Audi driver Rockenfeller at Nürburgring as DTM leader

Schaeffler Audi RS 5 DTM #19 (Audi Sport Team Phoenix)

Round seven at the Nürburgring (August 16 to 18) marks the beginning of the hot phase in the battle for the DTM title. 100 points are yet to be awarded and Audi driver Mike Rockenfeller is travelling to the Eifel with a 27-point advantage. ‘Rocky’ grew up in a place just half an hour away from the ‘Ring’ – accordingly, he and Audi Sport Team Phoenix, with its home base at the Nürburgring, are looking forward to the event with particularly eager anticipation.
 
From the adventure in Moscow the DTM is now moving on to the Eifel. The race at the Nürburgring ranks among the classic events on the calendar. The DTM has seen numerous gripping races there, exotic premieres like a night-time qualifying session, plus six Audi victories in total since the comeback in 2000. The proximity to the famous Nordschleife and the enthusiasm of the fans make the round in the Eifel a highlight of the season again and again. 
 
This is particularly true for the Audi drivers Mike Rockenfeller and Timo Scheider, who grew up near the circuit and for whom the Nürburgring is thus their home track. ‘Rocky’ has the chance of making another pinpoint landing in the battle for the title in front of many friends and fans. Following his second victory of the season in Moscow, the Audi driver is traveling to his home round with an advantage of 27 points over the reigning Champion Bruno Spengler. Audi Sport Team Phoenix, which fields the Audi RS 5 DTM cars of Rockenfeller and Miguel Molina, only has to cross a road to get from its base in Meuspath to the paddock. 
 
This year, the DTM is again using the 3.629-kilometre short configuration of the Grand Prix circuit on 49 laps. The circuit offers two sections – the start-finish straight in front of the first turn and the back-straight in front of the chicane – in which the Drag Reduction System (DRS) effectively supports overtaking manoeuvres. This promises a thrilling race Sunday.
 
Tickets for all DTM races of the 2013 season are available at www.audi-motorsport.com/dtm. Fans in many countries of the world can watch qualifying and the race live on the DTM’s YouTube channel at www.youtube.com/dtmint live. A total of 39 TV channels air live DTM coverage in 141 countries. 
 
In Germany, ARD will broadcast live on “Das Erste:” Qualifying on Saturday (August 17) starting at 14:30, the race on Sunday (August 18) starting at 13:15.

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Rockenfeller and Ekström drove to 1-2 victory in first ever Russian DTM race

Historic success for Audi: At the first Russian DTM race in history, Mike Rockenfeller (Audi Sport Team Phoenix) and Mattias Ekström (Audi Sport Team Abt Sportsline) caused a one-two Audi victory in front of an impressive crowd of 45,000 spectators (throughout the weekend). Rockenfeller, on clinching his second success of the season, managed to extend his lead in the overall standings to 27 points.
 
A perfect day for Audi at Moscow Raceway: On the new DTM race track around 80 kilometers north-west of Moscow, Mike Rockenfeller in the Schaeffler Audi RS 5 DTM and Mattias Ekström in the Red Bull Audi RS 5 DTM commandingly set the pace right from the start. After 74 laps, the two Audi drivers had more than a ten-second advantage over the BMW of Augusto Farfus, who just barely managed to save third place on crossing the finish line ahead of Adrien Tambay in another Audi RS 5 DTM.
 
“Obviously, this was a really big step in the Championship today,” said a jubilant Mike Rockenfeller after the race. “It’s great having won here at the DTM’s premiere in Russia. It was a similarly perfect race as at Brands Hatch: starting from the pole position and finishing in first place. My Audi RS 5 DTM was fantastic and Team Phoenix did a superb job. At the Norisring, I was too slow but here everything fit together.”
 
Rockenfeller started on softer option tires and, running at the front of the field, set consistently fast times for 45 laps before switching to the standard tires. At the beginning of the race, Ekström, who was running on the harder tires, managed to keep the BMW of Augusto Farfus, who had started on option tires as well, at bay. The Swede thus laid the foundation for the historic Audi one-two victory.
 
Five Audi RS 5 DTM cars in total finished at the DTM’s Russian premiere in the points, including all four cars of Audi Sport Team Abt Sportsline. A strong race was driven as well by youngster Adrien Tambay, who in the Audi ultra RS 5 DTM pushed forward from position twelve on the grid to fourth place, drove the fastest race lap and scored his first points this year. Jamie Green in the Red Bull Audi RS 5 DTM only lost fifth place to Mercedes driver Gary Paffett shortly before the end. Timo Scheider (AUTO TEST Audi RS 5 DTM) from 14th on the grid advanced to ninth place and thus finished in the points as well.
 
Filipe Albuquerque in the Audi Financial Services Audi RS 5 DTM of Audi Sport Team Rosberg in position 13 missed a top-ten result by just three seconds. His team-mate Edoardo Mortara was hit by a rival on the starting lap and dropped to the end of the field. After 31 laps, he parked his damaged Playboy Audi RS 5 DTM in the pits.
 
The race of Miguel Molina (Audi RS 5 DTM), who after an unfortunate collision with title defender Bruno Spengler was forced to retire on the sixth lap, ended early as well.
 
Still, for Dieter Gass, Head of DTM at Audi Sport, the DTM’s premiere in Russia could “hardly have gone any better”: “A one-two victory, five of our cars in the points and now a clear lead of the standings for Mike Rockenfeller, who just like Mattias Ekström drove an absolutely perfect race despite the fact that both drivers repeatedly encountered traffic. The race took place in front of a great crowd and the Audi RS 5 DTM was clearly the strongest car here at Moscow Raceway, and superb teamwork played a role as well in our having achieved a brilliant result for Audi.”

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Audi takes both top spots on grid at Russian premiere

Audi is entering the first Russian race in DTM history with two cars on the front row. At the debut event at Moscow Raceway, Mike Rockenfeller and Mattias Ekström in their two Audi RS 5 DTM cars are starting from the front row (Sunday, from 13:15, CEST live on “Das Erste”).
 
On the new DTM race track located around 80 kilometers north-west of Moscow, the Audi RS 5 DTM left a strong impression right from the beginning. In the morning’s free practice, seven Audi drivers were in the top eight; in the afternoon, leader of the standings Mike Rockenfeller in the Schaeffler Audi RS 5 DTM of Audi Sport Team Phoenix and Mattias Ekström in the Red Bull Audi RS 5 DTM of Audi Sport Team Abt Sportsline clinched the two top grid positions for Audi.
 
As a matter of exception, the third section of qualifying on the 2.555-kilometer track of Moscow Raceway was the decisive one. The single timed laps of the top four had to be cancelled on short notice for safety reasons because the rescue helicopter was grounded. By setting the absolutely fastest time of the day (58.423 seconds), Mike Rockenfeller secured the top spot on the grid for the second time this season. For Audi, it was the 70th pole position in total in the DTM.
 
“Obviously, I’m very pleased to be in first place and starting from the pole position at the DTM’s premiere in Russia,” said Mike Rockenfeller. “My Audi RS 5 DTM was perfect today; Team Phoenix did a fantastic job. My pace was so good today that I’d have been confident to take first place in Q4 as well. We knew that qualifying here is very important but we already worked for the race as well. That’s why I’m hoping that our car will be running well in the race tomorrow too. Let’s see what the weather will do and what other surprises there’ll be in Russia…”
 
On taking grid position two, Mattias Ekström achieved his best qualifying result of the season so far. The Swede made the leap into the top four for the first time this year. His team-mate Jamie Green in fifth place just barely missed the top four in his Red Bull Audi RS 5 DTM.
 
Miguel Molina (Audi RS 5 DTM), Adrien Tambay (Audi ultra RS 5 DTM), Filipe Albuquerque (Audi Financial Services RS 5 DTM/Audi Sport Team Rosberg) and Timo Scheider (AUTO TEST Audi RS 5 DTM) are starting the race from grid positions eleven, twelve, 13 and 14. Edoardo Mortara (Playboy Audi RS 5 DTM) is starting from 16th place after several of the times he had set in Q2 were cancelled for his car having left the track.
 
“It’s great that at the Russian premiere of the DTM two Audi RS 5 DTM cars are on the front row,” commented Dieter Gass, Head of DTM at Audi Sport. “Our cars were running really well here right from the beginning. Naturally, the end of qualifying was a bit odd, but I think ‘Rocky’ and Mattias (Ekström) would have had very good chances of taking the front row in Q4 as well. Both were fast in all sessions and always running at the very front. With three cars in the top five and seven in the top 14 we’ve got a good overall starting base for tomorrow’s race. And with a view toward the Championship it’s obviously particularly pleasing to see Mike Rockenfeller start from the pole position and thus having the opportunity to extend his lead of the standings.”
 
The DTM premiere at Moscow Raceway starts at 15:30 local time (13:30 in Germany). Fans around the world can watch the race live on the DTM’s new YouTube channel at www.youtube.com/dtmint. 39 TV channels in total air live DTM coverage in 141 countries. In Germany, ARD will start to broadcast live from Moscow on “Das Erste” at 13:15.

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Lowest CO2 and LED light for new 184PS Audi A3 TDI

 Even more efficient and effective LED headlights are now available for all A3 models, while a new 184PS 2.0-litre TDI unit can be specified in conjunction with Sport and S line specification.

Audi is widely regarded as an industry luminary where both lighting and TDI technologies are concerned, and the latest developments for the all-new A3 underscore this fact. The acclaimed compact now offers the option of advanced Light Emitting Diode (LED) headlights achieving daylight-like levels of illumination, and can also now be equipped with a new 2.0-litre TDI engine variant which is the most powerful ever to be offered by the Vorsprung durch Technik brand.

Renowned for using LED technology to spearhead the transformation of the once unassuming daytime running light into an elaborate design hallmark – a move which has since been mirrored by countless manufacturers – Audi is again leading the way by being the first to bring the benefits of LED headlamps to the premium compact class. The distinctive and highly efficient new alternatives to the more familiar xenon gas discharge headlamps, which will continue to be offered, are available for every A3 and S3 variant.

In SE and Sport models, they can be specified as part of a new LED lights package costing £2,000, which also includes LED rear lights, light and rain sensors and LED ambient interior lighting. In S line and S3 models they are available as a stand-alone option costing £795.

Nine high-performance LED chips in two free-form reflectors generate the low-beam light in the new headlights for the A3, while the high beam uses ten high-performance LEDs to emit light through an aluminium aperture. Static turning and all-weather lights are housed in a separate module, while the daytime running and parking lights and the indicators are formed by a light guide that wraps around the upper and inner headlights.

Multi-function lights

The static turning lights further expand the breadth of illumination when cornering and direct additional light to exactly where it is needed, while the all-weather light eliminates the need for conventional fog lights and reduces glare in poor visibility. Motorway lights which elongate the field of illumination at speeds of over 68mph, and junction lights which widen the beam at intersections to improve safety are also integrated, as is a travel mode which, when a navigation system is installed, uses GPS data to automatically adjust the headlamp beams for right-hand-drive countries to avoid blinding oncoming drivers. 

With a colour temperature of around 5,500 Kelvin, the LED light resembles daylight, helping to reduce eye fatigue. The light-emitting diodes are maintenance-free, designed to last the life of the vehicle, and are exceptionally efficient. The low-beam light, for example, only consumes around 40 watts, which is five per cent less than xenon plus units.

Like many of the assets in the Audi technology portfolio, LED headlights have evolved with the help of endurance racing and its unique and extreme challenges. They made their debut in the R 15 TDI Le Mans sports prototype in 2010, and in 2011, further developed full-LED headlights were installed for the first time in the R18 TDI. With their combined lighting power of over 200 watts, the LEDs generate a light pattern with a range of over 0.6 miles. Their equivalent luminous intensity of over 1,000 lux is five to seven times greater than headlights in production cars.

The sophistication of Audi TDI technology has also been accelerated by its key role in Le Mans, and the benefits in terms of power, response and efficiency can now be enjoyed in a new upscale version of the 2.0-litre TDI that also joins the range to coincide with the new lighting option. Initially available for three-door A3 and five-door A3 Sportback models, but also due in the all-new A3 Saloon during 2014, the new unit delivers 184PS and a 380Nm torque peak between 1,750 and 3,250rpm, and supplements the 150PS version which has been available since launch. It is also notable as the first diesel unit in the UK line-up to be offered in conjunction with either front-wheel-drive or quattro all-wheel-drive.

Front-wheel-drive versions are equipped as standard with a six-speed manual gearbox, and quattro variants with the six-speed S tronic twin-clutch transmission.

Compliant with 2014 EU6 emissions standards

The six-speed manual A3 2.0 TDI 184PS can complete the 0-62mph sprint in 7.3 seconds and continue to a 145mph top speed, while at the same time returning up to 68.9mpg in the combined cycle test, and emitting 108g/km of CO₂, less than all comparable premium sector competitors. The fact that this advanced unit already complies with more stringent EU6 emissions regulations applicable from 2014 bears testament to its exemplary efficiency.

In quattro versions, a newly developed multi-plate clutch directs proceedings. The hydraulically actuated and electronically controlled component can send power from the front to the rear axle in just a few milliseconds and weighs significantly less than the previous unit.

In the interest of better axle load distribution, the clutch is located at the end of the prop shaft, in front of the rear differential. Inside it is a package of plates which rotate in an oil bath. During normal driving, the clutch sends most of the engine’s power to the front wheels, but if they start to break traction it can transfer torque in varying degrees to the rear axle almost instantaneously by pressing the sets of plates together under control.

Whether in Sport or S line guise, the new 184PS TDI models, like all A3 variants, are available with either comfort-oriented standard suspension, or sports suspension lowered by 15mm over standard and with a tauter, more handling-focused bias. S line models can also be equipped with S line sports suspension, the most overtly sporting set-up with a ride height lowered by 25mm over standard. All options are available at no cost.

Continuing on the options theme, a new black styling package also becomes available this week for all Sport and S line versions of the A3, and for all S3 variants, priced at £395. It brings a high gloss black treatment for the radiator grille surround and its struts, a matt black finish for the grille itself, for the side air intake grilles and for the number plate holder and a platinum grey look for the diffuser.

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U.S. pricing for Audi SQ5 crossover begins at $51,900

Pricing for the all-new 2014 Audi SQ5 high-performance luxury crossover – the first-ever S variant of any Audi Q model – will begin at $51,900. The Audi SQ5, which blends sportiness and sophistication with space and functionality, is expected to arrive in U.S. showrooms later this summer.

The SQ5 adds to the highly-successful Q5 model lineup -- the second best-selling model line for Audi last year. In addition to the high-performance SQ5, the Q5 model line is also enhanced for the 2014 model year with the addition of the all-new fuel-efficient Q5 TDI clean diesel model, which joins the current lineup of 2.0T, 3.0T and hybrid variants.

Performance
The Audi SQ5 boasts a supercharged 3.0-liter TFSI direct-injection V6 engine that achieves 354 hp and 347 lb-ft of torque. Propelling from 0-60 mph in 5.1 seconds, the SQ5 reaches a top track speed of 155 mph.

Mated to an eight-speed Tiptronic automatic transmission, the Audi SQ5 features the Audi quattro all-wheel drive system for superior traction and handling.

All Q5’s feature a roof rack detection system that is directly linked to the Electronic Stability Control (ESC) control unit. When the crossbars are installed, a signal is sent that adjusts driving dynamic relevant parameters according to the center of gravity. When the crossbars are not installed, the ESC program adjusts dynamics to allow for more enthusiastic driving.

Exterior
The Audi SQ5, with classy aluminum roof rails and a gracefully-sloped roof, will feature standard 20-inch wheels and will also offer 21-inch wheels.

Featuring all the signature elements of Audi S models – including S model front and rear bumpers with Platinum Gray grille and diffuser, Aluminum exterior mirror housings and quad exhaust tips – the Audi SQ5 has a sporty and distinctive look.

Additionally, with the Audi Singleframe grille and Audi Xenon plus headlights with automatic self-leveling and LED daytime running lights, the SQ5 has an unmistakable Audi appearance.

Interior
The SQ5 has a spacious and sporty interior, with a three-spoke multifunction flat-bottom steering wheel with alu-optic shift paddles and contrast stitching, Gray instrument face with white needles, pedals with aluminum inserts, and SQ5 specific leather/aluminum shift knob.

Leather/Alcantara sport seats are standard and Fine Nappa interior and comfort package (Milano leather seats when equipped with ventilated comfort seats), is available.

New layered Aluminum/Black wood decorative inlays are also available in the SQ5.

Technology and driver assistance
Audi advanced key (keyless start, stop and entry) is standard on the SQ5. Audi side assist – which helps monitor blind spot areas, as well as fast-approaching vehicles, at a range of approximately 150 ft. to the rear of the car – is available as a standalone option on Premium plus models (delayed availability).

Audi adaptive cruise control is also optional, helping to monitor the road ahead and changing speed to maintain a predetermined distance.

The SQ5 model’s optional Bang & Olufsen Sound System with 14 speakers, standard Audi music interface with iPod integration and standard Bluetooth wireless technology help enhance the overall driving experience.

Audi connect
The 2014 Audi SQ5 offers the award-winning infotainment system Audi connect when MMI Navigation plus is ordered. Audi was the first global auto manufacturer to offer factory-fitted in-vehicle Wi-Fi connectivity for passenger use, enabling the Audi connect system to deliver connectivity to up to eight wireless devices. With Audi connect – offered complementary for six months and available for as little as $15 per month thereafter – the onboard Audi MMI Navigation system is enhanced with Google Earth maps for a true aerial view of the route. Audi connect also features real-time localized weather, news and live fuel prices; Google Voice Local Search for detailed information about travel destinations, such as restaurant or hotel hours, pricing and customer reviews; and the myAudi Destination feature, which allows users to log on to Google Earth from virtually any location in the U.S. and download up to 50 destinations to the vehicle. Audi also offers real-time Sirius XM Traffic information via enhancements to the Audi MMI Navigation plus system (active Sirius XM Traffic subscription required).

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Audi will handle all the hassle in car parks, including paying!

"Just park and pay yourself , Audi.  Meanwhile, I am gonna play Angry Birds Star Wars on my phone."

New technology being piloted by Audi could mean that in future it won’t be necessary to go through the rigmarole of grabbing a ticket on entry to a car park, keeping that ticket safe until departure and then fumbling for loose change or cards for parking payment with children and shopping potentially in tow. Through the ‘Audi connect wireless payment’ scheme a communication link is established between cars and car parks, enabling barriers to be raised and charges to be paid without drivers needing to lift a finger.  

The trial phase for Audi connect wireless payment is currently getting under way in the home of the Vorsprung durch Technik brand’s headquarters in Ingolstadt, Germany. The wide-ranging pilot project will involve up to 13,000 connected test cars, and is the first step towards possible full integration of the service for Audi owners of the future. The long-term aim is to establish wireless payment as another useful element of the Audi connect option, which already brings internet-based services such as Google Earth, Google Street View, local fuel pricing, news and weather information to Audi models.

During the trial phase, each car will communicate with the parking facilities via an individual RFID (Radio Frequency Identification) transmitter, the number of which is entered into an online portal by each driver to register for the service. The wireless transponder providing the link with each car is mounted on the inside of the windscreen.

The Ingolstadt Economic Development Agency provides the service. It operates nine car parks and underground parking garages in the city, with a total of 6,200 spaces and 21 entrances and exits. The trial participants will receive a monthly bill from IFG detailing any parking charges incurred. The amount is then debited from the user’s account by means of a direct debit mandate.

All Audi AG employees who lease a new car in the coming months will be able to participate in the trial. When their car is handed over, they will receive the “Audi connect wireless payment starter kit”, including a wireless tag.

Wireless payment, driverless parking

This latest move to minimise inconvenience in the daily driving routines of Audi owners follows closely behind another parking aid shown earlier this year at the Consumer Electronics Show in Las Vegas – Audi piloted parking.

Also still at the prototype stage, this advanced system is again based on a wireless connection between the car and the car park, but this time enables the car to find the nearest parking space and to guide itself autonomously to that space and park.

The driver activates the futuristic technology with the aid of a smartphone app. The car park’s central computer takes over part of the control function and guides the vehicle via a Wireless Local Area Network (WLAN) connection to the nearest available parking space. External laser sensors record the vehicle’s movements and this data is processed by the car park’s computer to pinpoint the vehicle.

The central computer also has a map of the car park layout and records parking space occupancy. This information is transmitted to the vehicle, enabling it to drive itself from the starting point to its destination. The vehicle monitors its surroundings using twelve ultrasound sensors, which also help to guide it autonomously into the parking space or the garage under the driver’s supervision. Once it has reached its final position, it shuts off the engine, deactivates the ignition and locks the doors before finally sending a confirmation to the driver.

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Best engine in 2.0-litre to 2.5-litre category for Audi 2.5-litre TFSI

Audi TT RS - The Audi five-cylinder 2.5 TFSI reigns supreme as the International Engine of the Year in the 2.0-litre to 2.5-litre category, winning the award for the fourth year in a row.

A jury of 87 leading motoring journalists from around the world has voted the Audi 2.5-litre TFSI unit the “International Engine of the Year” in the 2.0-litre to 2.5-litre category for the fourth year running. 

The first iteration of this legendary five-cylinder engine shocked the motorsport world with its formidable performance and unmistakable soundtrack, powering iconic cars such as the original Audi quattro and Sport quattro S1 which dominated rallying. Now its legacy continues in the TT RS Coupé and Roadster, featuring both turbocharging and FSI petrol direct injection, two core Audi technologies.

International Engine of the Year jury members said of the 2.5-litre engine: “The Audi TT RS is one of the most engaging smaller sports cars on the market. The sound and power of the throbbing, off-beat engine makes you feel like a Group B rally driver every time you get behind the wheel.”

The Audi TT RS plus Coupé and Roadster models have a displacement of 2,480 cc and a power output of 360 PS between 5,500 and 6,700 rpm. Peak torque is 465 Nm (343 lb-ft) between 1,650 and 5,400 rpm, enabling 0 to 62 mph acceleration in 4.1 seconds in the Coupé and 4.2 seconds in the Roadster. A 174mph top speed is possible in both where the law permits.

This is the ninth category win in a row at the International Engine of the Year Awards for Audi TFSI technology. Between 2005 and 2009, the Audi 2.0-litre TFSI engine won the award in the 1.8-litre to 2.0-litre category.

The 2.5-litre TFSI unit will also provide power for the RS Q3, the first RS model in the successful Audi SUV line-up. In the RS Q3 it produces 310PS and delivers fuel economy of up to 32.1mpg on a combined cycle, thanks in part to a Start-Stop system and a regulated oil pump that only supplies lubricant when needed. This frugality is of course complemented by typical RS intensity - the RS Q3 takes just 5.5 seconds to complete the sprint from 0 to 62mph and its top speed is electronically limited to 155mph.

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Audi and MIT develop first-ever index to quantify driver frustration

Driving in chaotic urban traffic can be as nearly as stressful as jumping out of an airplane, according to new findings from an Audi and Massachusetts Institute of Technology (MIT) study. To better understand the impact road frustrations have on motorists today, Audi joined forces with the MIT SENSEable City Laboratory to explore a wide range of measurements aimed at quantifying driver stress on the road today. For Audi, the research helps validate how the latest driver assistance and connectivity technologies found in most Audi models can help ease the stress of daily driving.

The research initiative, Road Frustration Index (RFI), seeks to narrow in on the individual factors that lead to driver frustration, providing Audi with insight toward finding solutions that make driving safer and more enjoyable. This new methodology quantifies and contextualizes driver stress and frustration using skin conductance sensors, facial/body tracking, and environmental recordings. Findings were compared with a variety of other activities – such as taking a test or engaging in adventure sports – to make the overall methodology and results more relatable.

"In addition to daily driving conditions, we are measuring stress levels under a variety of daily activities: at home, in the office, while having breakfast or attending a lecture at MIT. We found that certain driving situations can be one of the most stressful activities in our lives," said Kael Greco, project leader, MIT SENSEable City Laboratory.

“The data we received is fascinating. One study showed that getting side swiped by an oncoming car can be almost as stressful as jumping out of a plane,” said Filip Brabec, Director of Product Management, Audi of America. “By working with MIT to identify stress points for drivers, Audi is able to anticipate the needs for future mobility. Audi has worked with MIT on other projects as part of a strategy to develop new technology and approaches with leading universities to better understand the conditions that lead to driver stress, and subsequently, to driver enjoyment.”

To calibrate the frustration algorithm, MIT designed a series of experiments that measure stress and frustration during real-world driving tasks using physiological sensors and an array of face/body tracking technologies, including: GPS to track the subject’s location and speed; cameras to monitor both the subject’s facial response and external driving environment; a modified Microsoft Kinect sensor to track the subject’s body movements; and skin conductance sensors to monitor the subject’s stress responses.

Preliminary trials have taken place in the Boston metropolitan area over a 12-month period. Trials cover a variety of roadway types, ranging from bustling highways to quiet suburban side streets, and variety of road conditions, from stop-and-go traffic patterns to confusing roadway navigation. Observations were validated both by a driver questionnaire administered after the trial and a score determined by observable events from the recorded video.

"Cities, blanketed with networks and digital devices, are developing new forms of intelligence. The same is happening inside our cars, which are increasingly filled with different kinds of connected sensors. From the intersection of these two trends will emerge tomorrow's mobility systems - starting from the next generation of autonomous vehicles," said Professor Carlo Ratti, director, MIT SENSEable City Laboratory.

The experiment is catalogued on http://senseable.mit.edu/rfi/. The website allows for visitors to view the video documentation and explore some interactive maps and stress charts to get a better understanding of how stress and frustration are quantified.

MIT will conclude its research by publishing the RFI methodology and findings in a peer-reviewed journal later this year.

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Audi's ultra-lightweight prototypes

The engine is directly connected to the monocoque of the Audi.

The Audi R18 e-tron quattro’s monocoque has high torsional stiffness.

Four more weeks until the Le Mans 24 Hours celebrates its 90th anniversary. Audi has set standards with its ultra-lightweight design in the area of the sports prototypes. In 15 years of development, the motorsport engineers have achieved best marks. 

Since 1999, ultra-lightweight design has been playing a central role with Audi’s Le Mans prototypes (LMP). Materials, such as CFRP (carbon fibre reinforced plastic), harbour major potential for optimising weight.

“In the space of 15 years, we’ve also achieved major progress in the area of ultra-lightweight design,” stresses Head of Audi Motorsport Dr. Wolfgang Ullrich. “Audi’s LMP sports cars have continually become lighter, stiffer, safer in crashes and more efficient. There is hardly another motorsport discipline in which the creativity of the engineers is rewarded as highly as it is with the Le Mans prototypes. Whether in terms of engineering design details or materials: many of the ultra-lightweight ideas from motorsport have the potential of positively influencing the development of Audi’s production models. Reducing the weight of the cars is the key to our successful future – in motorsport and in production.”

Even in its first LMP sports car – the 1999 R8R – Audi used a carbon fibre monocoque. Audi has significantly been reducing weight to this day:
 

• As the central chassis component, the monocoque supports the front axle, the front and lateral body parts and, since 2012, the hybrid system. The engine is directly connected to the rear. The monocoque thus transmits the torsional and bending forces which are introduced through the wheel suspensions, and absorbs the impact energies that are generated in accidents – in frontal or side crashes as well as in roll-overs.
  
• The Audi R8R (1999), the R8 (2000-2005), the R10 TDI (2006-2008) and the R15 TDI (2009-2010) all had open monocoques. For the R18 TDI (2011), Audi used a closed cell for the first time. Its one-piece design is a trend-setter for safety and weight. Up to then, the closed monocoques of competitors, for manufacturing reasons, had been made up of several elements.
  
• Although a closed cockpit requires the use of more material Audi has managed to cut the weight of the monocoque in half between 1999 and today, while surpassing all the safety and crash requirements of the FIA. Furthermore, Audi managed to again increase the torsional strength of the monocoque during this period of time despite the 50-percent reduction in weight. The comparison with a production car reveals interesting facts: with comparable torsional values, the weight of the carbon cell of the R18 only amounts to about a fourth of the weight of a body-in-white made of steel sheet.
  
• The torsional and bending stiffness of the cockpit can only be completely effective if the fully stressed assemblies of the engine and transmission provide the corresponding stiffness. The V6 TDI engine with a 120-degree cylinder bank angle is based on an innovative architecture of the crankcase: Underneath the main bearing, the crankcase is of a ladder frame design. The lateral suction port of the dry sump and the finning connect the bearing blocks with each other. In combination with the upper crankcase deck, this creates a stiff unit. The engine and the monocoque have nearly the same stiffness. This chassis design is complemented by the transmission housing. Since 2012, it has been made of a lightweight and stable full-carbon construction in which the mounting points for the rear axle are integrated. In addition, very light backstays from the monocoque to the transmission housing optimise the stiffness of the rear end.
  
• A chronological comparison illustrates the significance of the progress that has been made in ultra-lightweight design: The weight of a diesel engine, due to its design, exceeds that of a comparable gasoline engine in the two-digit percentage range. At the same time, the Audi R18 e-tron quattro, since 2012, has been accommodating a hybrid system including a motor at the front axle. Still, the basic weight of the race car is below the minimum of 915 kilogrammes. Ballast weight is used to improve the set-up. The 1999 R8R, with a gasoline engine and without a hybrid system, weighed almost exactly 900 kilogrammes and hardly offered any latitude for ballast.
  
• Numerous smaller solutions have been accompanying the major steps. The carbon fibre gas pedal in the Audi R10 TDI already saved a few hundred grammes of weight compared with an aluminium version. The lithium-ion battery that was used for the first time in the 2009 R15 TDI even proved to be seven kilogrammes lighter than a lead storage battery. 

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Audi goes to Le Mans aerodynamically optimised

Five more weeks until the Le Mans 24 Hours celebrates its 90th anniversary. Over the period of 14 years, Audi has won this classic race eleven times and in doing so has consistently been delivering top performances in aerodynamics as well. They are a major reason for excellent lap times being achieved again and again despite the reductions of engine output due to the regulations. 


A look at Audi’s first sports prototype is quite revealing, as the concept of the Audi R8R from 1999 clearly differed from the current R18 e-tron quattro – not only because the first race car had an open cockpit as opposed to the closed one of the current car.

On the road from the past to the present, not a single aspect of aerodynamics has remained untouched:

• The radiators of the R8R engine still laid flat at the front end. The warm exit air escaped from the hood in front of the cockpit opening and partially flowed across the top of the cockpit and to the right and left. To optimise airflow to the rear end, including the rear wing, Audi has been integrating the radiators and intercoolers into the sidepods as of the Audi R8 (2000). This clearly improved the airflow. 
• The introduction of diesel direct injection in the Audi R10 TDI in the 2006 season, due to the different combustion process, increased the cooling requirements by around 30 percent. Furthermore, the Audi R18 e-tron quattro, which has been fielded since 2012, has a low-temperature circuit for cooling the hybrid system – which poses an additional challenge. Still, no other Audi LMP sports car has ever been as aerodynamically efficient as the R18 e-tron quattro.
• With the innovative micro-tube radiator, Audi managed to make a major step ahead. The conventional aluminum louver-finned radiator that creates high aerodynamic drag is now a thing of the past. The coolant in the R18 e-tron quattro flows through a system made up of more than 11,000 small tubes per radiator, and the radiators no longer require fins. These radiators can be freely configured. With the same radiator size, the pressure drop of the airflow can be reduced by more than 25 percent. Alternatively, with pressure conditions remaining the same, the size of the radiator can be reduced accordingly. 
• With respect to the ratio between downforce and aerodynamic drag, Audi has continually optimised the LMP sports cars. This ratio expresses how much the aerodynamicists have improved the race car’s downforce without a corresponding increase of aerodynamic drag.
• Audi achieved these advances despite the fact that the regulations have increasingly restricted the latitude for the aerodynamicists. For example, when the project was launched in 1999, the rear wing was allowed to fill a maximum volume of 2,000 mm (width) x 400 mm (length) x 150 mm (height). Today, these dimensions have been reduced to 1,600 x 250 x 150 mm. Through a large number of individual solutions, such as the rear wing suspended from the top (in use since the Audi R15 TDI in 2009), Audi has compensated for a major part of the lost downforce. It allows significantly improved airflow to the wing. This principle was subsequently used by many others too. 
• The specifications for the underfloor were significantly modified as well. As of the Audi R10 TDI (2006), the specifications have been requiring a seven-degree increase of the profile cross-section toward the sides and a central wooden board being mounted underneath the chassis. Despite such
  limitations, a modern LMP sports car achieves downforce levels that would theoretically allow it to run on the ceiling of a tunnel without falling down. 
• The distribution of the aerodynamic loads on a sports car, for instance, harbours surprising elements, such as the front diffusor together with the rear wing generating half of the downforce, as does the underfloor with the rear diffusor. This downforce is counteracted by the inevitable lift that is generated by the airflow around the cockpit and above the body. It equates to around a fourth of the downforce value. 

“The lap times reflect the significance of the strides that have been made in aerodynamics,” emphasises Head of Audi Motorsport Dr. Wolfgang Ullrich. “Of course there are many other influencing factors – the powertrain, the tires, the chassis, the ultra-lightweight design or the distribution of weight. To name just one example for the sake of comparison: In 2006, the fastest race lap at Le Mans was 3m 31.211s. The R10 TDI back then had 12 cylinders, 5.5 litres of displacement and, delivering more than 650 hp, was our most powerful LMP race car. Six years later, the best lap time was 3m 24.189s. Our cars had become more than seven seconds faster. But the V6 TDI engine of the Audi R18 ultra in 2012 was only allowed to have a displacement of 3.7 litres and delivered around 510 hp. A major share of these advances is owed to optimised aerodynamics. This year, we’re competing with a long-tail body that we expect to deliver further advantages for Le Mans.”

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