Audi Reveals Aluminum A5 Coupe Prototype

Incorporating their Aluminum Space Frame technology (ASF), Audi has created a lightweight A5 prototype as a test bed for future ultra-light vehicles. As the A5 Aluminum Prototype starts with a base A5 Coupe, the ASF technology along with a carbon fiber hood shaves the car's weight from 3,130 lbs to 2,888 lbs.

Word is, we could see this technology used in the new S5 or RS5 based Ur-Quattro revival, if it ever comes to fruition.

Press Release:

ALUMINIUM A5 COUPE PROTOTYPE SHOWS THE LIGHTER SIDE OF AUDI

Lightweight construction pioneer highlights its technological lead

Dynamic and efficient: Audi – pioneer of lightweight design for enhanced performance and optimised efficiency
Aluminium-bodied A5 prototype aids development of the ASF concept
Over 550,000 Audi models with an aluminium body since 1994
New materials and technologies for the cars of tomorrow

A lightweight Audi A5 Coupe prototype has jettisoned over 100kg by swapping steel for advanced aluminium and carbon fibre construction in the interest of fuel economy, emissions reduction and handling agility. The A5 project is the latest example of the pioneering work undertaken by the Vorsprung durch Technik brand to extend efficiency optimisation measures well beyond the engine bay.

Taking an existing steel-bodied production car as its basis, the A5 project car clearly demonstrates the benefits of the aluminium Audi Space Frame (ASF) concept with which Audi broke new ground 15 years ago, and which test beds of this kind help to evolve and improve. Use of the ASF principle reduces the weight of a car body by at least 40 per cent compared with conventional steel construction, and this shows in a kerb weight of 1,310kg for the aluminium A5 prototype, versus a total of 1,420kg for the equivalent steel-bodied series production model.

Thanks to the significant weight loss, achieved by mounting aluminium and carbon fibre-reinforced plastics onto the aluminium Audi Space Frame (ASF), the A5 prototype is able to use a four-cylinder engine with its attendant economy and emissions advantages to deliver the performance of a higher output V6.

With the acclaimed 2.0-litre, 211PS Turbo FSI engine, the A5 achieves a power-to-weight ratio of 161PS per tonne. For comparison, the 'standard' A5 3.2 FSI V6 quattro with 265PS, which tips the scales at 1,540kg, shades it only by a fraction at 172PS per tonne.

The lightweight design of the test car not only enables a smaller engine to supplement a larger one with no impact on performance and gains in economy and emissions, but also has a knock-on effect on ancillaries such as the brakes and transmission, which can also be reduced in size and weight. It also enables the car to change direction noticeably more keenly and nimbly and, thanks to the reduction in unsprung weight, to ride with even more refinement.

15 years of lightweight construction experience
Over the past 15 years, Audi has employed the ASF principle in two generations of A8 luxury saloon, in the hyper-efficient, ahead-of-its-time A2 compact hatchback and in the celebrated R8 super car. ASF has also been re-interpreted in the creation of the latest TT Coupe and Roadster, which feature advanced steel and aluminium 'hybrid' construction that allows for outstanding weight distribution.

"One of our most enduring aims for the future is to reverse the weight spiral," says Michael Dick, Member of the Board of Management of AUDI AG responsible for Technical Development. "Lightweight design is the foundation of our entire approach to improving efficiency."

Lightweight design is a strategic responsibility at Audi. It makes a significant contribution to dynamic potential and efficiency, helping to conserve resources and reduce operating costs. The electric drives of the future will add additional weight to the car and will initially only offer a limited range, making systematic lightweight design all the more important.

ASF: the reversal of the weight spiral
The reversal of the weight spiral that Audi initiated with the ASF principle which began with the Audi A8 of 1993 has major efficiency advantages. Every 100kg saved reduces fuel consumption by 0.3 to 0.5 litres per 100 kilometres, corresponding to a reduction of 8 to 11 grams of CO2 per kilometre. A lighter body is also the starting point for weight reductions on other parts of the car, such as the chassis or the fuel tank.

Meanwhile lightweight bodies are an absolute prerequisite for the electric drive systems of the future with their heavy batteries. The performance and range expected by customers cannot be achieved without them.

Audi has already built more than 550,000 vehicles with an aluminium body. Added to this are roughly 9,000 Lamborghinis – no other manufacturer in the world can even come close in terms of the number of vehicles or their diversity.

The ASF technology is an unparalleled success story. Audi has increased its lead step by step: in alloys, in the reduction of the number of parts and in production efficiency. Numerous innovations in development and production have raised the level of automation from 25 to over 80 percent, which is nearly on par with steel body construction.

In fabrication, traditional spot welding is being replaced by joining methods developed by Audi, including punch riveting, bonding or laser-MIG hybrid welding. In the TT and the R8, self-tapping screws are used to join many of the components. Another innovation is the laser-welded invisible seam on the roof of the TT.

A8, R8, TT and TT Roadster: the state of the art
The second generation of the A8 and the R8, TT Coupé and TT Roadster sports cars document the current state of the ASF technology. The superstructure of the current A8 weighs 218kg while the aluminium body of the R8, whose co-supporting engine frame is made of ultra light magnesium, tips the scales at 210 kg.

The TT Coupé and Roadster bodies weigh 206 kg and 251 kg respectively while the TT "family" also features an additional innovation. To ideally balance the axle loads between the front and back, Audi developed an innovative hybrid construction for its compact sports cars: Most of the body is made of aluminium, but steel is used in the rear.

Depending on the model, the kerb weight of the TT has been reduced by between 20 and 90 kg compared to the previous model which had an all-steel body. At the same time, the static torsional rigidity of the Coupé increased by 50 percent and that of the Roadster by an even more impressive 100 per cent.

The ASF provides the foundation for precise handling and a high level of passive safety. A lighter car has to dissipate less kinetic energy and is also does less damage to others involved in an accident. The lightweight design combines chassis responsiveness and efficiency in typical Audi fashion.

Foundations were laid almost 100 years ago
NSU built the Type 8/24, featuring a body made entirely of aluminium, in 1913, and 10 years later, the Audi Type K wore an experimental streamlined skin of this same material. In the 1930s, specialists from the Racing department of Auto Union manufactured aluminium panels by hand and used them to build the bodies and streamlining panels for their spectacular racing cars and land speed record cars.

Lightweight design advanced to the level of a strategic project at Audi in 1982 to invent a self-supporting body with a material roughly two-thirds lighter than conventional steel and also with a new geometry tailored to this material – the Audi Space Frame.

In 1985, Audi presented the body of an Audi 100 made of aluminium but still using a conventional monocoque design. The legendary concept sports cars of 1991, the Audi Avus quattro and the Audi quattro Spyder, had skins of the light metal but underneath were still supporting frames.

The new technology was ready for series production in 1993. A shining silver showcar with an unpainted body of polished aluminium was on display at the Frankfurt Motor Show. The predecessor to the A8 bore the designation ASF, the abbreviation for Audi Space Frame. The production model that debuted the following year was a milestone – the first large-volume production car with a self-supporting aluminium body.

The A8 paved the way for Audi into the premium league and it also sparked new developments for the traditional material of steel. The principle embodied by the first A8 still applies today: Die castings and extruded sections form a framework-like skeleton that incorporates aluminium panels as co-supporting elements. The components with their various cross-sections and shapes combine optimal function with low weight.

The Aluminium and Lightweight Design Centre
Audi established a special Aluminium Centre in Neckarsulm for development, production planning and quality assurance in 1994. The Aluminium and Lightweight Design Centre experiments with high-strength steels, tailored blanks, fibre-reinforced plastics and magnesium.

Heinrich Timm, the Head of the Aluminium and Lightweight Design Centre, says: "Aluminium remains the primary material, but we are intensively investigating the other materials, with our primary focus on fibre-reinforced composites."

The lessons learned at the Aluminium and Lightweight Design Centre innovation foundry, which employs 150, have already served as the basis for a three-digit number of patents in development and production – a balance they can be proud of. The European Patent Office named Audi "European Inventor of the Year 2008" for its achievements with the ASF technology.

Lightweight design in the rest of the vehicle
Audi also makes systematic use of lightweight design in the drive chain and the chassis. Many engines uses aluminium and vermicular graphite cast iron, which is the result of a high-tech production process, to reduce the weight of the crankcase. Many models have chassis with predominately aluminium parts.

Carbon fibre-ceramic brake discs are available as an option in the high-performance models. Other highlights of lightweight design include brake callipers, bonnets and boot lids, side panels or cover components made of aluminium and steering wheel rims or instrument panel mounts made of magnesium.

Experience from the world of motor sports flows back into the development work – the reduction and distribution of weight are extremely important for Audi's pioneering diesel-engined Le Mans sports-prototypes and its DTM (touring) cars. The race cars provide the production development engineers with important information about carbon and its combination with metal.

Research continues into new materials and alloys, with the focus on minimal weight with maximum durability as well as design and fabrication compatible with the materials.

Source: Autoblog

Read More »»

Spied: Audi RS5 in Nearly Production Form

As the Audi RS5's official reveal nears, spy shots of the car are looking less like test mules and more like production ready automobiles. These photos are proof. Caught by the sleuthy spy photogs at Auto Express, this Audi RS5 test car was caught completely undisguised, looking like it's ready for the showroom floor.

Yes, this RS5 looks nearly identical to the current S5, however it's what's under the hood and sheet metal that sets this car apart. Look for a 450 horsepower, 4.2 liter twin-turbo V8, a stiffened and lowered suspension, wider track and new active rear differential all to grace the new Audi RS5.




Look for the Audi RS5 to make it's official debut at next year's Geneva Motor Show.

Source: Auto Express

Read More »»

Spied: Audi R8 Clubsport Testing at the Nurburgring

The crew at Auto Express were lucky enough to capture this Audi R8 Clubsport lapping the Nurburgring. At first glance, you'll notice this is no ordinary Audi R8. As the new bodykit and large rear spoiler will indicate, this is the much anticipated Audi R8 Clubsport.

Some may say that there are already plenty of variants of the Audi R8. However, any quattroholic will vehemently protest such a remark. Rounding out the R8 lineup as the most performance driven of the pack, the R8 Clubsport will be a testament of just how "hard core" Audi can get.

Word is, the Clubsport R8 will shave 50kg off of the V10 R8's frame as well as receive a boost in power and loose the quattro AWD for rear wheel drive. This should be enough to make a 0-60 mph time of 3.5 seconds with a top speed in the 200 mph neighborhood.





Look for the Audi R8 Clubsport to make it's official debut at the Essen Motor Show in November.

Source: Auto Express
Photos: Automedia via Auto Express

Read More »»

Video: New Audi R8 Spyder Trailer Released

Following the Audi R8 Spyder's official reveal, it seems the auto-world can't get enough of the car. Well, neither can we. So, we hope you're as excited as we were when we first saw this video, the latest official trailer for the Audi R8 Spyder 5.2 FSI. If this doesn't get you're heart pounding, we don't know what will.



Source: YouTube via The German Car Blog

Read More »»

Audi Deutschland Launches Site for R8 Spyder - New Photos

Audi's German website has now added a new section dedicated to the all-new Audi R8 Spyder 5.2 FSI. Inside is just about anything a quattroholic could ever want. Tons of information (though written in German), hi-res images and wallpaper, videos, configurator and even a screen saver.

Here are just a few of the new photos found on the site.





So what are you still doing here? Get on over to Audi Deutschland and start drooling.

Read More »»

Video: Audi R8 Spyder 5.2 FSI Cruising Through Miami

We've given you specs, press shots and even live photos from Frankfurt of the Audi R8 Spyder 5.2 FSI. Now it's time for the video. Cruising the streets of Miami, the all-new drop-top Audi R8 V10 shows it's goods under the hot Florida sun. Make sure to turn up your speakers, there's nothing like the growl of a 525 horsepower Audi V10!



Source: YouTube via The German Car Blog

Read More »»

Frankfurt 2009: Mirror-Finish Chrome Audi R8 5.2 V10

You're probably saying, "what the hell is that!" Chances are, you're also debating whether or not you like the car, or if you'd ever admit that you like the car. I know, we're thinking the same thing. Debates of whether this chromed-out Audi R8 V10 is awesomeness or blasphemy are raging in the quattroholic.com office right now. The verdict, we give it a thumbs up.

Click here for the full gallery.





Source: Autoblog

Read More »»

Frankfurt 2009: 2010 Audi S5 Sportback shows it's hatch

So far, you've seen the Audi E-Tron and R8 Spyder 5.2 FSI make their 2009 Frankfurt Motor Show debuts. Now, for another revolutionary Audi for 2010, the S5 Sportback. Even though, we've already seen the press shots of the S5 Sportback, there's nothing like seeing a car "in the flesh." These live photos from Frankfurt are no exception.

Click here for more information; including full specs, press release and 14 hi-res images!





Press Release:

The Audi S5 Sportback –
particularly elegant sportiness

• Supercharger and FSI direct fuel injection are a powerful combination
• 245 kW (333 hp), 440 Nm (324.53 lb-ft) of torque and exemplary efficiency
• S tronic and quattro drive standard; quattro with sport differential optional

The abbreviation "S" stands for sports and also high efficiency – characteristic Audi features. The S5 Sportback is the top model of the new Sportback model series. The five-door coupe is powered by a highly efficient, supercharged V6 engine with an output of 245 kW (333 hp). Power is delivered to the wheels via the seven-speed S tronic and quattro drive; the innovative sport differential is available as an option.

The Audi S5 Sportback is powered by a three-liter V6 with a mechanically driven supercharger. The supercharger sits in the 90 degree V formed by the banks of the cylinders and produces up to 0.8 bar of pressure. Two downstream intercoolers lower the temperature of the compressed intake air for improved filling of the combustion chambers.

The six-cylinder unit, which displaces 2,995 cc, embodies the Audi philosophy that performance and efficiency are not mutually exclusive but rather complement each other perfectly. The engine delivers a constant 440 Nm (324.53 lb-ft) of torque between 2,900 and 5,300 rpm. The S5 Sportback sprints from zero to 100 km/h (62.14 mph) in only 5.4 seconds (provisional figure) and accelerates up to an electronically governed top speed of 250 km/h (155.34 mph). The spontaneous response, the powerful thrust and sonorous sound make for a thrilling driving experience.

The supercharged V6 unit consumes only 9.7 liters (provisional figure) of fuel per 100 km (24.25 US mpg) on average – a top figure in this performance class.

The leading position of the S5 Sportback is further underscored by its drivetrain technology. The top model comes standard with the seven-speed dual-clutch S tronic transmission and quattro permanent all-wheel drive with a slight rear wheel bias. Optionally available is the sport differential.

The high-end rear-axle differential transfers the forces at the rear axle between the wheels as needed for even greater dynamism and stability.

The Audi S5 Sportback has a sports-tuned chassis. The S-design 18-inch cast aluminum wheels are shod with 245/40 tires. Wheels up to 20 inches are available as options. The black brake calipers are emblazoned with S5 emblems. Servotronic speed-sensitive steering is also standard, with dynamic steering optionally available. A strut brace provides the front section of the car with additional rigidity.

A number of features also provide visual cues to the A5 Sportback's sporty nature. The front blade and the diffuser, the single-frame grille, the air intakes, the sill strip, the spoiler lip at the rear and the four-tailpipe exhaust system all sport an exclusive design. The side mirror housings shine in aluminum look and the xenon plus headlights with LED daytime running lights and rear lights are standard.

Inside, electrically adjustable S-design sport seats covered in Silk Nappa leather, a black or silver headliner and brushed aluminum inlays underscore the dynamic style of the high-end model. The pointers in the instrument cluster are illuminated white, and the color driver information system presents the S5 logo when the car is started. A leather multifunction sport steering wheel with aluminum-look shift paddles and a sport selection switch for the S tronic underscore the sporty aspect of this model. S5 badges adorn the door sill trims, the key, the steering wheel and the instruments.

The luxurious, climate-controlled comfort seats are available as an option. The seat coverings are available in black, brown and three two-color combinations. Inlays are available in carbon, fine-grained birch wood and stainless steel mesh. The metallic structure comprising countless steel fibers feels slightly rough – an extraordinary haptic experience.

The Audi S5 Sportback will be arriving at German dealerships in spring 2010 with a base price of 57,900 euros.

Source: Autoblog

Read More »»

Frankfurt 2009: Audi R8 Spyder 5.2 FSI - R8 Roadster in White

At this year's Frankfurt Motor Show, Audi had plenty of innovations to show the world. In it's stable of what to expect for 2010 and beyond, Audi had it's drop-top R8 Spyder 5.2 FSI on hand for plenty photo-ops. For the event, the R8 Spyder sported a clean white paint-job, rather than the brown metallic seen in the press shots.

Click here for more information, including full specs, press release and 37 hi-res images!





Source: Jalopnik

Read More »»

Frankfurt 2009: Audi E-Tron Makes World Debut

Today, the all-electric Audi E-Tron made it's world debut at the 2009 Frankfurt Motor Show. Complete with 4 electric motors, striking R8esque styling and an astonishing 3,319 lb/ft of torque; the Audi E-Tron was undeniably a show stopper.

Click here for more information on the Audi E-Tron. Including full specs, press release and official hi-res photos!





Source: Autoblog

Read More »»

Audi E-Tron Breaks Cover

We knew Audi had something big up their sleeves, however, we had no idea it was this big. In the past few weeks, various teaser videos have been warning us of an "electrifying" event about to take place. That event, was the official reveal of the all-electric, Audi E-Tron.

The concept of an electric sports car is nothing new, Tesla's popularity is a testament to that. However, we quattroholics know that Audi would add a special twist. That twist is not only the R8 styling, but torque - lots and lots of torque! 3,319 lb/ft to be exact. Developing the frame-bending torque are four electric motors developing a total of 313 horsepower.

As you can imagine, with 3,319 lb/ft of torque on tap, performance is pretty impressive. Though not as impressive as one may think. Zero to 62 mph is accomplished in 4.8 seconds, however what's more impressive is the rolling acceleration. The Audi E-Tron will cover 37-75mph in just 4.1 seconds!

Following the photos is the official Audi press release. It's extremely long, but has just about everything you could possibly want to know about the E-Tron.









Press Release:

PRESS RELEASE

International Motor Show 2009, Frankfurt am Main
The Audi e-tron


Frankfurt – Audi presents the highlight of the IAA 2009: the e-tron, a high-performance sports car with a purely electric drive system. Four motors – two each at the front and rear axles – drive the wheels, making the concept car a true quattro. Producing 230 kW (313 hp) and 4,500 Nm (3,319.03 lb-ft) of torque, the two-seater accelerates from 0 to 100 km/h (0 – 62.14 mph) in 4.8 seconds, and from 60 to 120 km/h (37.28 – 74.56 mph) in 4.1 seconds. The lithium-ion battery provides a truly useable energy content of 42.4 kilowatt hours to enable a range of approximately 248 kilometers.

The performance figures are by no means the only evidence of the consistent and holistic strategy. The design makes it clear that the e-tron belongs in the major leagues of sports cars, and the package takes into account the specific realities of an electric vehicle. The battery is directly behind the passenger cabin for an optimal center of gravity and axle load distribution.

The e-tron is able to freely distribute the powerful torque of its four electric motors to the wheels as required. This so-called torque vectoring allows for dazzling dynamics and an undreamed-of level of agility and precision when cornering.

Audi has taken a new and in some cases revolutionary approach to many of the technical modules. A heat pump is used to efficiently warm up and heat the interior. The drive system, the power electronics and the battery are controlled by an innovative thermal management system that is a crucial component for achieving the car's range without compromising its high level of interior comfort. Networking the vehicle electronics with the surroundings, which is referred to as car-to-x communication, opens new dimensions for the optimization of efficiency, safety and convenience.

The Concept

Electric drive systems are still very much outsiders. The first vehicles of this type took to the roads around 1900, yet in 2009 no volume car manufacturer has a car powered exclusively by batteries in its lineup. Fewer than 1,500 electric vehicles are currently registered in Germany, corresponding to only 0.035 percent of all registered vehicles.

Yet electric driving potentially offers numerous advantages. Electric cars reduce the dependence of transportation and the economy on the raw material petroleum. They produce no direct exhaust emissions and thus ease the local burden on the environment. Electric drive systems are also significantly more efficient than combustion engines, consequently making them easier on the customers' wallets. Other strengths include sportiness and the fun they bring to driving. All of the torque is essentially available the moment the driver steps on the accelerator, allowing for breathtaking acceleration.

There is still a lot of work to do before electric cars are ready for volume production, however. The greatest challenge is the integration of the energy storage system. Acceptable range and performance requires a traction battery that is heavy and takes up a lot of space. Audi is taking a new approach to offset these disadvantages – a holistic approach with a specific vehicle package, a systematic lightweight construction concept and an optimal configuration of all components for the electric drive.

Audi e-tron – The Holistic Approach

The most important development related to batteries for electric drives are lithium-ion cells. Numerous experts throughout the world are working on their further development for use in cars, with the primary objectives being to reduce weight and increase capacity and performance. Audi has also opted for this technology, both for use in a hybrid production vehicle, such as the upcoming Q5 hybrid, and in the e-tron test platform.

The requirement specification for the concept vehicle goes far beyond battery technology and the replacement of the combustion engine with an electric drive system, however. The Audi development engineers decided back in the concept phase to design practically every component and technology based on the new requirements of electric mobility. The interaction of all elements has a decisive influence on the factors efficiency, range and practicality.

The Audi team therefore focused its attention on the total vehicle, which is reflected in the comprehensive requirement specification.

• The reduction of road resistances and the resulting increase in range plays a major role with electric vehicles. Lightweight construction was therefore a top priority for the e-tron concept car. The body, in particular, combines low weight with supreme strength and rigidity. An intelligent aerodynamics concept with active elements helps to reduce consumption.
• The package ensures the safe integration of the electric drive system and the battery. Placing the battery in front of the rear axle ensures an optimal axle load distribution without compromising the compact overall design and the generous amount of interior space.
• Advanced battery technology enables a practical range. The battery system is water-cooled for optimal performance and service life.
• A needs-based energy management system controls all functions for the chassis, convenience equipment and other auxiliary consumers.
• The innovative thermal management system with optimally matched cooling and heating components considers the cooling requirements of the battery and the drive system in addition to the interior temperature.
• Driving dynamics and road comfort are what Audi customers have come to expect in the sports car segment.
• Vehicle safety is on par with the best of today's production vehicles.
• The driver is provided with clear and comprehensive information.
• The e-tron concept car uses car-to-x communication technology developed by Audi to improve the efficiency of conventionally powered vehicles. For example, information about traffic light cycle times and the flow of traffic – provided by the infrastructure and other vehicles – is used to compute an optimal driving strategy. Audi has already modeled such a solution in Ingolstadt as part of its "travolution" project.

Design and Package

The caliber of the car is apparent to the observer at first glance. The Audi e-tron has a wide, powerful stance on the road. The car body seems almost monolithic; the closed rear end appears powerful and muscular. The trapeze of the single-frame grille dominates the front end and is flanked by two large air intakes. The top of the grille merges into the flat strips of the adaptive matrix beam headlamp modules with their clear glass covers. High-efficiency LED technology is used for all lighting units – a matter of honor for Audi as the worldwide pioneer in this field.

The headlamps are the core of a fully automatic light assistance system that reacts flexibly to any situation. The new technology recognizes weather conditions and adapts the illumination to rain or fog. The technology at the heart of the light assistance system is a camera that works together with a fast computer to detect oncoming traffic, recognize lanes and measure visibilities, such as in the event of fog.

If there is oncoming traffic, for example, the high beams are turned off in the corresponding section of the illumination field. The cornering light system analyzes data from the navigation system and illuminates corners before the driver steers into them. The Audi e-tron does not have conventional fog lamps that consume additional power. It instead intelligently varies the low beams to widen the illumination field, thus significantly reducing the glare from the car's own lights.

The variability of the headlamps is also reflected in their design. The LED elements change appearance and thus the character of the front end of the vehicle depending on the speed driven and the ambient conditions. The innovative lighting technology offers the Audi designers almost as much design freedom as the shape of the body does.

A new design element unique to the e-tron are the air intakes in the single-frame grille and in front of the rear wheel wells. They are closed flush under normal circumstances and opened by means of flaps when additional cooling air is required. Maximum efficiency is also the reason behind this measure. The concept car has a remarkably low drag coefficient, which gets even better when the flaps are closed.

The vehicle body is compact. The sweeping line of the front end and the flat curved roof immediately identify the two-seater as an Audi. The contours of the flanks are familiar. The tapering of the dynamic line above the sill and the shoulder line tie together the front end, the side and the rear, lend a plastic quality to the doors and the transition to the side air intake and sharply emphasize the Audi-typical round wheel wells with the large, 19-inch tires.

1.90 meters (74.80 in) wide, just 4.26 meters (167.72 in) long and 1.23 meters (48.43 in) tall – those are the proportions of a supercar. The wheelbase of 2.60 meters (102.36 in) leaves plenty of room between the axles for people and technology. Like with a mid-engined sports car, the cabin of the e-tron is shifted far forward toward the front axle, leaving room in front of the rear axle for the roughly 470 kilogram (1036.17 lb) battery unit, the inverter and the power electronics.

The two electric motors, which have their own cooling system, are mounted behind the rear axle. The front electric motors are mounted on the front axle, with their cooling system arranged in front of them. This special package, which features a 42:58 weight distribution, ensures perfect balance, which contributes to the driving dynamics of the e-tron.

Systematic lightweight construction is an even more important prerequisite for efficiency and range with electric vehicles than for conventionally powered automobiles. The Audi development engineers drew on the core competence of the company for the e-tron. The body structure is based on Audi Space Frame (ASF) technology and was realized as a hybrid construction. All add-on parts – doors, covers, sidewalls and roof – are made of a fiber-reinforced plastic.

The combination of aluminum and carbon fiber-reinforced composite material guarantees supreme rigidity coupled with low weight. Audi will soon use this technology in a similar form for production vehicles. Despite the complex drive system layout with four electric motors and a high-capacity battery system, the total weight of the Audi e-tron is only around 1,600 kilograms (3527.40 lb).

Interior and Control Concept

Optical and functional references to the new drive concept characterize the interior design. They establish an advanced connection between proven Audi genes and new formal hallmarks. Typical for the Audi design language is the reduction of the architecture, controls and flow of information to the essential in favor of visible lightweight construction and a tidy overall impression.

The dash appears to float and has a curve that extends laterally into the door panels. With no need to allow for a transmission, shifter and cardan tunnel, the designers took advantage of the opportunity to create a particularly slim and lightweight center tunnel and center console. The flush gear selector, with which the driver chooses between the modes forward, reverse and neutral, emerges from the tunnel when the vehicle is started.

The cockpit of the e-tron is also oriented toward the driver – a further characteristic Audi trait. Instead of the classic instrument cluster, the concept car is the first Audi to be equipped with a large, fold-out central display with integrated MMI functions. It is flanked by two round dials.

The MMI is controlled via a scroll pad with a touch-sensitive surface on the steering wheel ("MMI touch") – an element inspired by modern smartphones.

While an analog speedometer on the right provides speed information, the instrument on the left tells the driver how much power is being drawn. The central display shows the range in the status bar and presents all key information from the infotainment and navigation systems. It also provides the driver with relevant data from the vehicle's communication with its surroundings. The instruments combine the analog and the digital worlds into a single unit.

Characteristic for the concept of the Audi e-tron is the near total elimination of switches and small components such as the ignition. The climate control unit is located to the right above the steering wheel. The display provides temperature and ventilation information. Again drawing inspiration from a smartphone, the system is controlled by means of a touch-sensitive sliding control.

The racing-inspired lightweight bucket seats combine excellent lateral support with comfort. To contrasting colors – snow white and cognac – delineate the various zones of the interior. The colors and the high-quality materials combine elegance and sportiness.

Drive System and Energy Supply

Four asynchronous motors with a total output of 230 kilowatts (313 hp) give the Audi e-tron the performance of a high-output sports car. The concept car can accelerate from 0 to 100 km/h (0 – 62.14 mph) in 4.8 seconds if necessary, and goes from 60 to 120 km/h (37.28 – 74.56 mph) in 4.1 seconds. The torque flows selectively to the wheels based on the driving situation and the condition of the road surface, resulting in outstanding traction and handling.

The top speed is limited to 200 km/h (124.27 mph), as the amount of energy required by the electric motors increases disproportionately to speed. The range in the NECD combined cycle is approximately 248 kilometers (154 miles). This good value is made possible by the integrated concept: technology specially configured for the electric drive system combined with state-of-the-art battery technology. The battery block has a total energy content of roughly 53 kilowatt hours, with the usable portion thereof restricted to 42.4 kWh in the interest of service life. Audi uses liquid cooling for the batteries.

The energy storage unit is charged with household current (230 volts, 16 amperes) via a cable and a plug. The socket is behind a cover at the back of the car. With the battery fully discharged, the charging time is between 6 and 8 hours. A high voltage (400 volts, 63 amperes) reduces this to just around 2.5 hours. The Audi engineers are working on a wireless solution to make charging more convenient. The inductive charging station, which can be placed in the garage at home or also in special parking garages, is activated automatically when the vehicle is docked. Such technology is already used today in a similar form to charge electric toothbrushes.

The battery is charged not only when the car is stationary, but also when it is in motion. The keyword here is recuperation. This form of energy recovery and return to the battery is already available today in a number of Audi production models. During braking, the alternator converts the kinetic energy into electrical energy, which it then feeds into the onboard electrical system.

The Audi e-tron, which is slowed by four lightweight ceramic brake discs, takes the next large step into the future. An electronic brake system makes it possible to tap into the recuperation potential of the electric motors. A hydraulic fixed-caliper brake is mounted on the front axle, with two novel electrically-actuated floating-caliper brakes mounted on the rear axle. These floating calipers are actuated not by any mechanical or hydraulic transfer elements, but rather by wire ("brake by wire"). In addition, this eliminates frictional losses due to residual slip when the brakes are not being applied.

This decoupling of the brake pedal enables the e-tron's electric motors to convert all of the braking energy into electricity and recover it. The electromechanical brake system is only activated if greater deceleration is required. These control actions are unnoticeable to the driver, who feels only a predictable and constant pedal feel as with a hydraulic brake system.

Making its Automotive Debut: The Heat Pump

The heat pump – used here for the first time ever in an automobile – also serves to increase efficiency and range. Unlike a combustion engine, the electric drive system may not produce enough waste heat under all operating conditions to effectively heat the interior. Other electric vehicles are equipped with electric supplemental heaters, which consume a relatively large amount of energy. The heat pump used by Audi – and commonly used in buildings – is a highly efficient machine that uses mechanical work to provide heat with a minimum input of energy.

A high-efficiency climate control system is used to cool the interior. It works together with the thermal management system to also control the temperature of the high-voltage battery. The battery, the power electronics and the electric motors must be kept at their respective ideal operating temperatures to achieve optimal performance and range.

As soon as the vehicle is connected to a charging station the vehicle is preconditioned as appropriate by the thermal management and other associated systems.

The drive system is heated if temperatures are cool, and cooled if hot. This preconditioning can also be extended to the interior, if necessary, so that the passengers can step into a cabin that has been heated or cooled as appropriate for their comfort.

Driving Dynamics

The normal distribution of the tractive power is clearly biased toward the rear axle in accordance with the weight distribution of the e-tron. Similarly to a mid-engined sports car, roughly 70 percent of the power goes the rear and 30 percent to the front. If an axle slips, this balance can be varied by means of the four centrally controlled electric motors. The electric vehicle from Audi thus enjoys all of the advantages of quattro technology.

The four individual motors, which in the interest of greater traction are installed behind the wheels as wheel drives, also enable the e-tron's lateral dynamics to be intelligently controlled. Similar to what the sport differential does in conventional quattro vehicles, torque vectoring – the targeted acceleration of individual wheels – makes the e-tron even more dynamic while simultaneously enhancing driving safety. Understeer and oversteer can be corrected by not only targeted activation of the brakes, but also by precise increases in power lasting just a few milliseconds. The concept car remains extremely neutral even under great lateral acceleration and hustles through corners as if on the proverbial rails.

The chassis has triangular double wishbones at the front axle and trapezoidal wishbones made of forged aluminum components at the rear axle – a geometry that has proven in motorsports to be the optimal prerequisite for high agility, uncompromising precision and precisely defined self-steering behavior. A taut setup was chosen for the springs and shock absorbers, but it is still very comfortable.

The direct rack-and-pinion steering gives finely differentiated feedback. Its electromechanical steering boost varies with speed, so that the e-tron only has to provide energy while steering, and not while driving straight ahead.

As befitting its status, the Audi concept car rolls on 19-inch tires with a new blade design. 235/35 tires up front and 295/30 tires in the rear provide the necessary grip.

Car-to-x Communication

The electronics development engineers at Audi not only aimed to make the e-tron as efficient and fun to drive as possible, they were also very concerned with safety and traffic management. The technical concept car includes a prototype of an information processing system. Future generations of these systems will usher in a new era in the networking of road traffic, particularly in regions and countries with a high volume of traffic. This progress is made possible by the rapid advancements in computing power, software and communication technology.

The buzzword "car-to-x communication" refers to the direct exchange of information in flowing traffic and to the traffic environment. The letter "x" is a free variable that can refer just as easily to other vehicles as to fixed infrastructure such as traffic lights. In contrast to today's telematic systems, car-to-x communication no longer requires a central service provider to quickly and effectively pool and process information. The participants themselves perform these tasks by spontaneously networking with one another.

The future car-to-x network still needs some time before it becomes reality on the roads. This obstacle is one that can be overcome, however, as nearly every carmaker in Europe, the U.S.A. and Japan has decided to develop a common standard for hardware and software. Once all new cars are equipped with this technology, a functional network of automotive transmitters will soon be available, at least in large population centers.

These transmitters can be used to open up many new practical applications. Below are just four examples showing the possibilities offered by car-to-x communication.

Example 1 – Efficiency and range: Numerous external factors influence energy consumption and thus the range of any vehicle. An intelligent vehicle equipped with car-to-x technology is aware of necessary braking or acceleration maneuvers in advance because it combines navigational data with information about the flow of traffic, for example. The central computer can prevent driver actions that would use energy unnecessarily or use targeted braking for recuperation of the battery.

Example 2 – Safety: A vehicle has spun out on a slippery road in a blind curve and is unable to free itself under its own power. At the same time, other vehicles are approaching quickly. The stuck vehicle uses car-to-x to send out a warning signal reporting the precise location of the hazardous location. A corresponding warning then appears on the navigation system display of the approaching cars.

Example 3 – Traffic flow: Many cars are traveling between traffic lights on an arterial road. Over and over again, they accelerate only to have to brake again when the traffic light changes to red. Car-to-x technology enables them to establish a network between themselves and receive information from the traffic light controller. The drivers can then make more judicious use of the gas pedal because they know what to expect. The same applies for imminent traffic jams: cars ahead provide information that results in adjustments to the posted speed limits, noticeably spreading out the traffic.

Example 4 – Convenience: The driver has entered a shopping center with a chronic shortage of parking spaces into his navigation system as the destination. With car-to-x, the mobile system networks with the parking space registration system at the destination. When the system in the parking garage reports that a convenient parking spot is available, the navigation system can register its location and also reserve the spot.

Electromobility as an Integrated Concept – the Audi e-performance Support Project

• Audi developing a holistic approach for electric driving
• New project house unites creativity and expertise
• The e-performance support project to be launched in October

Audi is working hard on the future of mobility. The company has established a project house for the development of an integrated concept for electric drives in automobiles. As part of this effort, a support project entitled e-performance and funded in part by the German Ministry for Education and Research will be launched on October 1. Institutes and companies from industry and science will be participating in the project.

Audi invests roughly two billion euros in development projects each year. Although the primary focus is on the further advancement of the combustion engine and related technologies, a second priority is electromobility. The e-tron showcar is making a powerful statement in this field at the IAA, and Audi is also in the process of strategically bundling its electromobility activities. Audi has established a project house dedicated to electric driving; it will shortly begin work on a project sponsored by the German federal government. The working group and the project bear the same name: e-performance.

"We are trying to find a concept that requires no compromises," says Michael Dick, Member of the Board of Management of AUDI AG, Technical Development. "Electromobility means more to us than just electrifying conventional cars. Instead, we are dedicated to a holistic approach to all aspects of the topic."

The e-performance project house was established on the premises of Audi Electronics Venture GmbH (AEV). This Audi subsidiary cooperates closely with colleges and universities, research institutes and young startup companies to implement new technologies in the field of electronics. The AEV is located close to the plant grounds, and the project house is staffed by young experts.

"We have a mixture of engineering expertise, creativity and a dose of lateral thinking," says Dr. Michael Korte, Head of the e-performance project house. "The project house brings free thinkers together with technical development experts – with designers, engine and chassis engineers, and software specialists."

Electric drive technology in automobiles still poses many questions at the moment. Audi is striving to provide holistic answers to these questions, thus creating an architecture comprising all sub-areas of the vehicle. Only when new systems and components are made to work together perfectly can the full potential of electromobility be exploited.

Audi is certain that the vehicle concepts will include new, intelligent solutions. "Our holistic concept is complex," says Dr. Christian Allmann, Head of the e-performance support project, "but it is the only way to optimize the primary target parameters of range, performance, reliability, practicality, service life, and cost."

One focal point: the battery

By its very nature as the heart of the electric car, the battery is the focal point of the studies, which cover such topics as thermal management, capacity, package, weight, safety, service life and integration into the vehicle's heat and energy flows. "We are not working on cell chemistry – we are relying on our strategic partners for that," says Dr. Korte, "but the battery management software will be our know-how."

In an electric car, the entire on-board electrical system needs to be completely restructured. Many components that today use the energy and waste heat of the combustion engine - from the power steering to the heater - need a new source of power. The electric motor, the power electronics with their high-voltage components, inverters and transformers as well as the durability of the chips under the demanding conditions in the car are other important fields of work.

In addition - and this is what distinguishes the integrated approach - Audi is also studying all other areas of the vehicle. Topics include the flow of forces in the drivetrain, the climate control system, the controls and displays in the cockpit, the vehicle acoustics and the chassis. In this last field, electrically actuated brakes and suspension struts offer great potential.

The materials used in the car - which should be as lightweight as possible - and the entire package are another focal point. Electric motors are very compact and can also be placed at the wheels or the axles, but the batteries need their own space.

The young team keeps one important aspect in mind every step of the way: even an electric car has to be a true Audi with the strong character that all Audi models have in common. "We will draw on the bundled expertise of the entire company for the design and the lightweight body," says Dr. Korte, "and we are also committed to meeting the high Audi standard in terms of driving dynamics."

The bar is high - the three-year e-performance project scheduled to start on October 1 represents a major challenge. It is broken down into nine work packets, from energy storage to driving dynamics. In the initial phases, the participants will work in their various areas primarily using state-of-the-art simulation tools. The project will progress through the construction of sub-modules and test platforms to produce a drivable car.

Capable partners from science and industry

The German Ministry for Education and Research is providing eight-figure funding for the project. Audi has also recruited renowned partners from the scientific community – the RWTH Aachen, the technical universities of Munich, Dresden and Ilmenau, Leibniz University of Hanover and the Fraunhofer Society. Dr. Allmann reports that besides AEV, Robert Bosch GmbH and Bosch Engineering GmbH have also come on board.

The project should benefit all of the partners. Competitiveness in high-tech is a primary objective of the German government, thus the Audi partnership is good for Germany as a site for higher education and industry. The e-performance support project will enable the participants to gain an important know-how advantage.

Source: Audi via Autoblog

Read More »»