Audi Encounter Magazine 01-2014

The Audi Technology Magazine
1/2014
Electrifying Results Page 14 New Toys Page 24 Show Car Page 30

And Then There Was Sight Page 32 Full Speed Ahead Page 34 Click for the Future Page 46
Tankful Outcome Page 52 Showdown Page 58
Bespoken For Page 64 Out of Thin Air Page 74 Happy Anniversary Page 80
Great Finnish Page 82 Shell Shock Page 90
The Audi Technology Magazine

1/2014
Encounter online
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Dear reader,
We kick off 2014 in Las Vegas and Detroit: The Con

sumer Electronics Show (CES) and the North American Interna
tional Auto Show provide important impetus for the automotive
world of tomorrow. At both shows, we present pioneering show
cars, production cars and technical exhibits in other words, the
brainpower of our team. In this new edition of Encounter The Audi
Technology Magazine, you will find the highlights of the shows and
some most recent projects from Technical Development at Audi.
Today and over the next few years, our industry will
focus on the mobility of the future and consequently on the future
of mobility. The key areas for us are CO reduction, alternative drive
systems, lightweight construction as well as connectivity and the
smart networks.
With the Audi A3 Sportback e-tron, we bring a plug-in
hybrid car to market in 2014. Its electric drive enables it to travel
up to 50 kilometers with zero local emissions, and in conjunction
with the thrifty combustion engine, the range of the hybrid is extended to 890 kilometers. Audi e-tron is the ideal combination of
high-tech and customer expectations, which in effect means: electric car and hybrid car in one with no compromise and plenty of
driving pleasure.
Thanks to sophisticated technology, we attain the highest standards of safety, comfort and efficiency. In January 2013,
we were the first carmaker in the world to present piloted driving
and parking, with a test vehicle for new technology at CES. Twelve
months later, the control components have already been compactly integrated into the car. Over the next few years, we will bring
these intelligent systems to production readiness and continue to
connect the car seamlessly with its environment. To this end we
use, for example, the cutting-edge LTE mobile radio standard; in
fact, Audi was the first manufacturer to bring LTE to the car. As a
result, we are transforming the automobile into a mobile device,
enabling our customers to be always on in the car.
Encounter Technology
This connectivity technology was presented a few days

ago at the Consumer Electronics Show in Las Vegas. The interior of
the new Audi TT 3, our popular compact sports car, had its world
premiere there. Its virtual cockpit, featuring enhanced touchpad
and optimized voice control, offers the driver maximum operating
convenience with all the information and entertainment functions.
The second and already production-ready generation of the
modular infotainment platform (MIB2) is controlled by a nextgeneration processor. Its minimal power requirements fit in perfectly with our efficiency strategy. This was also demonstrated by
our show car, the Audi Sport quattro laserlight concept. Its plug-in
hybrid power of 515 kW (700 hp) and its laser light technology show
cased for the first time, were quite literally highlights of the show.
Our innovations are at the same time investments in
the future of our company. From 2014 to 2018, we will invest more
than 20 billion euros, primarily in new products and new technologies. Also in this regard, we are pushing the boundaries even further.
Our innovations are at the same time investments in the future

of our company. From 2014 to 2018, we will invest more
than 20 billion euros, primarily in new products and new technologies.

Dr. Ulrich Hackenberg
I hope you find this edition of Encounter

to be an interesting read.

Yours,
Prof. Dr.-Ing. Ulrich Hackenberg

Member of the Board of Management of AUDI AG
Technical Development
Contents
Mindset.
14
14
Electrifying Results
Audi A3 Sportback e-tron
46
52
24
Skills.
Passion.
46
74
Click for the Future

The virtual model of the new Audi factory
in Mexico
52
New Toys
Next-Generation Infotainment
Tankful Outcome
Audi e-fuels under test
30
58
Everywhere You Go
The Audi allroad shooting brake
show car in Detroit
Showdown
Man vs. machine,
eye vs. sensor
32
64
And Then There Was Sight

Laser light the next step in headlamp
technology
Bespoken For
Audi exclusive turns a special car into
something utterly unique
34
68
Full Speed Ahead

DTM and WEC the motorsport winners
of 2013
Magazine
Technology news from around the world
Out of Thin Air

How to filter CO out of the air
80
Happy Anniversary
Audi milestones
82
Great Finnish
Hannu Mikkola won the 1983 World Rally
Championship in Patagonia
90
Shell Shock
The Ducati 1199 Superleggera is a work of
art on two wheels
100
Glossary
Explanations of terms used in this edition
102
Imprint
34
32
74
58
50 Meter
30
82
90
160,000
vehicles, ranging from the Audi A1 to the Q7, were individualized by quattro GmbH in 2012
alone well beyond the already highly extensive standard-equipment offerings.
Page 64
Maximum Individuality
More than 100 paint colors, an apparently endless selection of leather
types and colors, not to mention trim materials. The specialists
at Audi exclusive offer a virtually inexhaustible range of possible ways
to make a new car utterly unique.
450
nanometers is the wavelength of the light emitted by Audis new laser headlamps.
The Audi R18 e-tron quattro race cars will use them at Le Mans in 2014.
Page 32
Maximum Sight
With the new laser light, Audi is further extending its lead in headlamp
technology. Laser diodes deliver an extremely concentrated light
stream and are the perfect addition to the Audi Matrix LED headlamps.
155
kilograms is the dry weight of the new Ducati 1199 Superleggera. With more than
200 hp, it is the fastest road-legal Ducati and an explosive dream.
Page 90
Minimum Weight
The ingredients of this work of art on two wheels include titanium,
magnesium and carbon fiber. The lightweight design specialists
at Ducati in Bologna surpassed themselves with the Superleggera from
its forged footrests to the pistons with just two rings.
14
24
New Toys

Mindset
It was the courage to innovate that put Audi at the top.
The company wants to expand its lead with a constant stream of new
ideas and with a clear approach.
Mindset.
Electrifying Results
30
Everywhere You Go
The Audi allroad shooting brake
show car in Detroit
34
Full Speed Ahead

DTM and WEC
the motorsport winners of 2013
Electrifying
Results
The Audi A3 Sportback e-tron
Audis first plug-in hybrid is a talented all-rounder.
It masters the electric sprint just as well as it delivers amazing
endurance with a fuel-sipping TFSI.
Text
Josef Schlomacher
14
Photos
Jim Fets
15
What was that? A coyote wanders along the edge of highway,

pausing to stretch his head upward and sniff the air. But
all he hears is a swoosh, a breath of wind that quickly
disperses. Had he looked just a moment sooner, he
would have seen a bright red car appearing almost
noiselessly over the rise, before disappearing around
the next bend.
Admittedly, the coyote, too, goes unnoticed
at this particular meeting in the Valley of California;
because Alexander Pesch, the driver of the red Audi A3
Sportback e-tron, has no mind right now for fauna
assuming it keeps clear of the road, of course. His view
shifts from the road ahead to the instruments in front
of him, focusing on the large monitor above the center
console.
What he sees there gives rise to a satisfied
smile. Interactive graphics on the display show that the
drive unit in his car is doing exactly what the engineer
expects of it. The road is running continuously downhill,
and the electric motor on board is using the A3s kinetic energy to charge the battery. Bit-by-bit, the range
shown in the display climbs. The gasoline engine remains
switched off and not a single drop of fuel is being consumed right now. This is exactly how it should be; this
is how customers should be able to experience the Audi
A3 Sportback e-tron once it enters series production.
Alexander Pesch, Technical Project Manager
for the Audi A3, is covering decisive test kilometers with
the first plug-in hybrid* to bear the four rings. Under
real-life conditions, on the roads of California, his virtually production-ready test car has to demonstrate that
the Audi A3 e-tron fulfils the requirements of its creators before it goes into series production mid 2014.
Why California? The state is one of the
most important markets worldwide for hybrid vehicles.
And virtually nowhere else do we have this many different traffic and climate conditions within such a short
distance, explains Pesch. The Los Angeles rush hour
and endless desert highways; mountain serpentines
and the damp chill of the legendary Pacific Coast
Highway.
The power of two hearts separate displays in

the instrument panel show the respective ranges
of the electric motor and TFSI.
16
The Audi A3 e-tron can cover 50 kilometers

on electricity alone and a further 890 kilometers with
the gasoline engine, a 1.4-liter TFSI four-cylinder producing 110 kW (150 hp). The combined power of both
drives is 150 kW and system torque is 350 Nm. The
dash from zero to 100 km/h takes 7.6 seconds and top
speed is 222 km/h not bad at all. The vital statistics
of the Audi A3 e-tron dont sound anything like an abstinence auto for the city the primary accusation
levelled at hybrid vehicles.
Pesch is aware of this. In the past, hybrid
cars were often an unsatisfactory compromise. They
were fuel-efficient but slow; or sporty, but with no real
benefits in either economy or ecology. With our A3
Sportback e-tron, we are bringing to market a car that
offers the whole package instead of either/or. Our customers will have a fully fledged Audi with all the qual
ities of the brand, a range almost as great as a TDI plus
typical Audi performance. And they can drive for a long
way on electricity alone, with zero emissions.
Plug-in hybrid technology its the key to
this versatility. The option to charge the vehicle battery
from a regular power outlet forms the prerequisite
for zero-emissions operation of the electric drive with
ranges suitable for everyday use just like a BEV
(Battery Electric Vehicle).
However, the inherent weak points of the
BEV primarily its unsuitability for long-distance driving and restricted top speed are compensated in the
plug-in hybrid by the combustion engine. It delivers a
range that enables even vacation trips without the need
for a fuel stop, and comes complete with additional
sporting talents.
These talents are clearly illustrated by the
A3 Sportback e-tron when Alexander Pesch floors his
right foot. Initially, it is almost silent as the electric
motor delivers impressive acceleration. Then, as kickdown activates the TFSI, it adds its torque to the mix
with a rich, snarling tone. The A3 eats up the highways
uphill gradient and races toward the next bend.
Because the battery is at the back, we have an extremely balanced weight distribution, which is particularly evident in cornering, says Pesch, as he takes the
car through the bend with a gentle steering action.
The Los Angeles

rush hour
and endless
desert highways.
Mountain
serpentines and
the damp chill
along the
legendary Pacific
Coast Highway.
* see glossary, pp. 100101
Well placed the charging socket

for the battery is behind the pivoting four
rings in the Singleframe grille*.
Compact package alongside the TFSI,
the engine bay is also home to the
power electronics and the charging device.
17
International Press Feedback
Audi A3 e-tron
first drive review
Autocar
13.9.2013
Part Electric into

the Future
auto motor und sport
24.10.2013
A Short Drive
in the 2015 Audi A3 e-tron
The New York Times
22.11.2013
2015 Audi A3 e-tron

Prototype Test Drive
Popular Mechanics online
26.11.2013
2015 Audi A3 e-tron Prototype

Quick Drive: Combining
Plug Sockets and Sportiness
Motor Trend
3.12.2013
Outside an A, Inside Aha!

Focus
9.12.2013
Audis A3 e-tron is a fascinating

car that has the potential
to be very cheap to run, especially
given its ultra-low, tax-dodging
emissions. It also offers
entertainingly strong performance
and well-balanced handling
to go with it.
The first brisk tap of the drive pedal

in the Audi A3 Sportback e-tron
shows that full torque is delivered
immediately and electromobility
comes silently with it.
Being that this small hybrid

wagon was an Audi, it didnt surprise
me that it handled well as I
wove in and out of traffic. Its looks
didnt surprise me either. Audi
tends to build pretty cars, and the
A3 e-tron is no exception.
And thats the best part about

the e-tron: It handles like any other
Audi. Bend it into a corner
and the car feels composed, capable,
and fun. This might be one
of the best driving plug-in hybrids
weve ever encountered.
So whats the slickest feature of the
A3 e-tron? Push and slide the
four-ring Audi badge on the nose of
the e-tron to the side to reveal
the electrical charge port.
Its perhaps the coolest integration
of a charging port on any EV.
Europe will get these cars in 2014,
but Audi stores in the U.S. wont
see them until mid-2015.
That may be a long time, but its
worth the wait.
With the addition of a plug-in

hybrid system, the 2015
Audi A3 will have one of the brands
most varied powertrain
lineups. The sedan, for example,
can be had with two turbocharged
gas I-4s or a diesel engine,
while the high-performance S3
will get its own potent
inline-four. Thanks to its combination of efficiency, comfort,
and a relatively fun-to-drive
experience, based on our short time
driving the A3 e-tron, the car
should be a solid seller for
the environmentally-minded luxury
audience.
The Aha effect in the Audi

comes when you push the start
button not engine sound,
all is quiet. Yet the compact car has
the assertive push of a
turbodiesel, with 330 Newton
meters yanking on the front
wheels. Thats an electric car for you
whisper quiet with impressive
acceleration from zero revs thanks
to high torque.
Long-distance-friendly
a 50-kilometer electric range
and a further 890 kilometers with
the 1.4-liter TFSI make the
A3 Sportback e-tron a perfect
touring car.
18
The A3 Sportback e-tron already benefits

from the refined lightweight design of the current A3
range starting with the application of aluminum and
hi-tech steel in the bodyshell components, through to
the magnesium frame for the MMI monitor*. The outcome is that, despite a distinct increase in body size and
despite more comfort and electronics on board, the
current generation up to 90 kilograms lighter than its
predecessor.
This benefits more than just performance
and handling; a low base weight is even more advantageous to fuel consumption and range. Electric driving
has a dilemma that must be addressed, says Pesch. A
large and heavy battery may be able to store a lot of
energy, but you constantly have to schlep its weight
around and that, in turn, reduces the range.
In the Audi A3 e-tron, the available packaging space limited the volume of the battery from the
very start. It is mounted beneath the rear bench, where
it is well protected from impact and does not restrict
space for the rear-seat passengers. Developed specific
ally for the automotive sector, it has been designed
with a particular eye to longevity in everyday automotive use. Its 96 cells have a capacity of 25 Ampere hours
and an energy content of 8.8 kilowatt hours.
Project Manager Pesch continues, Our task
was to extract the maximum range from these techni
cally predefined parameters while ensuring that the
e-tron version of the A3 retains all the positive character
istics of the conventionally powered models. This assignment was set to all technical departments involved
in developing the vehicle as priority number one.
Alexander Pesch steers the e-tron to the
side of the highway and pulls to a halt. He climbs out
and points to the air intakes beneath the headlamps.
We pulled the fairing here 10 millimeters further forward. This reduces turbulence and improves aerodynamics. This is a tiny detail that improves the electric
range in the ECE cycle by several hundred meters and
reduces the consumption of the TFSI.
Breathtaking the A3 Sportback e-tron

demonstrates its amazing characteristics on the
Pacific Coast Highway, too.
The
A3 Sportback e-tron
eats up
the highways uphill
gradient and
races toward the
next bend. Because
the battery is
at the back, we have
an extremely
balanced weight
distribution.
Full charge ahead the e-trons own

momentum charges the battery via recuperation.
Zero emissions now just the electric motor
alone is driving the A3 Sportback e-tron.
Silent power the Audi A3 Sportback e-tron can accelerate

under electric power alone up to a speed of 130 km/h.
20
21
The tires, too, contribute to the optimization, We use low rolling-resistance rubber here. They
offer an excellent synthesis of good lateral dynamics
and around 10 percent more efficiency adding a further kilometer to the electric range. And, by reducing
the weight of the battery, its power electronics and wiring by almost 30 kilograms in the course of the development process, this means in combination with additional weight-optimizing measures yet another extra
kilometer of range.
The main contribution, however, comes
from the complex operating strategy for the electric
motor and combustion engine. It is this that creates
the optimum balance between economy, driving fun
and comfort.
Pesch climbs back in and pushes the start
button not a sound, just the pointer on the power
meter moves. The fundamental start mode is electriconly, unless the battery has previously been fully discharged. The A3 e-tron can accelerate electrically to a
speed of 130 km/h, which is considerably more than
the 65 mph permitted on the highway. An unobtrusive
whirr is all we hear as the electric motor propels the car
forcefully along the road. The display shows that the
battery alone is currently supplying the power.
If the driver lifts his/her foot from the accelerator, the drive sends no braking force to the wheels
the A3 e-tron coasts, using the kinetic energy to
maximize range. If required, however, the system uses
the momentum of the A3 e-tron intelligently to recover energy. On downhill stretches, the pitch and acceleration sensors in the system control signal that this is
a particularly efficient point to activate recuperation*.
In practice, this means that the A3 e-tron
rolls downhill at a constant speed, while the electric
motor works as a generator to convert kinetic energy
into electricity with optimum efficiency before feeding
it into the battery. Likewise, if the driver brakes, the
electric motor handles the initial phase of deceleration.
The wheel brakes are activated only when greater pressure is applied to the brake pedal.
Thousands of test kilometers in California

Alexander Pesch drives the A3 Sportback e-tron to perfection.
Pesch and the

A3 Sportback e-tron
pass a huge solar power
installation.
Thousands of panels
soak up the last
of the days rays and
convert them
into electricity. Clean
electricity.
Pesch uses the illuminated green EV button on the center console to call up the various driving
modes. He can choose whether the journey should be
as much as possible in electric mode, whether the battery charge status should be retained at its current level
or if, in the interests of performance, the TFSI should
be started. The increase in torque resulting from starting
the combustion engine is incredibly gentle although
the subsequent acceleration is extremely emphatic.
The A3 Sportback e-tron presents itself during the test drive as an exceptionally accomplished
multi-talent. It masters the long-distance discipline
just as supremely as the sprint. Its energy consumption
and emissions are also exemplary. In the ECE consumption cycle, the compact five-door needs just 1.5 liters
of super-grade gasoline for 100 kilometers, equating
to a CO figure of 35 g/km.
The sun slowly begins to sink. Pesch and the
A3 e-tron drive past a huge solar power installation.
Thousands of panels soak up the last of the days rays,
converting them into electricity clean electricity that
will charge the plug-in hybrid overnight at the wall.
Tomorrow morning it will once again be ready for another 50 kilometers of zero-emissions driving.
On the horizon are the first lights of the
small coastal town of Morro Bay, which is where todays
test stage will end after more than 700 kilometers. On
the drive downhill, the A3 e-tron refilled the battery to
the brim with its kinetic energy. As it reaches the city
limits, it still has enough range left to glide electrically
and almost silently into the picturesque harbor town
on the Pacific. This is pure joy for Alexander Pesch and,
in a few months, for the first customers of the Audi A3
Sportback e-tron, too.

Technical
Data
System power
150 kW (204 hp)
System torque
350 Nm
Power, 1.4 TFSI
110 kW (150 hp)
Torque, 1.4 TFSI
250 Nm from 1,750 to 4,000 rpm
Power, electric motor
max. 75 kW
Torque, electric motor
max. 330 Nm
Battery capacity / voltage
8.8 kWh / 280 to 390 V
0100 km/h
7.6 s
Range in electric mode
up to 50 km
Total range in the NEDC*
up to 940 km
Consumption to ECE standard
1.5 l/100 km
CO emissions to ECE standard
35 g/km
Top speed
222 km/h
Length / width / height
4,310 / 1,785 / 1,424 mm
Wheelbase
2,630 mm
Curb weight
1,540 kg
The Technology

The key components

of the Audi A3 Sportback e-tron
1
2
3
4
5
6
7
8
9
10
1.4 TFSI
Power electronics
Battery cooling
High-voltage battery module
Fuel tank
12v battery
High-voltage wiring
6-speed e-S tronic
Electric motor
Charging point
5
6
2
4
8
1
5
10
9
8
6
2
22
The Drive
23
The drivetrain of the

1
2
3
4
5
6
7
8
1.4 TFSI
Dual-mass flywheel
Electric motor
Dual clutch
High-voltage connections
6-speed e-S tronic
Cooling fluid inlet
Cooling fuel outlet
Scan the QR code and experience

the Audi A3 Sportback e-tron live!
N E W
T O Y S
The Audi virtual cockpit, the new MMI and the
Audi Smart Display Audi is taking
a new approach to displays and controls.
The infotainment mode

Rev counter and speedometer are smaller. The large
center window dominates the display.
24
25
1
The Audi virtual cockpit
The fully digital dashboard with high-end technology
2
The new MMI
The intuitive, intelligent and innovative operating system
The classic view

The dials are larger and have the characteristic Audi look.
The center window is correspondingly smaller.
26
Highly compressed operation

The large rotary/push control in the MMI terminal is framed by just a few buttons.
Operation is simple and intuitive.
27
3
The Audi Smart Display
Infotainment inside and outside the car
1
Text
Johannes Kbler
Photos
Tobias Sagmeister
First-class animations, razor-sharp 3D gra

phics, beautifully detailed mirror and lighting effects the Audi virtual cockpit* is the fully digital instrument
panel of the future. Its 12.3-inch (31.2 centimeter) screen has
taken on notebook dimensions; the resolution is 1,440 x 540 pixels. Working in the background is a superfast graphics processor,
the Tegra 30 chip from the Tegra 3 series by market leader Nvidia.
Using the view button on the multifunction steering
wheel, the driver can switch between two modes. In the classic
view, the center window is smaller, while the instruments are the
size of actual, physical dials and display the classic Audi design. The
view offers all available information, such as navigation arrows,
dynamic vehicle information, camera images and graphics.
In infotainment mode, the navigation, phone, radio
and audio system dominate the scene; the rev counter and speedometer the latter including a digital readout appear as small dials.
The imagery is extremely precise. For the rev counter, the Nvidia
chip generates 60 frames per second, ensuring that the needle runs
completely smoothly. The display changes its color theme according to the base menu. Around the outer edge, the readouts for
outside temperature, time and mileage, as well as warning and
advisory symbols, are permanently on display.
Audi has completely redesigned the menu structure
and operating terminal for the MMI* resulting in astonishingly
simple and intuitive operation. Its logic is similar to that of smartphones and tablets; all frequently used functions can be controlled
directly.
The focal point remains the rotary/push control with
the touchpad surface (MMI touch). The toggles (skip buttons) for
the most important menus are also retained. However, to the left
and right of the touchwheel are now just two buttons, one for the
new function menu and the other for the new options. Positioned
4
The Audi Phone Box
Wireless charging
1
Use inside the car
The high-quality Audi Smart Display
communicates via WLAN
with the MMI Navigation plus and
Audi connect.
28
2
Full flexibility
After the journey, the display can
be removed from the car
e.g. to continue listening to music
at home.
5
New Audi connect features
Attractive services and apps*
3
Use at home
All applications run very quickly.
At the heart of the Audi Smart Display
is a state-of-the-art Tegra 4 chip
by Nvidia.
Induction charging
Electricity flows from a coil in
the base of the Audi Phone Box to the
receiver coil in the cell phone.
29
Car park information

The new service lists available
parking spots and displays them in
the navigation map.
centrally beneath them are the general menu button and the return
function. Most of the base menus are allocated a function menu.
For the navigation system, for instance, this is favorite destinations; for the radio, it is station lists.
A true highlight is the new MMI search, which allows
the user to find everything the Audi infotainment system has to
offer in double-quick time. The search function recognizes most
navigation destinations based on location following the entry of
just a few letters. When it comes to a restaurant search, all it needs
is the name and the first letters of the city for the system to generate a list of matching results Europe-wide and complete with
address. The search for music titles is similarly straightforward.
The rotary/push control combines the functions of a
joystick and a smartphone. A gentle push to the left opens the function menu; a push to the right activates the options/settings.
Pushing the controller forward launches MMI search. An optical
sensor monitors the position of the rotary/push control to the last
hundredth of a millimeter. Using the multi-touch function on the
touchpad, the driver can quickly scroll through lists or zoom into
the map image.
The Audi Smart Display*, another brand new feature, is
a mobile entertainment system enabling use inside and outside
the car. It communicates with the MMI Navigation plus* via WLAN*,
while its touchscreen shows information relating to the radio,
navigation, car and audio sources. Although the internal memory
serves as a jukebox, the Audi Smart Display can also receive music
and video footage from the MMI Navigation plus. One touch of the
more button provides free internet access. The full functionality
of the Android operating system is now available.
With the new processor from the Tegra 4 series by Nvidia
at the heart of the device, all processing functions are extremely
fast. The Audi Smart Display is robust, crash-safe and high quality,
with a chassis made from brushed aluminum.

Sporty, compact, versatile

The Audi allroad shooting brake show car is a crossover for young
people a car for a variety of different road surfaces.
Its plug-in hybrid system presents a new form of quattro drive,
the e-tron quattro.
EVERY WHERE
YOU GO
Text
Johannes Kbler
30
The 4.2-meter Audi allroad shooting brake

fuses design elements from future sports
car models with the Audi allroad concept and the bodyshell form
of a shooting brake. The exterior skin of this two-seater, made from
aluminum and CFRP*, looks like it has been modeled from solid,
from the three-dimensional Singleframe grille*, through the distinctive tornado line along the side all the way to the crisp rear end.
The overhangs are short; the roofline stretches low over the metal
skin, running into the powerful C-pillar. The horizontal lines, the
high ground clearance and the imposing 19-inch wheels underscore
the impression of concentrated energy.
There is room inside for four adults, with plenty of space
in the back with the rear-seat backrests folded even for larger pieces
of sports equipment. The seats are slender and lightweight, the
interior design clear and taut. The instrument panel is evocative of
Technical Data
Audi allroad shooting brake
Displacement TFSI
1,984 cm
Power TFSI
215 kW (292 hp)
Torque TFSI
380 Nm
Power electric motor f / r
40 kW / 85 kW
Torque electric motor f / r
270 Nm / 270 Nm
System power
300 kW (408 hp)
System torque
650 Nm
0100 km/h
4.6 s
Top speed
250 km/h
Length / width / height
4.20 / 1.85 / 1.41 m
Curb weight
ca. 1,600 kg
Consumption to ECE standard
1.9 l/100 km
CO emissions to ECE standard
45 g/km
31
an aircraft wing, while the round air vents are home to the controls
for the air conditioning. A 12.3-inch TFT monitor* replaces the classic dials. The position of the center-tunnel console can be shifted
to remain level with the drivers seat. It features a new MMI terminal* with a menu structure based on that of a smartphone achieve
your goal with just a few entries.
With a system output of 300 kW (408 hp) and 650 Nm
of system torque, the plug-in hybrid drive* in the Audi allroad shoot
ing brake delivers dynamic performance from zero to 100 km/h in
just 4.6 seconds. The transversely mounted 2.0 TFSI works with an
e-S tronic and two electric motors, one of which is located at the rear
axle a concept that transforms the two-door into an e-tron quattro.
Over 100 km, the compact crossover consumes just 1.9 liters of
fuel according to the applicable ECE standard (45 grams of CO per
km). It has an overall range of up to 820 km.

The drivetrain
The 2.0 TFSI works with two electric motors. In some situations,
the Audi allroad shooting brake is an e-tron quattro.
Text
Johannes Kbler
AND THEN
THERE
WA S SIGH T
The next step
Audi is further extending its lead in headlamp
technology. The R18 e-tron quattro Le Mans race car presents
the next step laser light.
From the race track to the road Audi sees

motorsport as a test lab for its new technologies. Above all, the 24 Hours of Le Mans, which the brand with
the four rings has been dominating for many years, serves as an
ideal test bed with its extreme demands on people and materials.
Again and again, Audi has tested groundbreaking solutions at La
Sarthe, including LED headlamps that provide amazing track illumination by night. They are now available in many series-product
ion models, where they demonstrate the brands leadership in the
field of automotive lighting technology.


an animation of the new laser light!
32
33
2014 will see the Audi R18 e-tron quattro LMP1 prototype enter Le Mans with yet another lighting innovation laser
light. Laser diodes* emit a monochromatic, coherent light with a
wavelength of 450 nanometers. In its pure form, it has a bluish
shimmer, but luminescent phosphor converts it into the familiar
white light of road traffic. Just a few micrometers in diameter, the
laser diodes are even smaller than LED diodes. This brings them extremely close to the theoretical ideal of pinpoint, high-performance light sources in a car.
In the Audi Sport quattro laserlight concept show car
that Audi presented at the Consumer Electronics Show in Las Vegas,
the high beam of the laser diodes is around three times more powerful than an LED high beam. At almost 500 meters, it has around
twice the range a huge safety benefit for the driver. The finger of
light is extremely focused and forms the ideal complement to Audi
Matrix LED headlamps*, which use a large number of individual
LEDs to generate a highly variable, precisely controllable light.
Laser diodes are not yet suitable for generating a broad low beam.

Winners
The champagne corks were popping for Audi once more in 2013
at the DTM and the WEC World Endurance Championship
with Le Mans as the highlight. The winning R18 e-tron quattro and
RS 5 DTM demonstrate not only Audis leadership, they also
help improve series-production models.
FULL SPEED
AHEAD
x9
Audi has won this many championship titles

in 16 years of competing in the DTM since 1990.
x 12
Since 1999, Audi has won the 24 Hours
of Le Mans a dozen times and the WEC twice
since its inception in 2012.
34
35
Text
Stefan Kotschenreuther
1 Lap of honor Dieter Gass and

Chris Reinke go head-to-head with their
race cars on a toy track.
19
2 On the button Dieter Gass has been

Head of DTM for Audi Sport since the start of
2013. As a boy, he drove go-karts.
3 All for one eleven mechanics change
the tires on the Audi RS 5 DTM driven by
champion Mike Rockenfeller.
DTM
Racing Calendar 2014

May 4
Hockenheim I
May 18
Oschersleben
June 1
Budapest
June 29
Norisring
July 13
Moscow
August 3
Spielberg
August 17
Nrburgring
September 14
Lausitzring
September 28
Guangzhou
October 19
Hockenheim II
Photos
Manfred Jarisch
A year of celebration for Audi Motorsport!

The brands works teams gave their all in
2013, too, and were well rewarded. In the WEC, Audi Sport Team
Joest successfully defended its world championship title with the
Audi R18 e-tron quattro, and also won the highpoint of the season,
the 24 Hours of Le Mans, for no less than the twelfth time. In the
DTM, Mike Rockenfeller and Audi Sport Team Phoenix claimed both
the drivers title and the team championship.
The excellent performance is the result of perfect interaction between the race drivers, track teams and the engineers and
technicians of Audi Sport. The winning cars, the Audi R18 e-tron
quattro and the Audi RS 5 DTM, faced phenomenal challenges during the season and conquered new terrain the DTM ran for the first
time in the Russian capital Moscow and the WEC on a new track in
Texas/USA.
At the same time, the successes marked a great start
for Chris Reinke and Dieter Gass in their new positions with Audi
Sport. Since the beginning of 2013, Reinke, as Head of LMP, has
been responsible for the races run by the Le Mans sports prototypes; Gass, as Head of DTM, for those run in the Deutsche Touren
wagen Masters. The passionate motorsport devotees have previously been part of the Audi Sport team Dieter Gass from 1994 until
2001, before making a stopover in Formula 1, while Reinke was
previously Technical Project Manager for the Audi LMP1 project.
Since visiting Le Mans for the first time as a student,
Reinke has had only one thing on his mind, To create a Le Mans
prototype one day. With the Audi R18 e-tron quattro 2013, he
fulfilled his dream. I can bring my vision into this, he says, speaking about the LMP class. The regulations leave engineers a great
deal of freedom no production parts, different kinds of drive,
variable cylinder number and lots more. There are a lot of layout
options, too, when it comes to chassis and aerodynamics.
Compared with the winning car from 2012, the engin

eers optimized the R18 e-tron quattro of 2013 in many places. The
output of the electric motors rose to more than 80 kW each. The
aerodynamics were improved in many details, which had a positive
impact on lap times.
The Audi RS 5 DTM is based largely on the A5 DTM from
2012. Due to the frozen regulations, all teams were limited in the
degree to which they could develop their cars. The Audi Sport DTM
team therefore examined everything extremely carefully. Engin
eers scrutinized more than 4,000 parts, down to the tiniest screw.
The technical optimizations to the Audi RS 5 DTM are very much in
the minutest details. The name, however, is new, building a bridge
to the successful series-production RS models.
As was already the case in 2012, the regulations speci
fied around 50 carry-over parts for the cars entered by the three
participating brands. This decreases the costs and manpower involved by 40 percent compared with 2011. However, the same does
not apply to the thrill factor. The DTM means extreme competition, explains Dieter Gass. The fans experience spectacular duels
and thrilling overtaking maneuvers.
Besides the technical setup, it is the race strategy that
determines placing and victory. There is no secret recipe for this;
success comes from a mix of driving talent, technology, track condi
tions and the drivers form on the day. This is where Audi Sport ben
efits from its many years of experience in both race series. Over 15
years at the 24 Hours of Le Mans, the brand has claimed twelve over
all victories, and nine championship titles from 16 years in the DTM.
To prepare for a race, we can look back at the data from
the previous year, explains Reinke. Meanwhile, the drivers are getting to know the tracks better in the race simulator. Training and
qualifying at the track itself deliver additional information. If possible, Reinke looks for direct contact with the track. If I manage
to fit it in, I walk the track before the race. Gass, too, inspects the
track for unevenness or demanding corners that might present a
problem to the driver.
We have to read the race and make

the right decisions in a short space of time.
Dieter Gass
x3
In 2007, 2008 and 2009, Audi took the drivers
title in the DTM. No other manufacturer has achieved
so many wins in succession.
4 Rocky rocks in Zandvoort, Netherlands,

30 year-old Mike Rockenfeller secures his first
championship title early.
5 Two's company Dieter Gass congratulates
his champion Mike Rockenfeller. The Audi
Sport team is a close-knit family built on trust.
37
WEC
DTM
Audi R18 e-tron quattro
In 2013, the second-generation hybrid race car
won six out of eight WEC races.
3,474
162.125 km/h
35.8 years
Number of WEC laps driven by all the

Audi R18 e-tron quattros in the 2013
season. This equates to a total distance of
17,790.728 kilometers.
Average age of the nine-man Audi WEC/

LMP1 driver team at the time of the finale
in Bahrain.
Average speed of the Le-Mans-winning

Audi R18 e-tron quattro bearing the number 2.
Audi R18 e-tron quattro

Technical Data
Vehicle type
Le Mans Prototype (LMP1)
Monocoque

Carbon-fiber composite (CFRP)*

and aluminum
Battery
Lithium-ion battery
Combustion engine
Turbocharged V6 TDI
Displacement TDI
3,700 cm
Power TDI
> 360 kW (490 hp)
Torque TDI
> 850 Nm
Power electric motor
> 2 x 80 kW
Top speed
ca. 330 km/h
Drive

Rear wheel drive, all-wheel drive

e-tron quattro as of 120 km/h
Length
4,650 mm
Width
2,000 mm
Height
1,030 mm
Minimum weight
915 kg
Tank capacity
58 liters
10,717.273 km
245,000
Total distance driven in the 2013 WEC season

by world champions Loc Duval/Tom Kristensen/
Allan McNish. 4,742.892 kilometers were
driven in Le Mans alone.
Audi RS 5 DTM
In 2013, the touring car ran in ten DTM races. Eight times,
an Audi driver was on the top step of the podium.
156.270 km/h
705,500
28.4 years
This is the total number of

spectators that attended the ten
races of the 2013 DTM season.
Average age of the eight-man Audi

DTM driver team at the time of the finale
in Hockenheim.
Average speed of the RS 5 DTM driven by champion

Mike Rockenfeller in the 2013 DTM season.
This many spectators visited

the 24 Hours of Le Mans,
the WEC's biggest single
event.
Audi RS 5 DTM
Vehicle type
DTM Touring Car
Chassis

CFRP* monocoque,
CFRP crash elements
Engine
Naturally aspirated V8
Displacement
4,000 cm
Power
ca. 340 kW (460 hp)
Torque
> 500 Nm
Top speed
273 km/h
Drive
Rear drive
Length
5,010 mm (incl. rear spoiler)
Width
1,950 mm
Height
1,150 mm
Minimum weight
1,110 kg (incl. driver)
Tank capacity
120 liters
4,168
Number of laps driven by all eight
Audi RS 5 DTMs. This equates to an overall
distance of 13,651.833 kilometers.
Overall distance driven by Mike Rockenfeller

in the 2013 DTM season.
39
2013
Technical Data
1,881.399 km
38
2013
All nine Audi racing driver Tom Kristensen

has won a total of nine victories at the
24 Hours of Le Mans. The Dane has been on
the podium a total of 13 times so far.
Not until the evening before the race is the final strategy set and, on race day itself, full concentration is demanded from
everyone involved. The most important part is the start, says
Gass. This is the moment on which the team has the least influence
its all down to the driver. Can his perfect reactions move him up
the leader board right away? Securing a good starting position in
qualifying is always beneficial.
The strategy can change at any time if the unexpected
happens if the weather turns, for instance. This happened at
August 18 on the Nrburgring. When heavy rain began to fall right
after the start, Audi Sport engineers opted for a pit stop outside of
the time window set by the regulations. This was a risk that initially cost driver Rockenfeller time. Once back in the race, however,
he more than made up for the lost time, working his way up on
wet-weather tires from 20th place to the lead in just five laps. We
have to read the race and take the right decision on the spot, explains Dieter Gass.
Audi Sport drove well in the DTM not only on wetweather tires, but also on the new optional tires. For a few laps,
they make the RS 5 DTM around one second faster, explains Gass.
But there is a price to pay. Because they are softer, they wear more
quickly, meaning their use has to be perfectly timed.
In the WEC, both driver and teams are subjected to extreme conditions. Also the materials from which the race car is built
have to withstand considerably higher loads during endurance
races run over at least six hours.
The R18 e-tron quattro 2013 had to pass its toughest
test at the highpoint of the season. The 81st running of the 24
Hours of Le Mans took place under constantly changing weather
conditions, plus no fewer than twelve safety-car phases. A change
in the regulations meant that the Audi drivers also had to make do
with a much smaller fuel tank than their competitors. This meant
more than ever that time spent in the pits had to be reduced to a
minimum and lap times had to be faster. Despite all this, Audi ultimately spent 344 of 348 laps in the lead. In Fuji, Japan, the thirdlast race of the season, Audi secured the manufacturers world
championship title. At the second-last race of the season in
Shanghai, Audi driver trio Loc Duval, Tom Kristensen and Allan
McNish subsequently succeeded in taking the drivers title.
Mike Rockenfeller was likewise able to celebrate winning the drivers championship ahead of the finale in Hockenheim.
In Zandvoort, where he drove his first ever DTM victory in 2011,
Rocky took second place, putting him in an unassailable position
ahead of BMW and Mercedes.
Successes such as those of 2013 in the WEC and DTM
provide impressive proof that the Vorsprung durch Technik of
Audi motorsport is part of the Audi DNA and, as such, not an end in
itself. This is where we can test what is technically possible, explains Head of LMP Reinke. There are many interesting examples
that demonstrate how Audi motorsport technology has successfully made the transition into series production.
In 2001, TFSI drive celebrated its Le Mans premiere in
the Audi R8 LMP race car. And, since 2006, motorsport has been
helping Audi to develop TDI technology. Innovative assistance systems and dynamic programs for chassis, engine and transmission
control have also been tested in motorsport. The most recent example of series transfer is the Matrix LED headlamps* from the
Audi R18 e-tron quattro, which celebrated their premiere in the
new Audi A8 in fall 2013.
A major shift in the WEC promises further innovation
for 2014. The new regulations place efficiency above pure power.
The energy input is being limited, explains Reinke. For this reason, a complete new race car is currently being created in Ingolstadt
and Neckarsulm. Plus, 2014 will see the return to La Sarthe of 16time Le Mans winner Porsche. This means more competition for
us. It is both a privilege and a challenge.
The DTM cars will undergo greater changes for 2014.
At the same time, the race series is becoming more international.
A new city track in Guangzhou, China, is waiting to be conquered by
the race drivers. Audi has a whole lot of fans in what is now its most
important sales market worldwide. Is this a good sign? We definitely want to defend our title, states Gass confidently. Reinke,
too, sparks eager anticipation commenting, 2014 will be a very
special year.

WEC
19
Race Calendar
2014
March 29
Le Castellet, Test
April 20
Silverstone
May 11
Spa
June 1
Le Mans, Test
June 15
Le Mans, 24 Hours
August 31
So Paulo
September 21
Austin
October 12
Fuji
November 2
Shanghai
November 16
Bahrain
Scan the QR code and experience the

Audi motorsport highlights from the 2013 season!
Full dedication As Head of LMP at

Audi Sport, Chris Reinke is responsible for the
team's involvement in the WEC. It was
always his dream to develop a car for Le Mans.
9 Winners Allan McNish, Dr. Wolfgang Ullrich,

Tom Kristensen, Loc Duval and Ralf Jttner.
47:14.799
The winning Audi R18
e-tron quattro bearing the
number 2 made 34 pit
stops in Le Mans, lasting a
total of 47 minutes
and 14.799 seconds.
For us, the 2014 WEC means more

competition. It is both a privilege
and a challenge. It will be a very special year!
Chris Reinke
40
7 Winning car the Audi R18 e-tron quattro

viewed from above in the pits.
WEC
2014
Audi R18 e-tron quattro 2014

The R18 e-tron quattro for the 2014 season has
been completely redeveloped. The hybrid
race car is the most complex sports car ever
built by Audi.
Lightweight design
Audis previous Le Mans prototype weighed 915 kilograms.
But, in future, the cars weight may be reduced to 870
kilograms taking Audi's lightweight design technology to
a whole new dimension.
Monocoque
In line with the regulations, the new
R18 e-tron quattro is a little higher and con
siderably narrower than its predecessor.
Its cockpit is now larger, and its monocoque
more robust.
Hybrid systems
Front wing
In addition to the internal combustion engine, the power

train concept features for the first time the integration
of two hybrid systems. As in the past, a Motor Generator Unit
(MGU*) recovers kinetic energy at the front axle during
braking that then flows into a flywheel energy storage system. For the first time, the engine turbocharger is linked
to an electrical generator that enables conversion of the ther
mal energy from the exhaust gas into electricity, e.g.
when the boost pressure limit has been reached. This energy
also flows into the flywheel energy storage system. When
the car accelerates, depending on the operating strategy, the
stored energy can either flow back to the MGU at the front
axle or into the innovative electric turbocharger.
The new regulations permit development

engineers to use a real wing with flaps.
This dispenses with the diffuser beneath the
front of the car.
42
43
46
52
Tankful Outcome
Audi e-fuels under test

Skills
Audis great strengths include the skills of every single
one of its employees. It lays the foundation for perfection and innovation
Skills.
Click for the Future

The virtual model of the new
Audi factory in Mexico
58
Showdown
Man vs. machine, eye vs. sensor
64
Bespoken For
Audi exclusive turns a special car
into something utterly unique
9,500 kilometers lie between Ingolstadt and San Jos Chiapa.

Nevertheless, Audi planners manage to make the trip across the pond several
times a day they travel virtually through time and space. While,
in Mexico, construction work has only just begun on the 460-hectare site, in Germany,
the digital factory is almost complete.
CLICK
FOR THE FUTURE
On-site Matthias Mller (right) is Project Manager of the Mexican plant. Together with his
colleague Bjrn Heuschmann, responsible for construction supervision and infrastructure, he inspects construction
progress in San Jos Chiapa.
46
Through space and time Meritxell Vilanova, Head of Information Processes Production Preparation,
stands in front of the digital factory in Mexico. For the photo-realistic exterior rendering in real time, Audi commissioned
the construction of a dedicated computer cluster that links 11,520 computing cores.
47
In 3D, planners can quickly identify

and address problems
even before construction has begun.
Meritxell Vilanova
1
1
Between desert and
mountains large concrete
pipes are being laid at the
factory site for draining rain and
waste water.
Text
Janine Bentz-Hlzl
Photos
Bernhard Huber
Florian Otto
A LOOK IN THE
VIRTUAL FACTORY
The Digital Factory provides the Audi planners with
a plethora of IT systems and programs. Ultimately, you can
see the facility not only from the outside,
but also take a virtual tour of every single building.
2
Construction work is in
full swing the first
buildings and the site office
are already standing.
The equipment, machinery and tools
will be delivered in July 2014.
3
Project Manager Matthias
Mller Thanks to technology,
we can already take
a look into the future.
40-ton tools are piled meters high in long

rows. Mexican Audi worker Erick Lopez walks
past them. He stops in front of one of the large presses. His scrutinizing gaze scans the hall. On the ceiling, silent cranes glide along
the rails. But can they transport the tools to the metal presses
unhindered? As a planner, Lopez is responsible for making sure
things run smoothly in the new press shop at Audis Mexican plant
in San Jos Chiapa. Do you see that big steel beam on the left at the
back? Its in the way; the tool cant get past it, explains Lopez. This
is reason enough to take a closer look with the click of a mouse,
of course. You see, the plant in Mexico does not yet exist at least
not in the real world. The press shop flickering on Lopezs screen
currently consists only of data.
The virtual factory is months ahead of the real-life construction plans, says Meritxell Vilanova, Head of Information Pro
cesses Production Preparation. We start with 3D visualization
before the foundation stone is even laid. The first step is to determine the buildings and their coordinates just like in the real world.
The virtual construction then progresses pixel by pixel. The Digital
Factory provides a plethora of platforms and IT systems, enabling
the facility to be planned down to the tiniest detail, explains
Vilanova. You can think of it like building a house. The Digital
Factory delivers the floor and the tools, the Audi planners on the
other hand provide the architects, tradesmen and materials. By

48
PRESS SHOP
B odyshell M anufacturing
Free access overhead cranes carry

the tools to the presses.
In the digital view, it is soon evident
if mid-air collisions are likely.
Neatly in rows once the bodyshell

manufacturing building had been virtually
constructed, the digital machinery
was delivered. The 3D view also enables
simulation of robot movements.
PAINT SHOP
COLLISION
State your color be it power lines,

compressed air lines or steel beams, in the digital
paint shop, too, the focus is on color.
Here, however, it serves to improve differentiation
between the elements.
Route blocked the digital image shows

an example of a collision.
The green media line runs through the gray
and yellow lines.
the end, you can not only look at the plant from the outside, but
also take a virtual tour through every single building.
The benefit is obvious. In 3D, planners can quickly
identify and address problems even before construction has begun,
says Vilanova. The virtual factory is professional tool that provides
planners with reliable data.
However, it needs a whole lot of computing power even
just for the exterior rendering of the buildings. The plant in Mexico
is visualized in real time with photographic reality. The system calculates the nuances of light and shade at up to 25 times per second.
The amount of incoming data is so vast that it cannot be processed
by one computer. Audi has therefore had a computing cluster built
specifically for this purpose that links 11,520 computing cores with
one another. By way of comparison, a high-end notebook has just
eight computing cores. The data is transferred via fiber-optic cable
at a speed of ten Gbit/s 600 times faster than a DSL connection.
No less complex is the planning of the respective building systems. Be it bodyshell manufacturing, paint shop or press
shop electricity, water and compressed air lines have to be laid,
entrances and windows planned and power outlets and sprinkler
systems installed. Only then are the production equipment and
tools installed into the virtual mix. The plans are reworked and
updated every day. The 3D visualization means we can quickly
identify where collisions occur or supply access is missing, explains
Our objective is to simulate

a start-of-production
and have the cars roll off the digital
production line.
Meritxell Vilanova
PRODUCTION
SIMUL ATIONS
Be it press shop, bodyshell manufacturing, paint shop

or assembly during detail planning,
the systems simulate processes and the movement
of parts and materials.
4
Real-life Mexican Audi
employee Erick Lopez works together
with his German colleague
Volker Knoell to plan the new press
shop in Mexico.
5
Does the tool fit into the
press? Erick Lopez
works with the IT tools provided
by the Digital Factory.
E R G O N O M IC S
D E E P -D R AW S I M U L AT IO N S
Perfectly adjusted
in assembly planning, the systems
simulate the movements made by workers
in order to evaluate the
stresses and effort involved in the
individual process steps.
Checked in advance
in the press shop, Audi Planners
simulate the blank forming
process to ensure the manufacturability
of the part. In the example
shown here, the blank is being formed
into two wheel arches.

a video of Audis future plant in Mexico!
Meritxell Vilanova. In bodyshell manufacturing, for instance, can

all the robots be supplied with electricity? Is there enough space
for the plant and equipment? We use our systems to link our own
data with that of the architects and engineers. Equipment, tools,
safety guards, conveyer belts I can see how all of it interacts at
the touch of a button.
In the further detail planning stages, simulations will
be carried out. There is a range of different IT tools for each system
the assembly planners, for instance, simulate how the individual
elements of a certain car are built one after the other during the
assembly process. We can see, for example, that a fastening point
is covered and cannot be accessed by a worker with his tool. Every
tiny detail matters, says Vilanova. The movements made by the
workers are also virtually rendered and evaluated from an ergonomic standpoint.
In the press shop, the focus is primarily on the machines. So-called deep-draw simulations assure the manufacturability of the bodyshell components. The planners mount virtual
tools into the virtual presses and watch how the sheet steel or aluminum blanks deform during the pressing process all on the
monitor. These simulations allow the planners to identify whether
the process causes rips or stresses.
51
When production of the Audi Q5 begins in Mexico in

2015, the real-life factory will be an exact double of the virtual one.
Our objective is to simulate a start-of-production and have the cars
roll off the digital production line, says Vilanova, describing her
plans for the future. For Matthias Mller, Project Manager for the
Mexico plant, the Digital Factory is already providing enormous
support. While construction work is still in full swing in San Jos
Chiapa, the technology allows us to take a look into the future.
Nevertheless, there are certain differences to the real world that
cannot be avoided, The logistical complexity is many times greater in reality. 3,500 containers with parts, tools and machines must
be shipped from Europe to Mexico, explains Mller. 1,750 heavy
trucks are required to transport the goods from the port to the
factory in San Jos Chiapa equating to a truck convoy 54 kilometers long. Things are very different in the Digital Factory delivery
and construction of plant and equipment is completed here with

just a few mouse clicks.
Tankful Outcome
Audi e-fuels are a key building block of
CO-neutral driving. The experts of
Audis Technical Development are testing these fuels
of the future to the nth degree.
52
53
While measurement engineer Guido Grosse monitors the test in

the pressure chamber, Peter Senft sets about analyzing the data. The thermodynamics expert studies the print-outs of diagrams and tables and compares
the values collected with existing data. Its looking really good, he says, as
he directs his gaze toward the pressure chamber, where flashes are still going
off every second. The e-fuels behave exactly the same on injection as conventional fuels. Clean mixture formation in the chamber is the basis for optimum
combustion, he continues. In eager anticipation, he picks up another diagram.
On it is a cross-section of the fuel spray from the pressure chamber. While the
fuel is being sprayed out of the injector in the chamber, we cut through it with
a laser, taking a photograph at the same time. The whole thing takes just a few
milliseconds, says Senft, explaining the so-called laser light section process.
From the resulting images, I can see the inner structure of the spray. After
looking at the print-out for a while, he comes to a clear conclusion, Everything
is absolutely fine here, too. The individual droplets are evenly distributed.
Chain reaction Reiner Mangold and Sandra Novak demonstrate

with a molecule model. Bespoke micro-organisms directly produce Audi e-ethanol
or long-chain alkanes for e-diesel.
Text
Marlon Matthus
At a glance expert Peter Senft

directly analyzes and
evaluates all the data from the
pressure chamber.
1
The experts from Technical
Development use light scattering
to analyze the behavior of the
fuel as it is injected into the pressure
chamber.
Photos
Bernhard Huber
Audi Ingolstadt, Technical Development, Building T06.

Behind a steel door several centimeters thick, the engine development experts have their gazes fixed firmly on their computer
screens. The blinds on the windows are down, the light in the room has been
dimmed, a tense silence fills the air. Then measurement engineer Guido Grosse
starts the test program in the pressure chamber. Theres a hissing sound as the
injector in the steel ball with the round windows made from hardened quartz
glass slides forward and clicks into place.
Suddenly, bright flashes dart through the room, throwing long
shadows and bizarre patterns onto the walls. Guido Grosse casts a satisfied
eye over the first images, which are now appearing at one-second intervals on
his monitor. With every flash, the injector sprays a tiny quantity of fuel into
the pressure chamber. We are using a special camera to scan the spray at intervals of 50 microseconds, enabling us to see exactly how the fuel behaves
during the injection process, he says, explaining the so-called light-scattering
process. The chamber, which is about the size of a soccer ball, has to withstand
quite some forces. Inside it are pressures of up to 15 bar and temperatures of
around 350 degrees Celsius. Were simulating the same conditions that exist
inside a real engine, adds Grosse.
But this is not just any fuel thats being tested. What we are dealing
with today is the future of CO-neutral mobility. On the test stand are the liquid
representatives of Audi e-fuels, the synthetic fuels of tomorrow. For about
one year, we have been successfully testing the production of Audi e-ethanol*
at our demonstration facility in the USA, and hope that e-diesel will follow this
year, explains Reiner Mangold, Head of Sustainable Product Development at
Audi. He and Project Manager Sandra Novak brought a few liters of it with them
for their co-workers in Technical Development. We have long proven that we
can produce synthetic fuels. Now we are testing them to the nth degree, is how
Mangold explains the purpose of todays mission.
54
Moments
in time
Tiny helpers,
big results
1
In their cells, the micro-organisms
produce fuel molecules that
form the basis for Audi e-ethanol and
Audi e-diesel.
2
All that the organisms need to
produce the synthetic
fuels are sunlight, CO and water.
2
They then send a laser
beam through the
fuel spray to investigate its inner
workings.
Inside the chamber are pressures of up to

15 bar and temperatures of around
350 degrees Celsius. Were simulating the same
conditions that exist inside a real engine.
Guido Grosse
Precision injection just a few milliliters of fuel at a time
are i njected into the pressure chamber.
We have long proven that we can

produce synthetic fuels.
Now we are testing them to the nth degree.
Reiner Mangold
Fit for the future Reiner Mangold and Project Manager Sandra Novak
are optimizing the production process for Audi e-fuels.
What would otherwise be hidden in the

cylinder behind metal walls is made
visible to the human eye by our glass engine.
Thomas Schladt
Wired Thomas Schladt prepares the glass
engine for testing with Audi e-fuels.
2
However, the pressure chamber is just the first test bed for the Audi
e-fuels. A few rooms further along, Thomas Schladt, Team Coordinator for
Measurement Technology, monitors the flow and combustion characteristics
of the synthetic fuels in the so-called glass engine. What would otherwise be
hidden in the cylinder behind metal walls is made visible to the human eye. A
ring of quartz glass shows the onlooker how the fuel behaves in the cylinder.
With every one of the maximum of 3,000 revs per minute performed by this
research engine, a tiny amount of fuel shoots into the glass cylinder, is compressed, ignited and expelled. We have mixed a tracer, a kind of chemical
colorant, into the e-fuels. We stimulate this with the laser and it begins to glow.
The places in the glass cylinder that are particularly bright are where most of
the fuel is, says Schladt, explaining the laser-induced fluorescence process.
Using a high-speed camera, the combustion process is captured
with time-lapse photography. We examine where and how the fuel ignites in
the cylinder, says Peter Senft as he checks the images. The blue flame is an
indicator that the fuel has been cleanly and fully combusted. But it doesnt
end there. In contrast to fossil fuels, which have varying compositions depending on their geographical source, Audi e-fuels are absolutely pure. Peter Senft
explains, Thanks to their chemical characteristics, they generate fewer pollutants during combustion. They contain no olefins and no aromatic hydrocarbons. To sum up better mixture formation, cleaner combustion and fewer
emissions. Test passed!
The experts from the Sustainable Product Development department are delighted with the results. We now know that our e-fuels are the same
as or even better than conventional fuels, says Reiner Mangold. The next task
is already lined up and waiting the production process associated with e-etha
nol and e-diesel must be further optimized, then these new fuels will be ready
to bring to market. In the near future, we will be in the position to produce
several hundred thousand liters of synthetic liquid fuel per day, says Sandra
Novak. This marks a major step toward sustainable mobility.

56
Fascinating facts about

Audi e-ethanol and Aud e-diesel:
Only four elements are required

for the production of the Audi e-fuels
water, CO, sunlight and tailormade micro-organisms, single-cell
organisms just a few thousandths
of a millimeter big. Like plants, these
organisms use oxygen photo
synthesis, i.e. they use sunlight and
ambient CO to grow. All they
need as a living environment is brine
or waste water. With our American
partner Joule, we have been
able to modify and optimize the
process to make the micro-organisms
directly produce either ethanol
or long-chain alkanes for diesel, explains Audi Project Manager
Sandra Novak.
At the end of this photosynthesis
process, the ethanol or the synthetic
diesel fuel is separated from
the water and cleaned. The character
istics of Audi e-ethanol* are exactly
the same as those of regular
bio-ethanol and can be used immediately as the basis for E85
fuel (85 percent ethanol, 15 percent
gasoline). Audi e-diesel*, too, can
be mixed without restriction with
fossil diesel.
Audi e-ethanol and Audi e-diesel do
not need biomass for their pro
duction and can be made in regions
unsuited to agriculture. This
finally puts paid to discussions about
food or fuel, says Sandra Novak.
Obviously they, too, produce CO
when burned. However, our Audi
e-fuels are climate neutral,
as the micro-organisms consumed
the same amount of CO from
the atmosphere. The bottom
line is that a car powered by e-fuels
has a similarly good carbon footprint
to that of a battery-powered car
driven by electricity from renewable
sources, says Novak.
Powerful
triptych
1
When the intake valves are
open, the fuel is sprayed
directly into the cylinder, where it
distributes evenly.
Test passed!
Compared with
conventional fuels, Audi e-fuels
are often better.
2
Combustion is triggered
by the ignition sparks,
from where the flame front
propagates.
3
The increasing pressure
generated by combustion pushes
the piston downward.
Man vs. Machine, Eye vs. Sensor

The second comparison in the Man vs. Machine series sees the Audi A8 step up
to the plate. Are the driver assistance systems it uses to identify its surroundings just as
good as the human eye? Or even better?
S how
down
Text
Ann Harber and Sabrina Kolb
Illustration
Carola Plappert
Assistance systems serve to increase

comfort in a car, explains Dr. Stefan
Wender, who is responsible for the architecture of driver assistance systems at AUDI AG. The systems must work meticulously together if they are to identify dangers reliably. Depend
ing on the application, cameras, radar and ultrasound systems
can be used to classify the surroundings in their own way and
to issue alarm signals. Audis driver assistance systems are
pure hi-tech. Are they already equal to human beings or perhaps even superior to them? An attempt, in nine parts, to come
up with an answer.
58
59
1
Over-View
Audi A8 Human [1:0]
Far Sight
Audi A8 Human [3:1]
Up to five cameras are mounted in the Audi A8 when

the customer orders perimeter cameras. The driver assistance
camera is mounted on the rear-view mirror, while the parking
cameras are beneath the exterior mirrors, close to the Audi rings
at the front and on the trunk. This affords the Audi A8 the perfect
view in all situations.
Based on the parking cameras, a control unit generates a virtual plan view of the car and its surroundings, which is
shown in the MMI display*. When maneuvering into a parking
space, the driver has an overview of the entire situation. In addition, four ultrasound sensors in the front and rear bumpers
measure the distance to obstacles in front of and behind the
vehicle; their signals warn the driver with increasingly urgency
as the sedan moves closer to one of them.
When it comes to overview, the Audi A8 is therefore
ahead of the human eye in a few areas. The birds eye perspective, the simultaneous overview in all directions and the precise
estimation of distances are things that a human being cannot
achieve to the same degree on his own.
With long-distance vision of up to five kilometers,

human beings are far better than cars. The special parking cameras in the car can see for just a few meters, albeit across a wide
horizontal field of vision of 180 degrees. The driver-assistance
camera pointing forward has a horizontal field of vision of just
46 degrees.
However, the comparison between car and human in
this chapter ends in a draw, as the front radar of the adaptive
cruise control gives the Audi A8 a major advantage. Thanks to
its precise measurements, the sedan can adapt its speed to
maintain a constant distance to the vehicle in front.
The human being is inferior when it comes to precision. In order to estimate the speed of an oncoming vehicle or
one driving in front, the brain compares the size of the image of
the car on the retina at intervals of around 30 milliseconds. The
changes in such a short time are very small, making it difficult
to estimate speed. Human perception is therefore based on estimated values and not on the precise measurement conducted
by the Audi A8.
View to the front the Audi A8 with its driver

assistance camera.
2
Hind-Sight
Audi A8 Human [2:0]
360-degree view four dedicated cameras make

parking easier.
The Audi A8 is also well ahead when it comes to hindsight. In order to look rearward, Audi side assist uses two rear
radar sensors in the bumper. At speeds upward of 30 km/h, they
keep an eye on an area up to 70 meters behind the sedan. As well
as the blind spot, this also covers the so-called approach zone,
which is considerably larger.
By scanning the approach zone, Audi side assist can
make the driver aware of potential dangers. The system meas
ures the distance and speed of other vehicles off the Audi's rear
corner. In the first stage the information stage the LEDs in
the exterior mirror illuminate. Their brightness, however, is
muted and only noticeable when viewed directly. If the system
identifies an intention on the part of the driver to change lane
when the distance is too short, the LEDs flash brightly as the
second warning stage.
The rear-view benefits of the Audi A8 are also evident
when maneuvering into a parking spot. The reversing camera
captures the area behind the vehicle and shows it in the MMI
display. The associated control unit automatically calculates the
path that the Audi A8 will take with the given steering angle and
presents this likewise in the display.
Human beings would have a tough time beating the
Audi A8 rear-view systems. If a person is looking forward, he/she
can see a little more than 90 degrees to either side, giving a total
field of vision of around 180 to 200 degrees. Although he/she
can and should also be checking the area behind the car with
regular glances over the shoulder, potential danger situations
in this area are far more difficult to see than for the Audi A8 with
its direct rearward view.
Field of vision the outer line of the circle

describes the field of vision of the human eye.
The two inner lines mark the zones in which
the eye can recognize the colors blue and red.
60
Sharp focus the concentration of

photoreceptors is at its greatest
in the area around the fovea on the
retina.
4
Clarity
Audi A8 Human [3:2]
5 km
Far-sighted human beings can see up to

five kilometers in front of them, taking in an
angle of more than 180 degrees. The
upward and downward angles are 60 and 70
degrees respectively.
5
View Point
Audi A8 Human [3:3]
The human being scores in this test, too. One eye
alone can see only in 2D. Two eyes working together, however,
make that 3D. Thanks to the distance between them, each of our
two eyes sees things from a slightly different angle. The slight
difference in the perspective of the two images enables the
human brain to determine distances and the spatial positioning
of objects. This becomes easier as the distances involved become
closer.
The greater the distance, the more this capability
diminishes. From distances upward of one kilometer, the brain
can no longer determine differences in distance from the images
conveyed by the two eyes. The pinpointing of certain objects is
instead determined from an individuals experience of scale and
proportion.
The driver assistance camera in the Audi A8 cannot
provide 3D vision. However, Audi is already working to develop
a new generation of cameras that will also enable a vehicle to
observe its surroundings in three dimensions. So, in future, the
car will be able to match this point.
When it comes to clarity of vision, the human being

cuts the better figure. In the fovea area of the retina, a person
can see up to six times more clearly than the driver assistance
camera in the Audi A8. In an ideal scenario i.e. with 20/20 vision and rested eyes human vision in this central area is equal
to a resolution of around 8 megapixels.
However, resolution is not the same all over the eye.
It dissipates toward the edge, which is why people can only see
things out of focus on the outer edges of their field of vision. This
is where the brain comes into play it completes the fuzzy images from its memory and experiences. These are based, for
instance, on what we had previously noticed on looking around.
The outer edges are out of focus in camera systems,
too. But here, the pixels are distributed more evenly so that the
camera can see clearly in a larger section of it field of vision than
a human being can.
Three dimensions the distance between
the eyes enables the brain to generate threedimensional images.
61
50 meters
Alertness
Audi A8 Human [4:3]
300 meters
When it comes to alertness, the luxury car is once

again out it front. With a reaction capacity of considerably less
than 100 milliseconds, the Audi A8 is well ahead of the human
being, whose reaction capacity is between 300 and 500 milliseconds.
In the car, the driver assistance camera prepares information as quickly as the computing power permits. If we assume that the camera can process 36 images per second, it
therefore needs 1/36 seconds, i.e. 27.7 milliseconds, to recognize something. Although, in the interests of reliability, the car
usually evaluates several images, its reaction time is still considerably less than that of a human being.
Recognition time varies among individuals and is
largely dependent on attentiveness. The effects of inactivity and
distraction have a negative impact on reaction capacity, while
the Audi A8 is constantly at the top of its game.
Nevertheless, with maximum concentration, the
human being can beat the camera. However, this means that,
when driving, he/she must concentrate fully on absolutely nothing else but the road ahead and the traffic round about.
100
milliseconds
300500
milliseconds
Information processing the chip beats the

brain in this criterion, too.
62
60 meters
Nighttime vision the infrared camera can see
five times farther than the human eye.
7
Night Vision
Audi A8 50Human
[5:3]
m
The Audi is in the lead by night. In the dark, a human
being can see only in black-and-white and with a considerably
lower resolution than in bright daylight. With the help of low
beam, he can identify obstacles on the near side of the road from
a distance of up to 60 meters, and from up to around 40 meters
on the off side. However, at speeds of more than 70 km/h, these
distances are usually insufficient to come to a complete halt in
time in a dangerous situation.
The Audi has the advantage in the dark due to its
infrared camera, the core element of the night view assist system. The system generates a thermal image of the situation in
front of the car. The thermal image highlights warm objects,
while cold objects appear blue. People and animals, which the
eye would normally perceive as dark outlines, can be seen
brightly lit in the dashboard display thanks to their body heat.
Furthermore, the infrared camera is also able to show the course
of the road and building outlines. It can see up to 300 meters
ahead, beyond the range of the full beam.
Drivers have two handicaps by night. One is so-called
afterimages that form in the eye as soon as another road user
approaches from the other direction with full beam activated.
The human being has difficulty seeing directly afterward. The
second disadvantage is so-called dysphotopsia, which makes it
difficult to see around a bright light source.
Fore-Sight
Audi A8 Human [6:3]
Both people and machines drive in an anticipatory
manner. The camera, however, is more precise. In contrast to
people, who see distances only as rough approximations, the
two radar sensors in the adaptive cruise control calculate distance down to the last meter. The system can see up to 250
meters ahead, meaning it can estimate far more precisely than
a human being when braking is necessary.
The Audi A8 also helps the human being to stay in
the correct lane. If the driver is distracted and deviates from the
lane, Audi active lane assist kicks in and pulls the sedan back into
the correct lane with a computer-controlled steering maneuver.
To do this, the camera monitors the road for 50 meters ahead
and through an angle of around 40 degrees. If the indicator is
activated or the steering maneuver is so definite that the lane
change is clearly intentional, the system takes no action. In
non-transparent situations such as a construction zone on a
multi-lane highway, the assistant switches automatically to
passive mode.
In order to activate the system, the speed of the car
must be at least 65 km/h. The human being would win from this
point of view, as he/she is ready for action at any speed.
9
Color Vision
Audi A8 Human [6:4]
A human beings perception of his surroundings is
far more colorful than that of the in-car camera. In human eyes,
three sets of so-called cones enable the recognition of at least
270,000 colors. The eye identifies around 300 spectral colors
and can differentiate between around 30 gradients of light and
30 of shade, i.e. paler and darker tones of a particular color.
The in-car camera, on the other hand, can only differentiate variations of intensity in the colors red and white,
concentrating on the colors most critical in traffic situations. For
instance, it can differentiate red rear lights and brake lights from
white front headlamps and recognize the red outlines of traffic
signs. This technology guarantees good night vision.
In the R18 e-tron quattro Le Mans race car, which has
no rear window, the rear view is provided by a camera/monitor
system. The digital rear-view mirror, made up of organic lightemitting diodes (AMOLEDs*), shows what is going on behind the
car in a brilliant and detailed image. The data are prepared to
ensure that the image remains colorful and bright even in low
light conditions, and that the headlamps of other cars dont
dazzle the driver in the dark.
63
50 meters
Looking ahead Audi active lane assist uses the
driver assistance camera with its 50-meter visual
range.
Final Score
Audi A8 Human [6:4]
In this comparison, both man and machine demonstrate a compelling array of individual qualities. The driver assistance systems in the Audi A8 take first place primarily when it
comes to reliability. Monitoring traffic consistently and without
distraction, estimating distances with precision and maintaining
a close eye on the area behind the car these systems are perfect
for such tasks.
Human beings, however, have a more colorful view
of the world. They see it in three dimensions and have no problem classifying even long distances. Above all, human beings
are still well ahead of the car when it comes to understanding a
situation. They understand interrelationships, can draw definite
conclusions from the information presented to them and adapt
themselves flexibly to the respective situation.
In-car assistance systems can send signals triggered
by a specific stimulus. However, this process is based only on
algorithms a car is not intelligent in the true sense of the word.
Assistance systems may be able to identify and react to predefined dangers, but they are currently unable to interpret
unknown, more complex situations. In case of doubt, they must
adopt a conservative approach.
Audi is working hard to make its assistance systems
more powerful. The models of the future will be able to park
themselves in garages and car parks without the driver having
to be in the car. They will also be able to take the pressure off the
driver in slow-moving traffic by steering, braking and accelerating at speeds of up to 60 km/h. They will depend fully on their
sensors thinking, on the other hand, remains the preserve of
the human being.

The photoreceptors in the eye the three different

kinds of cones are sensitive to different wavelengths in the light spectrum, i.e. different color
ranges. S, M and L means short, medium and long.
B espoken
F or
N atural
E legance
Individualization by quattro GmbH

How do you turn a special car into something highly
personalized? The experts at Audi exclusive offer
a virtually inexhaustible array of options to make a new car
utterly unique.
Trim elements in Tamo ash natural

dark brown set natural
accents in the alabaster white
interior.
Text
Annika Jochheim
Photos
Daniel Wollstein, Robin Wink
Mugello blue named for the Italian race track. Even the name of the color of
this unique Audi A8 L W12 conveys style, Mediterranean flair and sporting
character. The deep blue paintwork shimmers, the exquisite tone bringing a very particular elegance
to the luxury sedan. The interior is dominated by leather in alabaster white with night blue accents. Trim
elements in open-pored Tamo wood grown in Japan or Russia round off the beautifully balanced color
combination. With the waving lines of its grain, it gives the interior a note of natural authenticity.
These colors complement one another perfectly, comments Audi exclusive Customer
Advisor Stefan Bach. Both interior and exterior have a maritime feel and interpret the elegance of
the Audi A8 in a highly distinctive way. Bach should know; after all, he has been advising Audi customers on their personalized cars for the last ten years. Audi exclusive, quattro GmbHs individualization
division, which equipped the Mugello blue Audi A8 L W12, offers a range of options that is virtually
limitless.
With our color combinations, leather sorts, trim and more than 100 paint colors, we start
where the series range leaves off, is how Bach describes the spectrum on offer. People who drive an
Audi model are looking for something special. With the Audi exclusive program, we offer our customers the chance to take something special and turn it into something utterly individual.
In 2012, quattro GmbH individualized around 160,000 vehicles across the entire model
range from the Audi A1 to the Q7. A host of leather varieties, fine trim elements and specialist paint
colors are, of course, also available for the brands flagship, the Audi A8. For the A8 and the A8 L, our
customers can choose from sixteen leather colors in addition to the series-production shades, explains Bach. Plus there is a vast range of exterior colors, such as pearlescent saddle brown or pearlescent palais blue, which are only available through Audi exclusive.
the new generation of the Audi A8!
64
65
No
compromises

Besides paint and leather colors, the stitching and the colored leather piping that
edges the foot mats, quattro GmbH also offers a range of exquisite luxury features for the Audi A8.
They include the likes of personalized entry sills, a cool box in the rear, a bar cubby and office solutions
like a folding table. Customers who buy an Audi A8 are usually business people who spend a lot time
in the car, says Bach. The car is their office. Its stands to reason that they want to make it as appealing and comfortable as possible.
But how does the customer know what really suits him and, more importantly, what works
together? This is where the Audi exclusive advisor comes in with his/her in-depth knowledge of all the
combination options. You have to know the materials, but also the vehicles and their equipment
options, says Bach.
A good advisor needs a good feel for his opposite number if he is to work together with
him to determine his wishes and preferences. Is the customer a calm type, a classic individual or does
he have a more experimental nature? In their work in this field, Stefan Bach and his colleagues benefit from the power of their imaginations and from many years of experience. At the end of the day,
what matters to them is that the customer is suitably delighted when he takes delivery of the car.
We take every detail into consideration, assures the expert. And we obviously make sure
that the customers wishes deliver a coherent and harmonious overall effect in their application.
Purple leopard print or pink trim elements with orange Alcantara? Bach and his colleagues take the
liberty of advising their customers against such ideas.
Customers from around the world take advantage of the advice service. Some of them
travel to the Audi Forum in Neckarsulm to see the range on offer in the Audi exclusive studio there.
These Audi fans receive detailed advice, want to sample the feel of the different leather sorts and run
their fingers along the stitching on the seats and steering wheels. Others arrive for their appointment
with a very precise idea of what they want. I enjoy the contact with so many people, to meet them
and to advise them, says Stefan Bach. I love the creativity and freedom of expression that comes
from my work.
These are aspects than can be exercised to the full with one-offs like the Mugello blue Audi
A8 L W12. Models such as this are built for events like motor shows or customer experience days and
are configured by Audi exclusive advisors; they demonstrate to the customers the countless options
offered by the individualization studio. We have had customers who liked a one-off so much that they
used it as a template for the design of their own car, reveals Bach. This is great affirmation for us.
With its fine colors and maritime character, this Audi A8 L W12 may well be an exhibition
piece that finds favor with many. But Audi exclusive offers one thing above all to design their car to
be as individual as they are themselves.

The elegant lines continue

into the rear of the Audi A8 L W12 with
precision-crafted materials.
I n the best of
hands
Audi exclusive Customer Advisor
Stefan Bach has a feel for the
many color combinations offered by the
individualization specialist.
S howcase
The Audi A8 L W12,
the Audi flagship, shimmers elegantly
in deep Mugello blue.
66
67
Magazine
Only those prepared to look beyond their horizons
can evaluate and build on their own progress. Technology
news from around the world.
Image source: Georgia Institute of Technology
Text: Marlon Matthus
The Power of Thought
Image source: www.shutterstock.com
Telekinesis is becoming reality. With the

help of a Brain Computer Interface (BCI), scientists
have succeeded in flying a drone by the power of
thought.
In order to capture the activities of the
brains movement center the motor cortex the
pilots have to wear a cap equipped with electrodes.
If the wearer now thinks of specific movements, he is
able to steer the drone through the air. To do this, the
researchers first had to use EEG and MRT to determine
where in the brain neurons are being activated. For
people suffering from neurodegenerative diseases,
BCI could help provide control over bionic prosthetics
or wheelchairs.
Further information:
www.umn.edu
Image source: University of Minnesotat
Completely detached the pilot controls the drone using only

his thoughts.
68
Image
Bildquelle:
source:
Research
Research
Group
Group
forfor
Photonics
Photonics
in Living
in Living
Organisms
Organisms,
, University
University
of of
Namur
Namur
Artificial sense of touch special films allow robots to feel.
From close up the structure of the firefly shell makes LEDs

even brighter.
Good reception windows provide a stable mobile network.
As Clear as Glass

Scientists from the Georgia Insti

tute of Technology in Atlanta have
used bundled zinc-oxide nano
wires to develop a sensor film that
closely mimics the sense of touch
of human finger tips. It takes ad
vantage of the piezo-electric effect
that generates electric pulses
from mechanical pressure exerted
on the bundle of zinc-oxide nano
wires. The scientists were able to
apply 8,464 of these bundles to
one square centimeter of film. The
human fingertip, by comparison,
accommodates only around 240
touch receptors on the same area.
Fly by Night
www.gatech.edu
We all know the problem you

may have no difficulty using your
mobile phone outside on the
street, but reception inside build
ings is often poor. Swedish company Ericsson may have found
the solution. The Windows
of Opportunity project uses windows to provide the perfect connection. Transparent films on
the glass function as antennas to
boost the network.
Angular, rough and chaotically ordered.

This is the conclusion reached by researchers when they
examined the external structure of the light organs of
a species of Panamanian firefly.
If you use this structure as an added layer
on LEDs, the light output of the semi-conductor can be
raised significantly. A large proportion of the LED light
is still reflected back into the diode. This drastically
lowers their level of efficiency, says Annick Bay from
the University of Namur in Belgium. Lab experiments
have confirmed that the rough surface of the firefly
shell lets out more light.
www.unamur.be
www.ericsson.com
Robots with Feelings
69
LED
Image source: Fred Bruneau
1000

Powerful the new batteries are up to 30 times more powerful

than previous models.
Power Pack
Recent years have seen our

electronic devices become ever
smaller and more powerful.
When it comes to their batteries,
however, relatively little has
changed. However, it appears
that researchers at the University
of Illinois have achieved the
breakthrough. They have developed a technology that makes
batteries 30 times more powerful and 1,000 times faster to
charge than at present. To achieve
this, the anode and cathode
have been reduced considerably
in size and arranged in a new
kind of 3D structure. The researchers believe that, in future, it
will be possible to jump start
a car with a smartphone battery.
Image source: KIT
No Outlet
Smarthone and e-book reader displays could

soon themselves become power sources making the
need for a charging outlet a thing of the past. Solar
films from the French SunPartner Group are just 0.5
millimeters thick and virtually transparent. Built into
the display, they can lighten the load on device batteries. The energy generated is currently 2.5 milliwatts per
square centimeter, with a ten minute charge being sufficient for two minutes more talk time. The hope is to
double this figure this year through the use of new photovoltaic materials such as organic semi-conductor
polymers. What makes these films to special is that
they also work with artificial light.
Image source: Fraunhofer IAF
Image source: Beckman Institute for Advanced

Science and Technology, University of Illinois at Urbana-Champaign
Charged up super-thin solar films support smartphone

and e-book reader batteries.
Sent through the air radio relay links transfer data just as
quickly as fiber-optic cable.
www.sunparterngroup.com
illinois.edu
Image source: mc10Inc
3D

3D Fabrics Cool and
Heat the Car
Stuck on a new kind of sensor monitors patient health.
Thanks to their extremely

good breathability and cushioning characteristics, 3D fabrics
are predestined for use in
vehicle interiors. Researchers
are working on integrating
electrically conductive threads
into their structures. These
could be used to heat, cool or
even operate vehicles without
the need for a wiring loom.
John Rogers, Professor of Materials Science

at the University of Illinois, and his team have developed special health sensors that can be applied to the
body like removable tattoos.
The prototypes are made from ultra-thin
electrodes, sensors, a wireless power supply and communications technology, and can measure the temperature and dampness of the skin. Doctors can use
this, for example, to monitor wound healing following
an operation. A wireless connection to the hospital
allows the patient to remain in the comfort of his/her
own home.
www.mc10inc.com
www.titv-greiz.de
70
Healthy Tattoos
71
High-Speed Transfer
New world record researchers

at the Fraunhofer Institute for
Applied Solid-State Physics (IAF)
and the Karlsruhe Institute for
Technology (KIT) have succeeded
in wirelessly transferring the
data equivalent of an entire DVD
in less than one second. With
a transfer rate of up to 40 Gbit/s,
this is the power of modern
fiber-optic cable.
This kind of radio relay link
could be used to close the gaps
in the supply of broad-band
internet, primarily in rural areas
and places that are difficult to
reach. The transfer has zero
losses even in bad weather such
as rain or fog.
40
www.iaf.fraunhofer.de
74
80
Happy Anniversary
Audi milestones

Passion
Passion is a driving force of Audis development work.
Passion means love, sometimes lust and always full commitment.
Passion.
Out of Thin Air

How to filter CO out of the air
82
Great Finnish
Hannu Mikkola won the 1983 World Rally
Championship in Patagonia
90
Shell Shock
The Ducati 1199 Superleggera is
a work of art on two wheels

From Pollutant to Resource
Zrich start-up company Climeworks
has developed a technology that filters carbon
dioxide out of ambient air. Audi is involved in the project.
Out
of
Thin
Air
74
75
Text
Johannes Kbler
Photos
Manfred Jarisch

an animation of how CO is collected from the air!
Zrich, Technoparkstrasse 1, a large office building,

home to more than 250 hi-tech companies and research
institutes. On the second floor of the Einstein wing is the space occupied by
Climeworks AG. A couple of rather unremarkable looking offices, a laboratory
and just ten employees a small start-up company. But it is one with a concept
that could change the world of mobility, with some major input from Audi.
Climeworks has created the first manmade system in the world able to extract
CO continuously from the air, explains Dr. Hagen Seifert, who is Audis officer
for carbon footprint, future materials and renewable energies. We reckon
that this idea holds enormous potential. A year ago, we entered into an exclusive cooperation with Climeworks that we now want to expand significantly.
The technology is extraordinarily efficient 80 percent of the CO
molecules that flow through the Climeworks equipment with the ambient air
are filtered out. The basic principle is astonishingly simple the carbon dioxide
is first bonded with a sorbent material, then released again and, finally, prepared for further use as a pure gas. CO makes up around 0.04 percent of the
air, and rising, and is distributed very evenly through the atmosphere; which
is why this new technology is achieving very similar results around the world.
The principle of direct air capturing* is not new, but Climeworks is
the first to achieve a significant reduction in its energy requirements with
new approaches in the layout of the cellulose matrix and the chemistry of the
materials. This has transformed this start-up into extremely hot property
among environment companies. Established four years ago as a spin-off from
the Eidgenssische Technische Hochschule (ETH) Zrich, Climeworks attracted backers from Switzerland and around the world. In the Virgin Earth
Challenge, a climate competition sponsored by Richard Branson and Al Gore
that comes with a first prize of 25 million dollars, the Zrich company was
among eleven finalists selected from 10,000 entrants.
The Climeworks
Demonstration Unit
4
4
6
6
2
Compact and powerful

1 Valve
2 Air intake blowers
3 Adsorption chamber
3 The CO molecules settle on the

filter material
4 and are desorbed under heat at
regular intervals.
5 The CO serves as a resource for
facilities like the Audi e-gas plant
6 and makes its way into the
fuel tank as part of the synthetic fuel.
Filter material cellulose granules 1

serve as the carrier material.
Know how Climeworks strength lies 2
in the chemistry of the materials.
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77
4 Air evacuation blowers

5 Heating
6 Heating control unit
At the heart of the demonstration unit is the adsorption

chamber. This is where the CO settles on cellulose
granules coated with certain amine groups. The cellulose
matrix presents a large surface area to the air flowing
through it, while restricting its flow only slightly. After
around three hours of operation, desorption takes place
at about 95 degrees Celsius and reduced pressure. The
CO molecules are released from the cellulose and col
lected by a vacuum pump. The next cycle can then begin.
What we find so compelling

is the closed circuit
The Climeworks technology has two great

benefits, it cleans the air and serves as one element
in the manufacture of synthetic fuels.

Dr. Hagen Seifert
The demonstration unit that the Swiss company has been operating
since the start of 2013 marks an increase in scale to the magnitude of 1,000
compared with the previous lab unit. Its task is to demonstrate the efficiency
of the Climeworks technology. It has been running continuously and soundly
for the last twelve months at temperatures ranging from minus five to plus 35
degrees Celsius, with a quiet swooshing noise like that of a conventional airconditioning system. A single operating cycle takes around six hours, with the
end result being one kilogram of CO with a purity of 99.5 percent. The cellulose material in the adsorption chamber is changed after four years of operation; otherwise, the maintenance requirements are minimal.
But what happens to the extracted CO? Carbon dioxide is not a
pollutant, but a resource, says Dr. Hagen Seifert. Plant nurseries can use it,
as can drinks companies, or soon perhaps even car companies for the air conditioning systems in their vehicles. And we at Audi have a very particular interest in this we can make excellent use of it at our e-gas facility in Werlte.
The plant in Emsland produces synthetic methane (Audi e-gas*),
which serves as fuel for cars like the A3 Sportback g-tron. The hydrogen necessary for this is extracted from water via electrolysis using eco-electricity. CO,
the second raw material, currently comes from a neighboring biogas facility;
2.7 kilograms are required to make one kilogram of e-gas. In future, Audi could
generate the CO itself. With one large Climeworks facility, we would be able
to cover the current CO demand in Werlte, reckons Seifert. This would enable
us to make around 1,500 cars CO-free.
A process that cleans the air and is also an important element in
the manufacture of synthetic fuels the Climeworks technology unites two
great benefits, says Dr. Hagen Seifert. For us at Audi, this can become a central element on the path to CO-neutral mobility.

Dr. Hagen Seifert (Audi) in conversation

with Jan Wurzbacher (standing) and
Christoph Gebald. The two 30 year-old
Climeworks founders come from
Germany and studied mechanical engineering at ETH Zrich.
Dr. Seifert: What we find so compelling

about the Climeworks technology is the closed circuit.
The CO available on the market today is fossil based,
generated from the combustion of fossil fuels. CO extracted from the air, on the other hand, is renewable
similar to a biofuel, derived from plants that extracted
carbon dioxide from the air during their growth. Just
that the Climeworks extraction cuts out the middle man.
Wurzbacher: We are utterly convinced by

our process and its energy efficiency. In the short term,
you can, of course, also capture CO at the chimney of a
coal-fired power station, where the concentration is
naturally far higher. However, the energy required would
significantly reduce the efficiency of the power station.
There is no closed circuit independent of fossil fuels
Site inspection in Zrich the 7

demonstration unit at the foot of the Hard
brcke close to company headquarters.
Extraction of atmospheric CO is a
critical step in the sustainable mobility
of the future.

Dr. Hagen Seifert
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79
Gebald: and besides, you would then

have to transport the CO to where you need it. Our
technology, on the other hand, has the major benefit of
freedom of choice in its location. Above all, we can position our equipment wherever there is the waste heat
necessary for its operation. We firmly believe that we
can offer renewable CO at market prices.
Dr. Seifert: With a large Climeworks facility
in Werlte, we could significantly increase the overall
efficiency of our Audi e-gas facility. The heat that we need
for desorption comes for free from the available waste
process heat. Thinking on a large scale, we wouldnt be
able to operate without this new technology, because
there wouldnt be enough biogas facilities in Germany
to generate synthetic fuel. Audi e-gas and our other efuels are also suitable for further processing in future,
they could be used to produce sustainably generated
plastic parts, which could be of great interest to us. We
see atmospheric CO as a critical factor in this completely loss-free cradle-to-cradle cycle.
40
25
Less is More
Text
Janine Bentz-Hlzl
Photo
Ulrike Myrzik
80
Diesel Dash
Even in 1974, it was possible for small

to be beautiful the Audi 50
was an extremely modern and finely crafted
automobile, like the Audi A1 is today.
Sluggish was yesterday with the

first turbodiesel featuring direct
injection, Audi revolutionized the
image of compression-ignition
drives. Since 1989, the TDI has
stood for driving fun and
exceptional power delivery and for
the worlds most successful fuelsaving and efficiency technology.
Hat Trick
20
In 1934, the new Auto Union Grand Prix

cars set three world speed records
on the Avus track in Berlin then turned
the world of motorsport on its head.
At the wheel was racing legend Hans Stuck.
FiRSt
The Audi RS 2 Avant was launched in
1994. Its message was that of
outstanding performance in a whole
new segment. Its legacy is a broad lineup
of Audi RS models, each one of them
endowed with stunningly refined power.
100
Three, Two, One
gotcha
Happy
Anniversary
20
At the age of just three years, the

Audi brand began a winning
streak in 1912 that delivered it
three consecutive wins at the
Austrian Alpine Race. As a result,
the challenge trophy was given
permanently to the company from
Zwickau marking the start of
Audis amazing motorsport history.
In the photo, August Horch sits
at the wheel of the Audi Type C, his
wife Anneliese on the back seat.
The Art
of Aluminum
Geneva Motor Show 1994
the birth of the Audi A8.
For the new luxury-class model,
Audi developed a highly inno
vative aluminum technology,
thereby establishing its
clear leadership in lightweight
design.

Honor Roll
Audi has every reason for celebration in 2014,
too. Be it 100 years of motorsport tradition or 25
years of TDI, 80 years of the Silver Arrows or 20 years
of the Aluminum Space Frame Vorsprung durch Technik
has been anchored in the Audi DNA from the very start.
80
81

Hannu Mikkola in Patagonia

There were five quattros on the starting grid at the deciding race of the 1983 World Rally
Championship, run in the depths of the Argentinean winter. At the wheel of one of them was
Audi works driver Hannu Mikkola from Finland. His victory secured him the only world championship
title of his long career. 30 years later, he returned to Patagonia.
82
83
From another planet

in their first years, the quattros
competed mainly with themselves.
No competitor could come close
to them, particularly under difficult
road conditions.
Text
Thomas Wirth
Photos
Stefan Warter
Hannu Mikkola is Finnish one of those fast

Finns who dominated international rallying
from the 1960s on. They didnt say much, but were insanely fast
behind the wheel. Their fine sense of humor was so deeply hidden
behind motionless expressions that the inexperienced needed a
moment or two to notice the twinkle in their eyes. Hannu Mikkola
is one of those Finns.
After 30 years, he is returning to the place where, in
1983, he drove the most important bend of his career. He already
had everything else behind him. The tracks of the 1,000-Lakes Rally
in his Scandinavian homeland and the intricately woven serpentines of the Maritime Alps near Monaco, the tight mountain roads
of Corsica and Greece and the narrow lanes winding though the
estates of the English aristocracy. He defied the rough conditions
in Africa at consistently high speeds, as is the want of a dedicated
Finn. Yet, even after 20 years, he was still without a title. Break
downs, accidents and competitors were always getting in his way.
But 1983 looked better for him. Just as well, because Hannu
Mikkola, engineer and self-taught rally driver, was determined to
become World Rally Champion at the age of 41.
Every centimeter counts

in the battle for the world championship crown, Hannu Mikkola could
not afford to make any mistakes on
scree and water, snow and ice.
Audi quattro Group B A2

(1983/1984)
Not at all tired

even at 71 years old, Hannu
Mikkola is perfectly in control of
the quattro. He is fast, he is
precise and, of course, he is completely relaxed.
Engine
Inline five-cylinder with overhead camshaft,
2,144 cm, bore x stroke 79.5 x 86.4 mm, compression 6.5:1, maximum torque 450 to 491 Nm
at 4,000 rpm; maximum power 265 to 294 kW
(360 to 400 hp) at 7,000 rpm, fuel supply:
electronic injection (Bosch), KKK turbocharger,
dry-sump lubrication
Transmission
All-wheel drive, single-plate clutch,
five-speed gearbox
Chassis
McPherson strut suspension front and rear,
power-assisted rack-and-pinion steering
Dimensions
L / W / H: 4,404 / 1,733 / 1,344 mm
Wheelbase: 2,524 mm
Track f / r: 1,465 / 1,502 mm
Weight: 1,100 kg
Performance
Top speed: more than 190 km/h
Consumption
35 to 47 l/100 km in competition
Today, in the Argentinean winter of 2013, he stands in

San Carlos de Bariloche, a small town deep in the heart of Patagonia
that is best understood by Europeans when they envisage the phenomenon of St. Moritz. A not particularly pretty destination for
sportsmen and women, built on a lake, framed by rocky mountain
peaks and graced by a small harbor and ski lifts. Bariloche even has
a tradition of chocolate making. Settlers brought their recipes from
the once sparse Swiss countryside. Hannu Mikkola casts his eye
around the landscape and says, It was pretty easy to make a mistake here.
Next to him is an Audi quattro, albeit a model from
1984. The correct 1983 version is not currently roadworthy, but
the differences are tiny. Hannu Mikkola, on the other hand, is utter
ly original. He has flown in from Miami, where he lives for the part
of the year when his home in Finland is too dark, even for him. Now
he wants to drive, pulls on his helmet and sets off. He is now 71
years old. He shifts gear with precision and puts his foot down.
Everything is fast, very fast. He knows exactly what to do. But what
about that bend up ahead? The quattro approaches it at breakneck
speed and he doesnt back off. Does he still know what hes doing?
He certainly does. Again and again, he drives along this
stretch of Patagonian countryside that ardent rally fans have closed
specially for the return of the world champion. Hannu Mikkolas
face is without expression when he drives. The car is loud, it booms
and vibrates. Hannu calls out that it would get quieter if he drove
faster. Perhaps he is laughing just a little to himself.
The quattro has become no less familiar to him in the
30 years since his victory. He knows exactly how to use it, knows its
limitations, doesnt need to feel his way. He uses the options with
supreme control without overstretching them. This car belongs in
a museum this turbo-whistling five-cylinder with its massive battery of headlamps but Hannu Mikkola still loves the kick he gets
when his car does exactly what he wants it to at high speed.
86
A little later, he stops on a ridge. After all, this is not a

race. It was critical back then, says Hannu Mikkola now. I had to
win in Bariloche if I was to become world champion. In elite sport,
such plans are not easily postponed until next year when you are
already the wrong side of 40. Not even for a Finn.
Audi knew this of course, and thus took to the track on
the other side of the world with an armada of five Audi quattros.
The regulations stipulated that this many Group B race cars had
to start a rally if full points were to be awarded at the end. In order
to minimize the risks in this far-flung land, Audi had chartered
two military helicopters at short notice for the 14 technicians. The
service professionals used them to follow behind their quattro
troupe repairing whatever needed repairing along the way, including the helicopters.
It was August 2, 1983, when the Rally Argentina began
in Buenos Aires at ten oclock at night. The city was dancing; hordes
of people crowded the track. 94 teams raced from here into the
wintery night for exactly 1,362 kilometers across the plains, interrupted only by the first two special stages. The rally had never been
this fast. The average speed stood at 189 km/h. And, now in Pata
gonia at the foot of the Andes, a phenomenon occurred over the
next three stages: Ive never again seen so many people, recalls
Mikkola. They were absolutely crazy about motorsport. The World
Rally Champion speaks in a tone of voice that indicates a degree of
surprise at this passion for driving fast on gravel and asphalt.
As of the 1982 season, rallying was interested

only in letters, not numbers. In the new Group B
were thoroughbred race cars based on special
road-going sports cars. For their homologation, at
least 200 had to be built over twelve months. Ten
percent of them could be developed into rally cars.
After the long quattro, Audi developed the
Sport quattro especially for Group B.
We want more
water or ice, gravel and snow did
not count as adverse conditions. On
the contrary, they were welcome
aids to proving quattro superiority.
Alongside Mikkola were Stig Blomqvist, Michle Mouton,

Shekar Mehta and Rubn Luis de Palma, an Argentinean businessman, stuntman and racing hero. For 15,000 dollars, the amateur
driver had rented a training quattro for the race on his home turf.
To begin with, the rally novice held up well, but in the seventh special stage, he slid out of the race on his roof. However, the fans loved
him despite of this, and perhaps even because of it.
There were onlookers everywhere. 30 years later, there
is just one Gerardo F. Viegener, an attorney from Bariloche. He
doesnt believe his eyes when he sees the colorfully decaled Audi
quattro from a distance at the side of the road with Hannu Mikkola,
his former idol, alongside. In 1983, Viegener was 27 years old and
the Rally Argentina offered him and his motorsport-crazy friends
an unrepeatable chance: This would be the one and only time that
the global rally circus would come to the Argentinean hinterland.
The group of ten fans piled into a small motorboat and traveled for
two hours across the ice-cold Lake Nahuel-Huapi from Bariloche to
the final stage of the rally. It rained on August 6, 1983. Then after
the rain came snow, a lot of snow. The tracks were made up of ice,
mud and gravel. These nasty Patagonian conditions seemed just
perfect for the Bavarian all-wheel technology.
Gerardo F. Viegener and his friends were amazed. They

had sought out a section of the gravel track right on a bend. The
quattros were whistling off in the distance then they appeared,
so quickly, in such an unearthly surge that Viegener and his pals
dived for cover behind the trees. We were sure they werent going
to make it, he says today. There was no way they were going to make
it. But made it they did. In glorious slides, Mikkola, Blomqvist,
Mouton and Austrian Franz Wurz, who drove a Group A Audi 80
quattro, wound their way through the many bends.
The Lancia drivers were far less at home in Argentina.
Although they started the race in August 1983 at the top of the
constructors table, the light-footed rear-wheel drive cars got stuck
in the mud, were overtaken downhill on special stages even by local
Renault 18 GTXs, or rolled ten times after an accident, like the car
driven by Adartico Vudafieri fortunately without injuring anyone.
Hannu Mikkola, on the other hand, was plagued by

problems like flat tires and defective brakes. In the end, Stig
Blomqvist was faster, but team orders reined him in. Mikkolas
championship title had priority over Blomqvists victory he was in
only fourth place in the drivers championship in August 1983.
Following his success at the Rally Argentina, Hannu Mikkola came
within just two points of Walter Rhrl at the top of the leader
board. In 1983 he was still driving for Lancia, but didnt want to
enter in South America. Going on the record with magazine sport
auto, he said at the time, Driving in snow and mud in the Rally
Argentina is a waste of money.
Not for Mikkola. This is where he secured his only title.
He looks on as the mechanics from Audi Tradition load up the wild
all-wheel-drive veteran. You know, he says, when I began rally
driving in 1963, I lived only for this one dream. And there it is after
all, the emotion without which motorsport would not exist, not
even for stoical Finns.

Hannu Mikkola
Scan the QR code and experience Hannu Mikkolas marathon

sprint for the 1983 world championship!
Hannu Olavi Mikkola (born May 24,

1942) is a former rally driver from
Finland. In 1981, alongside Michle
Mouton, he was the first driver to
enter a WRC rally in an Audi quattro.
In 1983, he and his co-driver Arne
Hertz became World Rally Champions
in an Audi quattro. It was the first
car to win the World Rally Championship with all-wheel drive. At the
Rally Argentina in 1985, driving a
Group B Audi quattro, Mikkola
dominated what was the fastest rally
to date in motorsport history. This
record was to stand for fifteen years,
before being broken several times
by current world rally cars.
Ducati has crowned the Panigale model range with a special edition limited to just 500 units
in the 1199 Superleggera, more than 200 hp meet just 155 kilograms. The lightweight specialists
in Bologna applied their spirit of innovation to create the fastest ever road-legal Ducati.
Text
Michael Harnischfeger
Photos
DUCATI
Manfred Jarisch
In October 2013, 300 people

traveled to Bologna from all
around the world. With heart rates elevated to varying
degrees, they climbed into taxis at the airport, traveled
the few kilometers to Via Antonio Cavalieri Ducati 3 and
stood there in amazement. These committed motor
cycle fans were given the opportunity to meet a true
supermodel on two wheels in advance of its world premiere at the Milan Motorcycle Show.
Ducati had piqued their curiosity, perhaps
even given one or two of them a few sleepless nights.
With the help of its dealerships, the Ducati management had sought out its best and most loyal customers
worldwide and directed them to a secure website filled
with some very vague insinuations teaser videos spoke
of magnesium, titanium and carbon. Mention was even
made of the exotic material tungsten, which is known
as an extremely dense heavy metal with the highest
melting point of all pure metals.
With great dramatic skill, the potential cus
tomer base was carefully primed on the lead-up to this
October day in Bologna, to this first encounter with the
1199 Superleggera, this manifest beauty of technol
ogy; the first tactile contact with its exquisite compo
nents and, ultimately, the question of whether this
wonderfully crafted sculpture from the very limits of
the technically feasible is actually worth the price of a
serious sports car about 65,000 Euros in total.
Lean and Mean

Beneath the tight-fitting CFRP bodywork is
concentrated high-end technology.
Shell
Shock
90
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Most of these fans each of whom have

more than just one Ducati in their own garage answered
without hesitation with a very resounding yes. A large
proportion of the Superleggeras 500 units, which will
be built by hand in true Ducati fashion, were therefore
already sold by the show premiere in November. All 500
contracts have now long been signed and production is
scheduled to commence at the start of 2014.
According to Ducati, several hundred more
contracts could have been sealed, but, despite the
tempting demand, the rules of engagement remain
unchanged. First come, first served the exclusivity of
the lean supermodel is cast in stone at 500. And it
comes with an absolute explosion of technology, materials and aesthetics that continue to present new
facets the more intensely you look at this motorcycle.
When Ducati presented the 1199 Panigale
R, CEO Claudio Domenicali answered the question of
what could possibly come next with a wink and a smile,
We have a few ideas, just you wait and see. The Pani
gale R is itself a mind-blowing dream machine with a
dry weight of just 165 kilograms, an output of 143 kW
(195 hp) and a top speed well over the 300 km/h mark,
as of which the speedometer shows just flashing lines
due to a gentlemens agreement with other manufacturers.
Racing Technology for the Road

The Superleggera is even lighter than the works superbike.
1

2

3

Numbers game rear tires

are 200 mm wide for a good 200hp.
Adapted aerodynamically
designed bodywork.
Single fun pillion passengers
are not envisaged.
4 Color theory if it glitters like gold,

its made of magnesium.
5 As in racing 520 chain and Ergal
sprockets.
6 Short and sweet the exhaust ends
at the footrest.
Marco Sairu
and his team pushed the twin-cylinder
over the 200 hp mark.
Marco Sairu, Engine Project Manager, sees the

pistons as the technical highlight of the Super
leggeras drive. These are the first pistons in a road-
going 4-strike motorcycle to run with just two
rings. Dispensing with the third oil-scraper ring
allows a shorter piston skirt with a corresponding
restructuring of the whole piston. This reduces
weight from 600 to 500 grams, which, in turn,
allows for lighter piston pins, says Sairu. In addi
tion, more power output comes from increased
compression and a redesigned piston crown that
optimizes the form of the combustion chamber.
Domenicali and his engineers kept their

word. Marco Sairu, Engine Project Manager, and his
colleague Cristian Gasparri, who drove the Superleggera
project as Vehicle Project Manager Sportsbike, report
that the Superleggera was already fixed in their minds
when work began on the new Panigale range. It was
launched in 2011 and revolutionized the way superbikes are built the world over, with a whole new level of
refinement in lightweight design and functional integration, as illustrated by its new kind of monocoque
frame and the short stubs of its exhaust system.
Once development of the 1199 Panigale R
was complete, the time came for attention to turn toward the project with the cryptic name of RSM. This was
the internal acronym for Racing Special Magnesium and
means nothing more than turning the screw of lightweight design a little further, through the application
of lightweight materials and technologies used in the
World Superbike & MotoGP Championship.
One route was in the more extensive use of
carbon-fiber reinforced polymer, or CFRP* for short. On
the 1199 Panigale R, the hi-tech material is already used
in guards for the swing arm, clutch cover and heels,
covers for the ignition lock and dampers, plus the fend
ers. The Superleggera, however, features CFRP in far
larger areas, as well as in structural applications. Mag
nesium and titanium are also used to a greater extent,
while the 2.7-kilogram battery in the series-production
models makes way for a 700-gram lithium-ion unit.
Even items one might consider secondary
did not escape scrutiny, from the forged footrests to
the radiator plug. According to Cristian Gasparri, the
original intention was to carry this over from the seriesproduction model. However, if you make it from aluminum, you save another six grams!
The engine designers took a similarly sys
tematic approach. Thus, in the Superquadro twin-cylinder, not only are the intake valves made from titanium,
but the exhaust valves, too, are made from this exceptionally light and robust material. In the L-twins crank
shaft, on the other hand, a large proportion of the inertial mass is made up of tungsten inserts. The engine
development engineers on Marco Sairus team used the
high density of this metal to reduce the overall mass of
the shaft through careful positioning of the tungsten
inserts, while achieving a perfect mass balance. A further contributor to weight and friction reduction is pis
tons with just two piston rings. This saves almost 17
percent of the weight per piston, which, when combined with other measures, enables an increase in maxi
mum revs from 12,000 (Panigale R) to 12,300 rpm.
Together with a compression ratio raised from 12.5 to
13.3, this delivers not only freer high-revving character
istics with even more sensitive throttle response, but
also an increase in peak power output from 143 kW to
more than 149 kW (200 hp).
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Sporty Design and Outstanding Precision

The Superleggeras alloy wheels come from motorsport supplier Marchesini.
Flyweight forged nine-spoke

magnesium wheel.
94
95
Rendezvous with the Supermodel

The Ducati 1199 Superleggera in Detail.
The 1199 Superleggera is packed

with systematically thought through
and masterfully executed technical
solutions. Many components feel
wonderful to the touch and all are
classic examples of the beauty of exquisite technology, underscoring the
Ducati motto: Authentic Italian Performance.
1
Monocoque Main Frame
For the 1199 Superleggera, Ducati is
producing the monocoque from aluminum-magnesium alloy. This re
duces its weight by 1.1 kilograms
compared with the aluminum frame
of the 1199 Panigale R.
Wheels
Marchesini, outfitter to many race
teams, casts and machines magnesium alloy wheels for the Superleggera sized 3.50 x 17 at the front and
6.00 x 17 at the rear. They are clad in
120/70-ZR 17 and 200/55-ZR 17
tires. The two wheels have a combined weight of just 5.6 kilograms
one kilogram less than the wheels on
the 1199 Panigale R.
5
Fasteners
Many of the screws and fasteners on
the cladding and engine are made
from titanium.
6
2
Main Bodywork and Add-On Parts
Not just the main bodywork, but
also other add-on parts like the seat
mount and smaller bodywork
elements are made from ultra-lightweight and extremely resilient
CFRP, resulting in a weight saving of
1.0 kilograms. The 1199 Super
leggera is painted in exclusive Ducati
Corse red.
3
Front Brake
The Superleggera is the first roadgoing motorcycle to feature a
new-generation Brembo front brake
system. Not only can the rider adapt
the lever travel, he can also modulate
braking characteristics to suit his
preferences by adjusting the effective piston diameter.
World Premiere:
The Superleggera is the first
road-going motorcycle in
the world to feature a suspension
unit with a titanium spring.
Chain
For friction-optimized power transmission, instead of a 525 chain,
the Superleggera runs with a 520
chain of the type typical in racing,
complete with the associated
front and rear Ergal sprockets. This
saves 0.8 kilograms.
Ducati 1199 Superleggera

Stretching the limits of possibility for ultimate performance.
8
Rear Suspension
The hlins TTX36 rear suspension,
too, brings racing technology to the
road with the first application of a
titanium spring. It weighs 300 grams
less than one made from steel.
Compression and rebound are adjustable.
9
Top Clamp
The motorcycles limited edition
number is engraved into the upper
fork bridge.
10
Cylinder Head
As usual for Ducati, the valves are
precisely opened and closed using
desmodromic control* guaranteeing
maximum performance combined
with low fuel consumption and clean
exhaust gases. The maximum engine
speed has been increased to 12,300
rpm, compared with 12,000 rpm for
the 1199 Panigale R.
14
Crankshaft
The crankshaft is made from forged
steel and is finely balanced with
tungsten inserts. This means that the
masses necessary to ensure optimum
concentricity and smooth running
can be so perfectly positioned that
the overall mass of the crankshaft
can be reduced. Expressed in figures,
the conventionally structured crankshaft in the 1199 Panigale R weighs
4,800 grams, while the one in
the Superleggera weighs just 4,400
grams marking a highly effective
reduction in rotating masses and, as
a side note, a better figure than for
even the Ducati superbikes. In accordance with regulations, their crankshafts must be series-production and
therefore weigh 4,700 grams.
From the radiator plug (minus six grams), through screws and small parts
in lightweight materials to the titanium exhaust system (minus
2.5 kilograms) the weight reduction compared with the already remarkably
lean 1199 Panigale R was only possible through a great many individual
Front Forks
The FL916 upside-down fork from
hlins has some high-end features
such as a load-optimized outer tube,
titanium-nitrided inner tube and
fully forged undersides technologies transferred from racing for a 1.1
kilogram weight saving. Compression, rebound and compression are
all adjustable. Compression and rebound are adjustable.
Less is more
at the start of the
Superleggera,
the question was,
Where can we save
weight with justifiable effort?
The development
engineers analyzed
every single
component and
assembly.
measures. And 155 instead of 165 kilograms is not even the whole truth:
Dry weight is calculated without the battery. On-the-road,
the lightweight lithium-ion battery actually makes the Superleggera
twelve kilograms lighter than the 1199 Panigale R.
Technical Data
Manufacturer:
Ducati Motor Holding S.p.A.
Production period:
starting early 2014
Class:
superbike
Engine data:
liquid-cooled, two-cylinder,
four-stroke, 90 engine. Four valves
per cylinder, electronic injection,
regulated catalyst
2
3
Torque:
134 Nm at 10,200 rpm
Transmission:
six-speed
2
16
Valves
The intake valves on the 1199 Pani
gale R are already made from titanium, and the Superleggera uses this
lightweight material for the exhaust
valves, too. This delivers a weight reduction of 24 grams per valve.
Clutch
The finely tuned clutch is equipped
with reinforced racing springs. This
raises the operating forces a little,
but guarantees functionality even
under extreme race track conditions.
12
17
Conrods
Also made from titanium are the
conrods that connect the pistons to
the crankshaft. Here, lightweight
design means low rotating and oscillating masses, fast rev response
and incredible power delivery.
Exhaust System
The short exhaust system, including
the manifolds, is made entirely from
titanium. The road-legal system
weighs a total of just 6.2 kilograms,
making it 2.5 kilograms lighter than
the system in the 1199 Panigale R.
Drive:
chain
15
Brakes:
two discs at the front,
one disc at the rear, ABS
1
8
Wheelbase:
1,437 mm
Dry weight:
155 kg
17
Top speed:
> 270 km/h
10
9
13
Pistons
This is the first road-going 4-stroke
motorcycle to use pistons with just
two piston rings. Friction is thus considerably reduced compared with the
usual three rings. Plus the piston
walls and piston pins can now be
thinner, reducing weight from 600 to
500 grams not insignificant at
more than 12,000 rpm.
Power:
more than 149 kW (> 200 hp)
at 11,500 rpm
Rear Subframe
On the Superleggera, the rear subframe, too, is made from CFRP, instead of the aluminum used in the
1199 Panigale R. This means just
900 grams compared with 2.1 kilograms.
11
10
16
4
17
14
12
15
13
96
Displacement:
1,198 cm
11
7
97
Electronic driving
aids help on the
road and the raceway
alongside ABS,
traction and engine
braking control,
the Superleggera
also has a new kind
of Wheelie Control.
These systems
can be calibrated to
suit personal preferences.

A gem that would be wasted in a collectors garage.
1

2

3

No choice every Superleggera

comes in Corse red.
Hidden innovation monocoque
main frame.
Exclusive top clamp with
serial number.
Cristian Gasparri
and his colleagues have been pondering
the Superleggera ideas for years.
For Cristian Gasparri, Vehicle Poject Manager

Sportsbike, the monocoque main frame is his personal highlight in the 1199 Superleggera.
The use of a particularly stiff yet lightweight and
vibration-absorbing aluminum-magnesium
alloy reduces its weight by 1.1 kilograms com
pared with the aluminum component in
the 1199 Panigale R. And dont forget, the alu
minum monocoque in the series-production
Panigale is already a five-kilogram weight saving
compared with our classic trellis frame design.
Thats a real milestone, says Gasparri.
Should the customer make use

of the race kit delivered as standard equipment, the engine power rises by a further
five hp due to the less dampened exhaust
system from Akropovi, and the weight of
the Superleggera drops by a further 2.5 kilograms due in part to machined covers
for the mirror recesses and kits for the remo
val of the license plate holder and side stand.
Also part of the race kit are paddock stands
for front and rear and a higher race fairing.
This project involved a great deal
of work and enormous attention to the tiniest detail. But how many Superleggeras
will ever leave their place of honor in the
living room or collectors garage? Gasparri
laughs, More than we thought. Many of our
customer stress that they want to ride their
Superleggeras. Also and especially on the
race track. This is where, assisted by the ad
justable Ducati Wheelie Control, adjustable
eight-stage traction control and the Ducati
Quick Shift for changing gear on full throttle
without using the clutch, they can ride like
the professionals in the superbike series.
And in the pits, the DDA+ data measuring
system with GPS and lean-angle sensors en
ables precise analysis of their riding style.
The first Superleggeras are scheduled for
delivery in spring 2014. Leaving just a little
time for eager anticipation.

10
A weight saving of 10
kilograms is an amazing
technical feat when
the starting point is just
165 kilograms. In
a package with increased
engine output, it gives
the Superleggera a
power-to-weight ratio of
0.77 kg/hp.
Scan the QR code and experience the beauty

of the technology in a Ducati 1199 Superleggera!
99
Technical terms explained

Brief definitions of the terms used in this issue.
Glossary
Audi Smart Display

The Audi Smart Display is an active touch display for
use inside and outside the car. Its users can tap into
the data stream from MMI Navigation plus and go
online as they wish. Its craftsmanship is exceptionally high quality, as ever with Audi.
Audi e-diesel/Audi e-ethanol

One of the avenues being pursued by Audi in the development of CO-neutral fuels is that of cyanobacteria. Instead of using photosynthesis to produce new
cells, they generate synthetic ethanol (Audi e-ethanol) and synthetic diesel (Audi e-diesel).
Matrix LED headlamps

At Audi, the term Matrix LED refers to an intelligent
headlamp that uses a large number of LEDs to generate light. If necessary, the control unit switches
some of them off to prevent dazzling other road
users. The rest of the carriageway remains very well
illuminated.
10.2-inch the Audi Smart Display is perfectly

suited to mobile communication.
Plug-in hybrid (PHEV)

A plug-in hybrid is a vehicle with hybrid drive whereby
the battery can also be charged externally by plugging it into the electricity grid.
The future of the headlamp Audis Matrix LED
technology.
Audi virtual cockpit

The Audi virtual cockpit is a digital dashboard. Its
large TFT display has brilliant graphics generated by
an ultra-fast Tegra processor from Audi partner Nvidia.
The driver can switch between different screens and
call up all relevant information onto the display.
MGU
The Motor Generator Unit (MGU) is at the front axle
of the Audi R18 e-tron quattro sports prototype. Its
two electric motors convert energy recuperated
under braking into direct current. It is stored for a
short time inside a flywheel, for use under subsequent acceleration.
Direct Air Capturing the adsorption of the
carbon dioxide takes place under heat.
Downsizing
In automotive engineering, downsizing refers to the
reduction in the displacement of an engine that, due
to efficiency-increasing measures, subsequently
generates a level of power comparable to that of an
engine with greater displacement.
Biofuel cyanobacteria are used in the

production of the Audi e-fuels.
Audi e-gas
Audi e-gas is derived from water and carbon dioxide
using electricity from renewable sources; the end
product is synthetic methane Audi e-gas. The powerto-gas facility built by Audi in Werlte, Emsland, produces Audi e-gas for the new Audi A3 Sportback gtron, delivering a ground-breaking well-to-wheel
balance.
Display instrument of the future the Audi virtual

cockpit in infotainment mode.
Car-to-X communication
Car-to-X communication refers to a communications
technology whereby vehicles can communicate with
each other, with their owners and with the traffic
infrastructure via wireless networks. This benefits
fuel efficiency and safety and enables services such
as cash-free refueling.
Fiber Reinforced Polymers (FRP)

Fiber reinforced polymers (FRP) are materials in
which fibers, such as carbon fibers, are embedded
into a polymer in several layers for reinforcement.
GRP
The acronym GRP refers to glass-fiber reinforced
plastic, commonly referred to as fiberglass. Audi is
promoting the application of GRP in many areas, in
cluding suspension coil springs.
HMI (Human Machine Interface)
HMI refers to a user interface between man and machine such as a keyboard, a touchscreen or gesturecontrol technologies, whereby the user no longer
makes contact with the equipment.
Laser Diode
With a diameter of just a few thousandths of a millimeter, laser diodes are extremely small and lightweight they are almost pinpoint light sources.
Further benefits are their relatively low production
costs, good efficiency rate and simple modularity.
Networked Audi Car-to-X systems are creating

completely new communication structures.
Power-to-gas the Audi e-gas facility in Werlte
(Emsland) produces environmentally friendly fuel.
CFRP
CFRP is the acronym for carbon-fiber reinforced
polymer, whereby carbon fibers are embedded into
a polymer in several layers for reinforcement.
LTE (Long Term Evolution)

The acronym LTE stands for Long Term Evolution and
refers to a new mobile communication standard that
transmits data five to six times faster than the current UMTS network. Transmission rates of up to 100
Mbit/s make data-intensive infotainment functions
like HD television or video conferencing possible
while on the move.
Cyanobacteria
Cyanobacteria (also known as blue algae) are one of
the oldest lifeforms, having existed on earth for more
than 3.5 billion years. Audi is working on using their
photosynthesis capabilities for the production of syn
thetic fuels Audi e-diesel and Audi e-ethanol.
100
Recuperation
Recuperation means the use of kinetic energy recovered under deceleration. In trailing throttle and
braking phases, the generator converts the kinetic
energy into electrical energy, which is temporarily
stored in the battery. Recuperation reduces fuel consumption and is an important aspect of all hybrid
and electric drives.
Singleframe grille
The term Singleframe grille refers to the distinctive
design of the radiator grille on Audi models that has
become such a powerful feature of the brand. The
design of the Singleframe grille differs depending
on the model family (Q, A and R models), with fine
differentiation also existing within the individual
model ranges.
Electric power station the MGU in the 2013 Audi

race car delivers more than 160 kW.
MMI
MMI is the abbreviation for Multi Media Interface
and is an Audi term for a user interface that facilitates the operation of all infotainment components
in a single display and control system, and the simple, quick and intuitive use of a wide range of functions and technologies.
MMI Navigation plus
MMI Navigation plus is a high-end media center. It
combines a hard-drive navigation system with an
audio system and further infotainment elements. In
some Audi models, this can be expanded to MMI
touch, where a touchpad facilitates the input of letters, characters and numbers with the index finger.
Audi connect is a further technical enhancement to
MMI Navigation plus: It generates the connection to
the internet and brings tailor-made Audi connect
services into the car.
The evolution of the Singleframe grille

the Audi RS7 Sportback with a honeycomb insert.
TFT-Display
TFT technology is used in flat-screen monitors. It is
based on the control of liquid crystals that change
their behavior when subjected to an electric field.
This control is affected by thin-film transistors (TFT).
UMTS
UMTS is the acronym for Universal Mobile Telecom
munications System, a standard for the wireless
transmission of data.
Well-to-wheel
Well-to-wheel refers to the examination of the entire process involved in producing and using energy
carriers, from the source to the transmission of
power to the wheels of a vehicle. Well-to-wheel analyses serve to measure total energy consumption.
WLAN
WLAN is the abbreviation for Wireless Local Area
Network, a localized network system that enables
computers and phones to access the internet wirel.
The MMI operating terminal in the Audi A3

with MMI touch at its heart.
101
NEDC
NEDC means New European Driving Cycle. It is used
in Europe for the objective evaluation of vehicle fuel
consumption, and consists of four consecutive city
drives and a cross-country drive. The total driving
time is 1,200 seconds.
OLED Technology
The abbreviation OLED stands for Organic Light
Emitting Diode. It refers to a thin-film lighting element that, in contrast to conventional LEDs, contains an organic semi-conducting material. The material characteristics enable the construction of flat
and flexible lighting elements.
Direct Air Capturing

Direct air capturing refers to the separation of carbon dioxide. It occurs today at power stations using
a variety of different processes. With support from
Audi, Swiss start-up company Climeworks has developed a technology that extracts CO from ambient
air.
AMOLED Display
AMOLED technology is a further development of OLED
technology. In a display that functions using an active matrix (AMOLED), all the pixels are controlled
individually. AMOLED displays are already on the rise
in the cell phone sector.
Apps
This or app is the abbreviation of application, which
is a small program for use in devices such as smartphones or tablet computers.
Desmodromic valve control

After opening, the intake and exhaust valves of an
internal combustion engine are normally closed via
valve springs. Desmodromic valve control does not
use these springs. Instead, the valves are closed via
additional closing lobes on the camshaft. This technology facilitates high revs, thus increasing engine
power. The desmodromic technique was developed
for Ducati by Fabio Taglioni, and still remains a feature of the specialist motorcycle brand.
Imprint
AUDI AG
85045 Ingolstadt
Responsible for content:
Toni Melfi,
Head of Communication,
I/GP
Editor:
Christoph Lungwitz
Concept and Realization:
reilmedia
Graphic Concept and Layout:
stapelberg&fritz
Authors:
Janine Bentz-Hlzl
Ann Harder
Michael Harnischfeger
Annika Jochheim
Stefanie Kern
Johannes Kbler
Sabrina Kolb
Stefan Kotschenreuther
Marlon Matthus
Josef Schlomacher
Thomas Wirth
Copy editing:
Winfried Strzl
Translation from German:
Elaine Catton
Gold Winner
Gold Winner
Photography:
Jim Fets
Bernhard Huber
Manfred Jarisch
Ulrike Myrzik
Florian Otto
Tobias Sagmeister
Stefan Warter
Robin Wink
Daniel Wollstein
Illustrations:
Carola Plappert
Steven Pope
Organization:
Eva Backes
Sabrina Kolb (Video)
Fabian Ullmann (Photography)
Post Production:
Wagnerchic Digital Artwork
Printing:
Druck Pruskil
Subscription:
You can subscribe for free to the
Encounter magazine series.
Simply send a brief e-mail with
your mailing address to:
encounter-magazine@audi.de

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The Audi Technology Magazine

Electrifying Results Page 14 New Toys Page 24 Show Car Page 30

The Audi Technology Magazine

We kick off 2014 in Las Vegas and Detroit: The Con

This connectivity technology was presented a few days

Our innovations are at the same time investments in the future

I hope you find this edition of Encounter

Prof. Dr.-Ing. Ulrich Hackenberg

Click for the Future

And Then There Was Sight

Full Speed Ahead

Out of Thin Air

Full Speed Ahead

What was that? A coyote wanders along the edge of highway,

The power of two hearts separate displays in

The Audi A3 e-tron can cover 50 kilometers

The Los Angeles

* see glossary, pp. 100101

Well placed the charging socket

International Press Feedback

Part Electric into

2015 Audi A3 e-tron

2015 Audi A3 e-tron Prototype

Outside an A, Inside Aha!

Audis A3 e-tron is a fascinating

The first brisk tap of the drive pedal

Being that this small hybrid

And thats the best part about

With the addition of a plug-in

The Aha effect in the Audi

The A3 Sportback e-tron already benefits

Breathtaking the A3 Sportback e-tron

Full charge ahead the e-trons own

Silent power the Audi A3 Sportback e-tron can accelerate

Thousands of test kilometers in California

* see glossary, pp. 100101

Pesch and the

The key components

* see glossary, pp. 100101

The drivetrain of the

Scan the QR code and experience

The infotainment mode

The classic view

Highly compressed operation

First-class animations, razor-sharp 3D gra

Car park information

* see glossary, pp. 100101

Sporty, compact, versatile

The 4.2-meter Audi allroad shooting brake

Audi allroad shooting brake

215 kW (292 hp)

Power electric motor f / r

Torque electric motor f / r

300 kW (408 hp)

Length / width / height

4.20 / 1.85 / 1.41 m

Consumption to ECE standard

CO emissions to ECE standard

* see glossary, pp. 100101

From the race track to the road Audi sees

Scan the QR code and experience

* see glossary, pp. 100101

Audi has won this many championship titles

1 Lap of honor Dieter Gass and