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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Scania recorded an operating profit of €48 million.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The Concept

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

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

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

Audi e-tron – The Holistic Approach

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

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

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

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

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

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

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

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

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

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

• The driver is provided with clear and comprehensive information.

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

Design and Package

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

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

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

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

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

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

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

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

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

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

Interior and Control Concept

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

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

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

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

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

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

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

Drive System and Energy Supply

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

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

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

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

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

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

Making its Automotive Debut: The Heat Pump

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

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

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

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

Driving Dynamics

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

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

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

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

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

Car-to-x Communication

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

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

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

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

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

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

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

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

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

• Audi developing a holistic approach for electric driving

• New project house unites creativity and expertise

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

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

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

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

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

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

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

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

One focal point: the battery

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

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

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

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

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

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

Capable partners from science and industry

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

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

Source: Audi Group

The world’s largest Audi Centre – West London Audi – is officially being launched with a huge party for the capital’s top glitterati. Among the guests will be Bryan Ferry, Gordon Ramsay, Dominic Cooper, Jamie and Louise Rednapp, Phil Glenister, Keeley Hawes, Rupert Penry Jones, James Cordon, Ronan Keating, Beverley Knight, Davina McCall, Sir Bobby Charlton and Sir Jackie Stewart.

The imposing new building, which represents a major investment of £45 million by Audi UK, consolidates the brand’s position as one of the global leaders in prestige car manufacturing.

Six years in the planning and execution, the stunning new 190,000 sq ft Audi Centre is prominently located adjacent to the elevated section of the M4. Its seven storeys incorporate three showroom floors capable of displaying as many as 116 cars, and two basement levels housing a 32-bay workshop and extensive parking facilities. The top two storeys are given over to the Audi quattro Rooms – a business and creative complex which operates as a conference centre.

The highly distinctive curved structure conceived by architects Wilkinson Eyre, famous for the design of the Gateshead Millennium Bridge, provides an impressive showcase for the fast expanding 33 model Audi range.

The basement levels are an engineering marvel – they are built below the water table level (and the River Thames) and extend on all sides right up to the boundary lines of the premises.

“In its scope, size and complexity, West London Audi is like nothing we’ve built before. It is 100 times more complicated than a normal retail centre,” says Jeremy Hicks, director of Audi UK. “The sheer scale of this project is very emblematic of the increasing significance of Audi not only in the UK but globally.”

The strategically located landmark building is operated by the Sytner Group, a Sunday Times Best Company to Work For, which has 140 prestige franchise outlets across the UK. It will be staffed by 100 personnel and approximately 30,000 customers are expected through its doors in the next 12 months.

Gerard Nieuwenhuys, the Group’s UK Managing Director commented: “It is a great privilege to be chosen by Audi to operate this amazing flagship dealership. The West London Audi team are incredibly excited about the imminent opening and by the opportunity of delivering a world class service from what is without doubt a World Class facility.“

In the creation of the vast glass and metal external structure, Wilkinson Eyre has drawn inspiration from nature, art and science to create an exciting and technologically advanced sculptural form. The elegantly sweeping curves are reminiscent of a manta ray fish, and the aerodynamic wing shapes of a B2 Stealth Aircraft. The roof itself is a ‘standing seam’ structure made from aluminium sheets, each approximately 40m in length without any joints.

A dramatic aluminium installation by Gerry Judah, designer of the soaring Audi centennial sculpture at this year’s Goodwood Festival of Speed, dominates inside. Weighing almost a ton and featuring the record-breaking Auto Union Streamliner, the specially commissioned piece is suspended between three floors within the atrium. It took three cranes and two days to install this stunning centrepiece.

The Audi quattro Rooms on levels four and five feature not only a heritage section, displaying many of the innovations from Audi’s 100-year history, but also meeting rooms, exhibition space and a screening room with the very latest 103” Bang & Olufsen screens. Audi selected architect Miguel Beleza to design the two floors to create imposing architectural features that define the venue. Furniture has been provided by Fritz Hansen – the Danish designer furniture company.

”Audi is an enormously successful company with many ambitious plans for its future. With both our existing model ranges and a host of new models for new segments, we aim to grow to a total of 44 ranges by 2015. By creating retail premises of this magnitude with this level of sophistication, we are ensuring that our extensive and contemporary line-up of cars gets the showcase it deserves,“ concluded Jeremy Hicks.

Summit Point, West Virginia – STaSIS Inc. announced today that the company is expanding operations and transferring its corporate headquarters to Summit Point Raceway in Summit Point, West Virginia. In response to its continued growth, STaSIS is constructing a new facility in the Eastern Panhandle of West Virginia. In its new location, STaSIS will have access to one of the finest automotive test facilities in North America as well as proximity to major air and sea ports in the Washington, D.C. and Baltimore Area.

“This expansion will enable us to build a world-class automotive engineering facility so we can continue to develop innovative products, increase our dealership network, and better serve our customers,” said STaSIS president Paul Lambert. “The high quality of life in West Virginia combined with convenient access to our European partners and major east coast technical universities provides a compelling advantage to a growing company like ours.”

West Virginia Gov. Joe Manchin said STaSIS can expect a great business partner in the State of West Virginia and a dependable and adaptable workforce that will help the company grow in its new location. “STaSIS and West Virginia are an ideal match and we’re all really excited about the company’s relocation to the Eastern Panhandle,” Manchin said. “The location is convenient for STaSIS, its customers and its employees and I’m sure that our business climate and workforce will exceed all expectations.”

This expansion is in part facilitated by investments by the West Virginia Jobs Investment Trust, the West Virginia Economic Development Authority, the West Virginia Infrastructure and Jobs Development Council and other private investors. Kelley Goes, secretary of the West Virginia Department of Commerce, stated she is pleased STaSIS has decided to move to West Virginia. “We’re really thrilled that they recognize the positive business environment that West Virginia has to offer,” Goes said.

STaSIS Chief Financial Officer Todd Cope, a native of West Virginia, commented, “The financial package we worked out with West Virginia made a compelling case to relocate. The state has been very supportive of our business and we are looking forward to continued growth in our new home. We’re also recruiting talented engineering, operations, accounting and sales professionals to help us expand our product innovation teams and our dealership network.”

For information on job opportunities, see www.stasisengineering.com/jobs.

About STaSIS
STaSIS provides automotive performance distinction to the mainstream consumer market. We specialize in performance-enhancing brake, suspension, driveline and engine products leveraging race-bred technologies from our motorsports experience and top-tier race manufacturers. We engineer our products to work together, creating an ideal balance of day-to-day drivability and unrivaled performance. Our goal is to help you transform your car into one of the highest performing vehicles on the road. Learn more at www.stasisengineering.com.

STaSIS – RACE BRED ADRENALINE

ABT Sportsline 2009 – press release CW29
ABT S4 – the sports machine

ABT POWER even makes the already quick Audi S4 faster. Although the V6 compressor with three litre cubic capacity is already very sporty with its 333 HP (245kW), anyone who wants even more dynamism and torque can obtain a super sports car with the ABT S4: the decent-elegant car then brings 435 HP or 320 kW onto the road. And the additional 102 horsepower, which are employed in the ABT S4, suit the car extremely well in terms of nutrition: it achieves 0-100km/h in 4.6 seconds, while in the series standard this takes 5.1 seconds. A half a second difference is an eternity for high-performance vehicles of this kind. The top speed is 282 km/h – and that is 32 km/h more than the Audi S4. This is because the engine, tuned by ABT Sportsline, is, of course, supplied without a V-max limit.

The torque of the engine optimised in Allgäu also appears to be as strong as an ox: instead of 440 Nm now 520 Nm are available – an increase of around 19 percent. As a result the 3.0 TFSI gets to work powerfully in any situation. The extra performance brings additional driving enjoyment and shows its superiority in practically all seven gears of the DSG gearbox. The consumption – and thereby the environmental pollution – is, however, no greater than with the series engine. On the other hand the driving-dynamic difference is revealed on main roads and motorways, as because the ABT S4 does everything even better, it is sportier. Capable of a powerful acceleration to top speed, the six cylinders now get to business. The Allgäu tuner recommends the 4-pipe sports exhaust unit and the ABT AR or BR wheels as fitting supplements to the power image of the car. The smart “round pieces” are available in sizes from 18 to 20 inches and can be supplied with fitting sports tyres

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Ingolstadt/Le Mans – Logical lightweight construction, downsizing, efficiency and the best possible aerodynamics – the same subjects which currently occupy the brains of the automobile industry development departments are also key elements in the 24 Hours of Le Mans held for the 77th time on the weekend of June 13/14.

In the world’s most famous endurance race it is, in addition to speed, also more a question of reliability and efficiency – and to set trends afterwards. Audi has used Le Mans since 1999 to test technical innovations under racing conditions and has, in the process, repeatedly set milestones thanks to its technology leadership. In this way, the Audi R8 successfully introduced gasoline direct-injection TFSI, with the Audi R10 TDI in 2006 a diesel powered car won for the first time in the history of the race.

The Audi R8 and Audi R10 TDI have one thing in common: Both were victorious on their Le Mans débuts. Audi Sport Team Joest now aims to continue this phenomenal trend with the new Audi R15 TDI in Audi’s 100th anniversary year. A ninth victory – with only eleven participations – would see Audi draw level with Ferrari in the French endurance classic’s all-time winners list. Only Porsche has achieved more victories in its long Le Mans history.

The R15 TDI is packed with technical innovations. Among them a more compact, more efficient V10 TDI engine, logical lightweight construction, a totally new aerodynamic concept never before seen on a Le Mans sportscar and a novel vehicle power supply system using for the first time a lithium ion battery as used in hybrid vehicles of the next generation. It is lighter than a conventional battery and instead of supplying the more common twelve volts usually found in production cars, it supplies 15.2 volts. As a result of the higher power, electric consumers such as the starter motor can be designed to be smaller and lighter and thus increase the efficiency.

Logical lightweight design and construction
In general the Audi R15 TDI was trimmed logically for lightweight construction. The minimum weight of 900 kilograms originally stipulated by the regulations was significantly undercut through complex and intricate measures in order to facilitate the best possible weight distribution. That the Automobile Club de l’Ouest (ACO) ordered the minimum weight to be increased by 30 kilograms for diesel cars at short notice before the race hit the Audi Sport technicians hard. As a result, the R15 TDI was robbed of one decisive advantage.

To fit the additional 30 kilograms in the aerodynamically refined car several R15 TDI components had to be modified and their durability checked in extra endurance tests. The green light for the final version was thus only given following a successful 30-hour test at Le Castellet at the end of May – less than three weeks before the race. A few days later, on May 29, the roll-out was made at a test track close to Ingolstadt for the three newly built-up race cars with the chassis numbers 104 (start number “1”), 105 (start number “2”) and 101 (start number “3”).

The new Audi R15 TDI demonstrated its potential in March on its victorious race début at Sebring (USA). Many details have been optimized on the diesel racing sportscar for Le Mans since then. Improved cockpit cooling also numbers among the modifications.

Aerodynamic Cd optimized
Furthermore, an aerodynamic version designed for efficiency is used for the first time at Le Mans. While the R15 TDI still races with maximum downforce, a more favorable Cd value for the long straights at Le Mans is of prime importance. The R15 TDI nevertheless generates more downforce than its predecessor model the R10 TDI thanks to its innovative aerodynamic concept incorporating the uncompromising implementation of air-flow through the car.

Key factor tire wear
A very decisive factor during the 77th running of the 24 Hours of Le Mans will be the lowest possible tire wear. Since only two, instead of the previously allowed four mechanics, can change tires during pit stops the standing time in the pit almost doubles. Therefore it will depend more than ever on being able to drive for as long as possible on the same set of tires without losing too much performance.

The six-hour free practice session on Wednesday evening and Thursday evening’s four-hour qualifying session are therefore of particular importance. Because there was no additional test day for the first time before the race, Audi Sport Team Joest will use both days efficiently to find the optimum car set-up and to find the best tire choice for the race. Indeed, grid positions in a 24-hour race are of secondary importance for the final result.

Last year’s winners Dindo Capello (Italy), Tom Kristensen (Denmark) and Allan McNish (Scotland) drive the Audi R15 TDI with car number “1”. The three Germans Lucas Luhr, Mike Rockenfeller and Marco Werner share car number “2”. Sharing driving duties in the R15 TDI with car number “3” are Timo Bernhard (Germany) and the two Frenchmen Romain Dumas and Alexandre Prémat.

As well as by their car numbers, the three Audi R15 TDI can be distinguished by the different additional colors yellow (car #1) red (car #2) and black (car #3).

Some of the team has been in Le Mans since Wednesday (June 3). The three Audi R15 TDI cars arrived in the paddock on Friday. The public technical scrutineering in the Le Mans town center is staged on Monday (June 8), practice begins on Wednesday evening. The start is scheduled on Saturday (June 13) at 3:00 p.m. Eurosport broadcasts almost the entire race “live”.

Source: Audi Sport

ABT Sportsline 2009 – Press release CW 23/I
The new ABT AS3 – handsomely refreshed

The Audi A3 has been a real success, one which re-defined the term “premium” for the compact car class. An extra portion of dynamism in the optics and the performance is offered by ABT Sportsline. The renowned vehicle turner of course also took on the facelifted version of the long-term best-seller from the Ingolstadt company – and thanks to the modified bonnet, grill, bumpers, fenders and LED light line from their product range the car has an even greater presence. It stands there as if it`s ready to attack, even more so with the ABT bodywork kit signalising extra power and sportiness: its front spoiler insert, side skirts, fender inserts as well as a rear apron have been tailor made for the cool body of the ABT AS3. Even the typical ABT 4-pipe exhaust unit blends into the sporty design perfectly. The Allgaeu company recommends mounting model AR or BR ABT Sports alloys, which are available in 18 and 19 inch, as an extravagant supplement to the optical package.
It goes without saying that the AS3 does not just look fast, but is fast too. This is because ABT POWER also brings the engines up to speed: with it the 1.4 TSI, for example, brings a brisk 160HP (118kW) to the road instead of the series-standard 125HP (92kW). With the next largest unit, the 1.8 TSI 160HP (118kW) achieves an everyday 210HP (154kW). And the largest petrol engine, the 2.0 TSI, provides 240HP (177kW) with ABT as opposed to 200HP (147kW) in the basic version. In spite of the HP boost the fuel consumption does not increase and the reliability of the engines remains the same. ABT also offers performance increases for the two-litre turbo diesel: depending on the starting power output either 170HP (125kW) or 190HP (140kW) is achieved – and both bring plenty of torque with them.
In order to utilise the well-trained “ABT horses” in the best possible way on the road, ABT Performance Springs are recommended. Thanks to the lowering of the car`s centre of gravity by around 35 millimetres the agility of the AS3 is improved, which makes itself felt especially at corners. The ABT braking unit with its disc diameter of 345 millimetres provides the best deceleration values, even in borderline areas. All components have been tuned to the AS3, making the compact ABT a real sports car, both on the inside and outside.