12:08 PST EAST PALO ALTO, Calif. — A small plane taking off from the Palo Alto airport hit an electrical transmission tower and crashed this morning in a residential neighborhood in East Palo Alto, killing three people onboard and damaging four homes, authorities said.

The plane slammed into the 80 to 100ft tall tower at 7:55 a.m., shearing off the top half of the structure, and plummeted in several pieces onto a home day-care center, other houses and vehicles on Beech Street, said Harold Schapelhouman, chief of the Menlo Park Fire Protection District.

“Miraculously,” he said, no one on the ground was hurt.

The crash destroyed the electrical-transmission lines that run to Palo Alto, knocking out electricity to all the city’s 28,000 customers, including schools and Stanford Hospital, city officials said. Residents were being asked to conserve water, which is pumped to customers with the help of electricity. The hospital was operating on backup power.

Ian Gregor, a spokesman for the Federal Aviation Administration, said the plane was a twin-engine Cessna 310 that had taken off from the Palo Alto Airport, about a mile to the southwest, and was bound for Hawthorne Municipal Airport in Los Angeles County.

The victims have not been identified. The plane was owned by Doug Bourn, a senior electrical engineer for Tesla Motors, the electric-car company said. It was not known whether Bourn was onboard.

A biography for Bourn posted by the American Society of Mechanical Engineers in 2007 says he shares responsibility for the design and testing of the power electronics module for the Tesla Roadster. Before coming to the company, he spent 10 years at IDEO, a product design and development company in Palo Alto.

Bourn holds commercial pilot and flight instructor licenses and enjoys skydiving, flying and teaching others how to fly, the engineers society said. Prior to Tesla, Bourn was a senior engineer at IDEO from 1995 to 2005.

No one was home today at his residence in Santa Clara. A neighbor said he last saw Bourn Tuesday morning.

The cause of the crash was not known, but there was thick fog in the area at the time of the crash.

Damage was widespread on Beech Street, about 200 feet from where the plane hit the transmission tower.

Part of a wing and a portion of the fuselage landed on a home at 1225 Beech St. where a day-care center is located, destroying about half the structure, Schapelhouman said. Pieces of the landing gear, the lower fuselage and the engine slammed into 1215 Beech, which was badly damaged.

Debris damaged two other homes, while power lines from the sheared electrical tower were found inside the plane and at the crash site, Schapelhouman said. Several vehicles were also damaged or destroyed.

At the day care center, only one child, an 11-month-old boy, was inside at the time and was unhurt, said Bre East, 44, of Santa Clara, the cousin of Eppie’s Day Care operator Lisa Jones-Smith.

All the other people in the home, including Jones-Smith, three of her children, teacher Pamela Houston and aide also escaped, shaken but unharmed, East said.

The day care center was expecting about a half-dozen other children today, but they had not yet arrived, East said.

“We’re grateful that the kids weren’t there,” East said. “Everybody’s OK. They’re safe. The house is gone. You can rebuild, but you can’t rebuild lives.”

Neighbors said they didn’t hear any noise from the plane until it crashed with a loud boom and shook nearby houses.

Neighbor Karen Ramirez, 18, said she had just changed her infant daughter’s diaper and was about to feed her when she saw flames outside her home. Two seconds later, “the whole house shook. It sounded like thunder,” she said. Ramirez said she thought the house next door “blew up.”

The fuselage of the plane landed on two trucks owned by her father-in-law, causing both to burst into flames, Ramirez said. One of the trucks is “completely totaled,” she said.

Firefighters extinguished the flames within 20 to 30 minutes, Bracksher said.

Power outages were reported in the immediate area as well as in neighboring Palo Alto, where utilities are municipally owned. Pacific Gas and Electric Co. crews were working to repair the transmission lines into Palo Alto, but city officials said they expected the power to be off until 5:30 p.m.

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.

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.

Tuned presents a full feature Gallery that includes interior shots of the factory. Enjoy!

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

Audi is at it again! – Are we getting an electric beast?

This is a must see and will brighten up any day of the week, including Monday! Check out some of the new viral videos that Audi has released for their Electricity Untamed campaign.

The company has denied rumors in the past about working on any electric projects that might lead us with a ‘green with envy’ sort of expression on our faces. BUT – Are we getting an electric R8, TT, and/or S series? Is Tesla getting a run for its money? – The suspense is killing me!

I don’t know, but I can tell you that they are certainly stirring up some major interest by launching this new campaign called Electricity Untamed! – Check out the site, it is very nicely designed and from what I can tell.. It looks to be built on Adobe Flex and Adobe Air.

BRAVO AUDI! – BRAAVVVVO!

Anyway we can get some more info on this topic? – You’ve got our info.

WAIT! – We’re not done, there is more.. You might notice a brief message stating ” Electricity will be untamed” on September 15th, which happens to be the first day of the Frankfurt Auto Show in Germany. Is this all a coincidence, we don’t think so!

If Audi does have plans to unleash a series of power pushing electro-beasts, then we will sure as hell will be there to cover it. Don’t worry, I will be the first in line to hand over my hard earned cash for one of these beasts!

If we come across any other information, we’ll certainly let you know.

In the meantime, you have to watch these videos..

They are truly priceless! – Good job Audi, please keep them coming!

After several consecutive record years, Automobili Lamborghini S.p.A. reports a decrease in worldwide sales for the first six months of the financial year 2009 (which ends 31/12/2009). In spite of the massive economic downturn in Lamborghini´s major markets the company is still among the few car companies maintaining overall profitability.

In the first six months of 2009, turnover reached 156.9 Million Euros, with a decrease of 43.4% compared to the same period of 2008 (277.4 Million Euros). Pre-tax profit was 5.4 Million Euros in comparison to 35.0 Million Euros in the first six months of 2008.

In terms of sales, the company delivered 825 cars: a reduction of 37% compared to the same period of 2008 with sales of 1.309 cars.

As expected, the markets showing the sharpest decline are those economies worst hit by the deep worldwide recession. Consequently, Lamborghini sales volumes saw the most substantial downturn in the USA, falling by 52% from 431 to 207 units sold.

Some markets’ sales figures however, counteract the trend. In Europe, the second largest market, Italy, accounted for 122 units, nearly on a par with the first six months’ performance of 2008 when 130 Lamborghini cars were sold.

Switzerland maintained stability with 49 units sold, compared with 51 units in 2008. The same holds true for France with 37 units sold (43 in the first half of 2008).

Beyond Europe, there are clear signs of sales stability in the Middle East, which presently is the fourth largest market in the world for Lamborghini (61 units sold against 79 in the first half of 2008) and in China, which has achieved a sales growth of 32% (29 units sold in the first half of 2009 against 22 in the first six months of 2008).

Some major European markets showed decreases: Germany down 52.0%, and the UK down 46.6%.

The President and CEO of Automobili Lamborghini, Stephan Winkelmann, commented, “As was expected, we are not immune to the global recession. However, I am certain that Lamborghini’s strong global presence and brand appeal, which remains unaffected, will enable us to steer the company through challenging times to achieve new strengths. Our business strategy continues to be driven by two fundamental principles that allow us to react to the present economic situation and preserve the success of our brand. Firstly, we will maintain the profitability of the company, a target confirmed by the results of the first six months of 2009. Secondly we continue our investment into the future with product technology and innovation alongside a firm ecological stance.”

Lamborghini remains with its long-term strategy, with a commitment to announcing at least one new product each year.

The latest examples of this confidence are the launch of the new Lamborghini Gallardo LP 560-4 Spyder, the Murciélago LP 670-4 SuperVeloce, and the new Gallardo LP 550-2 Valentino Balboni: the first rear wheel drive Gallardo, celebrating the famous Lamborghini test driver, Valentino Balboni.

Investments into R&D and into reduction of CO2 emissions will continue as planned, resulting in continuing technology and product innovation. The company has recently announced its intention to complete its program of environmental sustainability in record time by presenting new plans which will enable Lamborghini to:

- achieve a 30% reduction, by the year 2010, in the CO2 emissions produced by its factory
- achieve a 35% reduction, by the year 2015, in the CO2 emissions produced by its vehicles

Lamborghini will commit 35 million Euros over the next five years for this purpose.

For the full year 2009, the company is not giving a definitive business forecast due to continuing market instabilities. However, Lamborghini is confident of also attaining a full year profit, thus remaining one of the few profitable companies in the industry.

Ingolstadt/Nuremberg – With a fourth-place finish at the Norisring Audi driver Timo Scheider defended his lead of the DTM standings. His teammate Mattias Ekström clinched a podium result for Audi in one of the most thrilling races in DTM history held in front of 132,000 spectators (throughout the weekend).

Timo Scheider was the tragic hero of the race. From the pole position, the reigning DTM Champion was setting the pace during the first two thirds of the race with his Audi A4 DTM despite the fact that he had started the race suffering from a high fever. In a dramatic final phase, however, he came under increasingly heavy pressure from the two Mercedes drivers behind him, Bruno Spengler and Jamie Green.

Up to the 75th of the 80 laps Scheider defended his lead. The Audi driver was able to counter a first overtaking maneuver by Bruno Spengler one lap later. On the second last lap, though, Jamie Green squeezed past the leader of the standings and slightly touched him in the process. Due to this attack Scheider lost so much momentum in the chicane that he dropped behind Spengler and Ekström.

“Of course I’d have wished surviving these last two laps at the front of the field too,” Scheider said after the race. “In the final third of the race, though, I had major problems with the handling at the rear. I’m glad the race is over and that I’m still at the top of the standings. The first thing I’ll do now is hit the bed.”

Mattias Ekström, as well, had a realistic chance of winning the Norisring race. The Swede had opted for a setup with extremely low downforce and was right on target with his choice. He managed overtaking Timo Scheider as early as on the starting lap. However, because the safety car’s appearance almost coincided with his overtaking maneuver Ekström let his teammate pass again after the race was re-started in order to not risk a penalty.

After the first pit stop Ekström lost a lot of time behind Gary Paffett’s Mercedes. In the final stage, though, he was able to make up a gap of about five seconds, join the front runners again and, ultimately, secure third place. “Without the time I lost behind Gary I could have won today,” the Swede was convinced. “My car was really good. In the end, I was clearly faster than the front of the field.”

The first seven vehicles crossed the finish line after 80 laps within just 3.807 seconds. “That was good advertising for touring car racing and the DTM,” said Head of Audi Motorsport Dr. Wolfgang Ullrich. “Never before were we as close to winning the Norisring race as we were today. Of course it’s too bad that we fell short of achieving this by such a narrow margin. But in the end, the small things count. Next year we’ll try again.”

With Tom Kristensen in eighth place, another driver from Audi Sport Team Abt Sportsline finished in the points. Mike Rockenfeller (Audi Sport Team Rosberg) in ninth was the best driver of a year-old A4. Martin Tomczyk, Katherine Legge and Markus Winkelhock took places eleven, twelve and 13.

After her fifth place in qualifying Katherine Legge again caused a sensation. The Briton posted the fastest race lap at 48.620 seconds which makes her the first woman in the history of the new DTM to have achieved this feat. Legge, however, gambled away her chances of scoring points by a totally bungled start that caused her to drop from fifth to 14th place.

Audi Sport Team Phoenix had to accept a total retirement. Alexandre Prémat retired on the 37th lap after body contact with Mercedes driver Paul Di Resta. His team-mate Oliver Jarvis was hit by the spinning A4 of Czech driver Tomas Kostka as early as on the starting lap.

A major effort by Audi Sport Team Rosberg’s crew of mechanics, who prepared Markus Winkelhock’s Audi A4 DTM overnight after the free-practice accident in which he was blameless, went unrewarded. The car was back on its wheels at six in the morning – but the race did not produce the points the crew had been hoping for after performing this outstanding feat.

After three of ten rounds Timo Scheider – now with a score of 17 points – continues leading the overall DTM standings. Mattias Ekström, with 14 points, ranks in fifth place. The next DTM race will be held on July 19, at Zandvoort (the Netherlands). Audi celebrated one-two-three-four victories there the last two years.

Summary: The Audi A5 Sportback – the best of three worlds
Audi is presenting a new vehicle concept – the Audi A5 Sportback. The five-door model with the long, flowing rear end unites the best of various vehicle genres: the emotion and elegance of a coupe, the comfort of a sedan and the practicality of a station wagon. The Sportback joins the Coupé and Cabriolet as the third member of the A5 model family.

The A5 Sportback will be rolling into Audi dealerships in September featuring an emotion-packed design, high everyday practicality, a sporty character and engines that are as efficient as they are powerful. Sales have already begun, with prices starting at 33,650 euros. A further, specially- priced model to follow in 2010 will make the A5 Sportback the entry-level model in the A5 model series.

Audi, the inventor of the Avant, is setting new trends in design with the A5 Sportback. The five-door coupe is defined by elegant lines. It is 36 millimeters (1.42 in) lower than the A4 Sedan; with its short front overhang, long wheelbase, wide track and the four frameless doors with their slender window lines, it is the very picture of sporty elegance.

The interior is spacious, offering uncompromising comfort in all four seats. The large luggage compartment hatch is harmoniously integrated into the long, tapered tail end with the flat C pillars; the spoiler lip underscores the tension-filled character. The luggage compartment volume of 480 liters (16.95 cu ft) nearly matches that of the A4 Avant and increases to 980 liters (34.61 cu ft) with the rear seats folded down.

The A5 Sportback follows the consistent path of innovative technologies at Audi when it comes to the drivetrain. All of the engines are highly-efficient direct injection models – TDI for the cultivated diesels, FSI for the gasoline engines – and all comply with the Euro 5 emissions standard. All models are equipped with a recuperation system that recovers energy during braking and deceleration and stores it temporarily in the battery.

Audi is initially offering three gasoline and three TDI engines, with three more engines to follow by mid-2010. The gasoline engines – the two-liter TFSI with 132 kW (180 hp) or 155 kW (211 hp) and the 3.2-liter V6 with 195 kW (265 hp) – are equipped with the Audi valvelift system for variable control of valvelift. The intelligent technology boosts performance while simultaneously reducing fuel consumption. The gasoline-powered models are equipped with the innovative, seven-speed S tronic transmission for lightning-fast gear changes.

The 2.0 TDI produces 125 kW (170 hp) and consumes on average a frugal 5.2 liters of fuel per 100 km (45.23 US mpg). It is coupled with the start-stop system, which further enhances fuel efficiency in city traffic. The 140 kW (190 hp) 2.7-liter TDI offers even more power. The 3.0 TDI, which also features the S tronic, puts out an impressive 176 kW (240 hp).

Like the two gasoline engines, the top diesel engine delivers its power to the quattro permanent all-wheel drive system. The two most powerful engines are optionally available with the newly developed sport differential, which variably distributes power between the rear wheels and provides even greater dynamics, driving pleasure and safety. The two TDI models with front-wheel drive, the 2.0 TDI and the 2.7 TDI, benefit from another Audi innovation: The ESP stabilization program with electronic front differential lock increases agility and prevents understeer.

The perfect complement is the Audi drive select vehicle dynamics system, which enables the driver to freely vary the throttle response characteristic, the shifting points of the seven-speed S tronic, and the boost provided by the servotronic steering system, which comes standard (from power outputs of 140 kW (190 hp) upwards). The system is offered as a modular package with at least one of the following three options: sport differential, adaptive shock absorber control or dynamic steering with variable boost.

Design
With the A5 Sportback, Audi has once again reinforced its position as the leader in automotive design. The five-door coupe features emotional and progressive styling to fascinate with powerful elegance and sporty proportions. It is 4.71 meters (15.45 ft) long and 1.85 meters (6.07 ft) wide, but only 1.39 meters (4.56 ft) tall – 36 millimeters (1.42 in) shorter than the A4 Sedan, for example. With the long wheelbase of 2.81 meters (9.22 ft), the short overhangs and the wide track (1.59 meters (5.22 ft.)) up front, 1.58 meters (5.18 ft.) at the rear), the A5 Sportback cuts a powerful figure on the road.

The front is marked with horizontal lines. The horizontal bars come to the forefront in the single-frame grille, which is framed with a narrow strip of anodized aluminum. Two lateral edges underscore the presence of the single- frame grille and extend over the hood as a powerful V contour.

The wide headlights are like technical works of art. A strut vapor-coated with chrome – the “wing” – separates the individual lamp chambers and imparts an unmistakable look. Typical for Audi, the daytime running lights are standard –as are the fog lights, which are mounted in the side air intakes and framed with a tasteful chrome ring.

Audi uses ellipsoidal halogen headlamps in models with engines below 140 kW (190 hp). The xenon plus units standard on the other models are available here as an option. With these headlamps, the daytime running light is provided by light- emitting diodes (LEDs) arranged in an arched strip. The LEDs are characterized by their distinct appearance and particularly low energy consumption. The dynamic cornering light system known as adaptive light is optionally available for all models.

The A5 Sportback’s sporty character is also immediately apparent when viewed from the side. The large wheels – 17-inch wheels are standard with sizes up to 20 inches available as options – are framed by a powerful body with a slender window strip. The C pillar runs rearward in a long, elegant wave. The pillar integrates a narrow third side window with an upward pointing tip – a homage to the Audi 100 Coupé S from 1969.

Typical Audi: the ratio of glass to sheet metal
The ratio of glass to sheet metal surfaces is between one-third and two-thirds, a characteristic Audi proportion. The sharp edges in the sheet metal are also characteristic of the brand. They mark the edges of tautly muscular, convex/concave surfaces and subdivide the profile – the elegantly curving shoulder line runs below the window sill; the dynamic line above the door sills. The exterior mirrors with their LED turn signals add further fine touches.

Horizontal lines also emphasize the width at the tail. The spoiler lip on the large luggage compartment hatch has a contrasting look. Except for the 2.0 TDI, the exhaust system’s tailpipes run separately down the left and right sides. All models feature straight pipes, even with the TDI engines. The pipes are thus a visual cue indicative of the low emissions – after all, particulate filters have long been standard on Audi models.

The two-piece tail lights taper inward; if equipped with xenon plus headlights, LEDs form a distinctive ring-like light pattern. The third brake light is integrated into the vehicle contour as a narrow strip on the upper edge of the rear window. 24 individual light-emitting diodes produce a homogenous light here rather than
point lights. With this new technology, Audi once again underscores its leading role in the world of LED technology.

A5 Sportback buyers can choose from a palette of 15 paint colors. The solid colors are called Ibis White, Brilliant Black and Brilliant Red. The effect finishes go by the names Ice Silver, Amethyst Gray, Dakar Beige, Sphere Blue, Condor Gray, Aruba Blue, Lava Gray, Phantom Black, Garnet Red, Deep Green, Deep Sea Blue and Meteor Gray.

For many Audi customers, the design is a prominent factor, and often the primary factor, in the buying decision. This will certainly also be the case with the A5 Sportback. Its future buyers are expected to be somewhat younger than the customers for the A4 Sedan and Avant. They enjoy a high standard of living, are oriented toward sport, prestige and lifestyle, and are often self-employed in creative professions. They are technology enthusiasts and appreciate new intelligent concepts.

The mid-size premium segment is Europe is stable – emotion-packed new models like the Audi A5 Sportback have very good prospects. Audi plans to sell the vast majority of the volume in Western Europe, with a good third of total sales expected to remain in Germany. Great Britain is expected to be the second-largest sales market, followed by France, Italy and Spain.

Body
The foundation for the qualities that characterize the Audi A5 Sportback is the high body stiffness, which provides the basis for the precise, sporty handling, the superior ride comfort, the high crash safety and the tranquility on board. Oscillations and vibrations are practically imperceptible to the driver and passengers – including those transmitted through the steering wheel and the seat, which comprise the interface to the vehicle.

Audi uses a wide range of state-of-the-art technologies to build the body-in-white. These include hot-shaped steel sheets, most of which are fabricated in the Ingolstadt plant where the A5 Sportback is produced. The tailored blanks of boron alloy steel are heated to 950 degrees Celsius in a continuous furnace and immediately quenched and shaped in a water-cooled die.

This imparts them with an extremely high tensile strength. You could hang six Audi A5 Sportback cars weighing a total of ten tons from a strip of this material two millimeters (0.08 in) thick and 30 millimeters wide (1.18 in). Hot-shaped steels are very light, and profoundly impact the weight balance. The A5 Sportback 2.0 TFSI weighs only 1,500 kilograms (3,307 lb).

Consistent use of lightweight construction: aluminum front fenders
Hot-shaped steels are used in the side sills, the longitudinal members, the center console, the B-pillars and the front cross members. Audi uses the ideal material in each area. The front fenders of the A5 Sportback are made of aluminum, and they, too, reduce the weight and contribute to the finely balanced distribution of axle loads.

The joining technologies also underscore the state-of-the-art character of the body structure. A structural adhesive enhances strength in many areas. Innovative laser- beam welding is used at the sills and the doors.

The area below the luggage compartment hatch and the invisible joint between the side of the car and the roof, on the other hand, are joined with the utmost of precision by means of plasmatron brazing. Unlike many of the competitors’ cars, the A5 Sportback does not require an overlay on the roof.

Here, Audi’s high-tech character and quality approach are evident, complemented by close joins throughout the body.

The five-door coupe glides smoothly through the wind. The drag coefficient is 0.29 for the four-cylinder models; the front face measures a uniform 2.18 square meters (23.47 sq ft). Painstaking fine-tuning in the wind tunnel, which includes a paneled aerodynamic underbody, are among the air flow optimizations implemented.

The Audi A5 Sportback protects its occupants with cutting-edge technology. Full- size airbags stand at the ready in case of a frontal collision. A sensor reports the seating position to the control unit so that it can adaptively trigger the belts and airbags – and that means the best possible protection for passengers large and small in all types of collisions.

The side airbags, which are optimally positioned in the front seats, and the large- volume head airbag system provide protection in the event of a side impact. The integral, specially developed headrest system stands at the ready on the front seat in the event of a rear end collision. This technology ensures that the headrests securely support the head early in the crash process and thus help to counter the risk of whiplash.

Interior and trunk
Thanks to its long wheelbase, the A5 Sportback has a spacious interior in which passengers sitting in all four seats will enjoy plenty of room. The A5 Sportback offers much better leg and shoulder room than the A5 Coupé, its dimensions being only few millimeters short of those of the A4 Sedan.

The long doors open wide to afford very easy entry and exit, and the car has a very unique, coupe-specific touch: All four side windows are frameless.

The Audi A5 Sportback is designed as a four-seater. Compared to the A4, the rear seats are mounted slightly lower and somewhat farther forward. An armrest is standard, with two additional cup holders available as options. The front seats are sportily low and sculpted for perfect ergonomics; they can be precisely adjusted and offer perfect control and support. Audi offers a fine array of options, including sport seats with large side bolsters, extendable thigh rests and a four- way power-adjustable lumbar support in addition to fully power-adjustable seats with an optional memory function. The greatest comfort is offered by the climate-controlled comfort seats, in which small fans with an automatic heating function ensure that the driver and passengers neither sweat nor freeze.

There is another option that proves to be very pleasant on long drives: the sliding center armrest with storage compartment and power outlets. There is also an optional storage package with additional nets and compartments under the front seats.

Also typical for Audi is the generous selection of coverings for the entire range of seats. It ranges from the standard Arcade cloth to a combination of leather and Alcantara to fine Valcona leather. The range of colors includes black, pale gray, lunar silver, cinnamon and cardamom beige in a various combinations.

The headlining is available in black, star silver and linen beige; the carpet in black, quartz gray and coriander beige. Inlays come standard in Micrometallic platinum; aluminum and three types of wood – dark burl walnut, light ash and medium-brown laurel, a wood from Chile – are available as options.

Fine materials: luxurious interior
The interior of the A5 Sportback is a treat for the senses. Elegant design touches, perfect ergonomics, high-grade materials and uncompromising craftsmanship impart a harmonious overall impression. Teardrop-shaped chrome frames surround the two large instruments and secondary indicators. The high-mounted, central onboard monitor is standard, as is the three-spoke leather sports steering wheel.

Flowing lines link the cockpit visually to the door linings; the center console is inclined toward the driver. It always comes with the convenient and ingenious MMI operating system. With its intuitive, easy-to-understand menu system, the large buttons and the central control knob on the middle tunnel, it is the best solution on the market. There is a lot of room on the tunnel. Instead of a conventional mechanical parking brake, Audi uses an electromechanical system that gets by with just a small button. The control button for the starting assist function is also located here.

The luggage compartment is another of the Audi A5 Sportback’s strengths. The long hatch with the electrically actuated lock opens to provide access to a large, very usable luggage compartment with plane walls lined with fine materials in the same color as the interior appointments. Its pass-through width measures exactly one meter (39.37 in), and the low loading lip is protected by a strip of stainless steel. In its standard configuration the luggage compartment has a volume of 480 liters (16.95 sq ft). If you fold down the rear seat backs – an effortless procedure – this increases to 980 liters (34.61 sq ft).

Among the practical details are the standard hooks for hanging up shopping bags and lugs for securing larger loads. A fixed cover shields the long luggage compartment from curious gazes. Audi has come up with a clever solution to prevent it from being a nuisance during loading: The cover is divided into two parts. The shorter part latches laterally into the mountings integrated into the luggage compartment lining; the longer latches to the hatch. When the hatch is opened, the cover moves upward with it and fits precisely with the shorter part when the hatch is closed.

Audi offers an entire range of additional solutions as options. One of these is a load-through hatch between the rear seat backs that also includes an integrated removable bag for skis and snowboards. The optional reversible mat is intended for the transport of soiled objects – one side is made of velour, the other is rubberized. The luggage compartment package includes a 12V outlet, a storage net, a tie strap, additional bag hooks and a luggage net.

With the optional removable trailer hitch, the A5 Sportback can pull loads up to 2.1 tons (braked, eight percent gradient). Available accessories include roof, ski and luggage boxes as well as bike and kayak racks.

Engines
Audi has also consistently turned to innovative technologies for the engines. The
A5 Sportback will be available with three TDI and two FSI engines at launch, with three additional engines to follow by mid-2010. All of the engines prove that efficiency and dynamic performance are not mutually exclusive, but rather build on one another. Audi’s success in motorsports confirms the power of this philosophy: The R8 FSI and R10 TDI racing cars have recorded eight overall victories in the 24 Hours of Le Mans, the world’s most grueling circuit course race.

On the road, the TDIs from Audi have been at the forefront of efficiency technology since their introduction 20 years ago. No other power plant can match the ratio of power to low fuel consumption offered by the turbocharged diesel with direct fuel injection.

The 2.0 TDI in the Audi A5 Sportback sets standards. The four-cylinder unit consumes on 5.2 liters of fuel per 100 km (45.23 US mpg) on average, which corresponds to CO2 emissions of 137 grams per km (220.48 g/mile). Yet it is a powerful engine, producing 125 kW (170 hp) and 350 Nm (258.15 lb-ft) of torque from only 1,968 cubic centimeters of displacement. The Audi A5 Sportback sprints from zero to 100 km/h (62.14 mph) in 8.7 seconds and accelerates up to a top speed of 228 km/h (141.67 mph).

The two-liter diesel delivers its power to the front wheels via a manual transmission. A version with quattro drive will be available in the fall. Also appearing at the same time will be a second version of the 2.0 TDI that produces 105 kW (143 hp) and 320 Nm (236.02 lb-ft) of torque. This engine will be coupled with the stepless multitronic automatic transmission.

The 2.0 TDI is a high-tech diesel. Its specially modified fan belt drive, two balance shafts and the shroud reduce vibrations. Dual camshafts actuate 16 valves in the cylinder head. Switchable swirlers in the intake manifold adapt the inflow of air to the prevailing load and engine speed. A highly modern controller manages the work of the common rail injection system, which develops pressures as high as 1,800 bar – far more than the weight of the car on a square centimeter. The high pressure enables extremely fine vaporization of the fuel and thus the excellent mixture preparation.

Precision: tiny injection volumes
The injectors have eight-port nozzles and operate according to the piezo principle, in which hundreds of tiny ceramic platelets are packed on top of each other. When an electric voltage is applied, they change their crystalline structure – the platelets expand slightly and this movement is transmitted to the injection needles.

The injectors close again after only one to two milliseconds – in some cases after having injected less than one thousandth of a gram of fuel. In the 2.0 TDI there are as many as five injections per work cycle. This ensures a finely moderated increase in pressure in the cylinder and a soft combustion process, which is of substantial benefit to the engine acoustics.

The turbocharger also has a part in this concert. Its adjustable vanes on the exhaust side enable the harmonious and agile development of torque. When the driver steps hard on the gas with the engine at low revs, the blades are flattened. The smaller inlet cross-section forces the exhaust gas to flow in at higher speed. The turbine wheel turns faster, the pumped volume of fresh air increases and the boost pressure builds up instantly. A pulse damper reduces the vibrations of the turbocharger.

Thanks to this technology and a special piston geometry, the 125 kW (170 hp) 2.0 TDI units redline at an unusually high 5,400 rpm and feature improved thermodynamics in the combustion chambers. Up to 60 percent of the exhaust gas can be recirculated, resulting in a relatively cool and oxygen-lean combustion and thus low raw emissions of oxides of nitrogen.

The exhaust gas recirculation system achieves particularly effective cooling. Like all of the engines in the model series, the A5 Sportback 2.0 TDI complies with the Euro 5 standard.

State of the art: the V6 TDI units
The two V6 TDI units are also state-of-the-art diesel engines. Their serene character, their mighty torque and cultivated running behavior represent a modern, intelligent form of sportiness. Their crankcases are made of vermicular graphite cast iron, a sophisticated type of cast iron that is particularly lightweight and strong. A bundle of complex measures improve efficiency by reducing the internal friction of the crankshaft drive. The V6 TDI units also feature variable geometry turbochargers, common rail piezo injection systems and a high-performance exhaust gas recirculation system.

The 2.7-liter engine produces 140 kW (190 hp) and 400 Nm (295.02 lb-ft) of torque between 1,400 and 3,250 rpm while consuming only 6.0 liters of fuel per 100 km (39.20 US mpg) in the EU driving cycle. The smaller of the two V6 TDI units, it displaces 2,698 cubic centimeters and is paired with front-wheel drive and a manual transmission. It brings the A5 Sportback to highway speed in 8.2 seconds on its way to a top speed of 235 km/h (146.02 mph). The multitronic will be available as an option starting this fall.

Displacing 2,967 cc, the three-liter engine generates 176 kW (240 hp) and applies 500 Nm (368.78 lb-ft) of torque to the crankshaft between 1,500 and 3,000 rpm. The sprint from zero to 100 km/h (62.14 mph) takes 6.1 seconds. Top speed is electronically limited to 247 km/h (153.48 mph). The top-of-the-line diesel’s average fuel economy is 6.6 liters/100 km (35.64 US mpg). The seven-speed S tronic delivers the engine’s power to the quattro permanent all-wheel drive system. A model with a manual transmission will follow in the fall.

State-of-the-art technologies: the gasoline engines
The gasoline engines in the Audi A5 Sportback also use state-of-the-art technologies – FSI direct fuel injection, the Audi valvelift system for the variable control of valvelift and, in the case of the 2.0 TFSI, turbocharging. The combination unites a free-revving character with pulling power and solves an age- old problem of turbo technology – the high temperatures and the resultant tendency to knock.

Because the directly injected fuel cools the combustion chamber by means of its profound swirling, Audi can use a higher compression ratio in the TFSI for improved efficiency. The package has so far convinced more than 1.3 million buyers, as well as the experts: Just a few days ago, an international jury of journalists awarded the four-cylinder unit the title of “Engine of the Year” in its class for the fifth year in a row.

The primary characteristics of the two-liter engine are the adjustable intake cam shaft and the two balance shafts, which provide for low-vibration operation. The 2.0 TFSI has been rigorously optimized in important areas such as the cylinders and the connecting rod bearing shells for minimal friction. The oil pump is operated under volumetric flow control and at two speeds, which also reduces the consumption.

The 2.0 TFSI also demonstrates the advanced state of Audi technology in the area of fuel injection. Six-port nozzles admit the fuel into the combustion chambers at a pressure of 150 bar – further support for efficient combustion is provided in the form of valves that swirl the charge. The turbocharger is water-cooled, and its turbine blades and vanes have been optimized for improved startup performance. The intercooler also combines high efficiency with low weight and small size.

The Audi valvelift system in the two-liter TFSI ensures that lift of the exhaust valves is switched in two stages depending on need. This reduces flushing losses in the combustion chamber and also ensures that the optimal flow of the exhaust gas is directed to the turbocharger. The driver notices this effect in the form of instant development of torque, increased performance and reduced fuel consumption.

Audi offers two versions of the 1,984 cc 2.0 TFSI. The more powerful of the two puts out 155 kW (211 hp) and 350 Nm (258.15 lb-ft) of torque, the latter over a wide range between 1,500 and 4,200 rpm. Coupled with the seven-speed dual clutch S tronic transmission and the quattro permanent all-wheel drive system, it accelerates the five-door coupe to 100 km/h (62.14 mph) in 6.6 seconds and can keep going up to a top speed of 241 km/h (149.75 mph). The average fuel economy of 7.4 liters of fuel per 100 km (31.79 US mpg) testifies to the high efficiency. Three additional variants will be introduced during the course of the year: quattro all-wheel drive with manual transmission and front-wheel drive with multitronic or six-speed manual transmission.

The second version of the 2.0 TFSI is intended exclusively for use in combination with front-wheel drive and will be coupled with either a manual or multitronic transmission. In this configuration the two-liter engine produces 132 kW (180 hp) and 320 Nm (236.02 lb-ft) of torque, which is available between 1,500 and 3,900 rpm. Another smaller TFSI engine – a 118 kW (160 hp) 1.8-liter unit that drives the front wheels via multitronic – is scheduled to follow in early 2010. Audi will add a manual version, also in 2010, as a particularly inexpensive entry- level model.

The strongest engine in the A5 Sportback is the 3.2-liter FSI – which also uses the AVS. In this case, the valve lift controller affects the intake valves. The system adjusts the volume of intake air over a wide range. The throttle can also remain wide open even at part load, reducing throttle losses and improving efficiency. The engine breathes freely – torque and power increase, which in turn permits a long gear ratio, further reducing consumption.

The characteristics of the V6 displacing 3,197 cc are the compact size and low weight. Its crankcase is made of an aluminum/silicon alloy. The overall weight of the car and the distribution of axle loads benefit as a result. Other high-tech solutions include the variable intake manifold, the friction-optimized control chains for the cam shafts and the high-efficiency oil pump.

The sonorous, highly-cultivated V6 churns out 195 kW (265 hp) and 330 Nm (243.4 lb-ft) of torque, which is available between 3,000 and 5,000 rpm. Paired with S tronic and quattro all-wheel drive, it accelerates the A5 Sportback to 100 km/h (62.14 mph) in 6.6 seconds on the way to a governed top speed of 250 km/h (155.34 mph). Its fuel consumption averages just 9.3 liters per 100 km (25.29 US mpg).

Recuperation: energy recovery standard
Audi uses its new technologies from the modular efficiency platform in the A5 Sportback. All models are equipped with a recuperation system that makes use of the kinetic energy during deceleration. During the coasting and braking phase, the alternator can convert the kinetic energy into electrical energy that is stored temporarily in the battery.

When the five-door coupe accelerates again, the battery feeds the energy back. This improves fuel efficiency by reducing the load on the alternator, which is driven by the engine. Furthermore, all models with a manual transmission are equipped with a gear-change indicator that recommends a gear to the driver for optimal efficiency.

The A5 Sportback in combination with the either of the two 2.0-liter engines and a manual transmission comes standard with the new start-stop system from Audi. When it comes to a stop at a traffic light or an intersection, the shift lever is in neutral and the driver’s foot has been taken off the clutch, the system’s control unit shuts down the engine.

On a hill or a downgrade, the brake system maintains the brake pressure unless the slope is greater than 10 percent. A powerful starter restarts the engine quickly and conveniently as soon as the driver fully depresses the clutch. While the driver puts the vehicle in gear, the engine speeds up; by the time the driver releases the clutch, it has reached idle speed.

Powerful battery: works even in the deepest of winter
The start-stop system works with a particularly strong battery that continues to function even at very low outdoor temperatures. Only during the initial warmup period of the engine is the battery still inactive so that the motor oil, the coolant and the interior can be brought to temperature more quickly. The driver can deactivate the start-stop system at any time by pushing a button.

In the standardized driving cycle, the start-stop system reduces consumption by roughly 0.2 liters/100 km, which corresponds to approximately five grams of CO2/km (8.05 g/mile). The gain in efficiency is significantly greater in everyday driving. A majority of daily drives are less than ten kilometers in length and pass numerous traffic lights. It is in this scenario that the system achieves its greatest effect.

The new start-stop system is linked to another new solution from the modular efficiency platform – the driver information system with efficiency program. It has a special, particularly striking gear-change indicator and continuously analyzes the flows of electricity within the vehicle. If desired, it can also show detailed energy consumption figures for consumers such as the air conditioning or rear window defroster, which can be as much as one liter more per 100 kilometers. The system gives the driver tips, if necessary, such as to close the windows while the air conditioner is on.

Drivetrain
Audi provides a choice of three different transmissions for the A5 Sportback. The 2.0 TDI with 125 kW (170 hp) and the 2.7 TDI roll off the assembly line with a six-speed transmission with minimal internal friction. It features short, supple and precise throws with the typical Audi feel. Still to come are the 1.8 TFSI, both versions of the 2.0 TFSI and the 3.0 TDI with manual transmission.

The multitronic continuously variable automatic transmission is impressive for its smooth operation, high efficiency and wide-spaced, fuel-saving gear ratios. The multitronic offers a sport mode and a manual mode with eight simulated gear ratios for even more driving pleasure.

The multitronic models will follow shortly after the launch of the A5 Sportback. These are the 2.0 TDI with an output of 105 kW (143 hp), the 1.8 TFSI and both versions of the 2.0 TFSI.

The 2.0 TFSI quattro, the 3.2 FSI quattro and the 3.0 TDI quattro are paired with the seven-speed S tronic. The high-tech dual-clutch transmission changes gears within a few hundredths of a second and does so with such serenity that the driver barely notices. Its high efficiency and long gear ratio in seventh gear benefit fuel consumption. The driver can let the seven-speed S tronic shift automatically or interact, if desired, via rocker switches on the steering wheel.

The seven-speed S tronic comprises two separate transmissions and integrates two nested multi-plate clutches that control the various gears. The outer clutch directs the torque via a solid shaft to the gear wheels for the gears 1, 3, 5 and 7. The inner clutch directs the torque via a hollow shaft revolving around the solid shaft to the gear wheels for the gears 2, 4 and 6 as well as reverse.

Both transmission structures are continuously active, but only one is connected to the engine at any one time. For example, when the driver accelerates in third gear, the fourth gear is already engaged in the second transmission structure. The change of gear occurs by changing the clutches. The mechatronics module, a compact block comprising controllers and hydraulic actuators, controls all shift and clutch operations with extraordinary precision, even when maneuvering centimeter by centimeter.

The power flows from the output shaft to the center differential of the quattro permanent all-wheel drive system, which distributes it in two directions. Normally 60 percent flows to the rear differential and 40 percent to the front differential – a sporty characteristic. When a wheel begins to slip, the mechanical center differential instantly and automatically transfers most of the power to the axle with the better traction. Up to 85 percent can be directed to the rear wheels and up to 65 percent to the front wheels.

Audi plans to introduce models featuring a manual transmission and quattro drive paired with a 2.0 TDI producing 125 kW (170 hp) and a 2.0 TFSI with 155 kW (211 hp) by the end of the year, when the 3.0 TDI quattro, also with six-speed manual transmission, will become available.

Even more dynamic: the new sport differential
The dynamics of the Audi A5 Sportback with quattro drive can be further enhanced by an optional technology – the new sport differential available for the 3.0 TDI quattro and the 3.2 FSI quattro.

The sport differential distributes the drive power in continuously variable proportions between the rear wheels. When steering into or accelerating in a curve, the majority of the torque is sent to the outside wheel, literally pushing the car into the curve. The sport differential nips any tendency toward oversteer or understeer in the bud. With a short reaction time of under 100 milliseconds, it is even faster than the ESP stabilization program; it reacts just as effectively while coasting as it does under load.

The sport differential is a new type of rear-axle differential. A superposition gear comprising three gear wheels was added to both the left and right sides of the classic differential; it rotates ten percent faster than the drive shaft. A multi-plate clutch actuated by an electrohydraulic actuator provides the power connection between the shaft and the superposition gear.

When the clutch closes, it forces the higher speed of the superimposed gear onto one of the wheels. The additional torque is drawn off of the opposite wheel via the differential. In this way nearly all of the torque can be directed to one wheel. The maximum difference between the wheels is 1,800 Nm (1,327 lb-ft).

The secret to the effectiveness and fast reaction speed of the system lies in the proprietary Audi management software. The controller quickly recalculates the ideal distribution of the forces for each driving situation as a function of the steering angle, yaw angle, lateral acceleration, speed and other information.

The optional sport differential is integrated into the Audi drive select dynamic control system; its function can be adapted to the wishes of the driver. The “comfort” mode is primarily aligned to the demands of driving safety and stability, providing heavy damping of load changes. The “auto” mode is the balanced setting, and in “dynamic” mode the system is particularly sporty, ensuring that load changes are both agile and easily controlled.

Chassis
The Sportback draws on all of the high-end skills of the A5 series for the chassis as well. The five-door coupe shines with sporty handling, superior stability and good ride comfort. The Audi A5 Sportback turns in quickly and willingly, takes all manner of corners at high speed and with great stability, finding good traction at the exit point of the curve.

There are a number of good reasons for these strong points. Among the most important are the high body stiffness and the balanced distribution of axle load. As in the entire A5 series, the front axle is moved far to the front of the Sportback as well. This was made possible by the unusual arrangement of the powertrain components. The differential, which determines the position of the axis, is mounted directly behind the longitudinally installed engine and thus in front of the clutch or torque converter. The battery was moved to the luggage compartment for better balance.

A lot of technology went into the chassis itself. All major components of the front and rear suspensions are made of aluminum, which greatly reduces the unsprung masses. The front wheels are mounted on a five-link axle that can absorb separately the longitudinal and lateral forces acting upon it. Bearings are stiff in the lateral direction for sporty precision and soft and supple in the longitudinal direction.

The front axle and the engine are fastened to an auxiliary frame that is rigidly bolted to the front section of the car. The high rigidity facilitates the spontaneous generation of steering force. The steering box, mounted low and far forward, transmits the steering commands directly to the wheels.

Precise and efficient: the steering
The rack-and-pinion steering with its 16.1:1 ratio is sporty and direct. It connects the driver with the road and provides precise and finely differentiated feedback. The system’s regulated vane pump only provides as much hydraulic energy as is needed at the moment. The speed-sensitive servotronic is standard with the 2.0 TFSI with 155 kW (211 hp) and the V6.

The A5 Sportback has a self-tracking, trapezoidal link rear suspension. It is also mounted on an auxiliary frame and is very compact in the interest of luggage compartment space. The rear suspension is identical in the front-wheel-drive and quattro versions. The springs and shock absorbers – the latter with small supplemental stop springs – are mounted separately on the wheel carriers, making it possible to combine high ride comfort with sporty precision.

Audi will install a sport suspension upon request. Three variants are available – a tauter setup with or without controlled dampers and an S line sports suspension that lowers the body by 10 millimeters (0.39 in).

The Audi A5 Sportback has large, powerful brakes that can be very precisely metered. The 2.0 TDI and the 2.0 TFSI with 132 kW (180 hp) have 314 millimeter (12.36 in) discs up front and 300 millimeter (11.81 in) discs at the rear. The front discs are particularly effective at quickly dissipating the heat generated during braking: The two friction rings are connected by hundreds of small metal cubes through which a high volume of cooling air can flow in a very short period of time.

The models with the V6 engines and the 2.0 TFSI with 155 kW (211 hp) feature front discs measuring 320 millimeters (12.6 in) in diameter. The calipers are made of a composite material. The piston housing is made of aluminum and dissipates heat very well. The lightweight brake calipers are extremely stiff; the discs and cover plates are also very light.

The Audi A5 Sportback rolls standard on 7.5 J x 17 six-spoke, forged alloy wheels shod with 225/50 tires. Two additional 17-inch wheels, four 18-inch wheels, one of which in an A5 Sportback-specific design, and three 19-inch wheels are available as options. The top of the line is a 9 J x 20, seven twin-spoke cast wheel shod with 265/30 tires. All versions of the A5 Sportback are equipped with a tire pressure monitoring display.

The front-wheel-drive versions of the Sportback come standard with a new technology from Audi: The latest generation of the highly effective ESP stabilization program from the A5 Coupé and Cabriolet now includes a new electronic differential lock. The system works like a mechanical locking differential. It makes the already agile handling more neutral by preventing understeer and improving traction. The new function improves the driving dynamics when driving through curves under load and on both wet and dry road surfaces. The driver benefits from a more instantaneous and precise steering reaction and greater track stability. Traction in corners is also improved. The car can be steered with less steering effort.

These advantages are achieved with no additional components and thus no added weight, instead being provided by sophisticated software in the ESP. As soon as the electronics detect that the load on the inside wheel of the powered front axle is reduced too much and the wheel loses traction, it initiates brief, controlled braking. This redirects the excess torque to the outside wheel, which due to the greater dynamic wheel load is capable of delivering more power to the road.

This shifting of the wheel torques generates a yawing moment around the vertical axis and the A5 Sportback turns ever so slightly – and for the driver almost imperceptibly – into the radius. And it also accelerates out of tight curves with absolutely no tire slip, exactly as if it were on rails. Road behavior is even more precise, agile, stable and neutral, further enhancing the subjective confidence in the car. The new system provides an additional degree of safety even when driven with restraint.

High-end technology: Audi drive select
A5 Sportback customers can also order an optional Audi high-end technology that is unmatched by the competition – the Audi drive select dynamic control system. It enables the driver to access all of the technical components relevant to driving dynamics and vary their function by switching between three modes – “comfort,” “auto” and “dynamic.”

If an MMI navigation system is on board, a fourth mode – “individual” – is available. This mode enables the driver to freely compose his or her own custom settings from a large number of parameters.

Audi drive select influences the engine’s throttle response characteristic, the shift points of the seven-speed S tronic and the boost of the servotronic steering. The modular structure of the system means that it needs to be combined with at least one of three other technologies – the sport differential, adaptive shock absorber control or dynamic steering.

The electronic shock absorber control system uses CDC (continuous damping control) shock absorbers. Their electromagnetically actuated valves control the flow of hydraulic fluid between the inner and the outer tubes by opening orifices of different sizes. A large cross-section provides a soft damping characteristic, and a small cross-section provides a taut characteristic. A fast controller continuously analyzes the signals received from 14 sensors and calculates the optimal damping per wheel in extremely short intervals – 1,000 times per second.

The dynamic steering: always the perfect ratio
Dynamic steering is another pioneering technology from Audi. It varies the steering ratio by nearly 100 percent as a function of driving speed and the mode specified by Audi drive select. The heart of the system is a superposition gear integrated into the steering column and driven by an electric motor. Known as a harmonic drive, the low-friction unit is compact and light, free of play in operation, and precise. It can transmit immense amounts of torque and is very efficient.

At low speeds, the system is very direct and boost is also very high, which makes parking extremely easy. At moderate highway speeds, the system becomes less direct and provides less power assist. At top speeds, an indirect steering ratio and low level of power assist facilitate steady tracking.

The dynamic steering works together with the ESP stabilization program to provide sportiness and driving safety. Because it can make steering corrections in less time than the brake system needs to build up pressure at the wheels, it eliminates the need for many braking actions, and driving therefore becomes faster and more fluid. Dynamic steering counters oversteer caused by load changes as well as understeer, and also provides valuable assistance when braking on surfaces with different coefficients of friction.

Equipment and trim
Audi did not design the A5 Sportback as a niche model, but expects solid volumes – a realistic outlook considering the complete package of strong qualities and the very competitive prices. The 125 kW (170 hp) costs only 36,050 euros, and the 1.8 TFSI with manual transmission to follow in 2010 as the new entry-level model of the A5 family will be even more affordable.

The base version of the Audi A5 Sportback is already generously equipped. It comes standard with 17-inch alloy wheels, a tire pressure monitoring display, fold-down rear seat backs, an easy-to-use and highly efficient deluxe automatic air conditioning system, a leather sport steering wheel and the chorus audio system including a CD player and eight speakers.

A number of other fine features round out the standard equipment. These include an electromechanical parking brake, six airbags, belt tensioners and force limiters, Isofix child seat preparation, the recuperation system for the recovery of braking energy, fog lights, heated and power-adjustable exterior mirrors, four power windows and an intelligent ignition key that automatically stores service-relevant

The 2.0 TDI and 2.0 TFSI with manual transmission come equipped with special technologies to further improve their already high efficiency – a start-stop system that significantly reduces fuel consumption in city traffic, and a driver information system with efficiency program. It includes a gear-change indicator similar to the one found in the other versions with manual transmissions.

A novel electronic differential lock is integrated into the ESP stabilization programs in front-wheel-drive models for even better dynamics and traction.

Models having engines producing at least 140 kW (190 hp) come standard with two more sophisticated technical modules on board: The servotronic steering automatically adapts steering boost to the driving speed, and the xenon plus headlights are combined with LEDs for the daytime running lights and the tail lights.

In addition to this attractive level of standard equipment, Audi also offers a long list of options that bring premium-class luxury to the five-door coupe. Adaptive light supplements the xenon plus headlights with dynamic cornering lights. The high-beam assistant automatically switches between the low and the high beam. The convenience key can now stay in the jacket pocket – the doors are opened by radio and the car is started by pushing a button. The starting assist function adds additional functions to the electomechanical parking brake, and the deluxe automatic air conditioning regulates the temperature in three separate interior zones.

Other interesting options include side airbags in the back, a light and rain sensor, an interior lighting package with discreet lamps, an auxiliary heating system and an alarm system. When it comes to the chassis, the program is complemented by the Audi drive select system, the sport differential for the quattro permanent all- wheel drive system (for the two most powerful V6s), the sport suspension with damper control, and two conventional sport suspensions. Wheels are available in 17, 18, 19 and 20 inch sizes.

Radar and camera: the assistance systems
A whole range of innovative assistance systems make driving even more relaxing, more controlled and safer. The adaptive cruise control with the integrated Audi braking guard uses radar technology to maintain the distance to the car in front. The integrated Audi braking guard provides the driver with advance warning of an impending collision and assists with braking. Audi side assist also uses radar to make lane changes safer. Audi lane assist uses a camera to help the driver stay in the lane. The Audi advanced parking system uses the rear-view camera to display the area behind the car on the onboard monitor.

Audi also offers an entire system of technology modules in the attractive, futuristic field of multimedia technology. The concert radio with CD has a memory card reader for music files and an AUX-in port for connecting an MP3 player. A 6.5-inch color monitor and eight speakers round out the package. The symphony radio adds a six-disc CD changer.

Positioned above the audio systems are the state-of-the art MMI navigation and MMI navigation plus systems. The smaller model, which reads data from a DVD, already includes a color display, a slot for memory cards and voice control. It can be upgraded to include a digital radio receiver, a CD changer, a high-performance Bluetooth link for cell phones and an interface for the full integration of an iPod. A center-mounted color display in the instrument panel is also available here.

The top-of-the-line MMI navigation plus is a high-tech media center. The high-resolution, seven-inch color monitor presents the map in either a conventional or a topographic view; city models and points of interest are shown in 3D. A 40 GB hard drive stores the map data, the music files and the user’s contacts. The voice input system recognizes whole words. The radio module features a multiple tuner, and there is a player for audio and video DVDs that can be controlled very easily via a special joystick function for the MMI control unit.

A number of high-quality expansion modules are also available for the MMI navigation plus, such as an analog/digital TV tuner. The luxury sound system from Bang & Olufsen transforms the A5 Sportback into a rolling concert hall – a 505 watt 10-channel amplifier powering 14 high-performance speakers.

Another high-end option is the Bluetooth car telephone. It uses a radio link to copy the card data from the user’s mobile phone if the phone honors the SIM Access Profile standard.

Dynamic look: the S line packages
Audi has put together two S line packages for customers with particularly sporty tastes. The S line sport package combines a tauter suspension setup and lowered body with larger wheels. Interior extras include sport seats covered in cloth and leather, a special leather sport steering wheel, a leather shift lever knob, inlays in brushed aluminum and color-coordinated floor mats. S line badges adorn the fenders, the door sill trims and many interior parts. The special exterior finishes Monza Silver and Misano Red are also available through the S line sport package.

The S line exterior package is also available from Audi as an alternative or in addition to the sport package. Its most important elements are unique bumpers and distinctive features on the side air intakes, on the diffuser and on the tailpipes. Side sill trims painted in the body color and S line badges on the door sill trims and the front fenders round out the program.

Source: Audi Group