some major bodybuilding biceps, triceps, lats wow! Body fat? Not a chance. Body mass
index: 2.3. And by that I mean kilograms per hp.
When Audi came to the 2015 Wrthersee
Treffen with the TT clubsport turbo concept, it brought
a show car with top fighting talents. It is a vision that
forces its way into the consciousness like the drums in
The Pretender by the Foo Fighters. Its unmistakable,
clear, sharp and hard. Surgical precision has been applied here. Skillful hands formed side panels and fenders from sheet aluminum, while parts like the fuel cap
came from the latest production tooling a 3D printer.
This is where traditional craftsmanship meets state-ofthe-art technology.
The design inspiration was the Audi IMSA
GTO the legendary race car that ran rings around the
competition on US race tracks in the late 1980s. They
are united by uncompromising lightweight design and
a muscle look with massively flared wheel arches for
a wide track and ferocious stance. They are united by
turbocharged, five-cylinder power. The sound? Theres
a fierce storm brewing in the sidepipe, as if cooked up
by Thor himself. The five-cylinder hisses briefly to life
under cold start conditions, before transitioning to an
Power output, kW
Torque, Nm
500
700
450
630
400
560
350
490
300
420
250
350
200
3
6
3
Control center
The Audi R8 says hello.
Grippy sports
steering wheel with the
most important
functions within easy
reach.
280
150
210
100
140
50
70
0
0
1000
2000
3000
4000
5000
6000
7000
Engine speed in rpm
Audi TT clubsport turbo concept

With electric-drive compressor
Without electric-drive compressor
A Engine power
B Torque

the video on the Audi TT clubsport turbo concept.
130
0
8000
131
angry growl. Opening the throttle is greeted by a volley

of intensionally orchestrated misfiring thunderclaps
and the chirruping of the blow-off valve as it releases
excess charge pressure, sending out a warning this is
a wild ride!
When it comes to turbo technology, this
racer is finely equipped. The five-cylinder uses an electric-drive compressor (EAV) and an exhaust gas turbocharger a principle that will soon be entering series
production at Audi. The result is impressive: The EAV
functions like a small, fast-reacting, seven-kilowatt
electric turbine. It is powered by its own 48-volt electricity supply to ensure that the necessary electrical
energy is available at all times. The EAV spins up to its
top speed of 72,000 rpm in around just 200 milliseconds, enabling it to push a lot of air into the combustion
chambers very quickly. More air equals more fuel equals
more power if you need boost, its there right away.
The smaller EAV handles response characteristics from the start up to around 3,000 revs, before
handing over smoothly to the larger exhaust gas turbocharger, which is then able to concentrate its maximum
charge pressure of 2.3 bar on the high engine power.
The result is that the TT clubsport turbo
generates torque of 300 Nm and up to 600 hp from as
low as 2,000 rpm. This phenomenal power is controlled
via a sports clutch and six-speed manual transmission.
The tooth surfaces of the differential in the quattro
drivetrain have been especially hardened. Thanks to
these ingredients, this 1,396 kilogram TT shoots past
the 100 km/h mark in just 3.6 seconds. The whole package feels superb and extremely refined. On its first official outing one evening in Frankfurt, we took it rather
gently with the clubsport turbo. It was, however, built
for the handling course, which is where it will soon have
a chance to let loose. So does this show car provide a

preview of a TT RS? It sure does.
The e-turbo makes this TT clubsport turbo

a true sprint hero. In the low rev range,
it raises the torque by up to 130 Nm, giving
the sports car a lead of one-and-a-half
car lengths in the first two-and-a-half seconds from a standing start.
Audi RS 5 TDI competition

concept Drivetrain
Low-pressure exhaust gas turbocharger
High-pressure exhaust gas turbocharger
Eight-speed tiptronic
Intercooler
Electric-drive compressor (EAV) with an
output of up to 7 kW
6 Bypass valve
7 Sports differential
8 Exhaust system with active sound
1
2
3
4
5
Record hunter
The Audi RS 5 TDI competition concept
comes with everything needed to crack a race
track: power (435 hp), torque (800 Nm)
and, thanks to the electric-drive compressor,
an amazing sprint performance.
HIGHly
HIGHly
6
CHARGED
Audi RS 5 TDI
competition concept
Text
Oliver Strohbach
Photos
Manuel Hollenbach
Faster than the Fastest

Audi race driver Nicki Thiim scorches around the Sachsenring with a close-to-production
sports car. Hes aiming to score a best time at Auto Bild Sportscars Record Day.
132
133
1
Gripping
The lightweight design
concept also includes
ultra-lightweight
CFRP racing bucket
seats. Weight saving:
28 kg.
4
Last Check
All systems are checked
before heading for
an out lap on the Sachsenring. The light
flicks straight to green.
5
An exquisite
sports TDI
The 3.0 V6 TDI is one of
the most popular
engines among Audi
customers. Thanks
to triple charging,
it reaches 435 hp and
800 Nm here.
2
Racing solution
Instead of a rear bench,
theres a piece
of CFRP lining with
shelves and a net.
3
Attacking instinct
Nicki Thiim
usually drives an
Audi R8 LMS,
and is usually in the
lead.
6
Grip, grip, hurray
265 sports tires
on 19-inch wheels with
ceramic brakes.
Anything else?
4
3
7
Sachsenring
A venue for GT race cars
and MotoGP bikes.
Those seeking speed
need power, a
balanced setup and
skill.
The Audi RS 5 TDI competition concept

shows the sportiest side of TDI technology.
There will soon be a production Audi
TDI with an e-compressor. Which one? Stay
tuned.
For gamblers, its the jackpot;

for ice hockey players, the sudden death, and for race drivers, its that spine-tingling
moment when the clock shows you bam, you did it.
Best time. New record.
It is for moments like this that Audi built
the RS 5 TDI competition concept. It is for moments like
this that Nicki Thiim became a racing driver.
The story begins summer 2014. To celebrate the 25th anniversary of the TDI, Audi presented
a new technology showcase to international journalists.
The RS 5 TDI concept featured a 3.0-liter V6 TDI. The
biturbo engine worked together with an electric-drive
compressor. This three-stage charging delivered massive pulling power, a stunning torque curve with up to
750 Nm and an output of up to 385 hp. The message
was: When an e-compressor handles engine response
from idle, the turbochargers can be setup to concentrate on higher maximum power. A similar principle
also applies to the Audi TT clubsport turbo (page 128)
and will shortly enter production at Audi.
Following the first showing, the next step
was to demonstrate the potential of the car and the
technology on the race track. A test was carried out by
German motoring publication sport auto. The professional test drivers drove the technology showcase hard
around the grand prix track at the Hockenheimring. The
result a best time. In the unbroken history of sport
auto spanning back to 1969, no other diesel has ever
been as fast as the RS 5 TDI concept.
Then came the idea from Auto Bild Sports
cars. They would host a Record Day, bringing together
tuners and manufacturers to have a go at existing best
times on the publications home track, the Sachsenring.
For cars with diesel engines, the time to beat was
1:37.22 minutes. The record holder was a BMW Z4 from
AC Schnitzer with a 430 hp diesel engine. Game on.
For this particular challenge, the technology showcase was allowed to spend some time in fitness training, resulting in the Audi RS 5 TDI competition concept. CFRP hood, aluminum doors, titanium
exhaust system, CFRP bucket seats, lightweight design
concept in place of the rear bench, thin glass and plastic
windows all of these measures led to a weight reduction of 241 kilograms. On top of that, the V6 TDI was
pumped up to 435 hp and 800 Nm. At the lower end of
the rev range, when accelerating out of corners for instance, which is when the exhaust flow doesnt have
enough power for the two big turbos, a small, electricdrive compressor generates charge pressure and thus
the decisive propulsion.
Audi RS 5 TDI
competition concept
Electrical system architecture
1
2
3
4
5
6
7
134
135
12-volt generator
12-volt electrical system
12-volt battery
48-volt supply
DC/DC transformer
48-volt electrical system
Electric-drive compressor
Audi V6 TDI biturbo

with electric-drive compressor
A Charge air line with no assistance from
the electric-drive compressor
B Charge air line with assistance from the
electric-drive compressor
Once the revs have increased, the two exhaust gas turbochargers step in smoothly one after the
other. The e-compressor draws the necessary electrical
energy from a dedicated 48-volt electrical system fed
by a lightweight gel battery.
Audi race driver Nicki Thiim, son of touring
car legend Kurt Thiim, was exactly the right man for the
job. The likable 26 year-old Dane was fast from the getgo. Theres a reason his helmet bears his personal
motto Go hard or go home and he proved that one
more time on the Sachsenring. A quick test lap, adjust
the air pressure in the Michelin tires and its time to go.
Out lap and bam! There it is 1:35.35, a new record. We
get a big smile, a thumbs up and a that was fun from
Nicki. Mission accomplished.

2
4
6
EASY GLIDER
Text
Armin Gtz

The essence of purism
The Ducati Scrambler is more than a motorcycle. It stands for a whole lifestyle attitude
and for decelerated, relaxed cruising without performance pressure. It is a pure post-heritage
bike that will appeal equally to those getting back on the saddle and to young trend-setters.
Photos
Alex Herold
Return of freedom
The Ducati Scrambler
offers simple,
proven technology at
a reasonable price.
136
137
1
Fanta 4
Ducati Scrambler fans
can choose from
four different base
versions.
2
Beautiful behind
Icon with short tail
(left) and Classic
with long tail (right).
3
Born free
Motto for Ducati
Scrambler fans on the
fuel tank cover.

Contemporary post-heritage bike
The contemporary Ducati Scrambler combines the name and some
of the design elements of the historic single-cylinder Ducati Scrambler
of 1968. However, its technology is highly contemporary.
5

Buyers can choose from four basic bike variants
The Ducati Scrambler is light and nimble, and it can be operated almost playfully.
Up until now, Ducati has been a pure sport-performance brand

offering high-quality, hi-tech bikes, some of which are very challenging to drive, says Ducati CEO Claudio Domenicali. That is, until the Ducati Scrambler
was launched on the market early this year and forged a new, second image of Ducati.
With the Ducati Scrambler, we wanted to intentionally provide a counterbalance with
an easy-to-use product that is easy to operate, pleasant to drive and relatively simple
technically, explains Domenicali. Ducati Scrambler is a new brand for Ducati and the land
of joy is its environment, says the Italian.
Developers intentionally avoided pursuing a high top speed and maximum
acceleration. The Ducati Scrambler wants to revive a 1970s feeling of freedom. At just
186 kg with a full fuel tank, it has a low center of gravity and a low seat, and it is light and
easy to handle.
The bike embodies the spirit of those times: relaxed riding and the coming
together of like-minded bikers who simply want to have a good time. We wanted to transfer this Woodstock feeling to contemporary times, says the mechanical engineer, who
has worked for the brand for 24 years.
Unlike the previous, very performance-oriented Ducati bikes, the Ducati
Scrambler model series will appeal to a more design-oriented and fashion-conscious target group. In the big cities of Europe, there has been a strong trend in interior design for
several years now. In their homes, residents of Berlin or Milan like to mix furniture from
past eras with contemporary pieces. This is precisely the trend that we are taking up in our
new brand, says Domenicali.
In keeping with this DNA, the base color of the Ducati Scrambler model series
is a 62 yellow. Traditionally, the bikes from Bologna come in an eye-catching and more
aggressive red so a clear distinction is being made based on the color.
4
To each their own
The four base versions
can be customized
with many different
accessories.
5
Passionate biker
Ducati CEO Claudio
Domenicali has
been working for the
iconic company
for 24 years now.
Until now, Ducati has been a purely

sport-performance brand offering
high-quality, high-tech bikes, some of
which are very challenging to drive.
Claudio Domenicali
Ducati CEO
138
139
9
6
Stylish lights
LED daytime
running lights in classic
housing.
7
Principle of simplicity
Digital dial
with key information.
8
Characteristic sound
Termignoni exhaust
pipe available
as an optional extra.

Permanent grin included
The virtues of the Ducati Scrambler are not a high top speed
or maximum acceleration. Instead, the bike offers relaxed touring
thanks to its comfortably high handlebars and low weight.
7
140
The developers of the new motorcycle also followed puristic principles in developing its drive system. The air-cooled 803 cm desmo twin, which is familiar from the
Monster 796, was further refined for the Ducati Scrambler. That is because brute, raw
power delivery does not fit in with a relaxed driving style. The optimization eliminated one
throttle valve, which cost a few horsepower, but resulted in a wonderfully smooth power
curve. The two-valve per cylinder engine shows a willingness to accelerate at low revs, and
it then runs through the speed range in an unagitated way and with typical Ducati tailpipe
sound, which in this case is not overly brash. The peak power of the motorcycle is 75 hp,
which is more than adequate even for a lot of fun on winding country roads.
Although the motorcycles design is based on a historic product the singlecylinder Ducati Scrambler that was very successful in its time and was built from 1968
until the mid-1970s the modern variant is by no means a retro bike. Domenicali explains
the design philosophy: We borrowed stylistic elements from the old motorcycle, but
mixed contemporary elements such as an LED daytime running light, a short exhaust pipe
and contemporary swinging fork into the overall design. On this motorcycle, it is hard to
find any electronic gimmicks except for the indispensable Bosch ABS system.
The concept also includes numerous customization options. The Ducati
Scrambler is available in four different versions: the Icon, Classic, Full Throttle and Urban
Enduro. They can be configured to personal tastes with an extensive program of customization options. Each customer can, so to speak, scramble his or her own machine, explains
Domenicali. It is a type of modular component system. Customers choose the parts that
they like and create a custom bike from them. Examples include the many different fuel
tank side panels available such as aluminum, carbon or even a really hip look, various
fenders and handlebars, and the Termignoni exhaust pipe, which is also available in a
high-mount enduro-like version. There is also a full line of apparel designed for the Ducati
Scrambler series from the jet helmet and matching goggles to leather jackets, t-shirts
and jeans to the trendy Blundstone boots which the brand is marketing under contract
with the luxury brand from Australia.
9
Comfortable chair
Seat in classic
look on the Icon.
10
Refined desmo twin
Even more refined
engine r esponse for the
Ducati Scrambler.
11
Modern meets classic
Single-sided
alloy swing arm.
10

Proven and cultivated
The air-cooled two-valve per cylinder engine is not a highly-powered unit,
but it is more than adequate for the lightweight Ducati Scrambler.
11
141

A bike for ladies and gentlemen
Women love the Ducati Scrambler too because it looks good and is easy
to drive. The Ducati Scrambler Shop offers matching apparel and accessories:
gloves, helmets and boots that range up to the stylish Blundstone boots.
12
Protection
Guard screen and
high-mounted
fender on the Urban
Enduro.
17
13
Design
Tank graphics of the
Urban Enduro.
12
14
Color
Short tail, brown seat
and white strut.
15
Sound
The Ducati Scrambler
also has the typical
Ducati desmodromic
sound.
13

Driving pleasure both on and off the road
Even drifts on loose surfaces are no problem on the Ducati Scrambler.
It is very manageable at all times.
14
15
16
Currently, the Ducati Scrambler is the least expensive Ducati. In Germany, the
Icon can be purchased for 8,390 euros with cast alloy wheels and plastic fenders. For 1,400
euros more, there is the Classic with spoke wheels, metal fenders and a stitched vintage
seat. Offered at the same price are the Full Throttle with cast wheels and Termignoni sport
exhaust pipe and the Urban Enduro with a high-mount front fender, off-road crossbar and
headlight protection grille.
For European markets, the bike is built at the main plant in Bologna. For Asia
and America, on the other hand, the bikes are built at a factory in Rayon, Thailand, which
began production in November 2014. The bike has been at dealers since January in Europe,
since February in the USA and since just a few weeks ago in Asia. The original plan was to
build around 10,000 Ducati Scramblers per year, but the bikes success quickly changed
things for the Ducatisti in Bologna. We have ramped up our production and are now well
above planning figures, says the Ducati CEO with pleasure.
And the journey is far from over: Ducati wants to grow the Ducati Scrambler
brand into an extended model series, including additional engine versions. But Domenicali
is not revealing details on this yet. We can look forward with eager anticipation to the
Ducati Scrambler bikes that the Italian motorcycle crafter will conjure up for the streets
in coming years.

Technical data:
Ducati Scrambler Icon
Engine type

Air-cooled two-cylinder in L-form

2 valves per cylinder, desmodromic control
Displacement
803 cm
Bore/stroke
88 66 mm
Compression ratio
11:1
Power output
55 kW (75 hp) at 8,250 rpm
Torque
68 Nm (6.9 kgm) at 5,750 rpm
Gasoline injection

Electronically controlled fuel injection,

50 mm throttle valves
Exhaust system

Stainless steel exhaust system

Aluminum covers for muffler,
catalytic converter and 2 oxygen sensors
Standard
Euro 3
Price
from 8,390 euros (price in Germany)
16
16
Full Throttle
in yellow-black
For riders enthralled
by the flat-track
racing world.
17
Perfect all-rounder
Be it in the city, on
the open road or across
a field, the Ducati
Scrambler is fun everywhere.
17
We have ramped
up our production and
are now well
above planning figures.
Claudio Domenicali
Ducati CEO
More information:
http://scramblerducati.com/en
142
143
Audi lunar quattro

Competition: The Google Lunar XPRIZE. Destination: The moon.
Timeframe: By December 31, 2017.
Vehicle: The Audi lunar quattro. Audi heads for space.
Text
Johannes Kbler
144
Photos
AUDI AG
145
MISSION
TO THE
MOON

Competition and the battle for supremacy are firmly fixed in the Audi
brand DNA. Be it on the race track or in Vorsprung durch
Technik for production models, the company consist
ently sets itself the standard of being at the front
of the pack. Now, Audi is taking on a new challenge
and heading into space in support of the Part-Time
Scientists team. The group of engineers from Berlin is
working toward the Google Lunar XPRIZE to bring an
unmanned expedition vehicle onto the earths satellite.
The vehicle in question is the Audi lunar quattro.
The Google Lunar XPRIZE, worth more than
30 million US dollars, is a space travel competition
aimed at the engineers and entrepreneurs of the world.
To win, a team 90-percent financed through private
sources, has to land an automated vehicle on the moon.
Once there, this rover must cover at least half a kilometer and transfer high-resolution images and videos
back to earth.
By the end of 2017 at the latest, the landing
vehicle must lift off into space on-board a transport
rocket and cover the more than 380,000 kilometers to
the moon. This journey will take five days and according to calculations by the Part-Time Scientists will cost
around 24 million euros. The landing zone is north of
the moons equator, close to the landing spot of the last
manned NASA moon mission, Apollo 17 from 1972. In
this region, there are temperature variations of up to
300 degrees Celsius. When the sun shines here, the lack
of atmosphere means it can soar to as much as 120
degrees.
The Google Lunar XPRIZE began with more
than 34 teams. Now, in the final round, there are still
16 groups from ten countries in the race. The Part-Time
Scientists, based in Berlin, with whom Audi is working,
are the only German participants. In the competition
so far, their rover prototype has already been awarded
two so-called Milestone Prizes. These prizes, worth a
total of 750,000 dollars, were given by the jury in recognition of the development of the rover and its optical
systems. The Berlin researchers have continued to refine their lunar vehicle, with extensive test drives taking place in locations such as the Austrian Alps and on
Tenerife.
1
The founder
Robert Bhme,
IT consultant and the
brain behind the
Part-Time Scientists.
4
The designer
Jorge Diez
heads up the visual
reworking of
the Audi lunar quattro.
2
The electronics
specialist
Karsten Becker
coordinates inwardly
and outwardly.
5
Top speed 3.6 km/h
The Audi lunar quattro,
the moon rover.
6
Battery under a
solar panel
The vehicle supplies
itself with energy.
3
The engineer
Jrgen Brandner,
specializes in
the rovers mechanicals.
A lot of people these days are

deeply involved in
optimization loops. We lack visionaries.
Its therefore good to have
something bigger than yourself to
help you grow.
The design of the

Audi lunar quattro must show the
technology and the component
parts of the vehicle, while
at the same time conveying the identity
of our brand.
Robert Bhme
Founder of Part-Time Scientists
Jorge Diez
Head of Automotive at Audi Concept Design Munich

the video on the Mission to the Moon project.
146
147
The rover is built largely from high-strength

aluminum and weighs 35 kilograms. In its further development into the Audi lunar quattro, this weight
should drop further through design changes and the
use of magnesium, although the vehicle is likely to get
somewhat larger in the process. An articulated solar
panel captures sunlight and the resulting electricity is
sent to a lithium-ion battery, which feeds four wheelhub motors. All four wheels can turn through 360 degrees. The top speed is 3.6 km/h. Far more important
on the moons surface, however, are robust off-road
qualities and sound orientation capabilities. A movable
head at the front of the vehicle carries two stereo cameras for capturing detailed 3D images. A third camera
is for investigating materials and generates extremely
high-resolution panoramas.
The working group with which Audi is supporting the Part-Time Scientists currently consists of
ten employees from different specialist departments
led by Michael Schffmann, Head of Transmission Devel
opment. Alongside lightweight design expertise, they
contribute a wide range of other skills and know-how.
This applies above all to the permanent quattro allwheel drive and the e-tron electric drive whereby the
objective is a further increase in performance through
more improvements to the electric motors, power electronics and battery.
The brand with the four rings is also providing wide-ranging support in testing, proving and assuring quality. Specialists from Quality Assurance will use
their hi-tech tools and processes to examine the components of the future Audi lunar quattro for wear and
tear. The motors and electronic elements must withstand stress tests in climate chambers. In parallel, Audi
Concept Design Munich is also revising the form of the
rover.
The Part-Time Scientists team was brought
together at the end of 2008 on the initiative of Robert
Bhme, who works in Berlin as an IT consultant. The
majority of the more than 70 current team members
its core numbers 20 to 35 come from Germany and
Austria. The group is strengthened by experts from
three continents, including former leading NASA employee Jack Crenshaw from Florida. Besides Audi, they
are supported by several research institutions and hitech companies such as NVIDIA, the Technical University
of Berlin, the Austrian Space Forum (OeWF) and the
German Aerospace Center (DLR).

Imprint
AUDI AG
85045 Ingolstadt
Responsible for Content:
Toni Melfi,
Head of Communication,
I/GP
Editor-in-Chief:
Armin Gtz
Concept and Realization:
reilmedia
Hermann Reil
Graphic Concept and Layout:
stapelberg&fritz
Davide Durante
Daniel Fritz
Helen Hauert
Roman Heinrich
Maik Stapelberg
Barbara Stehle
Copy Editing:
Johannes Kbler
Winfried Strzl
Photography Management:
Bernd Eberle
Roland Lustig
Photography:
Graeme Fordham
Rossen Gargolov
Alex Herold
Bernhard Huber
Manfred Jarisch
Ulrike Myrzik
Illustrations:
Steven Pope
Bernd Schifferdecker
Post Production:
Wagnerchic Digital Artwork
Printing:
Druck Pruskil
Subscription:
You can apply for a free
subscription to the Encounter
Magazine series. Simply send a short
e-mail with your address to:
encounter-magazine@audi.de
Translation from German:

Elaine Catton
Authors:
Paul-Janosch Ersing
Julian Fritsch
Armin Gtz
Michael Harnischfeger
Dorothea Joos
Johannes Kbler
Marlon Matthus
Hermann Reil
Oliver Strohbach
Winfried Strzl
Verena Vth
Gold Winner
Gold Winner
Gold Winner

Encounter - Technology Magazine, August 2015

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Encounter - Technology Magazine, August 2015

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The Audi Technology Magazine

Audi e-tron quattro concept

The Audi Technology Magazine

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