At the same time as the past season is officially declared over and many guests are gathered at the Le Mans circuit for the 2009 prize giving ceremony, the complete 2010 calendar is finally disclosed. Five races for this seventh season, including some novelties.

First of all, the opening race of the season will be held on the Castellet circuit and will last 8 hours. After the success of the night race on the Portimão circuit in 2009, the experience will be repeated and reinforced with two nocturnal races: once again in Algarve, and in Hungary. The 1000 Km of Spa-Francorchamps and Silverstone, firmly rooted in the Le Mans Series tradition, conserve their format and date.

March 7-8 Official Tests –Paul Ricard Circuit
April 9-10-11 8H of the Castellet –Paul Ricard Circuit
May 7-8-9 1000 Km of Spa-Francorchamps
July 15-16-17 1000 Km of Algarve (Night race)
August 21-22 1000 Km of Hungaroring (Night race)
September 10-11-12 Autosport 1000 Km of Silverstone

In a nutshell…

The 8 Hours of the Castellet (9/10/11 April)
The first race of the 2010 Le Mans Series season will be held on the Castellet circuit, in the south of France, on 9, 10 and 11 April. This circuit, both ultra modern and firmly rooted in the history of motor sports which has just reopened its doors to the public, has welcomed the Official Tests of the Series since 2004 and will do so again in 2010 on 7 and 8 March.

For an exceptional race, an exceptional format! The opening of the season will not be done with the usual 1000 Km schema (or 6 hours), but will last 8 hours with a late morning start and an arrival at sunset around 7pm.

Note that this race will award the same number of points as a 6 hour race, only races 50% longer than the usual 1000 Km distance count double.

The 1000 Km of Spa Francorchamps (7/8/9 May)
This race is now a traditional meeting for all Endurance racing enthusiasts. Always held in May, it is the last race before the iconic 24 Hours of Le Mans.

The Belgian track, winding and hilly is a big challenge for the drivers but also for the machines and remains one of the favourite circuits of all motor sports lovers.

In front of the many enthusiastic spectators, the line-up for the start is often the biggest of the season. This year, the tradition of the Belgian race will no doubt be respected.

The 1000 Km of Algarve (15/16/17 July)
The first edition on Portuguese soil in 2009 was a success: summer ambiance, high tech circuit, a present public … everything combined to make this meeting one the series musts! The Le Mans Series competitors will return to the Portimão circuit for this night race after having had time to recover from the 24 hour race.

The 1000 Km of Hungaroring (21/22 August)
Another novelty for Le Mans Series: Hungary. The race, which will be held over two days, will be the season’s second night race.

The Hungaroring circuit, 19 Km from Budapest, is nicknamed the “Turnstile”. Measuring 4,381 Km, it is very narrow and winding. Built along a natural valley and flanking the hillsides, its natural implantation allows an 80% visibility of the circuit for practically all the spectators, wherever they may be. It will be a first for the teams who will discover during this nocturnal race, life… “by night” in Hungary!

The Autosport 1000 Km of Silverstone (10/11/12 September)
Another Le Mans Series classic: the 1000 Km of Silverstone. Traditionally established as final race of the season, the 2010 edition will respect the rule. Held over 3 days, the British race is always one of all challenges for the teams and drivers, such as Jean-Christophe Boullion in 2009, admired by all for his incredible comeback trying to win against all odds until the very last moment. The British soil witnesses these heroes’ assaults. Very Shakespearian, isn’t it?

Soutfield, MI. — Ward’s 10 Best Engines, North America’s only award program honoring engine excellence, have been announced for 2010. The list symbolizes the auto industry’s swift movement toward downsized engines to attract consumers who now are making fuel efficiency a top priority.

Highlights: Two turbodiesels (one each from BMW AG and Volkswagen AG) and two hybrid-electric vehicles (from Ford Motor Co. and Toyota Motor Corp.) made this year’s list by achieving fuel economy of nearly 40 mpg (5.8 L/100 km) in the VW Jetta SportWagen TDI and up to 55 mpg (4.2 L/100 km) in the Toyota Prius in real-world driving.

This year’s winners and the applications tested:
2.0L TFSI Turbocharged DOHC I-4 (Audi A4)
3.0L TFSI Supercharged DOHC V-6 (Audi S4)
3.0L DOHC I-6 Turbodiesel (BMW 335d)
2.5L DOHC I-4 Hybrid (Ford Fusion Hybrid)
3.5L EcoBoost Turbocharged DOHC V-6 (Ford Taurus SHO)
2.4L Ecotec DOHC I-4 (Chevrolet Equinox)
4.6L Tau DOHC V-8 (Hyundai Genesis)
2.5L Turbocharged DOHC H-4 (Subaru Legacy 2.5GT)
1.8L DOHC I-4 Hybrid (Toyota Prius)
2.0L SOHC I-4 Turbodiesel (Volkswagen Jetta SportWagen TDI) also standard in Audi A3 2.0 TDI

“This year’s list embodies how the industry is responding to demands for higher fuel economy and lower emissions without shortchanging performance,” Ward’s AutoWorld Editor-in-Chief Drew Winter said. “Auto makers are using innovative designs and advanced technology to boost horsepower and torque while downsizing engines and increasing efficiency.”

To be eligible for the competition, each engine must be available in a regular-production U.S.-specification model on sale no later than first-quarter 2010, in a vehicle priced no more than $54,000, a price cap indexed to the average cost of a new vehicle.
Throughout October and November, six editors of Ward’s Automotive Group tested 34 vehicles from 13 auto makers in their normal driving cycles in metro Detroit. They scored each engine based on horsepower, torque, refinement, technical relevance and comparative data. Each engine was evaluated because it was all-new, offered significant technology upgrades or was a returning winner from last year.

The awards will be presented at a Jan. 13 ceremony in Detroit during the North American International Auto Show. A full story on the Ward’s 10 Best Engines is now available on Wardsauto.com.

Ward’s Automotive Group is a world-leading provider of auto industry news, data and analysis, having served the industry’s information needs for nearly 80 years. Ward’s AutoWorld is a monthly magazine serving more than 68,000 automotive professionals. The twice-monthly newsletter Ward’s Engine & Vehicle Technology Update provides analysis of engineering advancements and technical issues. WardsAuto.com is an online subscription service delivering virtually all the industry news, data and analysis compiled by Ward’s Automotive Group, the world’s leader in automotive industry information. A Southfield, MI – based division of Penton Media, Inc., Ward’s Automotive Group also publishes the weekly industry newsletter Ward’s Automotive Reports, the monthly magazine Ward’s Dealer Business, and offers a wealth of other automotive information services including reference annuals, online databases, and customized data reports.

Stylish and powerful, the new Bentley Azure T is the world’s most elegant convertible and destined to become a future classic. With unique Bentley ‘T’ styling cues reinforcing its sporting stance, the 500bhp Azure T delivers driver-focused performance with the ability to transport four adults in first-class, open-top luxury.

The new Azure T, specified with the high performance version of Crewe’s iconic 6¾ litre V8 engine, is the latest in a line of Bentley models to bear the ‘T’ legend. The 1996 Continental coupe was the first modern Bentley ‘T’, followed in 2002 by the Arnage T, both flagship models with a distinctive sporting character and thunderous performance.

The Azure’s already striking form is now enhanced by 20-inch 5-spoke wheels and tyres, ‘Le Mans’ front wing vents, dark tint matrix grille and a sculpted, retractable Flying ‘B’ mascot.

For the performance-oriented Azure T, the twin-turbocharged V8 engine produces 500bhp and 1000 Nm of torque – an 11 per cent increase in power and a 14 per cent increase in torque over its 450bhp/875 Nm Azure stable mate.

The famous Bentley wave of torque is even more prodigious than before and performance is significantly raised with a top speed of 179 mph (288 km/h) and a 0-60 mph time of just 5.2 seconds (0-100 km/h in 5.5 sec). Member of the Board, Sales and Marketing, Stuart McCullough comments:

“The new Azure T reflects our passion for creating the world’s most exhilarating and prestigious convertibles that, true to the Bentley T tradition, blend sophistication with a powerful presence.”

A UNIQUE OPEN-TOP MOTORING EXPERIENCE
Based on the Azure, the Azure T offers a range of discreet exterior cues that further enhance its powerful stance and hint at its increased performance potential. Key ingredients of its distinctive appearance include design features such as 20-inch five-spoke, two-piece alloy wheels and ‘Le Mans’ lower front wing air vents.

Further distinguishing points from the Azure are standard features such as dark-tinted upper and lower grilles, ‘jewel’ fuel filler cap (made from billet aluminium) and door mirror mountings finished in body colour.

Like the Bentley Brooklands, the Azure T sports the iconic Flying ‘B’ mascot, which can retract neatly into the grille surround. Originally designed by motoring artist F. Gordon Crosby, the ‘B’ was first used on the 1930 Bentley 8-Litre.

With exterior lines that echo visual elements of the Bentley Mk.6 from 1946, the Azure was enthusiastically received on its original debut as a concept car at the Los Angeles Show in January 2005. Now, as the Azure T makes its own ‘debut’ at LA, Raul Pires, Manager of Exterior design for Bentley Motors, notes:

“The Azure’s proportions provided us with the ideal platform to work with when creating the new Azure T. The prominent haunches and ‘supermodel’ body inspired our designers to create a new interpretation of a Bentley convertible with the accent placed on a more muscular, sporting stance.”

Bentley’s designers highlight the 1955 Park Ward S1 Drophead Coupé and 1995 Azure as the main influences for the current Azure and Azure T. Like the ’50s convertible, the car has a deep body with a single feature line that runs along both flanks and rises at the powerful rear haunches before spearing off at the rear of the car. Similarly, the Azure T’s fast and flowing roofline is echoed in its seven-bow canvas roof that gives the car a visible sporting profile when raised.

Prominent wheel arches grace a slender, narrowing boot that results in a ‘horse shoe’ trailing edge. This elegant shape is reminiscent of the first Crewe-built Bentley, the Mk.6, and the overall effect is a subtle hint at the power and performance that lies beneath the Azure T’s bodywork.

Delicate brightware detailing accentuates the flowing lines of the Azure T and this includes rear tail-lamp bezels, exhaust finishes and slender strips that run the length of the car.

Significant time and effort has gone into making the Azure T’s folding roof attractive as well as highly functional. Operated hydraulically at the touch of a switch, the impressive, three-layer canvas roof is elegantly stowed beneath the rear parcel shelf in a matter of 25 seconds. Because the roof is held in a separate well area, there is no impact on the generous boot space which was designed to hold two sets of golf clubs and hand luggage.

EFFORTLESS PERFORMANCE FROM MIGHTY V8
The engine and transmission of the Azure T are identical to those already employed in the high-performance Arnage T and Arnage Final Series saloons. In this specification, Bentley’s remarkable all-aluminium 6¾ litre V8 engine produces 500 bhp (507PS/373kW) and 1000 Nm (738lb ft) of torque – with over 90 per cent of that torque available between 1,800 and 3,800 rev/min – figures that ensure the signature Bentley ‘wave of torque’ delivers effortless performance for a unique open-top convertible driving experience.

Each of these hand-made V8 engines comes with a black-finish air intake manifold bearing the signature of the team leader who oversaw its construction by Bentley technicians in the Crewe factory. The six-speed ZF automatic transmission ensures optimum flexibility, response and refinement. Three transmission modes (Drive, Sport and Manual) allow the driver to take full advantage of the powerful 500 bhp V8 engine.

A sophisticated electronic management system provides fast yet smooth gearshifts regardless of how the car is being driven. Another important feature of the latest Azure T is the separation of the sports suspension and sports gearbox settings, allowing the driver to select their preference for each system independently – via a ‘Sport’ switch on the dashboard for the suspension and by positioning the gearlever for the transmission’s Sport mode.

Bentley’s V8 guarantees outstanding performance levels. From standstill, acceleration to 60 mph is achieved in just 5.2 seconds (0-100 km/h 5.5 seconds), 100 mph reached in 12.1 seconds (160 km/h in 12.0 seconds) and a top speed of 179 mph (288 km/h) is possible.

DYNAMIC HANDLING, SUPERB RIDE AND AWESOME BRAKING
The Azure’s double wishbone front and rear suspension is carried over to the Azure T unaltered. Set-up and fine-tuned to give a refined ride that best suits the character of this convertible Bentley, the system features coil springs with computer-controlled, adaptive electro-hydraulic dampers and automatic ride-height control with auto-load compensation.

The Azure T’s suspension delivers impressive body control in all driving conditions, while the new five-spoke, two-piece 8.5J x 20-inch Sports alloy wheels with 255/40 ZR20 Pirelli P Zero tyres further improve handling and road holding.

As an option, Azure T owners may specify an upgraded braking system with carbon/silicon carbide, cross-drilled brake ventilated discs. Measuring 420 x 40 mm (front) and 356 x 28 mm (rear), these discs are the largest fitted to any production car on sale today. With eight-piston callipers, the brakes provide impressive deceleration and also give an 8 kg reduction in unsprung weight, benefiting steering response, ride suppleness and acceleration.

This lightweight braking system ensures virtually fade-free use, time after time, and superb resistance to disc distortion under high thermal conditions. Under normal use, the brake discs will last the lifetime of the car and pad life is doubled compared to the standard system.

For Azure T and its Bentley stable mates, the Traction Control system is calibrated with the aim of avoiding all unnecessary reductions in engine torque. The ESP logic system, which is set up to allow spirited handling without any reduction in stability or safety, monitors the car’s overall stability rather than simply loss of grip to the wheels. This reduces the amount of intervention required and restores power earlier and more progressively, allowing the power of the Azure T’s V8 engine to be fully exploited.

The Bentley Azure T enjoys an 11 per cent power and 14 per cent torque increase compared with Azure and the strength and stiffness of the original chassis are such that no changes were deemed necessary, as Brian Gush, Director of Powertrain and Chassis, explains:

“The Azure chassis has always had an immense potential and this enables us to offer the extra power of our 500 bhp V8 engine and the driver-focused qualities of a true Bentley T without compromising ride comfort.”

Compared with the Arnage, the Azure T benefits from significant stiffening members. These strengthened steel parts lie in the sill section of the car and extend into the A-pillars that form the windscreen frame. Beneath the front and rear of the Azure, carbon fibre cross-bracing members reinforce the whole bodyshell, while adding far less weight than steel.

Strengthening has also been applied to the body structure behind the rear seats where an advanced rollover protection system is fitted. This immediately detects if the car is in danger of inverting and deploys two hoops that are integrated within the rear headrests. In conjunction with the strengthened front windscreen frame, these are capable of supporting 2.5 times the entire weight of an over-turned car.

EXQUISITE CRAFTSMANSHIP
Befitting its role as a new Bentley flagship convertible, the Azure T embodies a range of standard features that were previously unavailable or only available as cost options on the Azure. The seats and door panels have Diamond Quilting, the fascia features an ‘engine-turned’ aluminium finish (reminiscent of 1920s racing Bentleys), and the instrument faces are finished in Black rather than Parchment.

Bentley emblems are embroidered on the front seat backs and the rear seat centre, an iPod/USB interface is provided, while the full range of Bentley’s premium veneers is available, a knurled finish is applied to several handles and switches and a knurled, chrome gear knob is fitted.

The new Azure T will have a strong appeal to Bentley customers, as Trevor Gay, Personal Commissioning Manager at Mulliner (Bentley’s specialist commissioning department), explains:

“The Azure has always stood apart from the rest of the Bentley range and the higher-performance Azure T will allow customers the opportunity to use the Mulliner service to create a bespoke convertible to their exact specification.”

Although many of the most desirable Mulliner options are included in Azure T as standard, Bentley anticipates that the majority of buyers will request additional enhancements. Inside, the Azure T is everything customers would expect of a bespoke Bentley, offering the highest levels of hand-craftsmanship to a small, discerning audience. The interior offers a spacious, luxurious cabin to provide the ultimate in first-class, open-top travel for four adults.

As in every Bentley, craftsmanship and bespoke finishing are to the fore. Every item of trim, be it veneer, hide or chromed bezel, uses authentic materials.

Azure T is available in the full Bentley range of 42 exterior colours, 25 interior hides, and the full range of premium veneers, plus the comprehensive line-up of Mulliner options and its bespoke colour-matching service that enable Bentley owners to create a uniquely personal car.

Of course, the nature of a convertible means that its interior is often on display as much as its exterior and Bentley’s design team knew that the Azure T’s spacious cabin should make a strong statement. Consequently, warm and inviting leather hide extend past the seats and onto the parcel shelf and this emphasises the dimensions of the rear compartment.

A new audio head unit with larger display screen and an SD (secure digital) memory card slot instead of the single CD slot is fitted. At the rear, a new hide-covered boot rail with coordinated leather trim and a chrome strip along the top edge gives the load area a tidier, premium appearance.

All Azure T models come with an iPod Interface linked to the Infotainment system, enabling customers to play their favourite music through the car’s audio system. The system is supplied with connectors for iPod, USB, Mini USB and a 3.5 mm AUX jack and includes a 12 volt power outlet for charging purposes.

As an option, Azure T buyers can specify the Naim for Bentley premium audio system. Created in partnership with Bentley by Naim Audio, a UK-based high end hi-fi manufacturer, this system features 10 speakers, a dual-channel sub-woofer and an 1100 watt amplifier, plus eight individual DSP modes to reproduce true emotions and a ‘live’ concert-like experience.

In Azure T the sub-woofers are located in the rear passenger footwells and contained within a special enclosure to ensure the sound of this pure music remains within the open cabin.

• Global market share increases to 12 percent
• Automotive Division reports significantly higher net cash flow
• Net liquidity in the Automotive Division exceeds €12 billion

In the first half of 2009, the Volkswagen Group extended its global competitive position and strengthened its financial base. In the first six months of the year, Europe’s largest automobile manufacturer delivered 3.1 million (H1 2008: 3.3 million) vehicles worldwide. Although the overall market contracted by around 18 percent, Group deliveries decreased by only 4.4 percent. Consequently, its share of the global passenger car market rose to 12.0 percent (9.9 percent). Sales revenue declined by 9.4 percent to €51.2 billion (€56.5 billion) in the first six months due to volume-related factors. Operating profit amounted to €1.2 billion (€3.4 billion), of which €928 million is attributable to the seasonally strong second quarter. The Group generated profit after tax of €494 million (€2.6 billion).

The Automotive Division’s net cash flow in the first six months rose substantially to €4.3 billion (€2.3 billion). Volkswagen also increased net liquidity in the Automotive Division by €4.3 billion compared with the end of 2008 to €12.3 billion as of June 30, 2009.

Winterkorn: “We are excellently positioned with our multibrand Group model”
“The course of the year so far shows that we are excellently positioned, thanks to our multibrand Group model. Even in a particularly difficult phase in the international automotive markets we were able to gain share in key markets. This has further improved our position on our way to the top,” said Prof. Dr. Martin Winterkorn, Chairman of Volkswagen Aktiengesellschaft’s Board of Management, on Thursday at the presentation of the half-yearly financial report. “Thanks to our sound business model, we increased our financial strength despite the adverse environment. This is also evident from our strong net liquidity position,” added CFO Hans Dieter Pötsch. “Preserving our financial flexibility is a top priority. At the same time, we are investing prudently in renewing and expanding our forward-looking product portfolio,” said Pötsch.

Investing in new models and locations despite the challenging environment
Despite the challenging environment, the Volkswagen Group has continued to invest in key projects for the future. Investments in property, plant and equipment in the Automotive Division rose by 14 percent to €2.5 billion (€2.2 billion). The expenditures related in particular to new production facilities, models to be launched in 2009 and 2010, and the ecological orientation of the model range. The ratio of investments in property, plant and equipment to sales revenue (capex) was 5.6 percent (4.3 percent). “Our technological capabilities are huge, and we will selectively expand them despite the ongoing crisis,” said Winterkorn.

Brands and business fields
The Group’s new model initiative is continuing to pay off: recently launched Group vehicles such as the Volkswagen Golf VI, Audi Q5, Škoda Superb and SEAT Ibiza recorded encouraging sales figures. The Volkswagen Passenger Cars, Audi, Škoda and SEAT brands outperformed the market as a whole. However, the growth of the individual brands and business fields was still hit hard by the global financial and economic crisis. The Volkswagen Passenger Cars brand recorded a lower operating profit of €216 million (€1,295 million) for the period January to June.

The Audi premium brand recorded a 13.6 percent decline in unit sales. However, with an operating profit of a substantial €823 million (€1,299 million), it impressively demonstrates that it has no difficulty competing in the current tough economic climate. The figures for the Lamborghini brand included in the key figures for Audi also declined year-on-year because of the weak market.

At the Škoda brand, a decrease in unit sales of almost 26 percent and unfavorable exchange rate conditions cut operating profit to €135 million (€381 million).

SEAT recorded a 25 percent decline in unit sales and an operating loss of €159 million (operating profit of €2 million) because of the further deterioration of the Spanish passenger car market.

The Bentley brand was unable to escape the slump in unit sales in the luxury segment, leading to an operating loss of €114 million (operating profit of €85 million).

Volkswagen Commercial Vehicles profited from the sale of the Brazilian heavy truck business in the first quarter and generated an operating profit of €463 million (€215 million) in the first half of 2009.

Scania recorded an operating profit of €48 million.

With an operating profit of €321 million (€523 million), Volkswagen Financial Services again made a significant contribution to the Volkswagen Group’s earnings.

Volkswagen’s goal is to further improve its competitive position
Volkswagen is not expecting any sustained improvement in the macroeconomic situation in the remaining months of 2009. The outlook remains uncertain and the global economic environment is challenging. Global economic growth in 2009 will be negative. The world’s automotive markets are being especially hard hit by this trend and will decline substantially compared with the previous year.

The Volkswagen Group will be unable to escape this downward trend but, as in the first six months of the year, it will perform better than the market as a whole and further increase its market share during the crisis. “The business outlook clearly remains uncertain, and we must continue to expect risks. However, we have not only the necessary scale, but also tremendous technical, ecological and economic potential. This is paying off in the crisis. And it’s why we remain committed to our goals. In 2009 alone, for example, the Group brands will launch 60 new models, product enhancements and successors in the market,” said Winterkorn.

As already announced, the Volkswagen Group’s sales revenue will be below that of the previous year due to declining unit sales. Rising refinancing costs and the deterioration of the mix will serve as an additional drag on earnings. In such a situation, Volkswagen continues to expect that it will not be able to reach the level of earnings it achieved in previous years, although the Group will close 2009 with a profit.

Ingolstadt/Hockenheim – Befitting its 100th anniversary, Audi has written another chapter of motorsport history. The brand is the first ever automobile manufacturer to achieve a title hat-trick in the prestigious international touring car racing series: After 2007 and 2008, Audi has clinched the coveted trophy for the third consecutive time.

In the thrilling finale at the Hockenheimring in front of a magnificent turnout of 155,000 spectators Audi driver Timo Scheider stayed on the heels of his only remaining rival for the title, Gary Paffett, during the entire 39 laps and successfully defended his title from last year by finishing in second place.

“Every Audi employee can be proud of the performance which the DTM squad delivered this year – or better said, has been delivering for three consecutive years,” commented Rupert Stadler, Chairman of the Executive Board of AUDI AG. “In the DTM we compete with one of the toughest rivals you can imagine. On behalf of the entire executive board I would like to extend sincere congratulations to everyone who had a part in this feat. Audi Sport could not have given the Audi brand a nicer gift on its 100th anniversary.”

For Audi, after 1990 (Hans-Joachim Stuck), 1991 (Frank Biela), 2002 (Laurent Aiello), 2004 (Mattias Ekström), 2007 (Mattias Ekström) and 2008 (Timo Scheider), this marks as much as the seventh DTM title and the fourth since the brand returned to the series with a manufacturer’s commitment in 2004. “No automobile manufacturer has ever consecutively won three titles in the DTM,” said Head of Audi Motorsport Dr. Wolfgang Ullrich. “Audi has managed to do it – despite a very strong opponent. After two hat-tricks at Le Mans, now we’ve also achieved a hat-trick in the DTM. This third title no doubt was the most difficult one. But I’m sure that next year it’ll be even more difficult. ‘Thank you’ to everyone who made this great exploit possible for Audi. And congratulations to Timo (Scheider) – like last year, he won the title again on his own power.”

After his triumph, the old and new DTM Champion was speechless at first. “Now I’ve been able to experience this dream, for which we all worked so long and hard, for the second time in a row – and thanks to the Audi squad, the Abt team and my family,” said the 30-year-old obviously moved and with tears in his eyes. “Gary Paffett was a strong rival and won four races. But for as long as I’ve been contesting the DTM the driver with the highest points score has always been the one to become champion …”

Scheider won twice in the 2009 season and mounted the podium at six of the ten races. He was the most consistent driver and in the end had an advantage of five points over Mercedes driver Gary Paffett. Audi’s track record is impressive as well: The brand with the four rings won four races, started from the pole position eight times, posted six fastest race laps, scored ten more points than its competitor, led 325 of 548 laps and clinched 17 of 30 possible podium places. On four occasions, Audi even claimed the entire podium.

In the finale at Hockenheim the first two laps in particular were a real thriller when Mattias Ekström, who had started from the pole position and Gary Paffett fought an extremely tough duel and touched each other several times. The radiator of Ekström’s Audi A4 DTM was damaged in the process. After four laps the Swede, who was leading the race at that time, was forced to retire and thus lost third place in the standings to Paul Di Resta.

After a start at lightning speed, Timo Scheider watched the duel between Paffett and Ekström from a choice position and only drove his conservatively set up A4 as fast as necessary to stay close to Paffett and keep Paul Di Resta in third place at bay. Scheider managed doing this again when, shortly before race end, the safety car was deployed and unexpectedly pushed the field together once more. When the race was re-started Scheider got everything right as well and crossed the finish line after 39 laps just 1.043 seconds behind Gary Paffett in second place.

By finishing fourth, Alexandre Prémat achieved his best result of the season in a strong race and was also the best driver of a year-old car. With Oliver Jarvis and Markus Winkelhock on places six and eight, two other Audi drivers, who had been fighting a captivating duel throughout the race, finished in the points. Mike Rockenfeller in ninth position just barely missed scoring a point.

In his 60th and last DTM race Tom Kristensen was struck by misfortune not just once but twice: The Dane was hit in the rear right on the first lap in the hairpin and dropped to the back of the field. After a remarkable recovery Kristensen was turned around once more after a safety car period. Martin Tomczyk, as well, became the victim of a collision on the starting lap, which forced him to retire. As a result, Timo Scheider was the only driver of an 2009-spec Audi A4 DTM to score a points finish at Hockenheim.

With the title win in the DTM, another successful motorsport season has come to an end for Audi, which will also enter the annals of partner ABT Sportsline’s company history: After the triumph in the Formula ADAC Masters by Daniel Abt and in the ADAC GT Masters by Christian Abt with the new Audi R8 LMS, the squad from the Allgäu managed a hat-trick as well.

The Ferrari 458 Italia, that debuted at the IAA Frankfurt Motor Show, is an 8-cylinder two-seater berlinetta with a mid-rear mounted engine, and represents a genuine break with the past in terms of Maranello’s previous high-performance sports cars. Designed to fulfil the expectations and ambitions of our most passionate clients, the 458 Italia continues the Ferrari tradition of putting the thrill into driving as a result of track-derived technological innovations.

Maranello’s racing experience can be felt not only in terms of pure technological transfer but also on a more emotional level, because of the strong emphasis on creating an almost symbiotic relationship between driver and car. This is one of the areas where Michael Schumacher’s contribution, right from the early stages of the project, was of fundamental importance.

Thanks to a new 4,499 cc V8 engine, which punches out 570 CV, the F1 dual-clutch gearbox and a 1,380 kg dry weight, the 458 Italia boasts an extraordinary weightpower ratio of 2.42 kg (a power-weight ratio of 413 CV per ton). This means it sprints from 0 to 100 km/h in under 3.4 seconds and hits a maximum speed of over 325 km/h.

The 458 Italia delivers superb vehicle dynamics with an ideal weight balance for a midrear engined sports car – 58 per cent rear, 42 per cent front. Evolved electronic control systems also help guarantee maximum performance in all driving conditions. Its new suspension set-up, featuring twin wishbones with L arms at the front and a multilink set-up the rear, is tuned for ultimate road-holding and superlative handling. This, together with a more direct steering ratio, ensures the car is extremely responsive whilst maintaining superior ride comfort.

As is the case with the Scuderia’s Formula 1 single-seaters, the engineers focused their efforts on achieving maximum efficiency right across the board with this car. The result is that the Ferrari 458 Italia produces only 307 g/km of CO2 and has a fuel consumption of just 13.3 l/100 km (combined cycle), a benchmark for the entire segment.

Aside from the work done to reduce both internal friction in the engine and overall weight, this result has been achieved thanks to aerodynamic research which focused on cutting drag and maximising downforce.

The 458 Italia is thus a synthesis of technological innovation, creative flair, style and passion, a combination of characteristics for which Italy as a nation is renowned. Ferrari’s Chairman, Luca di Montezemolo, chose to pay homage to this fact by adding the name of the car’s homeland to the traditional figure representing the displacement and number of cylinders.

Styling and aerodynamics

Every Ferrari is the result of an uncompromising design approach that integrates styling and aerodynamic requirements. The Pininfarina design features compact, aerodynamic lines, underscoring the concepts of performance-oriented efficiency that inspired the project.

The nose features a single opening for the front grille and side air intakes, with aerodynamic sections and profiles designed to direct air to the coolant radiators and the new flat underbody. The nose also sports small aeroelastic winglets which generate downforce and, as speed rises, deform to reduce the section of the radiator intake and cut drag.

The oil radiators for the F1 gearbox and the dual-clutch are situated in the tail and air is fed from two intakes on the top of the rear wings. This solution provides a base bleed effect, an aerodynamic function that was developed by Ferrari for the FXX and which reduces drag by feeding the hot air out of the radiators under the nolder and into the slip stream. Using experience gained in aerodynamic development on the Ferrari F430 GT2, the flat underbody now incorporates the air intakes for engine bay cooling. These are positioned ahead of the rear wheelarches where they use pressure differences to efficiently channel air flow to the engine bay, at the same time generating more rear downforce.

The car’s sills are characterised by two keel forms that act as fairings to the rear wheels, while the rear bodywork between the rear diffusers acts as the surround to the novel triple exhaust tail pipes, a styling cue that recalls the legendary F40 and gives the 458 Italia’s tail an aggressive sporty stance. The engine, in mid-rear V8 Ferrari tradition, is visible below the engine cover.

Technical development of the car’s shape started using CFD (Computational Fluid- Dynamic) techniques which helped optimise the management and interaction of the internal flows prior to wind tunnel testing. The latter was carried out on Ferrari’s rolling road facility using modular 1:3 scale models. The final solution chosen ensured adequate cooling to the running gear, while, at the same time, achieving a high level of aerodynamic efficiency (1.09) through excellent drag and downforce figures (Cd 0.33 and Cl 0.36 respectively) with 140 kg of downforce at 200 km/h and no less than 360 kg at top speed.

The front-mounted coolant radiators are trapezoidal in shape and positioned to minimise the impact of the internal cooling flows on drag and downforce. The oil radiators for the gearbox and clutch are are situated in the tail with air fed from two intakes on the top of the rear wings. The hot air from the radiators creates a base bleed effect, venting into the car’s low-pressure trail below the nolder and reducing drag.

The air intakes for engine bay cooling are situated on the aerodynamic underbody, where differences in pressure channel the air in the most efficient manner, and are positioned to increase rear downforce. Similarly air is channelled from the front air dam to the rear diffuser where the position and number of the fences has been developed to optimise the distribution of the vortex to improve rear downforce.

Engine

The engine is a dry-sump 90 degree V8 with a displacement of 4499 cc and is mid-rear mounted. It is an entirely new design engineered to reach a maximum of 9,000 rpm – a first on a road car – with a high 12.5:1 compression ratio and maximum power output of 570 CV. This equates to an outstanding power output of 127 CV/litre, a new benchmark for a naturally-aspirated production engine.

The generous torque available – 540 Nm at 6000 rpm, with over 80 per cent available from 3250 rpm – ensures rapid pick-up from all revs. The specific torque output of 120 Nm/l is another record.

The design of the engine components has been influenced by the carry-over of racing technology – F1 in particular – for maximum fluid-dynamic efficiency in order to achieve both performance and fuel consumption objectives, and meet the most stringent international emissions restrictions. The piston compression height was reduced as per racing engine practice. Similarly, thinner compression rings have been adopted to minimise friction between piston and liner. A graphite coating was applied to the piston skirt for the same reason.

To help further reduce internal friction, the cylinder block has four scavenge pumps. Two pick up oil from the cylinder heads and front and rear of the engine via dedicated oil recovery ducts outside the crankcase area, and two pick up oil from below the crank throws. The recovery ducts of the latter are interconnected in two groups of four cylinders to optimise the scavenge function and create a strong vacuum (800 mbar) around the crankshaft. This solution prevents excess oil splashing out of the sump and onto the rotating crankshaft and thus reduces power loss caused by friction. It also reduces losses due to windage caused by the pumping action of the pistons.

The engine oil pressure pump features variable displacement geometry which reduces the amount of power absorbed at high revs. Lowering the pump’s displacement actually increases the power available at the crankshaft for the same amount of fuel used.

As is traditional for Ferrari engines, the new V8 is equipped with continuously variable timing on both inlet and exhaust cams. The aluminium intake manifold has been lightened by reducing the wall thickness. It has short, almost straight inlet tracts to reduce losses and a system that varies the geometry of the manifold, optimising the volumetric efficiency throughout the rev range. This is achieved by incorporating three pneumatic throttle valves in the central section between the two plenums. The engine mapping provides four different configurations of the valves for optimum torque values at all revs.

The use of GDI with Split Injection improves engine performance by modulating the injection in two phases, increasing combustion efficiency and the torque at low revs (by up to 5 per cent). A high injection pressure (200 bar) guarantees adequate pulverisation of the petrol and an optimal air/fuel mix right up to 9000 rpm. This feature again results in better performance and lower fuel consumption.

The exhaust system was designed to provide the kind of thrilling soundtrack owners of Ferrari’s V8s are used to whilst also guaranteeing high levels of acoustic comfort. One of the main objectives with the exhaust was to reduce weight. The catalytic converter is attached to the central section of the exhaust by a flexible element to reduce the amount of vibration transmitted and to thus allow thinner metal to be used. Similarly the pre-catalytic converter has been eliminated, lowering overall weight and reducing back pressure whilst still respecting strict Euro 5 and LEV2 emissions.

Dual-clutch F1 gearbox

One of the important novelties on the 458 Italia is the introduction of the 7-speed F1 dual-clutch gearbox which guarantees faster yet smoother changes. The technology is based on the independent management of even and odd gears which are pre-selected using two separate input shafts. The gear shifting time (the overlap between the opening and closing phases of the two clutches) is zero and thus there is no interruption of engine torque to the driven wheels. Compared to the California gearbox, response times have been reduced and the 458 Italia has specific, sportier gear ratios to match the power and torque curves of the new V8, guaranteeing high torque even at lower revs. The E-Diff 3 electronic differential has also been integrated into the gearbox, resulting in a more compact and lighter unit.

Chassis

The modular chassis is an all-new design. New alloys join the traditional aluminium, along with high-resistance aluminium extrusions, developed by the aviation industry, and innovative manufacturing processes, such as heat-forming. The aim was to keep weight down to the benefit of performance and handling. The result is a chassis with improved structural rigidity, with torsional rigidity up 15 per cent compared to the F430, and beam stiffness up 5 per cent.

Suspension

The 458 Italia’s front suspension employs a novel new double wishbone set-up which features an L-shape design for the lower wishbone, with the rearward facing arm longer than the one in line with the wheel axis to provide greater longitudinal flexibility. This in turn improves the car’s ability to absorb bumps and it also reduces suspension noise. Another benefit is in terms of greater transverse rigidity which improves handling. The same characteristics are shared by the new rear multi-link suspension and, combined with specific tyre development, overall vertical rigidity has thus been improved (+35 per cent with respect to the F430) for less body roll, and the engineers were able to introduce a more direct steering ratio (11.9° compared to the F430’s 16.9°, a reduction of 30 per cent) which makes for quicker and more responsive steering on both road and track.

The 458 Italia also features the latest, second-generation Magnetorheological Suspension Control shock absorber system. Compared to the system first introduced on the 599 GTB Fiorano, SCM2 boasts an evolved ECU (-50 per cent input time) and a damper force generation time of 8 ms compared to the 599’s 15 ms. There is also a new piston rod bushing in the damper which reduces internal friction (-35 per cent) for more precise small-bump control and improved ride comfort.

Vehicle dynamics and electronics

On the 458 Italia the E-Diff and F1-Trac control software are integrated in the same ECU. This minimises communication times between the two systems and, at the same time, the individual logics were evolved to improve vehicle performance.

A new Power On strategy has been developed for the E-DIff governing traction out of corners and is integrated with the F1-Trac logic, an evolution in the combined action of both systems which is also connected with the high-performance ABS control logic, which is specially set up for high-grip surfaces.

The electronic differential continuously distributes torque to the rear wheels, both in Power Off (turning in for the corner) and Power On (accelerating out of the corner), guaranteeing excellent vehicle stability and control in all driving conditions and on all surfaces. The E-Diff 3 now works in a more integrated manner with the F1-Trac, using a series of F1-Trac parameters and evaluations (such as estimates of grip) both in manettino positions in which the F1-Trac is inserted (Sport – Race) and those in which it is deactivated (CT Off and CST Off). Compared to previous versions, E-Diff 3 delivers improved torque distribution coming out of corners (in Sport, Race, CT Off and CST Off), which translates into improved grip, better roadholding and more progressive handling on the limit. The result is an improvement of 32 percent in longitudinal acceleration out of corners compared to previous models and a lap time at Fiorano of just 1′ 25” seconds.

High-performance ABS

Since the beginning of 2008 Brembo carbon-ceramic brakes have been standard on all Ferraris. The 458 Italia is no different and is equipped with 6-pot aluminium callipers with 398 x 223 x 36 mm discs at the front, and 4-pot aluminium callipers with 360 x 233 x 32 mm discs at the rear.

The 458 Italia boasts outstanding braking distances (100-0 km/h in 32.5 metres; 200-0 km/h in 128 metres) thanks to the development and optimisation of the Bosch control logic and the evolution of Ferrari’s Pre-Fill logic, which reduces response times by activating the pistons in the callipers, thus minimising the gap between the brake pad and the disc as soon as the driver lifts off the accelerator. Similarly, these excellent results were achieved thanks to a specific calibration of the ABS for medium/high grip surfaces, and by integrating the ABS control logic with that of the E-Diff 3 to ensure a more accurate estimate of the vehicle speed and hence better braking torque control, as well as enhanced vehicle stability.

Interior design

The Ferrari Styling Centre set out to re-interpret Ferrari’s traditional sports car interior themes in an innovative and functional way. The interior reflects the design rigour of the exterior of the car, with clean, uncluttered forms that highlight the new driver-oriented cockpit inspired by the racing world.

Radically new and intuitive ergonomics see the driver set in the centre of a simple, streamlined lay-out. The upper and lower surfaces of the dashboard are trimmed in leather while the instrument binnacle sits atop an aluminium insert that forms a single, structural element housing the satellite pods and secondary commands. The original shape of the air vents was inspired by the design of Formula 1 exhaust chimneys in use up until a few years ago.

The slim and minimalist centre console features a sculpted aluminium casting which houses the F1 panel. This panel includes the Launch Control along with the secondary gearbox controls for reverse and auto settings. There is also a leather-trimmed ergonomic wrist support for actioning the F1 panel buttons and the electric window lifts. The console also includes two Alcantara-trimmed storage trays for small oddments.

The door panel is fitted with side airbags and its simple sleek lines are enhanced by the fact that the demisting vents for the side windows are now positioned on the corners of the dash. There is additional oddments storage space in the soft leather pocket at the bottom of the door.

Driver-car interface

Working closely with the Ferrari Styling Centre, the engineers have reinterpreted the positioning of the major commands to provide a truly driver-oriented cockpit. All main controls are now located directly on the steering wheel, while secondary functions are set in two satellite pods either side of the dash and the panel ahead of the driver includes comprehensive instrument displays. These solutions represent an important safety aspect, enabling the driver to concentrate fully on driving. Similarly this layout ensures maximum control of the car in high-performance driving, an uncompromising approach that derives directly from Ferrari’s F1 experience.

Steering wheel and dash

In a radical move that emphasises the vicinity of Ferrari’s road cars to its F1 cars, the steering-column mounted stalks have been eliminated and all the major commands are now on the steering wheel for maximum vehicle control at all times.

The 458 Italia is equipped with a Racing manettino switch which is biased towards more sporting set-ups, giving the driver a wider selection of track-oriented electronic control parameters. In fact the F430’s ICE setting has been dropped in favour of CT Off which de-activates the traction control while maintaining the stability control.

The right-hand satellite pod on the dash incorporates controls for the infotainment, while the one on the left controls the Vehicle Dynamic Assistance display on the lefthand TFT screen. The Vehicle Dynamic Assistance monitors the operating parameters of the most important areas of the car – engine/gearbox, tyres and brakes. The VDA is enabled in the following manettino settings – Race, CT Off and CST Off – and provides visual confirmation of the status of each component based on an algorithm from parameters reading lateral and longitudinal acceleration, revs and speed. This enables the driver to assess the ideal operating conditions for the car. There are three status settings: WARM-UP (operating temperature too low), GO (ideal operating conditions) and OVER (one or more components are no longer at their optimum level and need cooling).

Carrozzeria Scaglietti Personalisation Programme

The Carrozzeria Scaglietti Programme allows Ferrari clients to personalise their car to suit their own tastes and requirements. As with the rest of the range, there are four main personalisation areas dedicated the 458 Italia: Racing and Track, Exterior and Colours, Interior and Materials, Equipment and Travel.

The car’s sporting character can be further underlined by fitting the optional diamond finish forged alloy wheels or the Racing Superleggero (super lightweight) seats in carbon-fibre. Naturally, there is a virtually infinite number of trim combinations available for the interior, with a choice between leather, carbon-fibre and Alcantara.

Samples of colours and materials as well as virtual configuration tools are available to clients at every Ferrari showroom to help them choose their specifications. They may also request out-of-range colours and content to ensure their 458 Italia is truly unique.

Altenburg/Nurburg – It is August, 13th. The air has a temperature of 20 degrees Celsius and the sky is clouded. At 12:55 p.m. professional race driver Florian Gruber (age 26) crosses the line of the Nurburgring Nordschleife and unleashes the 700 hp of his GUMPERT Apollo Sport. He has set off into a race against the clock. His only objective: To break the record for road legal cars on the legendary 13 mile racetrack, once felicitously entitled “the green hell” by racing legend Sir Jackie Stewart. And to beat the existing official record of the Donkervoort D8 RS06 (also Audi-powered – 4T ed.) set almost 4 years ago.

7 minutes, 11 seconds and 57 hundreds of a second later Gruber crosses the line again. He has proven: The GUMPERT Apollo Sport is officially the fastest road legal factory car ever to circle the Ring until today. With an average speed of around 106,78 mp/h (171,84 km/h) the apollo was by 3,32 seconds faster than the former record holder. And – by the way – more than 13 seconds faster than the Maserati MC 12 in 2008. ”And, well – I even could have gone a little faster”, said the pretty unimpressed driver after coming back into the pits. And not even one drop of sweat on his brow after the record lap. The Apollo Sport in standard factory specification was equipped with road legal MICHELIN Pilot Sport Cup tires and an adjustable suspension by KW suspensions.

“The conditions were good, but not perfect – so we have still got potential to go faster”, concluded Florian Gruber. From his point of view, the Apollo has the potential to even break the 7 minutes mark. And Roland Gumpert, former Head of AUDI SPORT and managing director of the GUMPERT Sportwagenmanufaktur, adds with a wink: “It is great that we broke the record and that we were able to show the potential of the Apollo – but at this stage there is no need to go faster. We don´t want to demoralize our fellow competitors by now…”

Wolfsburg – Volkswagen Aktiengesellschaft will take a 49.9 percent stake in Porsche AG in a first step towards an integrated automotive group with Porsche. This was agreed between Volkswagen and Porsche SE during negotiations on the contracts of implementation relating to the merger of the two companies. The Comprehensive Agreement announced in August referred to an initial participation in Porsche AG amounting to 42 percent. The timetable for the creation of the integrated automotive group remains unchanged: Volkswagen will acquire a participation in the operating business of Porsche by the end of 2009. The merger of Volkswagen AG and Porsche SE is still scheduled to take place during the course of 2011.

The adjustment of the envisaged initial participation reflects the successful progress of negotiations between Volkswagen and Porsche concerning the details of the merger which have been taking place since the Comprehensive Agreement was approved. These negotiations indicate that the projects identified for a closer cooperation have been making swifter progress than initially anticipated. This positive development for both companies, which is an expression of the compelling industrial logic behind the merger, is now to be underscored by a larger participation in Porsche AG. Volkswagen is thus securing a higher share of the increase in the value of Porsche expected from the joint projects at an early stage. At the same time, Volkswagen remains committed to the phased integration of the two companies and is preserving the independence and the interests of Porsche.

Based on the enterprise value calculated for Porsche AG, Volkswagen is expected to pay approximately EUR 3.9 billion for the participation in the company. An increase in Volkswagen’s preferred share capital is planned for the first half of 2010 in order to refinance the participation and maintain Volkswagen’s good credit rating. Shareholders will be requested to adopt a resolution authorizing such an increase at an Extraordinary General Meeting on December 3.

AUDI AG is strengthening its training activities for service employees to further boost the quality of service in Audi repair centers worldwide. The premium carmaker today opened the new Service Training Center in Neckarsulm – the sixth of its kind in Germany. Employees of the roughly 1,700 German Audi Service Centers will be trained at the Center, along with trainers who will prepare there for international assignments. With 80 different training courses and 14 qualification tracks, Audi plans this year to develop its service employees into experts who can provide top service to customers around the world.

“Audi wants to be the world’s leading brand in the area of customer satisfaction. We must therefore set ourselves apart by providing top service and outstanding customer interaction, especially when it comes to service,” said Peter Schwarzenbauer, Audi Board Member for Marketing and Sales. Given the constantly growing complexity of the Audi model range, extensive technical training provides the basis.

But there’s more to providing top service. “We are preparing our employees for the technologies of the future,” Schwarzenbauer said. “We’re training them in innovative, especially fast repair procedures, so they can help our customers more efficiently. But above all, we place a high priority on superior communication skills for all employees.”

Audi now has six training sites distributed throughout Germany, making them easily accessible for the employees of all Audi Service Centers. In 2009, service employees are to receive basic and advanced training during a total of 38,000 training days in 80 training modules. In Neckarsulm, Audi employees will now receive theoretical and practical training in a 5,400 m² facility. Trainees will acquire expertise in the bulk of the 14 Germany-wide qualification tracks, in workshop areas that feature the latest equipment and are outfitted in the new Audi corporate design. A new theme is customer communication for technicians. In complex cases, customers are to have the option of discussing their technical matters directly with an expert, who can find a more targeted approach to the solution than is possible when conferring through an intermediary service consultant. The goal is to save time – and to increase customer satisfaction.

This training is supported through selective training courses developed by Audi, covering areas such as investigating noises. Here, Audi technicians learn to use dialog with customers to quickly locate any “crackling” or “knocking” noises the customer describes. Training in “Clever Repair,” which replaces expensive replacement of a body part through more moderate dent removal – saving time and money – is also intended to immediately boost customer satisfaction. Audi is meanwhile consistently expanding technical training with a view to the brand’s technologies of the future: electric and hybrid drive systems, and lightweight design.

About 1,700 Service Centers throughout Germany send their employees to Audi’s training courses. Another essential service of the Training Center lies in the qualification of the trainers, who will transfer their knowledge to the roughly 100 export markets of the brand with the four-ring logo. The training days are supplemented with continuous self-study programs for Audi technicians, which are supported with specific computer programs and iTV shows – reports conveying information about products and repair procedures, which AUDI AG has been producing for more than four years and broadcasting to all markets via satellite.

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

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

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

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

The Concept

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

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

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

Audi e-tron – The Holistic Approach

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

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

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

• The reduction of road resistances and the resulting increase in range plays a major role with electric vehicles. Lightweight construction was therefore a top priority for the e-tron concept car. The body, in particular, combines low weight with supreme strength and rigidity. An intelligent aerodynamics concept with active elements helps to reduce consumption.

• The package ensures the safe integration of the electric drive system and the battery. Placing the battery in front of the rear axle ensures an optimal axle load distribution without compromising the compact overall design and the generous amount of interior space.

• Advanced battery technology enables a practical range. The battery system is water-cooled for optimal performance and service life.

• A needs-based energy management system controls all functions for the chassis, convenience equipment and other auxiliary consumers.

• The innovative thermal management system with optimally matched cooling and heating components considers the cooling requirements of the battery and the drive system in addition to the interior temperature.

• Driving dynamics and road comfort are what Audi customers have come to expect in the sports car segment.

• Vehicle safety is on par with the best of today’s production vehicles.

• The driver is provided with clear and comprehensive information.

• The e-tron concept car uses car-to-x communication technology developed by Audi to improve the efficiency of conventionally powered vehicles. For example, information about traffic light cycle times and the flow of traffic – provided by the infrastructure and other vehicles – is used to compute an optimal driving strategy. Audi has already modeled such a solution in Ingolstadt as part of its “travolution” project.

Design and Package

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

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

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

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

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

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

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

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

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

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

Interior and Control Concept

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

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

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

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

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

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

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

Drive System and Energy Supply

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

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

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

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

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

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

Making its Automotive Debut: The Heat Pump

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

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

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

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

Driving Dynamics

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

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

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

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

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

Car-to-x Communication

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

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

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

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

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

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

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

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

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

• Audi developing a holistic approach for electric driving

• New project house unites creativity and expertise

• The e-performance support project to be launched in October

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

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

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

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

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

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

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

One focal point: the battery

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

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

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

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

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

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

Capable partners from science and industry

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

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

Source: Audi Group