Audi e-tron Spyder Concept Revealed

This year's Paris Motor Show set the stage for not just one but two Audi concepts. While the Audi quattro concept arguably stole the show, Audi's year-long e-tron parade continues. Going topless in the city of lights, the Audi e-tron Spyder flashed the world a glimpse into the future of four-ringed motoring.

Considering the e-tron name has been reserved exclusively for electric-powered Audis, the e-tron Spyder seems to be having an identity crisis. In addition to the pair of electric motors at the front axle, the e-tron Spyder also dons a 300-hp, twin-turbocharged 3.0 V6 TDI at the rear making this "e-tron" actually a plug-in hybrid. Naming aside, this new electrified-TDI system is a far cry from what the average Prius driver would consider a "hybrid."

In a process known as "boosting," the e-tron Spyder can combine both the power and torque of the V6 TDI (300 hp/479 lb-ft) and both electric motors (64 kW/260 lb-ft) during acceleration, making for a 4.4 second run to 100 km/h (62 mph) on to a top speed of 250 km/h (155 mph). While this performance is impressive, the e-tron Spyder boasts an average fuel consumption of 106.92 mpg and a maximum driving range of over 1000 km (620+ miles).



We've really just scratched the surface, there's a ton of futuristic bells and whistles featured in the Audi e-tron Spyder. You will find design, engine/transmission, chassis and interior details all expanded in the official Audi press release following the photo gallery.






Press Release - Paris, 2010-09-30

Paris Motor Show 2010 - Audi e-tron Spyder

Audi presents the Audi e-tron Spyder, the study of an open sports car, at the fall 2010’s largest auto show. The show car, with plug-in hybrid drive, is 4.06 meters (13.32 ft) long, 1.81 meters (5.94 ft) wide and only 1.11 meters (3.64 ft) high. The two-seater is equipped with a 221-kW (300-hp) twin-turbo V6 TDI at the rear axle and two electric motors producing a total of 64 kW at the front axle.

The Audi e-tron Spyder’s low total weight of only around 1,450 kilograms (3,196.70 lb) combined with the high-torque TDI and the two electric motors results in respectable performance. The car accelerates to 100 km/h (62.14 mph) in just 4.4 seconds, and top speed is electronically governed at 250 km/h (155.34 mph).

The e-tron Spyder can combine the powerful torque of its TDI – the diesel engine generates 650 Nm (479.42 lb-ft) and the total of 352 Nm (259.62 lb-ft) of its two electric motors during acceleration in a process known as “boosting.”

The intelligent distribution of power allows for optimal dynamics in every situation. The targeted application of power to the front wheels improves longitudinal dynamics while also improving lateral dynamics when cornering. This is because torque vectoring – the as-needed distribution of torque between the left and right wheels of the two axles – enables an exhilarating degree of driving precision and excellent agility.

Thanks also to its low weight, short wheelbase and perfect 50:50 weight distribution for dynamic handling, the Audi e-tron Spyder has all the drivability of a go-kart – good on bends and neutral right up to the very high handling limit.

The combination of a highly efficient TDI and electric drive also provides for excellent fuel economy and amazingly low emissions. The Audi e-tron Spyder requires on average just 2.2l diesel/100 km (106.92 US mpg), corresponding to CO2 emissions of 59 g/km (94.95 g/mile). A range of more than 1,000 kilometers is possible with the 50-liter (13.21 US gallons) tank.

The open sports car can also drive strictly on electric power and thus with zero emissions over distances of up to 50 kilometers (31.07 miles), such as in urban areas. The top speed of 60 km/h (37.28 mph) is just fine for normal driving.

Design
The Audi e-tron Spyder features what is without a doubt the most advanced and simultaneously the most consistent evolution of the current Audi design language, while also providing initial hints at the design language of future Audi sports cars. It reinterprets the most important design elements that already characterized the previous e-tron concept vehicles. This also ensures the necessary formal differentiation to the purely electric-powered Audi e-tron shown at the 2010 Detroit Motor Show.

1.81 meters (5.94 ft) wide, just 4.06 meters (13.32 ft) long and only 1.11 meters (3.64 ft) in height: these are the classic proportions of an open, high-performance sports car. Compared to the coupé concept car in Detroit, the length and width have increased by 13 cm (5.12 in) and 3 cm (1.18 in), respectively, to underscore the sporty aspiration of the design. This further enhanced the powerful and compact overall appearance that characterizes both vehicles and links them to the sportiest production Audi, the R8.

Due in no small part to the short wheelbase of only 2.43 meters (7.97 ft) – 22 cm (8.66 in) shorter than that of the R8 – the body of the e-tron Spyder comes across as extremely stocky.

In an apparent homage to motor sports, the frameless side glass surfaces taper downward toward the rear. They form a unit with the windshield, which is strongly bowed and inclined like the visor of a helmet.

Another element borrowed from race cars characterizes the hood: the wide central air inlet, whose curve further accentuates the dynamics of the car’s front end and provides a visual and functional link to the Audi R8 LMS customer race car. The carbon application that is mounted flush in the front and side windows and wraps completely around the glass testifies to the design and manufacturing expertise that went into the car.

The front the silhouette of the e-tron Spyder are characterized by a sharp, sweeping line that immediately identifies the two-seater as an Audi. The sharply tapered front end lends the Audi e-tron Spyder show car a distinctly wedge-like basic shape. The trapeze of the single-frame grille dominates the distinctly wedge-shaped front end and is flanked by two large air intakes. They serve as cooling intakes for the electric drive system and also for the TDI engine at the rear of the vehicle.

Above, the grille merges into the flat strips of the adaptive matrix beam headlight modules with their three-dimensional clear glass covers that follow the contour of the functional elements.

All light units use ultra-efficient LED technology. As with the R8 and the e-tron sports car concept cars, the trademark four rings are located above the single-frame. Beneath the trademark is the charging station for the batteries. The rings disappear beneath the front hatch, exposing not just the charging plug but also a display showing the charge state and a map graphic indicating the current electric range.

Another distinctive feature of this show car are the 20-inch wheels, that take the blade design of the first e-tron show car and refine it into a three-dimensional turbine design. The wheels combine the lightweight materials aluminum and carbon into a design that is both visually pleasing and very effective aerodynamically. The 66 individual components comprising each individual wheel of the e-tron Spyder are indicative of just how complex they are.

The flanks sport familiar contours in a new form. Unusually sharply defined edges frame the smooth side surfaces while simultaneously separating horizontal from vertical areas.

The shoulder line frames the lines of the strongly contoured wheel wells even more distinctly than in the Audi R8 and combines them with the upper edge of the vehicle body. Particularly when viewed from the back, the e-tron Spyder appears even more pronouncedly horizontal and more strongly oriented toward the road.

An impression that is also created by the characteristic sills with a new cut and is picked up by the spoiler and diffuser at the front and rear of the car. Carbon elements borrow from motor sports to set special accents here as well. Carbon is also used on the engine cover in the rear and in license plate and lighting frame, which also includes the air outlets below the lateral light units.

The contrast of materials is reminiscent of a race car. The essential functional elements of the chassis and the vehicle body are done in carbon, while the body as a cover sports a classic paint finish. This illustrates the formal "shell-and-core" principle that defines the e-tron Spyder particularly clearly.

Thanks to an opening in the hood, even the longitudinal TDI mid-engine is a visible technological element surrounded by matt and glossy carbon surfaces, aluminum and leather. This combination of materials links the exterior with the interior of the vehicle.

Behind the seats are two cowls that gradually taper toward the rear and also flank the opening for the TDI engine and the implied cooling fins of the engine cover. They also contain the normally hidden rollover bars, which like in the production R8 Spyder shoot up within milliseconds and lock into place in the event of an emergency.

Interior
Visual and functional references to the fundamental concept of lightweight construction characterize the purist interior design. They establish a connection between proven Audi genes and new formal hallmarks. Typical for the Audi design idiom is the reduction of the architecture, controls and information output to the essentials in favor of a tidy overall impression.

The slim dash has a curve that extends laterally into the door panels. With no need to allow for a transmission, shifter and cardan tunnel, the designers again took advantage of the opportunity to create a particularly slim and lightweight center tunnel and convex, arching center console for the e-tron Spyder with hybrid drive. The only control element other than that of the MMI is the flush-mounted selector lever for the automatic transmission, which extends upward from the tunnel when the vehicle is started.

The cockpit of the Audi e-tron Spyder is also oriented toward the driver – a further characteristic Audi trait. Instead of the classic instrument cluster, the concept car is equipped with a large, display with integrated MMI functions and flanked by two round dials. The MMI can be controlled via a touch-sensitive control panel on the steering wheel – an element inspired by modern smartphones. It can also be controlled via the MMI control unit (MMI touch) on the center console. The steering wheel itself is clearly flattened off at both the top and bottom, in a clear reference to motor sport. Speed is displayed in digital form only. The dial instrument with information about the drive system can be chosen via the menu item “Drive.”

Besides information about the speed, the revs of the combustion engine and the electric drive, the central display also provides all of the key information from the infotainment and navigation systems.

Characteristic for the concept of the Audi e-tron Spyder is the near total elimination of switches and 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 operated by means of a touch-sensitive control panel.

The equally racing-inspired lightweight bucket seats combine excellent lateral support with comfort. Contrasting colors and stitching delineate the various zones of the interior. The colors and the high-quality materials combine elegance and sportiness.

ASF body
Systematic lightweight construction is a crucial prerequisite for efficiency and range, while also being the primary foundation for exhilarating driving dynamics. The Audi development engineers drew on the core competence of the company for the Audi e-tron Spyder. The body structure is based on Audi Space Frame (ASF) technology and was realized as a hybrid construction, with the hood and numerous aerodynamic components made of carbon.

In ASF technology, the body's supporting structure is made of extruded aluminum sections and die-castings. Aluminum panels are incorporated into this skeleton to form a positive connection and perform a load-bearing role. Each individual component of the ASF space frame is optimized for its specific task by the use of widely differing shapes and cross-sections, combining maximum stability with minimal weight. Despite the complex drive system layout with two electric motors and their respective drive systems plus the TDI engine, the Audi e-tron Spyder show car only weighs around 1,450 kilograms (3,196.70 lb).

Engines and transmissions
Audi has long proven the perfect synthesis between a highly advanced sports car and TDI technology. With the TT, Audi become one of the first manufacturers anywhere in the world to successfully bring a diesel sports car to market, a decade after the Audi Cabriolet paved the way for diesel engines in this segment. And the Audi R8 TDI Le Mans concept car was the first supercar to be fitted with a twelve-cylinder diesel engine with 500 hp and 1,000 Newton meters (737.56 lb-ft) of torque.

The Audi e-tron Spyder also draws on this recipe for success – albeit in a revolutionary new combination. This marks the first use of a new generation of the six-cylinder, 3.0 TDI that breathes through two turbochargers and produces 221 kW (300 hp). That is another 50 hp more than the previous stage, which debuted a few months ago in the new Audi A8.

Peak torque of 650 Newton meters (479.42 lb-ft) is unusually high, even in the sports car segment. The mid-mounted, longitudinal 3.0 TDI engine drives the rear wheels via a seven-speed dual-clutch transmission.

Another innovation is the coupling of the TDI with the electric drive of the front axle. Two asynchronous electric motors with a total output of 64 kilowatt (88 hp) and peak torque of 352 Newton meters (259.62 lb-ft) combine with the 3.0 TDI to give the Audi e-tron Spyder the performance of a high-performance sports car. It accelerates from 0 to 100 km/h (62.14 mph) in 4.4 seconds. Top speed is electronically governed at 250 km/h (155.34 mph).

The drive’s characteristic is even more exciting than the abstract numbers. Thanks in no small part to the fact that the peak torque of the electric motors is available immediately, the e-tron Spyder accelerates with catapult-like thrust. Short passing maneuvers on interurban roads can be pulled off as spurts that are every bit as relaxed as they are fun, even without having to downshift.

The noise level of the low-revving TDI is typically low. The six-cylinder unit behind the occupants issues a sonorously sporty growl under load, but never becomes loud. A surprising effect also present in the Le Mans-winning Audi R10 and R15 race cars, which are also powered by TDI engines.

The benefits of this special form of hybrid drive – the coupling of a high-torque, high-efficiency TDI engine with the electric motors – are by no means limited to the dynamic potential of the Audi e-tron Spyder, however. The open two-seater also sets new standards in its class for fuel consumption and environmental characteristics. The 300-hp TDI consumes on average just 2.2 liters of diesel per 100 kilometers (106.92 US mpg), which corresponds to CO2 emissions of only 59 g/km (94.95 g/mile).

The full-hybrid Audi e-tron Spyder has also mastered the discipline of zero-emission driving. In residential and other urban areas, the driver can activate the electric drive by itself. The 9.1-kwH battery at the front of the car has enough power for up to 50 kilometers (31.07 miles). And with a top speed of up to 60 km/h (37.28 mph), the e-tron Spyder is also able to move along smartly in city traffic.

Chassis
The normal distribution of the tractive power is clearly biased toward the rear axle in accordance with the weight distribution of the e-tron Spyder and the dynamic shift in axle load during acceleration. Similar to with a pure mid-engine sports car, roughly 75 percent of the torque goes to the rear and 25 percent to the front. If an axle slips, this balance can be varied thanks to the central control of the entire drive system in combination with the ESP. The hybrid vehicle from Audi thus enjoys all of the advantages of quattro technology.

The combination of the mid-mounted TDI engine and the two electric motors at the front axle also make it possible to intelligently control the lateral dynamics of the e-tron.

Similar to what the sport differential does in conventional quattro vehicles, torque vectoring – the targeted acceleration of individual wheels – makes the e-tron Spyder 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 a trapezoidal-link rear suspension made of forged aluminum components – 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 Spyder only has to provide energy while steering, and not while driving straight ahead.

As befitting its status, the Audi concept car rolls on 20-inch tires with a new blade design. 245/30 tires up front and 265/30 tires in the rear provide the necessary grip.

The equipment and data specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted.

Source: Audi AG

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Return of the quattro: Audi quattro concept revealed

A very special reveal at the Paris Motor Show today finally put the long string of "Project Anniversario/Retroquattro" rumors to bed. To help celebrate quattro's 30th anniversary, Audi has introduced the quattro concept. Based on a shortened RS5 chassis, the quattro concept packs a 408 horsepower, turbocharged 2.5-liter TFSI 5-cylinder derived from that of the TT RS. With nearly identical weight, subtly-retro styling cues and an updated turbo five 'banger under the hood; the Audi quattro concept pays homage to more than just the name of an iconic ancestor.

Although A5/RS5 genetics can be seen in the quattro concept, Audi engineers shortened the wheelbase by 150 mm (5.91 in), lowered the roof-line by around 40 mm (1.57 in) and ditched the rear seats to not only give the quattro concept a more aggressive character but also substantially reducing the car's weight. With a primarily aluminum construction and some carbon fiber components (hood and rear hatch), the quattro concept tips the scales at just 1300 kg (2,866 lbs), almost exactly the same weight as the 1984 Audi Sport quattro.

Under the hood, the Audi quattro concept boasts a turbocharged, 2.5-liter TFSI inline 5-cylinder derived from the TT RS. Unlike the TT RS however, the quattro concept's five-pot sits longitudinally, just like the old days. Tweaked to produce 408 horsepower and 354 lb/ft of torque, the quattro concept's impressive power-to-weight makes for a 0-100 km/h (62 mph) sprint in just 3.9 seconds all while averaging a surprisingly frugal fuel consumption figure of 27.67 MPG.

Of course, carrying the name "quattro" means superior handling and grip must truly be at the forefront. Making use of both Audi's sport rear differential and crown-gear center differential, the quattro concept features the latest evolutionary stage of the quattro permanent all-wheel drive system.

So, will we ever see the Audi quattro concept become reality? We certainly hope so. The quattro concept's styling, construction, and powerplant are certainly within the realm of production-ready reality. While the quattro would most likely never see mass production, a limited-run, special edition would not surprise us one bit (like Porsche's new 997 Speedster). Petition please?



For the full run-down of facts and figures, check out the official Audi press release following the photo gallery.









Press Release - Paris, 2010-09-29

Paris Motor Show 2010 - Audi quattro concept

The 1980 Geneva Motor Show saw the debut of an automobile, whose name went on to become more than just a symbol for a long line of success by the manufacturer. The quattro from Audi is also the gold standard for the combination of winning motor sport qualities with the utmost in everyday practicality.

In celebration of the 30th anniversary of the debut of the quattro, Audi is presenting a show car at the 2010 Paris Motor Show that moves a futuristic interpretation of this concept into the fast lane: the Audi quattro concept, a thoroughbred driving machine with 300 kW (408 hp), five-cylinder turbocharged engine, a lightweight body and – of course – the latest generation of quattro permanent all-wheel drive.

The very first glimpse of the new Col de Turini White show car awakens memories of another legendary ancestor: the 1984 Sport quattro, a 306 hp evolutionary stage of the Audi quattro Coupé with a shortened wheelbase. In fact, the Audi quattro concept also represents the systematic further development of a production coupé using high-performance technology. The foundation is provided by the powerful Audi RS 5, one of the brand’s sportiest production vehicles ever.

The Audi development engineers shortened the wheelbase by 150 millimeters (5.91 in) and lowered the roofline by around 40 millimeters (1.57 in) compared to the four-seat coupé on which it is based. Like its predecessor from 1984, the 2010 show car is now also a two-seater. The heavily modified body is made primarily of aluminum, with the hood, the rear hatch and other components made of carbon.

The low weight of the superstructure leads to significant secondary effects in other components of the vehicle, such as the transmission, the chassis and the brake system. As a result, the Audi quattro concept weighs just 1,300 kilograms (2,866.01 lb), almost exactly the same as the Sport quattro from 1984. This once again moves Audi, the pioneer of lightweight construction, to the head of the pack.

The know-how and technologies of the quattro concept body will characterize Audi’s entire production model portfolio in the future.

In another move that benefits the vehicle’s weight, the eight-cylinder engine from the production model has been replaced under the hood by a turbocharged, inline five-cylinder engine that can trace its roots back to another Audi sports car – the TT RS. In the Audi quattro concept, the longitudinal FSI turbo produces 300 kW (408 hp) and accelerates the car from 0 to 100 km/h (62.14 mph) in only 3.9 seconds. Torque is distributed as needed via a six-speed manual transmission.

The Audi quattro concept uses the latest evolutionary stage of the quattro permanent all-wheel drive system to deliver its power to the road. The key innovation, the crown-gear center differential, is compact, lightweight, and can vary the distribution of power between the front and rear axles over a broad range, enabling the quattro drive system to react within milliseconds to coax the maximum of fun and safety out of every last bit of torque.

Design
Brawny, compact, powerful: The appearance of the Audi quattro concept makes no secret of its potential. Although the genes of the elegant Audi A5 and RS 5 Coupés are impossible to overlook, the appearance of the show car is far more aggressive and extroverted. Even the obvious differences between the base model and the evolution are more dramatic than between the Ur-quattro and the Sport quattro in 1984.

The concept car’s wheelbase is 150 millimeters (5.91 in) shorter than that of the RS 5. The primary reason for this, of course, was to enhance agility and reduce weight – form follows function.

In contrast to Sport quattro, the Audi designers also shortened the rear overhang by a total of 200 millimeters (7.87 in) to maintain the harmony of the basic proportions. Roof height was reduced by 40 millimeters (1.57 in) for this same reason.

With its exterior dimensions (length x width x height) of 4.28 m (14.04 ft) x 1.86 m (6.10 ft) x 1.33 m (4.36 ft) and wheelbase of 2.60 m (8.53 ft), the Audi quattro concept fits neatly into the sports car segment.

The low roof also reduces the height of the greenhouse and thus lowers the vehicle’s visual center of gravity. The muscular C-pillar is clearly an homage to the design of the Ur-quattro. As with that model, the trademark four rings can be found at the transition to the side of the vehicle, but in this case they are stamped into the sheet metal. Together with the large center-locking, 20-inch wheels in a 7-twin-spoke design, the lines make for extremely dynamic and powerful proportions when viewed from the side.

The wheel wells in the arched fenders are prominently flared – another quote from the design language of the Sport quattro. The same applies to the distinctive air outlet on the right side of the hood, which allows the five-cylinder engine to breathe more freely.

A significant feature of the front end is the stark single-frame grille. The elimination of the chrome frame lends it a functional and technical character. Large, upright air intakes at the corners of the bumper underscore the performance of the power plant.

The top of the grille merges into the flat strips of the headlight modules with their clear glass covers. All light units use ultra-efficient LED technology. The LED elements change their appearance between a horizontal and a vertical arrangement and thus change the character of the front end of the vehicle depending on the lighting function activated.

The strongly molded front skirt includes integrated carbon elements. This lightweight, yet extremely strong material is also used for the rear hatch and the hood, which are unpainted on the inside in order to use the visual quality of the material as a design element. The large spoiler integrated into the rear hatch is also made of carbon and extends automatically as needed and can be adjusted for maximum downforce.

Interior
The interior of the coupé is reduced and clean. The dashboard is very slender and seems to float over the separate center console. Shortening the wheelbase meant losing the rear seat of the RS 5 on which it is based. In its place is a shelf for helmets or luggage. Awaiting the two occupants are filigree bucket seats, during whose development the issue of lightweight design played a central role. They weigh only 18 kilograms (39.68 lb) each – a weight advantage of roughly 40 percent versus a conventional production seat. The seats are equipped with either three- or four-point belts.

Awaiting the driver is a clearly organized workplace that exudes quality from its carbon surfaces and upholstered leather inlays. The color scheme with satin black for the carbon elements and rally beige for all of the leather areas offsets the various functional units from one another and emphasizes the handcrafted character of the interior.

The classic driver orientation (“wrap-around architecture” in the designer jargon) of the cockpit is typical Audi. The control unit for the MMI touch system and the shift lever for the six-speed transmission are located on the extremely slender center console.

The instrument cluster is completely digital. The large, three-dimensional visor-like display contains all of the information required by the driver and thus also replaces the classic MMI central display. The clear graphics, the stark black-and-white contrast and the subtle red highlights are precise and modernly interpreted – an indicator instrument for a driving machine, with no superfluous touches. The driver has the choice between an everyday mode, which combines the indication of the speed and engine revs with the content of the MMI, and racing mode, whose graphics revisit and refine the digital instrument of the Ur-quattro from the 1980s.

The driver will find another reminder of the Ur-quattro's cockpit on the sides of the cockpit cowl: On both the right and left sides are four flat buttons. The ones on the left control the stopwatch function in racing mode, and the ones on the right are for the menu of the MMI system.

Infotainment
Entertainment is offered not just under the hood, but also in the form of digital media. A customizable web radio can use the driver’s cellular phone to connect to digital radio stations all over the world, if desired, for a sheer endless array of genres and musical styles. Playback of the driver’s own files and playlists is also supported.

Communication also benefits from access to corresponding online services. Whether the online address book or the driver’s own cellular phone, the MMI combines all data into a single view. Contacts are always available wherever the user happens to be.

To pay proper respect to the Ur-quattro as the winner of numerous rally world championships, a so-called “prayer book” – the classic rally copilot's track description – can be displayed in racing mode. It provides precise information about the route ahead for an authentic rally feeling – even if a copilot is not available.

Body
A true sports car is always a light car, and the Audi quattro concept shines in this discipline as well.

The key factors are the choice of material and the design. Rather than mostly steel as in the Audi RS 5, the body comprises lightweight aluminum components assembled using Audi Space Frame ASF technology. Extruded sections, die-castings and aluminum sheets form an impact-resistant structure of exceptional strength. The hood and the rear hatch with its integrated, moveable spoiler, plus the bumpers and numerous aerodynamic components are made of even lighter and high-strength carbon.

The body-in-white of the coupé weighs just 159 kilograms (350.53 lb); it would be nearly 50 percent heavier if made entirely of steel.

The low weight of the superstructure leads to significant secondary effects regarding size and weight in other components of the vehicle, such as the transmission, the chassis and the brake system. All together the Audi quattro concept tips the scales at just 1,300 kilograms (2,866.01 lb), which is roughly 200 kilograms (440.92 lb) lighter than even the comparably sized Audi TT RS, whose body is also largely made of aluminum.

The power-to-weight ratio of 4.3 kilograms (9.48 lb) per hp already says a lot about the car’s dynamic potential. It is on par with that of the 525 hp Audi R8 V10, a veritable supercar. The quattro concept also has a much better power-to-weight ratio than its Sport quattro predecessor. Although the Sport quattro weighed the same, the production version of its five-cylinder engine only developed 306 hp.

Engines and transmissions

The allure of the five-cylinder engine
High-performance five-cylinder gasoline engines enjoy a long tradition at Audi, powering cars like the Ur-quattro to the head of the pack. Audi resurrected this line back to life in 2009 with the 340 hp, turbocharged FSI engine in the TT RS. The further developed engine in the Audi quattro concept extracts even more potential from this new, state-of-the-art five-cylinder foundation.

Numerous tweaks resulted in a substantial power increase to 408 hp, and its 480 Newton meters (354.03 lb-ft) of torque also leave the base version far behind.

Its basic concept makes an Audi five-cylinder an unusual engine. It has a firing interval of 144 degrees and a firing order of 1-2-4-5-3, alternately between directly adjacent cylinders and cylinders that are far apart.

This produces the distinctive rhythm and musical sound, which are also the result of the intake and exhaust geometry. A specially designed torsional vibration damper at the front end of the crankshaft compensates for the free moments of the engine.

Turbocharged gasoline engines are a traditional Audi domain, and the five-cylinder turbo in the Audi quattro concept is also a high-performance engine. Displacing 2,480 cubic centimeters, it produces 300 kW (408 hp) between 5,400 and 6,500 rpm. Peak torque of 480 Nm (354.03 lb ft) is already available at 1,600 and remains constant through 5,300 rpm. The powerful unit accelerates the Audi quattro concept from 0 to 100 km/h (62.14 mph) in just 3.9 seconds.

The 2.5 liter TFSI is extremely compact. Its cylinder spacing measures 88 millimeters (3.46 in); the external main bearings were moved inside. Only 494 millimeters (19.45 in) long, the long-stroke engine (bore x stroke 82.5 x 92.8 millimeters [3.25 x 3.65 in]) is suitable not only for transverse installation in the TT RS, but also for longitudinal installation in the emphatically short front end of the Audi quattro concept.

Its low weight of only 183 kilograms (403.45 lb) is also a record. It helps keep the total weight of the show car low and also offers significant advantages for the distribution of axle loads and thus for the car’s handling.

The 408-hp five-cylinder engine is surprisingly frugal, requiring an average of just 8.5 liters/100 km (27.67 US mpg). Its high efficiency can be attributed to the combination of FSI direct fuel injection and turbocharging, two Audi core technologies. This TFSI pairing harmonizes perfectly in motorsports, the world’s most demanding test lab: It has powered the R8 race car to five victories in the 24 Hours of Le Mans and 63 victories in 80 other races.

The successful quattro principle
In the Audi quattro concept, Audi uses the latest evolutionary stage of its permanent all-wheel drive system for longitudinal engines – the quattro drive with self-locking crown-gear center differential and torque vectoring. 30 years after the debut of the first quattro at the Geneva Motor Show in 1980, Audi has once again expanded its lead over the competition.

Inside the new center differential are two rotating crown gears that owe their name to the crown-like design of their teeth. The front crown gear drives the output shaft to the front differential, the rear crown gear the propshaft to the rear axle. The connection here is provided by an ambitious construction. The new drivetrain design is roughly 3 kilograms (6.61 lb) lighter than the previous one.

The crown gears mesh with four rotatable pinion gears. They are arranged at right angles to each other and are driven by the differential’s housing, i.e. by the transmission output shaft.

Under normal driving conditions, the two crown gears rotate at the same speed as the housing. Because of their special geometry, they have specifically unequal lever effects. Normally 60 percent of the engine torque goes to the rear differential and 40 percent to the front differential.

If the torques change because one axle loses grip, different speeds and axial forces occur inside the differential and the integrated plate packages are pressed together. The resulting self-locking effect now diverts the majority of the torque to the axle with the better traction; up to 85 percent can flow to the back. In the opposite scenario – if the rear axle has less traction – the same happens in reverse; now up to 70 percent of the torque is diverted to the front axle.

With this extremely broad torque distribution range, the crown-gear center differential surpasses its predecessors – grip becomes even better. Forces are redistributed without any time lag and absolutely consistently. The mechanical operating principle guarantees maximum efficiency and immediate response. Other strong points of the crown-gear differential are its compactness and low weight – at 4.8 kilograms (10.58 lb) it is roughly two kilograms (4.41 lb) lighter than the previous unit.

Like on rails: quattro with sport differential
As a complement to the new quattro drivetrain, the Audi quattro concept also features the sport differential, which actively distributes torque between the rear wheels. When turning into or accelerating in a curve, the majority of the torque flows to the outside wheel and pushes the vehicle into the curve, nipping the tendency to oversteer or understeer in the bud.

The sport differential is a state-of-the-art rear differential. A superposition gear comprising two sun gears and an internal gear was mounted on the left and the right of a conventional rear differential. It turns 10 percent faster than the drive shaft.

A multi-plate clutch in an oil bath and operated by an electrohydraulic actuator provides the power connection between the shaft and the superposition gear. When the clutch closes, it steplessly imposes the higher speed of the superposition stage on the outside wheel. The additional torque required in order to rotate faster is drawn away from the inside wheel via the differential. In this way nearly all of the torque can be directed to one wheel. The maximum difference between the wheels is 1,800 Nm (1,327.61 lb-ft).

Chassis
The high-performance Audi quattro concept dazzles with extreme driving dynamics. It reacts without hesitation, almost reflexively. Its handling is uncompromisingly precise; its stability guarantees maximum driving safety. The steering connects the driver with the road to provide sensitive, finely differentiated feedback.

The wide tracked chassis is rigorously tuned for performance. All of the key suspension components are made of aluminum, thus reducing the unsprung masses. The springs and dampers of the track-controlled trapezoidal link rear suspension are separated to improve response behavior. The links are mounted on a steel subframe on elastic bearings. The five-link front suspension processes the longitudinal and lateral forces separately. The rigid aluminum frame to which it is linked makes the front end extremely rigid.

Up front are anthracite gray, drilled carbon fiber-ceramic discs. They are gripped by red-anodized, six-piston fixed calipers. The ceramic discs are practically fade-free, extremely robust, powerful and durable. Furthermore, they are four kilograms (8.82 lb) lighter than steel discs despite their size.

The Audi quattro concept rolls on large cast aluminum wheels in seven twin-spoke design. The 9J x 20 wheels are shod with 275/30 tires. Like the Audi R8 LMS GT race car, the wheels of the Audi quattro concept have a central locking mechanism for fast changes.

The equipment and data specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted.

Source: Audi AG

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Audi R8 V10-based PPI RAZOR GTR-10 Officially Revealed

PPI's ultra-low production, Audi R8 V10-based, RAZOR GTR-10 is hardly 'news' to us, we reported the car's debut at the Top Marques of Monaco show in April, and even caught a glimpse of this rare beast on the street. However, PPI has now officially revealed the RAZOR GTR-10 and provided a few more details than we had back in April.The PPI RAZOR GTR-10's creed is simple; more power, more style, more passion. In the power department, a ram-charged sport air filter system, high performance stainless steel exhaust and remapped ignition increases the 5.2-liter V10's output to a very impressive 601 horsepower and 417 lb/ft of torque. Which, PPI says, should rocket the RAZOR GTR-10 from 0-100 km/h (62 mph) in 3.2 seconds on to a top speed of 335 km/h (208.16 mph).

Outside, the PPI RAZOR GTR-10's aggressive looks are more a byproduct of extensive wind-tunnel testing and weight reduction rather than just a cosmetic upgrade. The entire skin is optical carbon fiber and features upgrades from nose to tail. Most notable is a specially engineered front bumper and diffuser (designed to reduce lift and offer extensive radiator and brake cooling) and a special hollow carbon fiber rear wing with an adjustable Gurney-flap (that PPI says perfectly balances the down-force behavior of the front and rear axles).

Rounding out the package is a specially developed 6-piston high-performance braking system (with extra large 380mm x 36mm front and 356mm x 32 mm rear discs), KW Automotive suspension system (featuring a front hydraulic front lifting system combined with PPI's springs, camber kit and tie-rod kit) and specially designed lightweight MAG11 forged aluminum PPI wheels (9x19" front 12x20" rear) wrapped in Michelin Pilot Sport 2 rubber.

As the "10" in the GTR-10 name implies, production of the PPI RAZOR GTR-10 will be limited to just ten units at a price of €360.000 each.








Press Release:

The all-new Carbon Fibre PPI RAZOR GTR-10 limited production Supercar

Intense driving pleasure in a strikingly bold design.
More POWER
More STYLE
More PASSION

The only exclusive Audi-tuner from Germany, PPI Automotive Design GmbH, breaks through the Audi-tuning arena yet again, and presents their new limited production Supercar, the PPI RAZOR GTR-10. The Audi specialist turned its focus on optimising the power-to-weight ratio of the Audi R8 while simultaneously strengthening the motor, increasing performance, improving handling dynamics, and managing to reduce the weight of the Audi R8. The end result is a culmination of knowledge from the past year in research and development to create a truly inspired production car; the RAZOR GTR-10. This vehicle will be available to only 10 select individuals.

Performance

Following the introduction of the PPI RAZOR GTR supercharged V8; PPI Automotive Design GmbH has increased their repertoire by refining the Audi R8 V10 model. PPI Automotive Design utilized all its magic to optimize the aerodynamics as well as performance of the series vehicle. The essential part of the motor alteration is the incorporation of race-proven parts. The air intake system over the rear engine cover is not only a lightweight component but also serves dual duty as a channel for the ram-charged sport air filter system. A lightweight high performance exhaust system made of stainless steel has been designed and added specifically to work in conjunction with the V10. This is tipped off with Ceramic-Coated oval tips. These components are precisely adjusted to each other with the help of a new ignition map for motor electronics. The result is pure engine refinement of the highest calibre.

The performance numbers:
The result, after this extensive modification, is a normally aspirated V10 engine with over 601 hp (448 kW). at 7,400 rpm, and a maximum torque of 565 Nm at 6,400 rpm at its disposal. Couple the power increase with a weight decrease of 250 kg (depending on options) over its serial counterpart (serial curb weight V10 R-tronic: 1,625 kg). The end result is the ability to achieve speeds from 0 to 100 km/h in a mere 3.2 seconds (with modified R-tronic Gearbox) and a maximum top speed of 335 km/h. This insures the proper performance to easily meet the demands of its motorsports and enthusiast clientele.

Aerodynamics

In addition to the excellent driving performance, this PPI Supercar also has a striking widebody appearance with elaborate, wind tunnel tested aerodynamics. Special attention was paid to the reduction of the vehicle's weight, which was achieved by PPI's extensive use of the high-strength formula 1 and aerospace-proven Carbon Fibre technology. All parts are made of this high-tech material, reducing weight and adding strength in the process.

The RAZOR GTR-10 front bumper replaces the serial bumper and the new design in conjunction with a specially engineered front diffuser reduces lifting forces at the front axle. Larger air inlets in connection with a new incorporated LED day-running unit present the two-seater with an even more athletic and aggressive face. More importantly, these air inlets feed the radiators with additional fresh air and channels through the new front hood to provide optimal cooling to the brake system. PPI sideskirts highlight the sporty profile of the RAZOR GTR-10 and also diffuses the airflow around the sides of the car for improved aerodynamic stability. The inlets of the sideskirts further aid much needed cooling to the engine oil coolers and rear brake system.

The roof pillars and doors, like the rest of the supercar, are draped in carbon fibre.

In order to perfectly balance out the down-force behaviour of the front-axle with the rear axle, PPI equips the RAZOR GTR-10 with a special hollow, Carbon Fibre rear wing with an adjustable Gurney-flap. The motor cover is made of carbon fibre and incorporates glass made of the light high-tech polycarbonate material Makrolon®. The engine lid also has specially designed Carbon Fibre ram-charged air inlets that replace the heavy OE/OEM Engine cover and further aids in cooling the engine as well as feeding ram-charged air to the intake system, ensuring the consistent performance of the RAZOR GTR-10. Aiding in the engine cooling, are the newly designed side blades, rear fenders and rear bumper that all allow for additional motor bay and exhaust cooling that, in conjunction with the Carbon Fibre rear diffuser, optimises the airflow over and through the rear portion of this sharp performance car.

Handling

A new widebody skin allows the PPI RAZOR GTR-10 the proper structure to accommodate all the performance enhancements, including wider wheels and tires. Not to mention enhancement to the overall appearance of the car. The RAZOR GTR-10 utilizes specially designed lightweight MAG11 Forged Aluminium PPI wheels. At the front, 9Jx19 MAG11 wheels weighing 10.0 kg with 245/35 ZR 19 Michelin Pilot Sport 2 tyres are fitted and an impressive 12.0J x 20 MAG11 wheels weighing 10.9 kg with 325/25 ZR 20 Michelin Pilot Sport 2 tyres are used at the rear. This wheel and tyre-combination proves to be the optimal balance between comfort and control while maintaining proper road feedback for the driver.

PPI has also developed a special high-performance braking system available for the RAZOR GTR-10 that can be identified by its metallic orange-coloured brake callipers. The optimal deceleration and perfect pedal pressure control is now achieved by enlarged 6-piston callipers in connection with extra-large discs measuring 380 x 36 millimetres at the front and 356 x 32 mm discs at the rear axle providing greater pad surface contact area and heat dissipation. Alternatively, the vehicle can be equipped with Audi's Carbon Ceramic Brake System with PPI-specified higher friction brake pads.

Nothing has been left untouched, as is evidenced by the new coil over kit developed in conjunction with technology partner KW Automotive GmbH. This system has been specially adjusted to the needs of the RAZOR GTR-10. And comes equipped with a Hydraulic Lift System for the front axle, which can increase ground clearance by up to 45 millimetres if needed and therefore enables the driver to enter underground car parks or drive over speed bumps. This system in combination with PPI's Springs, Camber Kit and Tie-rod kit ensure that the RAZOR GTR-10 stays sure-footed and balanced in any situation, whether on the street or race track.

Interior "Performance"

PPI completely redesigns the interior and turns the R8-interior into a "members-only" lounge with a motorsports flair. The serial interior is replaced by highest quality Onyx Nubuck-leather with Metallic-coloured accents and highlights per clients request. Additionally, PPI equips the limited edition RAZOR GTR-10 with extensive Carbon Fibre throughout the cockpit; hand-brake lever, door sill protectors, driver and radio console surround, door trims, center console inserts, and kneepad trims. The ultra-light folding sport seats are also made of Carbon Fibre and bear the PPI "Sport Identity" style, which is present in the headliner, the steering wheel, shift knob, door panels and center console. The technical highlight of the interior is the ergonomically re-designed PPI sport steering wheel with steering wheel-mounted Carbon Fibre Shift Paddles (R-tronic only).

Highlighting the exclusivity of this limited series production is the RAZOR GTR-10 badging, threshold plates, and an aluminium production plaque framed by Carbon Fibre.

The new PPI RAZOR GTR-10 Supercar.... BOLD Design, SHARP performance, and EXCLUSIVE production, developed and presented by PPI Automotive Design GmbH, the only tuners for Audi automobiles with a true focus on "Engineering in Style."


Source: PPI

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Parts4Euro offering special discount for Quattroholic readers

If you're a regular reader of quattroholic.com, you've probably noticed a banner at the top of the page advertising a company called Parts4Euro.com. As some of you may not be familiar with Parts4Euro, we wanted to take a moment and give a little background on the company and offer a special discount for our readers.

Parts4Euro.com is one of the best sources of high quality European parts for Audi, VW, BMW, Mini & Porsche. Operating for over 10 years, Parts4Euro has locations in both the USA and Hong Kong and carries a full line of products such as Hella, In-Pro, JOM, Kamei, HELIX, MHW, Evolution Motorsports, Forge Motorsport, NewSouth Performance, OSIR Design, QSconcept, BSH, FK, VF-Engineering and even their own Parts4Euro brand products.

Parts4Euro.com ships worldwide and offers free shipping in the USA and free worldwide shipping on selected items. As a bonus, they are offering our readers a special 5% discount on all orders over $50! All you have to do is enter the coupon code: QUATTROHOLIC5%OFF

Click here to start shopping! | Parts4Euro.com

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Spied: Undisguised Audi S7 caught leaving the 'Ring

Photos of undisguised Audi S7 test mules have been popping up a lot lately, so we knew it would only be a matter of time for one of our spy photographers to catch one. Spotted leaving the Nürburgring this afternoon, this test mule's quad exhaust pipes are the most noticeable cue revealing itself as the highly anticipated Audi S7.




As you can see, there's little differentiating this Audi S7 mule from a production A7 S-line. Only the car's aforementioned quad exhaust, wheels and aggressive rear valence seem to separate the two. It's what will be under the hood that begs the most questions. At this point, most (reliable) speculation points to a twin-turbocharged 4.0 TFSI V8, pumping out somewhere north of 400 horsepower.

We imagine the S7 will have a few more-aggressive styling cues not seen on this test mule. In fact, our friend George at Fourtitude created a really great render of what the production Audi S7 should look like - click here to check it out.

Rumor has it that the Audi S7 will make an official debut at next month's 2010 Paris Motor Show. If that's true, we imagine official photos and specifications should not be far away.

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