Audi Archives

Audi Sport starts preparing RS Q e-Tron for 2022 Dakar Rally

At the very beginning of 2022, the Dakar Rally will be on again in Saudi Arabia. Among the participating teams will be Audi Sport which was a pioneer in the World Rally Championship with the quattro all-wheel drive in a rallycar. This time, it wants to be the first car manufacturer to use an electrified drivetrain to compete for overall victory against conventionally-powered competitors in the world’s toughest rally.

“The quattro was a game-changer for the World Rally Championship. Audi was the first brand to win the Le Mans 24 Hours with an electrified drivetrain. Now, we want to usher in a new era at the Dakar Rally, while testing and further developing our e-tron technology under extreme conditions,” said Julius Seebach, MD of Audi Sport which is responsible for motorsport at Audi.

Testing and preparation are underway with the new RS Q e-tron which has an all-electric drivetrain. The front and rear axles are both fitted with a motor-generator unit (MGU) from the current Audi e-tron FE07 Formula E car which has been developed by Audi Sport for the 2021 season. Only minor modifications had to be made to use the MGU in the Dakar Rally.

The characteristics of the Dakar Rally present the engineers with special challenges. The marathon event lasts 2 weeks and the daily stages are up to 800 kms in length. “That’s a very long distance,” said Andreas Roos who is responsible for the Dakar project at Audi Sport. “What we are trying to do has never been done before. This is the ultimate challenge for an electric drivetrain.”

Because there are no charging opportunities in the desert, Audi has chosen an innovative charging concept. On board of the car is the highly efficient TFSI engine from the DTM. It is part of an energy-converter that charges the high-voltage battery while driving. Since the combustion engine is operated in the particularly efficient range of between 4,500 and 6,000 rpm, the specific consumption is well below 200 grams per kWh.

A third MGU, of identical design, is part of the energy converter and serves to recharge the high-voltage battery while driving. In addition, energy is recuperated during braking. The battery weighs about 370 kgs and has a capacity of around 50 kWh.

The maximum system power of the e-drivetrain is 500 kW. How much of this may be used during the Dakar Rally is still being finalized by the organizers. The electric drivetrain offers many advantages. The electric motors can be controlled extremely precisely and can thus ensure good drivability. In addition, braking energy can be recovered.

The RS Q e-tron only needs one forward gear. The front and rear axles are not mechanically connected, as is also common in electric vehicles. The software developed by Audi takes over the torque distribution between the axles and thus creates a virtual and freely configurable centre differential, which has the positive side effect of being able to save the weight and space that would have been required by propshafts and a mechanical differential.

“As engineers, we basically see development potential in every component. But in terms of the drivetrain system, we have already achieved a system efficiency of over 97% in Formula E. There’s not much more room for improvement,” revealed Stefan Dreyer, Head of Development at Audi Sport for motorsport projects.

“The situation is quite different with the battery and energy management. This is where the greatest development potential lies in electromobility in general. What we learn from the extremely challenging Dakar project will flow into future production models. As always, we are also working closely with our colleagues from road car development on this project,” he added.

The Dakar Rally entry is being run in conjunction with Q Motorsport. “Audi has always chosen new and bold paths in racing, but I think this is one of the most complex cars that I have ever seen,” said team principal Sven Quandt. “The electric drivetrain means that a lot of different systems have to communicate with each other. Besides reliability, which is paramount in the Dakar Rally, that’s our biggest challenge in the coming months.”

Quandt compares Audi’s Dakar project to the first moon landing. “Back then, the engineers didn’t really know what was coming. It’s similar with us. If we finish the first Dakar event, that’s already a success!” he said.

The prototype of the RS Q e-tron had its first roll-out in the plant only at the beginning of this month. An intensive test program and the first test entries at cross-country rallies are on the agenda from now until the end of the year. “This project’s schedule is extremely packed and challenging,” said Roos. “Less than 12 months have passed since the project officially started. We had to begin the development while the regulations for alternatively-powered vehicles had not even been finalized yet. And all of the development took place during the coronavirus pandemic. You mustn’t underestimate that either. What the team has achieved so far is unique. The roll-out was a very special moment for everyone.”

Audi to compete in Dakar Rally 2022, return to WEC, and leave Formula E after 2021

Audi RS Torque Splitter – more intelligent torque delivery to the wheels

To most people, all the four wheels of a car rotate at identical speeds all the time. But this is not so and between the left and right wheels, there is a difference in rotating speeds. If the car is turning to the left, the wheels on the left side will rotate more quickly than those on the inside because the former has to travel a great distance around a curve.

This is where a differential comes in to enable the wheels on the outside to rotate at different speeds without dragging the wheels, which would damage the tyres. This approach has been used for many decades and in more recent times, engineers have developed systems to more efficiently split the distribution of torque between the wheels and enhance driving dynamics.

The RS Torque Splitter (shown above) in the Audi RS 3 prototype is one of the latest innovations in this area as it distributes drive torque between the rear wheels in a fully variable manner. This results in optimal stability and maximum agility – especially when cornering at high speeds.

How does it work?
The RS Torque Splitter makes active, fully variable torque vectoring between the rear wheels possible. Unlike the rear axle differential and the previous multiple disc clutch package on the rear axle, the torque splitter uses one electronically-controlled multiple disc clutch each on the respective drive shaft. During dynamic driving, the torque splitter increases the drive torque to the outer rear wheel with the higher wheel load, which significantly reduces the tendency to understeer.

In left-hand curves, it transmits the torque to the right rear wheel, in right-hand curves to the left rear wheel, and when driving straight ahead to both wheels. This results in optimal stability and maximum agility – especially when cornering at high speeds.

When driving on closed roads, the torque splitter enables controlled drifts by applying all of the engine power at the rear axle to just one of the rear wheels – up to a maximum of 1,750 Nm of torque. The exact distribution of drive torque always depends on the mode selected in Audi drive select and the respective driving situation.

Each of the two multiple disc clutches has its own control unit, which use the electronic stabilization control’s wheel speed sensors to measure the wheel speeds. Other influencing factors include longitudinal and lateral acceleration, the steering angle, the position of the gas pedal, the selected gear, and the yaw angle, ie the rotational movement around the vertical axis. In addition, the torque splitter is connected to the modular vehicle dynamics controller as a higher-level entity.

Due to the difference in propulsive forces, the car turns into the curve even better and follows the steering angle more precisely. This results in less understeer, earlier and faster acceleration when exiting corners, and particularly precise and agile handling – for added safety in everyday use and faster lap times on the racetrack. The torque splitter also compensates for oversteer by directing the torque to the wheel on the inside of the curve or, if necessary, to both wheels.

Integrated into the driving dynamics system
Audi’s Drive Select modifies the characteristics of the torque splitter and thus the car’s handling. Five characteristic curves – Comfort/Efficiency, Auto, Dynamic, RS Performance, and RS Torque Rear – are saved in the system. In this context, engine power is distributed to all four wheels in the Comfort/Efficiency modes, with priority given to the front axle.

In Auto mode, torque distribution is balanced, which means that the car neither understeers nor oversteers. Dynamic mode, on the other hand, tends to transmit as much drive torque as possible to the rear axle – for maximum agility and increased dynamics. This is taken to perfection in RS Torque Rear mode, which allows drivers to perform controlled drifts on closed roads.

The highly rear-heavy distribution of the engine power leads to oversteering behaviour, with up to 100% of the drive torque directed to the rear ending up at the wheel on the outside of the curve. In addition, Audi engineers have adjusted the engine and transmission characteristics.

This specific setup is also used by RS Performance Mode, which is designed for the racetrack. It is specially tuned to the Pirelli P Zero ‘Trofeo R’ performance semi-slick tyres. In this mode, the torque splitter delivers a particularly dynamic, sporty ride along the longitudinal axis with as little understeer and oversteer as possible. This results in fast acceleration out of corners and thus better lap times.

The modular vehicle dynamics controller
The modular vehicle dynamics controller (mVDC) ensures that the chassis systems interact more precisely and more quickly. To do so, this central system captures data from all the components relevant to lateral dynamics. The mVDC synchronizes the torque splitter’s two control units, the adaptive dampers, and the wheel-selective torque control for high-precision steering and handling.

The gripping story of Audi’s quattro all-wheel drive system

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Audi Charging Hub concept could be refuelling station of the future

The petrol station of today has evolved through many decades from being just a small shack by the roadside with a fuel pump, to a spacious facility that not only sells fuel but also has a convenience store and motorists can have their cars washed as well. The layout of these facilities is pretty much standardised, apart from the buildings which may be more than mere blocks.

With the increasing number of electric vehicles – fully electric and plug-in hybrids – the role of the station will have to change and besides supplying fossil fuels, facilities for recharging will also be expected. However, because recharging at this time still takes a while, the concept of such facilities will need to be adapted.

Pilot project with new concept
Audi, which plans to have a range of more than 20 fully electric models by 2025, is also looking at this aspect since the key to success of electrification greatly depends on the charging infrastructure. The carmaker has come up with a concept which will be assessed in a pilot project in the second half of the year.

The concept is the Audi Charging Hub with high-power charging (HPC) stations that can be reserved in advance to provide a high level of planning security. A lounge area directly nearby will provide an attractive, premium place to pass the time.

Cubes form the foundation of the Audi Charging Hub and these flexible container cubes fulfil various technical requirements and house charging pillars as well as used lithium-ion battery packs for energy storage. The use of second-life modules from disassembled development vehicles doesn’t just give the battery cells a new, sustainable purpose – it also provides a great benefit in their suitability as ancillary storage for direct current. This makes complex infrastructure with high-voltage lines and expensive transformers unnecessary.

Thanks to this huge interim storage – roughly 2.45 Mwh – the 6 charging stations, which will have a charging output of up to 300 kW, only need a standard 400Vt high-voltage hook-up. That makes output starting at 11 kW per cube sufficient to be able to fill the three storage modules with a total capacity of 2.45 MWh continually and to charge them overnight.

Premium lounge area
Different electric vehicle models will have different charging times for their battery packs. The latest Audi models take a little longer than a coffee break; the e-tron GT, for example, can be recharged with enough energy for up to 100 kms in about 5 minutes, with a charge from 5% to 80% taking roughly 23 minutes under ideal conditions. Audi customers need not stand around waiting as the pilot facility will have a lounge for them to relax in, with amenities commensurate with the premium image of the brand.

Photovoltaic modules on the roof will provide additional green energy. This not only makes it easier to selection possible locations, but it also reduces the planning time required and the costs while also saving resources. In addition, the modular concept provides maximum flexibility and scalability. The hub can be transported, installed and adapted to the individual location quickly, largely independent of local network capacities.

“The charging hub embodies our aspiration for the electric era and highlights Audi’s commitment to ‘Vorsprung durch Technik.’ A flexible high-performing HPC charging park like this does not require much from the local electricity grid and uses a sustainable battery concept. Our customers benefit in numerous ways: from the ability to make exclusive reservations, a lounge area and short waiting times, thanks to high-performance charging. This is consistent with the premium concept,” said Oliver Hoffmann, Member of the Board for Technical Development of Audi AG.

Trials and practical test
The search for a location in Germany for Audi’s pilot project and talks with possible partners are currently underway. It is planned to go into operation in the second half of the year. The findings about day-to-day operations and customer acceptance generated from this will be decisive for further implementation of the concept.

“We are testing what the optimal technical solution is in a very realistic way. The focus in doing so is firmly on the needs of our customers,” said Hoffmann. ”The plan for the pilot phase also calls for drivers of other brand cars to be able to use charging stations that are open and not reserved as well as parts of the lounge.”

The approach being taken by Audi could be a practical way in the transition period as vehicles with combustion engines are gradually phased out (which will take some time). The Audi Charging Hub can complement the existing fuel station infrastructure and could be set up adjacent to an existing station, if the space is available.

Audi A6 e-tron concept (w/VIDEO)

Audi Sport Introduces Unique Colours For Limited Edition R8 LMS GT2!

Not content with just winning, Audi Sport customer racing has launched a small series of its race cars.

This took place shortly after the company’s first two major victories with the Audi R8 LMS GT2 at Monza.

This six characterful colours transform the most powerful model of the R8 LMS into unique individual collectors items.

The colours also have unique names: Kyalami Green, Misano Red, Nogaro Blue, Sebring Black, Tactical Green, Vegas Yellow.

These unique colours for the R8 LMS GT2 marks the first time in the 13 year history of Audi Sport customer racing where such a colour concept is made available to Audi customers.

These cars in such a unique colour are a one-off and guarantees pure individuality and will never be available again.

The cars retain the ‘made-in-Hungary’ 640hp V10 that also powers the production R8 while the chassis is the same aluminium-CFRP composite that lays the foundation for the racing R8.

The ready to race Audi R8 LMS GT2 is available at 349,000 Euros (plus VAT).

Audi A6 e-tron concept (w/VIDEO)

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‘PPE’ to most people today would refer to ‘Personal Protective Equipment’, the necessary items like gloves, facemask, overalls, etc that healthcare workers have to wear daily while attending to patients with COVID-19 infections. But for Audi, ‘PPE’ also means Premium Platform Electric, a completely new architecture which will serve as the technology platform for its high-end models.

The PPE is an essential element of the carmaker’s ‘e-volution’ towards electric mobility which will see, in late 2022, the launch of the first production models in the C-segment and then the B-segment. As a preview to this future range of fully electric models, Audi is displaying the 4-door A6 e-tron concept at Auto Shanghai this week.

Sporting the A6 emblem, the concept car underscores its place in the brand’s luxury-class model series. This model (earlier known as the Audi 100) has represented the brand in the segment since 1968. Different bodystyles have been added over the years, including the Sportback, which was introduced as the A7.

An electrified drive system was offered with the A6 Hybrid in 2011, while the current A6 TFSIe made its debut in 2019 with a plug-in hybrid drive (PHEV) that could give a claimed electric range of up to 91 kms.

Fully electric propulsion
Unlike the latter, however, the A6 e-tron concept relies exclusively on electric power, based on the future PPE platform. At the same time, it also represents an entirely new design concept; the only thing it has in common with the current A6 are its dimensions. The 4.96-metre long, 1.96-metre wide, and 1.44-metre high body is designed as a Sportback, its lines are an obvious reflection of the systematic advancement of Audi’s current design language. This design language and the form of the A6 e-tron concept will be applied to Audi’s future production models.

For its part, the PPE technology will ensure that what the car’s lines imply translate into dynamic driving performance and everyday suitability befitting use as a primary vehicle. Specifically, this means that, depending on the selected drive system and model version, an A6 e-tron should be able to travel more than 700 kms on a fully charged battery pack, with the most powerful variants able to sprint from 0 to 100 km/h in less than 4 seconds.

Excellence in aerodynamics
Aerodynamics has always played a key role in Audi’s long history. In the early 1980s, the Audi 100 with a Cd of 0.30 was the more aerodynamically efficient production car available. The A6 e-tron concept continues that achievement with a Cd of 0.22, unprecedented in the electrified C-segment. The significantly low aerodynamic drag means lower energy consumption and therefore extended range. At the same time, fine-tuning in the wind tunnel has resulted in an organic design with elegance and harmony – instead of an ugly teardrop or bubble shape. The form appears monolithic, as if from a single mold, particularly when viewed from the side.

The wheel arches are connected by the specially sculpted battery area above the rocker panel, which is highlighted with a black inlay – a design element that is now a hallmark of the Audi brand’s fleet of EVs. Also typical of e-tron models are the sleek, camera-based virtual exterior mirrors at the base of the A-pillar.

Looking at the front, it is immediately apparent that the A6 e-tron concept is electrically-powered. A characteristic feature is the large enclosed Singleframe grille, which is bordered at the bottom by deep air intakes for cooling the drivetrain, battery, and brakes. The flat headlight bezels extend far into the sides of the laterally sweeping front end, underscoring the horizontally aligned architecture of the vehicle body.

The body colour
Heliosilver is the name of the technoid-looking body colour which accentuates the shapes of the body with a three-dimensional depth effect (particularly visible in the area around the quattro wheel arches). The Singleframe grille, also in Heliosilver, forms a striking contrast to the deep matte black of the frame.

Additionally, the paint offers tangible technical benefits that reduce energy consumption. This is because it can reflect a significant percentage of thermal radiation in sunlight, thus reducing the amount of energy that enters the car’s body and its cabin. The result is that the occupants do not need to use the air conditioning as much, a factor that has an impact on energy consumption and can enhance range.

Advanced lighting technology
The flat headlights and taillights are slim and flush with the overall composition of the lines. Digital Matrix LED and digital OLED technology makes it possible to achieve maximum brightness and a wide range of features even with a minimal surface area, while at the same time offering customizable light signatures. The small, high-resolution projectors can display warning symbols on the ground to warn a bike rider that the car door is about to open, for example.

Another four high-resolution LED projectors – inconspicuously integrated into the corners of the vehicle – generate turn signal projections. The design of these projections can be modified to address regulations in different markets and regions.

The rear end of the concept car features a new generation of digital OLED elements that, as a continuous strip of lights, act like a display. They can also be used to create almost unlimited customizable variations of digital light signatures and dynamic lighting displays that can be adapted to the customer’s personal taste.

High ground clearance, low ride height
The PPE is designed specifically for battery-electric drive systems and can therefore take full advantage of all the benefits of this technology. The key element is a battery module between the axles that holds around 100 kWh of energy in the A6 e-tron concept. The use of the entire vehicle base makes it possible to achieve a relatively flat layout for the battery. This means that for the first time, it will be possible to use this single platform for both vehicles with a high ground clearance and vehicles with a decidedly dynamic, flat architecture without any changes to the basic architecture.

Fast charging, high range
800V charging technology allows the battery pack to be charged with up to 270 kW, making recharging time very short time – provided the relevant fast-charging system is available. This technology makes charging times possible that come close to a stop to refuel a car powered by a combustion engine. Just 10 minutes would be enough to recharge the battery to a level sufficient to power the vehicle for more than 300 kms. In less than 25 minutes, the 100-kWh battery pack can be charged from 5% to 80%.

The battery size and wheelbase of PPE vehicles are scalable, making them suitable for use in different market segments. The ratio of a fairly long wheelbase and very short overhangs is something they will all have in common. The occupants will benefit from the long wheelbase which allows a longer interior and more legroom.

Quattro all-wheel drive
The absence of the traditional a transmission tunnel (because of the EV architecture) also contributes to the spaciousness but it does not mean that the quattro all-wheel drive system is omitted. It can be included as there can be one electric motor each mounted to the front and rear axles that use electronic coordination to deliver all-wheel drive on demand and achieve a perfect balance between driving dynamics and energy efficiency. The 2 electric motors are capable of delivering a total output of 350 kW/800 Nm.

In addition, the e-tron family will also include basic versions optimized for minimum consumption and maximum range – in this case, propulsion will come from a single electric motor mounted to the rear axle.

Audi Q4 e-tron Sportback Concept

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FEATURE – The German engine that was born on a Japanese bullet-train

The most common engine layout is the in-line arrangement with the cylinders next to each other in a row. Many people would also be familiar with the vee layout, and Subaru owners would know their engine has a horizontally-opposed arrangement of cylinders. But most motorists would not be familiar with the ‘W’ which is prominently featured in Bugatti and Bentley models.

The initial W engine was conceived in 1997 in an unlikely place far from Germany – a Shinkansen bullet-train running between Tokyo and Nagoya in Japan. Then-Volkswagen CEO, Ferdinand Piech, had been having a conversation with Karl-Heinz Neumann, then head of powertrain development at Volkswagen, and sketched out an idea on an envelope on the fold-out table behind each train seat.

*The sketch by Ferdinand Piech on the back of an envelope which gave birth to the W engine.*

The idea had been in his head for some time and was something like a modular concept. The 6-cylinder VR6 engine was in wide use by Volkswagen by the mid-1990s; its uniquely offset cylinder banks made it compact enough to fit transversely even in small cars like the Golf. By marrying two of the relatively narrow engines in a further vee, a compact 12-cylinder could be made. The offset cylinders of the merged VR6 engines formed a ‘W’.

But what also emerged during the train ride was even more emblematic of the person who drew it: a massive 18-cylinder engine comprising three VR6 engines, configured in a tilted double-W shape. Springing from the back-of-the-envelope sketch into the real world, the W18 was a naturally aspirated 555 bhp, 6.25-litre powerhouse.

Piech was spearheading a growth movement as CEO of Volkswagen AG in the 1990s. As part of that movement, he was seeking a high-end, luxury brand to bring into the fold. Enter Bugatti which Piech’s son had recently insisted his father purchase a model of a Bugatti Type 57SC Atlantic for him, so the company was on his mind… and it also happened to be for sale. “An amusing stroke of fate,” he would write later in his autobiography.

In 1998. Volkswagen acquired the French car company which had been founded 89 years earlier. Piech immediately set about his goal of restoring Bugatti’s standing as producer of elite, state-of-the-art cars, and the new W18 engine found just the right place to make its debut.

With the aid of automotive designer Giorgetto Giugiaro of Italdesign, the Bugatti EB 118 design prototype was developed within a few short months. With its W18 engine mounted up front, the EB 118 debuted at the 1998 Paris Motor Show. Other concepts followed and by 2000, Piech announced that Bugatti would be launching a car that would be ‘the most exciting, innovative, and unprecedented of all time’. It would have 1,000 metric horsepower, break 250 miles per hour (400 km/h), and accelerate from 0 – 100 km/h in less than 3 seconds.

*Bugatti Veyron showcased the production W engine to the world.*

The Veyron, as the supercar would be known, would need to go through some revisions and refinement on the way to becoming a production model. The most dramatic of these was to its engine; a 2001 concept model, the EB 16:4 Veyron, had a W16 engine—essentially, two V8s joined at a 90-degree angle. Thanks to the W16 cylinder banks being separated at a 15-degree angle, the engine was compact enough to allow for the use of 4 turbochargers (the ‘4’ in ‘16:4’). The stats for the production Veyron were as staggering as promised: 8 litres, quad-turbocharged W16 engine with 987 bhp and 1,250 Nm of torque, 0 – 100 km/h in less than 3 seconds, and a top speed of more than 400 km/h. Succeeding Veyron models would eclipse even those numbers.

*W12 engine in the Bentley Continental GT (above) and Audi A8 (below).*

Of course, the W18 and W16 engines weren’t the only Volkswagen efforts to bring W engines to the road. Back in 1997, as Piech was sketching out what would become the W18, he and Giugiaro were also talking about a concept that Piech hoped would become a Volkswagen supercar, featuring a W12 engine. The W12 Syncro debuted the W engine to the world at the 1997 Tokyo Motor Show, with a W12 Roadster appearing at the 1998 Geneva Motor Show.

The best known W12 concept, however, was the Nardo. Revealed in 2001, the W12 Nardo had a 6-speed manual transmission that sent the 591 bhp from the 6-litre W12 engine to the rear wheels. However, this Volkswagen supercar never materialized in production form although the W engines did appear in some models.

*2001 Volkswagen Nardo prototype with W12 engine.*

2002 Volkswagen W8 Passat — *The rare Volkswagen Passat with a W8 engine which was sold in the early 2000s.*

From 2001 to 2004, a W8 engine was available as an option in the Passat and this particular variant is rare today, sought after by enthusiasts. The W12 saw production in the Phaeton and Touareg, as well as the Audi A8 and in a new generation of Bentley models from 2003 onwards. Spyker also bought a batch of W engines for use in some of its sportscars.

No replacement for displacement? Isuzu destroys that perception!

2021 Audi e-tron GT and RS e-tron GT

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The performance game is starting again; from the time the car was born, rivalry between carmakers saw performance levels rising as internal combustion powerplants grew more powerful with new technologies. Now, in the 21^st century, there is again the same competition in the industry – but with a zero emissions electric powertrain. It’s not just the traditional performance measures that are the challenge but also how far an electric car can go.

Audi’s latest representative in this race is the new e-tron GT, which mark its entry into a different segment of the electric range. With the e-tron GT, Audi is demonstrating that electric mobility can still offer exhilarating motoring in complete contrast to the perception 30 years ago that electrically-powered cars would be dull machines.

Third and fourth all-electric models
The e-tron GT and RS e-tron GT join the e-tron SUV and e-tron Sportback that debuted in 2018 and 2019, respectively. They are part of the electrified model offensive Audi has planned up till 2025 which will see more than 30 electric and hybrid models being introduced into markets around the world.

Relative of Porsche Taycan
The exterior of the e-tron GT is a dynamic work of art. A relative of the Porsche Taycan, Audi’s new 4-door coupe offers a new, very progressive interpretation of the classic Gran Turismo. It has the proportions like a sportscar, with the usability of a 4-seater. Each surface and each line is harmonious, from the headlights, which are available with Audi laser light, to the large diffuser at the rear.

Following the Audi Prologue design study, which offered a preview of the design language of the subsequent full-size class models as a showcar in 2014, the e-tron GT constitutes the next evolutionary stage of the Audi design language. In combination, the details create a sculpture that looks like it was shaped by the wind. The body line is extremely aerodynamic, and the drag coefficient is just 0.24 Cd.

Classic gran turismo interior
The interior also corresponds to that of a classic gran turismo. The strong focus of the interior on the driver, inspired by the monoposto idea, is a characteristic of sporty Audi models and the e-tron GT in particular. The driver and front passenger seats are installed in a sporty low position and separated by a wide centre console, and the rear seats provide sufficient space even for adults.

The central dashboard is tilted slightly to the left, and the pronounced three-dimensional instrument panel looks light and lean. Its upper section is drawn away from the driver in a large, elegant arc. The display of the Audi virtual cockpit plus stands freely in this space, while the MMI touch monitor is surrounded by a black piano finish bezel that seems to float above the instrument panel.

Like all Audi models, the e-tron GT is connected extensively. The infotainment, the online services from Audi connect, and the assist systems are state-of-the-art. And since the dynamic work of art must also sound good, Audi has composed a unique sound – powerful and progressive – for the e-tron GT.

Range of up to 487 kms
Depending on the version, the electric motors can generate 350 kW (476 ps) or 440 kW (598 ps). The stated range of up to 487 kms which is made possible by the battery and its net capacity of 85 kWh, is equally important. Its 800V technology enables fast DC charging with an output of up to 270 kW.

The suspension is also based in the balance of dynamism and comfort, thanks to technologies such as Audi drive select, all-wheel steering, controlled damping, three-chamber air suspension, electric all-wheel drive, and the rear-axle differential lock. The brake discs – which are available in carbonfibre ceramic as an option – have a diameter of up to 420 mm.

Presales of the two models start this month with the e-Tron GT priced in Germany from €99,800 (about RM490,000), rising to €138,200 (about RM677,235) for the RS e-tron GT.

Audi goes further with its digital OLED technology (w/VIDEO)

New Audi RS 3 LMS model for customer racing around the planet

Audi Sport has unveiled the second generation of its successful RS 3 LMS model, with a season of testing ahead before going into production and being ready for customers at the end of 2021. The second generation of the entry-level touring car has been improved in many areas to offer more benefit to customers.

The RS 3 LMS, which has been available since the end of 2016, has made 3,105 appearances in a total of 1,051 races around the world to date. On average, there were almost three RS 3 LMS cars on the grid in each race. This is impressive considering that Audi has not been directly involved, with the exception of a 2-year program in the FIA WTCR in 2018 and 2019.

In the four years since its launch, the racing car has collected a total of 764 podium places in Africa, North and South America, Asia, Australia and Europe, including 279 overall wins. This is a win rate of 26.5% in an extremely tough competition in which TCR race cars from up to 14 manufacturers compete. It was considered the global ‘TCR Model of the Year’ in 2018.

More racing character
The second generation presents itself with new developments in all areas that serve two goals: To make the near-production entry-level even better and to optimize customer benefits in all areas. Despite this, the model remains inexpensive to buy and maintain, offers an even higher level of safety and, with up to 340 bhp available.

Visually, the second generation differs significantly from its predecessor. At 1.95 metres, it still meets the maximum width defined in the regulations, but the body extensions are integrated into the contours in a more harmonious and aerodynamically favorable way than before. The front apron incorporates the air intakes as part of a significantly revised cooling concept for the engine and brakes. The rear wing, suspended from the rear for the first time, completes the optimized aerodynamics of the TCR racing car.

New engine generation
For the new RS 3 LMS, the fourth generation of the 2-litre 4-cylinder EA888 engine replaces the predecessor series. The engine block and cylinder head, crank drive, valve train, intake manifold, fuel injection and the new turbocharger remain absolutely standard in the racing car. Only the valve cover breather with its oil separator differs from the standard component, as does the exhaust system. Also, the standard engine management system from Magneti Marelli specified by the regulations is new.

The adoption of the engine from volume production has proved highly successful in TCR racing. In many cases, Audi’s power units already achieved tens of thousands of racing kilometres in the previous generation in the hands of the customers. Together with the standardized hardware, this guarantees transparency and equal opportunities for all manufacturers.

Benchmarks in safety
No other TCR touring car offers as many optional safety components as are on board as standard in the RS 3 LMS. The roll-cage consists of steel tubes that add up to just under 25.8 metres in length. A 6-point safety belt serves as restraint system for the driver.

The Audi Sport Protection Seat, unique in the TCR class, with its robust construction and elaborate upholstery offers maximum accident safety. For better occupant protection in the event of a side impact, it is moved closer toward the centre of the car. Optionally available seat-wrapping safety nets on the right and left provide additional protection for the driver.

The standard roof hatch facilitates recovery of the driver after accidents. It allows the helmet to be gently removed upward and, if necessary, a rescue corset (Kendrick Extrication Device) to be inserted vertically from above to stabilize the driver’s spine.

For the first time, the rear window in every car is made of polycarbonate ex factory at no extra charge. This material reduces weight and is extremely impact-resistant. The safety fuel tank complies with FIA FT3 regulations and has a capacity of 100 litres. A fire extinguishing system completes the safety equipment.

Improved ergonomics in the cockpit
The cockpit is even more driver-oriented and easier to operate. The steering wheel features a control panel specified for TCR purposes. In the centre console, 12 functions are ergonomically optimized and logically grouped in a clearly arranged keypad. The ignition and various light functions can be activated there, as can the cockpit fan or the optional windshield heating. The brake balance and, if necessary, the fire extinguishing function are also within easy reach below the centre console.

Adaptable chassis
The McPherson design on the front axle makes it possible to implement changes to the kinematics faster than ever before. Whereas the previous bolting system always required a chassis measurement for changes, spacer components known as shims can now be inserted in the control arm and track rod in a matter of minutes. The track rods are standard on the 4-link rear axle to achieve bump steer effects. They support the agility of the car when turning in.

“Our new Audi RS 3 LMS thus takes on a great and responsible legacy,” says Chris Reinke, Head of Audi Sport customer racing. “The focus of our development goals for our latest model was on the customers. Whether it’s about running times or setup options, safety or cockpit ergonomics: we want to offer the teams a car that’s even more of a racing car than before, that has many practical advantages in everyday use and that can be operated economically thanks to long running times.”

Audi to compete in Dakar Rally 2022, return to WEC, and leave Formula E after 2021

Audi will return to the international rallying arena in 2022 when it competes in the Dakar Rally. The brand shot to prominence in the World Rally Championship in the 1980s with its superior all-wheel drive Quattro, winning a number of championships and revolutionizing the sport. Then it competed in other areas, a dominant force in the World Endurance Championship (WEC) endurance racing three years in a row. More recently, it has participated in Formula E, the all-electric single-seater series, which has served to highlight the brand’s pioneering technology in electrified vehicles.

*In the 1980s, Audi was the dominant force in the World Rally Championship with its all-wheel drive Quattro.*

“Formula E has accompanied the transformation phase at Audi. Now we are taking the next step in electrified motorsport by facing the most extreme conditions. The many technical freedoms offered by the Dakar Rally provide a perfect test laboratory for us in this respect,” said Markus Duesmann, Chairman of the Board of Management and Board of Management Member for Technical Development and Product Lines at Audi AG.

First carmaker to commit alternative drive for rally
Audi is the first carmaker that has committed to develop a viable alternative drive concept for the Dakar Rally, making it a pioneer in motorsport once again. It has a prototype with the alternative drive concept that combines an electric drivetrain with a high-voltage battery and a highly efficient energy converter for the first time.

With the use of an alternative drive concept in the Dakar Rally, the vehicle will be driven in the most extreme conditions. The aim is to permanently improve the performance of the electric drivetrain and the battery in the years to come. The experience gained in this process should then be incorporated into the further development of future electrified production models.

*AudiSport has been involved in Formula E with the ABT Schaeffler team.*

Exit from Formula E after 2021
The Dakar Rally will replace Audi’s factory involvement in Formula E, which will no longer be continued in the form of an AudiSport factory team after the 2021 season. The use of the newly developed Audi powertrain by customer teams like ABT Schaeffler will remain possible beyond next year.

“A multifaceted commitment to motorsport is and will remain an integral part of Audi’s strategy,” said Duesmann. “We want to continue demonstrating the brand’s slogan ‘Vorsprung durch Technik’ in international top-level motorsport in the future and develop innovative technologies for our road cars.

*The Audi R18 won three years in a row at Le Mans,*

It is also learnt that Audi will return to endurance racing and take part in the new LMDh category. This is a cost-effective formula as the same car can be used in the WEC as well as the American IMSA series.

“We are intensively preparing to enter the new sports prototype category LMDh with its highlight races, the Daytona 24 Hours and Le Mans 24 Hours,” confirmed Julius Seebach, Managing Director of Audi Sport GmbH. “The most important message for our fans is that motorsport will continue to play an important role at Audi.”

*Technology developed in competition, which has extreme conditions, will be used in the advancement of electrified production models like the Audi e-tron.*

2022 Dakar Rally
The Dakar Rally began in 1997 as a rally-raid event from Paris to Dakar, on the west coast of Africa. Traditionally held at the start of the new year, it came to be the most gruelling off-road event. It ran the same route up till 2007 and then security concerns forced the organisers to find a new and equally challenging route, which was in South America.

So from 2009 (the event had to be cancelled in 2008 when terrorist threats were too serious), it was held on the western side of South America in Argentina, Bolivia, Chile and Peru. The name was retained as it had become legendary.

*Mitsubishi Motors, with the Pajero, has had the most number of wins (12) in the Dakar Rally.*

*A MINI in the 2020 Dakar Rally, held for the first time in Saudi Arabia.*

However, the teams have been uncomfortable with the logistical complexities and high cost of travelling to South America, while the host countries have been less willing to pay the organisers the extremely high fees for the event. This has led to the event moving to Saudi Arabia for 2020 as the Kingdom has been willing to sign a multi-year contract. The shorter distance from Europe is also more acceptable to the teams. So it is likely that when Audi returns in 2022, it will be competing in the desert sands of Saudi Arabia.

Click here for other news and articles about Audi.

Audi goes further with its digital OLED technology (w/VIDEO)

Last month, a new generation of lighting technology made its debut in the Audi Q5: digital OLED (Organic Light Emitting Diodes) technology. The use of OLEDs is not new to the German carmaker and in fact, Audi was a pioneer as far back as in 2016.

What are OLEDs?
OLED light sources are panel radiators, unlike point light sources such as LEDs using semiconductor crystals. The benefits of OLEDs are that their light is extremely homogeneous, infinitely dimmable and has very high contrast. The light can be split into segments which are individually controllable and can develop diverse levels of brightness, with minimal gaps between the segments.

The lighting unit does not require any reflectors, optical fibres or similar optics. This makes OLED units very efficient, lightweight and flat, which considerably increases design freedom. An OLED lighting element is just one mm thin, while conventional LED solutions require much greater installed depths of 20 to 30 mm.

The energy requirement of an OLED is also significantly lower than that of LED optics if the latter are to achieve similar homogeneity. Audi’s OLED technology made its production debut in the taillight of the TT RS1 in 2016. Up to now, Audi models using OLED lighting technology have had up to 4 individually controllable, complex lighting segments that could be used for an individual, defined lighting design.

The advantage of digital OLEDs
But now it’s the age of digitalization and this technology promises to improve road safety and is the first to allow for personalization of the taillight signature. Audi’s new digital OLEDs have a larger number of individually controllable segments that can now be randomly activated, with continuous variability of brightness.

In the Q5, three tiles of 6 units each (18 segments per lamp) are currently used. The high precision and great variability offer light designers a wealth of opportunities, using just one type of hardware. Q5 customers opting for digital OLED technology have a choice of three signatures in the taillights when purchasing their car. In the ‘dynamic’ Audi drive select mode, the lamps additionally switch to another signature.

More dynamic signalling
Moreover, animation effects such as coming-home/leaving-home lighting scenarios can be implemented, plus the dynamic flashing light has been integrated in the new lamp units as well.

In the new Q5, Audi has implemented a proximity detection feature for the versions using digital OLED taillights. When another road user approaches a stationary Q5 from the rear within less than 2 metres, all the OLED segments light up. When the Q5 starts to move, it returns to the original light signature. This is just an initial example of the automobile’s car-to-x communication with its surroundings.

Further advancements
Further down the road, there will be clearly more segments per taillight, allowing for even greater personalization of signature lighting. For instance, predefined symbols might be displayed to provide other road-users with early warnings of hazards such as slippery roads or the tail ends of traffic jams.

“Up to now, we have been using OLED segmentation with the Audi TT RS1 and A8 for designing signature lighting. This has changed with the Q5,” said OLED technology project manager Dr. Werner Thomas. “Here the taillights turn into a kind of display on the outer shell, which will provide us with ample opportunities and prospects in terms of design, personalization, communication and safety going forward.”

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