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Transcript of Motorsport and Production
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MediaInfo
Motorsport and ProductionAudi Le Mans Prototypes 1999–2013
VTGCFRPAerodynamics
24 Hours
WECLe Mans
Efficiency
ultra lightweight design
e-tron quattro
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Editorial by Wolfgang Dürheimer
Comparison between Audi sports
prototypes
Win rate
ultra-lightweight design
Assistance systems
Engine technology
Aerodynamics
Interview with Dr. Wolfgang Ullrich
DTM–LMP comparison
Number facts
Audi R8 LMS ultra and Audi R8
Technology transfer
Masthead
4
6
14
20
26
34
40
48
52
56
58
64
66
Contents
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Editorial
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Wolfgang DürheimerAudi has been competing at Le Mans since 1999. This
year, we will again be challenged to continue the unrivaled string of successesachieved in recent years and to clinch the twelfth victory in the world’s mostfamous endurance race.
We are often asked
what is left for Audi to
prove at Le Mans, hav-
ing achieved eleven
victories there to date. Does the technology
transfer from motorsport to production
really exist? At first glance, Le Mans proto-
types such as the Audi R18 e-tron quattro
seem to have clearly less of a kinship with
our production cars than an Audi RS 5 DTM
or an R8 LMS ultra, for example. The latest issue of our
MediaInfo magazine ‘Motorsport and Production’ invites
you to discover that appearances are deceptive though.
It will show you that Le Mans, right in
the spirit of this tradition-steeped race, is the toughest
test lab for new developments for us. Did you know, for
instance, that our engineers have reduced fuel consump-
tion by more than 20 percent since 2006 when we started
to use TDI technology? Or that the safety cell – the CFRP
monocoque – now weighs only half of what it did in 1999?
Today, assistance systems support our
race drivers. This, too, is leading-edge technology, whichis particularly relevant for Audi’s current and future auto-
mobiles. Our race drivers are looking forward with the LED
light beam, which has a range of more than 800 meters,
emitted by Matrix-Beam headlights. This is the future of
lighting technology, in production cars as well.
At the world’s toughest 24-hour race,
Audi, with a hybrid race car, is testing tomorrow’s auto-
motive technology today. I wish you a gripping race at
Le Mans and a fascinating season with thrilling motor-
sport in the F IA World Endurance Championship (WEC).
Wolfgang Dürheimer
Member of the Board of Management of AUDI AG,
Technical Development
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Lookingbeneath
the skin
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Comparison between Audi sports prototypes14 years have passed since Audi competed at Le Mans
for the first time. The first LMP sports car in 1999 was an Audi R8R. Today,the brand relies on the Audi R18 e-tron quattro. There is a world of differencebetween these two models. Dr. Martin Mühlmeier, Head of Technology at AudiSport, has accompanied the development of the sports prototypes back then
and today. A look beneath the carbon fiber skin of the race cars brings backmemories of exciting developments in all areas.
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Dr. Martin Mühlmeier looks back on 14 yearsof sports car development
The arrival of TDIpower in 2006marked a change of the entire concept
Not even the mathemati-
cal calculation methods
have remained the
same,” says Dr. Martin
Mühlmeier, Head of Technology at Audi Sport, recalling
the transition period shortly before the start of the new
millennium. Until 1998, all Audi race cars were still
based on steel structures. Except for the 1989 Audi 90
IMSA GTO, all rally models and touring cars were directly
derived from production models. “The 1999 R8R was our
first concept with a stressed CFRP structure. This mate-
rial exhibits a completely different behavior. While
metallic materials bend or break in a crash, carbon fiber
collapses. Consequently, the calculation methods used
here are totally different.”
In the early phase, Dallara assisted with
their experience. The Italian company acquired its exper-
tise over many years as a constructor of ‘monoposti’
(open-wheelers) and sports prototypes. “Audi Sport
Audi achieved
major progress,
from the steel roll
bar to the closed
CFRP cell.
subsequently entered the field of CFRP on its own,”
Dr. Mühlmeier goes on to explain. “We implemented this
know-how, strengthened our resources by recruiting
highly skilled personnel and developed proprietary calcu-
lation methods. This soon made it possible for us to cal-
culate structures, strength and crash behavior in-house.”
When comparing the 1999 R8R and the
R18 e-tron quattro, 14 years of progress in all areas
become evident – starting on the outside. The first car
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On its debut, Audi opted for a conventionally designed sports car. A V8
bi-turbo unit powered the mid-engine race car. Its water radiators were
installed at the front. At both the Sebring 12 Hours and the Le Mans
24 Hours, Audi celebrated a podium finish with the roadster. Its opponents
at La Sarthe back then were the factory teams of Mercedes-Benz, Nissan,
Toyota, BMW and Panoz.
Audi’s so far most successful sports prototype owes its list of 63 victories in
80 races to its concept, as well as to its long life. Five of the sports car’s six
runs at Le Mans ended in victory, despite increasingly severe limitations
imposed on power and performance by the regulations. In addition to
constant further development of aerodynamics, the engine changed as
well. In 2001, TFSI gasoline direct injection made its debut.
Unbeaten – this is the strong track record of the Audi R10 TDI at Le Mans.
Visually, the revolutionary car still bore some resemblance to its
predecessor, the R8. But the V12 TDI engine with more than 650 hp was a
pioneering achievement. From the cooling system to the wheelbase, from
the axle load distribution to the aerodynamic concept, every area was
affected by the diesel revolution.
Audi’s last open sports car to date secured its entry in the history books. In
2010, Audi set a new distance record with the innovative roadster at the
Le Mans 24 Hours. Its V10 TDI engine paved the way for VTG turbocharger
technology in racing, its lithium-ion battery and LED high-beam headlights
rang in a new era in other areas as well.
Audi ultra-lightweight technology was embodied by the R18 TDI in an
exemplary way. The engineers created a lot of reserves for ideal positioning
of ballast weight. Thus, the sports car powered by a V6 TDI engine excelled
in delivering well-balanced handling. The closed sports car won one of the
most thrilling Le Mans races in recent history with a 13.854-second
advantage.
Visually a close relative of the R18 TDI, the R18 e-tron quattro carried the
next revolution under its body work. The V6 TDI engine continued to drive
the rear wheels. A hybrid system at the front axle completed the
powertrain. A flywheel accumulator stored the recuperated energy and
supplied it to the front wheels again on acceleration. The prototype
immediately won the race.
In 2013, Audi is relying on an evolution of the revolution. The hybrid sports
car has a more efficient hybrid system, new details and modern assistance
systems such as the digital inside mirror and LED headlights with matrix-
beam technology. Specifically for Le Mans, Audi has developed a new overall
aerodynamics concept. The long-tail body catches the eye. Now, the
bodywork is flush with the rear wing.
Audi R8R (1999)
The development of the seven
generations of LMP race cars
Audi R8 (2000–2005)
Audi R10 TDI (2006–2008)
Audi R15 TDI (2009–2010)
Audi R18 TDI (2011)
Audi R18 e-tron quattro (2012)
Audi R18 e-tron quattro (2013)
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Audi has acquired a
wealth of know-
how in order to
master alltechnologies in-
house – from
working with
materials through
to engineering
design, calculation
and simulation.
The period between Audi’s first run at Le Mans in1999 and today has seen major development leaps
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featuring a roadster concept, which laid the foundation
for the ‘R’ being used in the name of the ‘R8’ model rangeabbreviation, looks pretty plain by today’s standards.
But how can progress be measured?
Dr. Mühlmeier cites weight as an impres-
sive example: “With the R8R we met the prescribed
minimum weight of 900 kilograms with relatively high
accuracy. Today, an R18 e-tron quattro that tips the
scales at 915 kilos weighs almost the same. However, it
is powered by a diesel engine, which is heavier due to its
basic design, has a closed cockpit and contains a complex
hybrid system. Still, it remains below the minimum
weight. That’s why we can work with ballast weight on
the set-up.”
How are such major strides achieved?
“When we were developing our first car, a steel roll bar
was typically used,” recalls Mühlmeier, who has a PhD in
engineering. “As of 2000, an integrated CFRP roll bar
was implemented. Since 2011, we have been fielding theR18 with a closed monocoque that is completely made of
CFRP and features a one-piece design.” In the case of the
body, a lot has changed as well. The first skin was
designed for relatively high robustness and permitted
severe body contact in duels. Now, the body consists of a
Audi’s in-house responsibilities for its LMP sport s cars have long included aerodynamics as well
Audi uses Le Mans as a technology lab
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very thin-layered carbon construction. The steering sys-
tem is another example. In 1999, power steering was
still a hydraulic system supported by the engine. Since
the R10 TDI, which made its debut in 2006, the driver’s
work at the wheel has been electrically assisted.
ultra-lightweight design, which achieves
significant savings in current Audi production models, is
desirable in all areas of racing. The suspension of the
LMP sports prototypes has become notably lighter. The
lithium-ion battery that has been used since the 2009
R15 TDI saved 7 kilograms of weight compared with a
lead battery. One of the major single steps the engineers
achieved concerned the carbon f iber transmission: Since
2012, Audi has been saving a double-digit number of
kilos in just one step.
At the same time, the engineers
improved the efficiency of the entire race car. Aerody-
namically, the R18 e-tron quattro is a lot more efficient
than the first model. Engine technology has even seen
true leaps in efficiency. Not only the switch from gaso-
line to diesel engines in 2006 represented a major step,
as the current V6 TDI engine makes very favorable fuelconsumption possible. More than 20 percent fuel sav-
ings have been achieved in the diesel era. Next season, a
fundamentally different set of regulations will place an
even greater focus on efficiency.
ultra-lightweight design,
which achieves significant
savings in current Audiproduction models, is
desirable in all areas of
racing. The suspension of
the LMP sports
prototypes has become
notably lighter.
But Audi has not only clearly progressed
in terms of technology but also with respect to man-power. Today, a total of 250 employees are working for
Audi Sport at the Ingolstadt and Neckarsulm locations.
Under the direction of Audi Head of Motorsport Dr. Wolf-
gang Ullrich, they take care of the factory-backed motor-
sport commitments in the DTM and in the FIA World
Endurance Championship (WEC). For 2013, new respon-
sibilities have been established. Dieter Gass, as Head of
DTM, is responsible for the program with the Audi RS 5
DTM. Chris Reinke, as Head of LMP, manages the sports
car program with the Audi R18 e-tron quattro. Both
report directly to Dr. Ullrich, who has overall responsibil-
ity for all factory-backed programs. ◆
Chris Reinke wasTechnical Project
Manager in the pastand assumed overall
responsibility as Headof LMP in 2013
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Audi is aiming for the brand’s twelfth Le Mans victory with the R 18 e-tron quattro
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Advantage
through efficiency
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Win rate
Audi has shaped the world’s most importantendurance race since 1999 like no other automobile manufacturer.Eleven victories in 14 events, including the 2010 distance record – andthe technology milestones set by the brand have been unrivaled too.
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Two technological milestones in Audi’s Le Mans history were the introduction of TFSI gasoline direct injection in 2001 (above) and VTG turbocharger technologyin the R15 TDI eight years later
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The relevance to
Audi’s seriesproducts is crucial
for innovations.
Audi celebrated one-two-three winsat Le Mans five times – the first timewas in 2000
The 24-hour race at Le Mans
has accelerated numerous
innovations since its inau-
gural event in 1923 – from
disc brakes (1953) to turbocharging (1974), from the
Wankel engine (1970) to carbon brakes (1990), from
TFSI gasoline direct injection (2001) to the first diesel
victory with the TDI (2006), from the VTG turbocharger
in Audi’s TDI engine (2009) through to the R18 e-tron
quattro (2012). It was the forst hybrid sports car that
won the race. Ever since Audi has been involved in the
most important endurance race, a single factor has
acquired crucial importance: efficiency – a core compe-
tency of the brand with the four rings.
In the course of a decade and a half,
Audi has launched numerous innovations at Le Mans. The
crucial aspect for the company, which carries the claim of
‘Vorsprung durch Technik’ in its name, is the relevance of
its inventions to the brand’s series products. Innovations
from racing have always been fed back into automotive
engineering. Conversely, motorsport has been benefiting
from the diverse know-how of AUDI AG’s Technical Devel-
opment (TE) time and time again.
Audi’s Le Mans track record to date
underscores the company’s forward-thinking work and
breaking records in the process. In 90 years of Le Mans
history since 1923, no other manufacturer has been able
to look back on such an amazing tradition of success sto-ries and technological milestones.
Audi has clinched eleven victories in
14 events since 1999. This equates to a rate of 78.6 per-
cent. With that, Audi has advanced to second place on
the all-time winners’ list with respect to the absolute
number of wins achieved. The current number one – Por-
sche – has taken 16 victories – albeit, from 1970 onward,
spread over a period of 28 years. Since 1923, 24 marques
have decided the endurance race in France in their favor.
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Including its victories, Audi has cap-
tured 27 podium places at La Sarthe to date. This, too,equates to the runner-up’s spot on the all-time list of the
best contenders. A special reason to celebrate existed an
amazing five times, as in 2000, 2002, 2004, 2010 and
2012, Audi drivers took a clean sweep of the podium at
the classic endurance race.
With respect to an absolute best mark,
Audi has taken the lead. A distance record set by Porsche
existed since 1971. It was subsequently regarded as
being practically impossible to equal due to track conver-
sions. Two chicanes on the long Hunaudières straight
have been clearly slowing the race cars on the fastest
track sector to this day. Still, in 2010, Audi broke the
existing record when the victorious R15 TDI, having cov-
ered a distance of 5,410.713 kilometers, surpassed the
All eleven Le Mansvictories have beenclinched under thedirection of Headof Audi MotorsportDr. Wolfgang Ullrich
previous best mark by 75.4 kilometers. In the following
years, the regulations again significantly reduced theengine power of the LMP race cars. In addition, smaller
fuel tank capacities result in shorter pit stop intervals.
The progress achieved by Audi is the
result of targeted development. All innovations are
marked by two common factors: They are efficient and
relevant to production cars – this applies to TFSI gasoline
direct injection as well as to the TDI engine including the
VTG ( Variable Turbine Geometry) turbocharger, to quat-
tro four-wheel drive, to e-tron hybrid technology, to
ultra-lightweight design, to LED lighting technology and
to numerous other detailed solutions.
Various driver assistance systems that
make driving in normal road traffic easier and safer are
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Four shafts and a motor-generator unit (MGU):The e-tron quattro hybrid system won at
Le Mans in 2012
gaining importance at Le Mans as well. A key prerequisite
for such innovations is the desirability of the related pro-
gress. Compared with the sporting rules for many inter-national touring car, formula or rally categories, the
regulations for LMP sports prototypes are particularly
conducive to fielding innovations and different concepts.
The competition at Le Mans regularly
shows that ‘Vorsprung durch Technik’ is measurable.
Right in the first decade of its program, Audi achieved
impressive improvements. From 2000 to 2010, fuel con-
sumption dropped by more than ten percent although
the average speed in the race increased from 208.6 to
225.2 km/h.
The milestone of the first hybrid victory
in 2012 was linked to another significant efficiency
increase: Consumption dropped to 33.34 liters – Audi
thus reduced it by ten percent within twelve months.
On June 22 and 23, on its 15th run at
Le Mans, the brand will be battling with three Audi R18
e-tron quattro cars to take its twelfth victory. In doing
so, the focus is placed on rigorous ultra-lightweight
design, optimized aerodynamics, an improved hybrid
system, engine modifications, driver assistance systems,
the matrix-beam headlight system and, of course, relia-
bility and efficiency.
“No other automobile manufacturer
has a track record of Le Mans technology and sporting
success that has been compressed into as short a time
span as Audi,” emphasizes Head of Audi Motorsport
Dr. Wolfgang Ullrich. “Le Mans has been pointing the way
Audi celebrated itsmost recent success
at Le Mans in 2012with the R18 e-tron
quattro sports car
to the future for a long time. The regulations promote
innovations and the most efficient solutions like no
other racing series does. We wish for this to continue tobe the case in the future. This presupposes maximum
equality of opportunity for different ideas.” ◆
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Cell-culture
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ultra-lightweight designAudi has cultivated ultra-lightweight design and sets
standards in the field of the sports prototypes. A comparison of the safetycells of the LMP race cars shows the magnitude of the improvementsachieved by the Audi engineers in the past 15 years of development.
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Even the first cells – in this case the one used in the 2001 Audi R8 – consisted of CFRP.At that time, though, the race cars still had open cockpits
Since 1999, ultra-light-
weight design has been
playing a central role with
Audi’s Le Mans prototypes
(LMP). Materials such as CFRP (carbon fiber reinforced
plastic) harbor major potential for optimizing weight.
Although the first Audi LMP race car already had a mono-
coque made of the black fiber, the performance of thematerial that is still in use today has since been greatly
enhanced.
“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 crea-
tivity of the engineers is rewarded as highly as it is with
the Le Mans prototypes. Whether in terms of engineer-
ing design details or materials: many of the ultra-light-
weight ideas from motorsport have the potential of pos-
itively 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.”
Right in its first LMP sports car – the1999 R8R – Audi used a carbon fiber monocoque. Audi
has significantly been reducing weight to this day.
The monocoque is the central chassis
component. It supports the front axle, the front and lat-
eral 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
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The closed cell of theAudi R18 weighs onlyabout half as much asthe cell of the 1999R8R
With the R10 TDI, Audi integratedvarious functions and alreadyused parts of the cell as body skin
accidents – in frontal or side crashes as well as in roll-
overs. The chassis has become clearly more complex
since 2006. At that time, Audi introduced a third spring-
damper element on each axle. It allows the loads gener-
ated by aerodynamic downforce to be cushioned without
having a negative effect on the characteristics of any
individual wheel suspension element.
The Audi R8R (1999), the R8 (2000–
2005), the R10 TDI (2006–2008) and the R15 TDI (2009–
2010) all had open monocoques. With 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 similar torsional values, the weight of the
The one-piece design of the monocoques
used in the Audi R18 is a trendsetter in
terms of safety and weight.
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Audi relies on VTG technology for theturbocharger – the unit shown here is for the R18.3.7 kilograms of weight could be saved early on
The CFRPtransmission
housing has beendesigned as a fully
stressed componentof the chassis
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 inte-
grated. In addition, very light backstays from the mono-
coque to the transmission housing optimize 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 thefront axle. Still, the basic weight of the race car is below
the minimum of 915 kilograms. The ballast weight is
used to improve the set-up. The 1999 R8R, with a gaso-
line engine and without a hybrid system, weighed almost
exactly 900 kilograms and hardly offered any latitude
for ballast.
Numerous smaller solutions have been
accompanying the major steps. The carbon fiber gas
pedal in the Audi R10 TDI already saved a few hundred
grams of weight compared with an aluminum version,
and the lithium-ion battery that was used for the first
time in the 2009 R15 TDI even proved to be seven kilo-
grams lighter than a lead storage battery. The turbo-
charger offered room for improvement as well. By using
optimized components and a different material the engi-
neers saved nearly 3.7 kilograms of weight with the vari-
able-turbine-geometry turbocharger. At the same time,
the engineers reduced the inertia moment of the turbine
and the compressor wheels. Since then the response of
the turbocharger to gas pedal movements has been
clearly improved. ◆
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 monocoque 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 combina-
tion 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
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Audi used openmonocoques from1999 to 2010(above). A centralsupport alreadyoptimized the cell inthe R8 (center). TheR8’s successor, theR10 TDI, competedwith a V12 dieselengine (below)
An Audi R18 e-tron
quattro today, with a
diesel engine, hybrid
system and ballast
weight, weighs about
as much as a 1999
R8R without these
factors.
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Surelyfaster
withsafety
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Assistance systemsActive safety and passive safety are two basic
categories in automotive development. While active safety is designed toavoid accidents, passive safety serves to protect occupants in the event of an accident. Systems such as matrix-beam light that improve active safetyare becoming increasingly important in motorsport. Audi has achieved apioneering feat yet again.
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Audi customers are inti-
mately familiar withassistance technology.
‘Audi side assist’ makes it
easier for the driver to change lanes by capturing the
traffi c situation using Radar, the ‘Audi pre sense’ safety
system helps avoid accidents, the night vision assistant
marks detected pedestrians – to name just a few exam-
ples. Not everything that is available in the entire range
of technology is suitable for racing though. Various
inventions are simply not allowed for use with Le Mans
prototypes. Race drivers are expected to demonstrate
their skills on the wheel and to battle for positions –
instead of leisurely following the car in front with ‘Audi
adaptive cruise control’ as a driver could in normal road
traffi c.
Still, new synergies are created
between production and racing. Currently, a digital sys-
tem to optimize vision is being used in the Le Mans pro-
totype. It may serve as a prototype for future produc-
tion automobiles. This digital rear-view mirror makes
rearward vision possible. A small camera is mounted on
the roof of the Audi R18 e-tron quattro above the driver.
The glass cover of the camera has a heater to prevent
fogging and icing. The lens has a size of only a few mil-
limeters and captures the traffi c behind the car with afield angle of 60 degrees. The electrical signal is trans-
mitted to a display in the cockpit. It is located in the
same position as a rear-view mirror in a production car.
As the rear of the monocoque facing the engine com-
partment has no window on a closed LMP model, a con-
ventional mirror cannot be used.
The display features innovative AMOLED
technology. The acronym stands for Active Matrix
Organic Light Emitting Diode, in other words an organic
light emitting diode with active matrix technology. Con-
trast is ten times better and energy consumption 30 per-
cent lower compared to a liquid crystal display. With a
screen diagonal of 6.8 inches, the display has a resolu-
tion of 600,000 pixels. Each pixel can be discretely
The daytime running lightof the Audi R10 TDI (above)consisted of LEDs. In the R15TDI, Audi initially used LEDs togenerate the daytime runninglight and subsequently thehigh-beam light (both picturedbelow). Ever since the R18 TDI(bottom), full LED headlightshave become standardequipment
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controlled. The display has a thickness of merely seven
millimeters, including the mechanical components.
“This invention is of enormous help to
us,” stresses the two-time Le Mans winner and FIA WEC
World Champion Marcel Fässler. “The AMOLED display
has many advantages over a conventional mirror. It oper-
ates without any vibrations in any situation and provides
us drivers with particularly clear vision. The width of the
field angle is very helpful too. The blind spot, which is
typical for all closed LMP race cars, has simply
disappeared with our cars.”
Aside from these basic advantages, the
invention pays off particularly in the present-day era.
“Le Mans has long become a sprint race,” says the Swiss.
“That’s why we’re battling for every second even when
lapping in traffi c. The system helps us assess where the
rival’s car is, and this gives us higher safety reserves.
We’re in a much better position to judge when we can
change lines. And in a direct duel, we can tell whether a
rival attacks from the right or left.”
Although it does not belong to the
group of driver assistance systems, advanced lighting
The sight distance of the headlights has
increased by 85 percent since 2006.
800
R15
R10
836 m
482 m
453 m
4000 m
R18
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There is a world of difference betweenthe steering wheels from 1999 and
today (right). Marcel Fässler is thrilledwith the current functions
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technology clearly facilitates the work of the Audi fac-
tory drivers and increases active safety. Modern LED
light was used for the first time in the Audi R10 TDI from
2006 to 2008 – as daytime running lights. In the R15
TDI, the LED technology additionally functioned as the
high-beam headlight. Initially, the xenon headlights con-
tinued to be used alongside the LED lamps. Only the Audi
R18 that has been fielded since 2011 has been fully rely-
ing on LED light.
The high beam in the R15 TDI was
directly adopted from the production Audi R8. This pro-
duction sports car was the world’s first automobile to
use full LED headlights. Today, this technology is availa-
ble at Audi in the five model ranges R8, A8, A6, A7 Sport-back and A3. The lower energy consumption – around
80 watts instead of 135 watts with halogen units –
earned Audi an accolade in April 2013. The EU Commis-
sion measured the fuel savings in rig tests. The results
after ten NEDC cycles with the Audi A6 revealed that
more than one gram of carbon dioxide per kilometer
driven can be saved. With that, the EU Commission has
officially rated the LED headlights as an innovative tech-
nology to reduce CO2 emissions. Audi is the first manu-
facturer to have been awarded this certificate.
Audi has since started to rely on matrix-
beam technology. Its operating principle consists of sub-
dividing the LED high-beam light into a large number of
individual segments. The small single diodes, which work
in tandem with lenses or reflectors in front of them,
always deliver precise lighting without requiring a swivel
mechanism. They are discretely switched on and off or
dimmed, depending on the situation.
In a production automobile, the Audi
matrix LED headlights are supplied with the information
they need by a camera, the navigation system and other
sensors. When the camera captures other vehicles, the
new headlights specifically inactivate the high beam,which is made up of several sectors, in the relevant
sub-sector.
In racing, Audi uses this technology as a
cornering light. Principally, a headlight of the R18 e-tron
quattro consists of eight LED units. In addition, there is a
circumferential light band which, among other things,
serves as the turn signal. When entering the pit lane, it
switches to a color that has been allocated to the respec-
tive car number. This makes it possible for the mechanics
to identify their car from a distance. During the day, five
of the eight main diodes emit a low-beam light. At night,
in the high-beam mode, all eight LEDs are activated.
They generate a headlight sight distance of up to 836
meters. The enormous lighting intensity of the R18
headlights is more than two and a half times as high as
that of the predecessor, the R15. The color temperature
of 5,500 kelvins is similar to that of daylight. Conse-
quently, the driver’s eyes hardly get tired.
The cornering light assists the race
driver as soon as he turns into a corner. The LEDs on the
outside of the corner are dimmed whereas those on the
inside emit a brighter light. The transition is smooth andthe driver notices that illumination of the track in his line
of sight has improved. The system is controlled by soft-
ware which Audi has specifically developed for use in rac-
ing. Steering angle and speed are the influencing param-
eters captured by the system, which requires no
mechanism and is highly reliable. It thus perfectly com-
plements the basically high efficiency of modern lighting
technology. Audi has resolved the issue of the cooling
required for LEDs by targeted guidance of the airflow of
the moving vehicle. A separate fan is not necessary. That
is why the R18 headlights are one kilogram lighter than
the lighting units of the predecessor, the R15.
A third component has long evolved into
a valuable assistance system although it primarily serves
Audi successively integratedfurther functions into the
steering wheel – as in the 2001Audi R8 pictured here
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a completely different purpose: the steering wheel. The
times when it merely served to change the car’s direction
of travel have been over for quite a while. A look at the
early days of the first Audi LMP sports car is astonishing.The 1999 R8R had a very simple three-spoke steering
wheel. Each spoke had an integrated button for activat-
ing the radio, high-beam headlight and the pit lane speed
limiter – that was all.
Today, the steering wheel is packed with
technology. Four paddles are installed on the back. The
driver uses them to shift gears, activate the pit lane
speed limiter and the passing light flasher. The steering
has an arrangement of 13 buttons. They are used to con-
trol frequently used basic functions, from brake balance
to traction control, from the radio to drink supply, from
the starter to the windshield wiper. In addition, there are
five rotary controls which the driver uses to influence the
engine and traction control maps, among other things.
An electronic display is centrally located
in the driver’s field of vision. It allows him to read the l ap
time as well as the times of individual track sectors, the
difference to previously set lap times or the inflationpressures of the four tires. Alarm functions are activated
when the fuel supply starts to go down or temperatures
begin to leave the permitted range. A rotary control
allows the driver to scroll between twelve menus.
The fact that an instrument which used
to be of elementary importance – the tachometer – no
longer exists as a classic gauge shows how much racing
has changed. Today, an array of shifting lamps at the
upper edge of the steering wheel indicates to the driver
when it is time to shift into a higher gear.
“There are many possibilities today that
didn’t exist in the past,” stresses Marcel Fässler. “The
steering wheel and the individual programs have been
The matrix-beam light of the AudiR18 e-tron quattro assists thedriver in cornering by dimming andintensifying the light
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specifically developed by Audi. We now need to use these
functions a lot more because the communication
between the driver and the pits has become more inten-
sive. Today’s strategic considerations make a quickexchange of information particularly important. In the
LMP race car, we’ve got to react fast, for instance when
the tires degrade. We can directly influence the car’s
handling with individual controls. Looking at it this way,
the steering wheel is actually an assistance system.”
For the race driver on track, specific
functions are of particular use. “The worst thing is not to
have any radio contact,” relates the 2011 and 2012
Le Mans winner. “We urgently need information from the
pits. In the race, we most frequently change the ASR
function. The basic set-up of the traction control works
very well but we always readjust it a bit here and there.
Due to the weather, the tire inflation pressure, the condi-
tion of the tire tread or rubber pick-up on the track, grip
constantly changes.”
Summing it up, the Swiss is absolutely
convinced of the steering wheel as an assistance system:
“Across the distance of an endurance race, we need all
the possibilities that are available. With their complex-
ity, race cars such as the Audi R18 e-tron quattro repre-
sent the latest state of the art in technology and we’ve
got to master and use this technology as perfectly as
possible.” With leading-edge technology, Audi not onlymakes normal driving on the road easier for many cus-
tomers but for its race drivers on track as well. ◆
The AMOLED display,shown here in the R8e-tron, could becomerelevant for futureconsumer products as well
A tiny camera suppliesthe images for the
digital rear-view mirror
In view of today’s
strategy, the
steering wheelwith its
additional
functions has
become an
important
assistance
system.
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Driving
force
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Engine technologyAudi’s prototype racing activities include a decade
and a half of engine development. The progress that has been achieved isnot always detectable at first glance. The regulations have repeatedlylimited major strides being made with respect to sheer power output –but the engineers compensated for many losses and have consistentlybeen improving efficiency.
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Two major eras have shaped
Le Mans from the perspec-
tive of engine designers.
Up to 2005, gasoline
engines powered Audi’s LMP race cars, and since 2006
diesel units have been used. Although these are two
highly different concepts, they keep bringing up the
same question: How can the powertrain be optimized?
Audi has added valuable chapters to engine develop-
ment at Le Mans with a wealth of ideas and, by 2012,
has clinched eleven victories at the world’s toughest
endurance race.
For the engine constructors, the Le Mans
project began with a 3.6-liter gasoline engine. Two turbo-
chargers assisted the V8 unit in achieving a power output
of more than 400 kW (544 hp). Just a year later, output
had increased to more than 449 kW (610 hp).
“Our first great progress was gasoline
direct injection in 2001,” recalls Ulrich Baretzky, Head of
Engine Development at Audi Sport. “This made it possible
for us to significantly reduce fuel consumption.” It was
not the only achievement by his team. Improved drivabil-
ity and more favorable response behavior made the race
drivers’ work a lot easier – particularly in the Le Mans year
of 2001 that was hit by rain. Equally remarkable was the
fact that at the pit stops the starting time decreased by
up to 1.3 seconds because the directly injected fuel was
immediately burned.
1999 2000 2001 2002 2003 2004 2005
Race car R8R R8 R8 R8 R8 R8 R8
Engine type V8 V8 V8 V8 V8 V8 V8
Combustion principle Gasoline Gasoline Gasoline Gasoline Gasoline Gasoline Gasoline
Mixture formation MPI MPI TFSI TFSI TFSI TFSI TFSI
Number of turbochargers 2 2 2 2 2 2 2
Cubic capacity (cc) 3,600 3,600 3,600 3,600 3,600 3,600 3,600
Power output (kW/hp) > 400/544 449/610 449/610 449/610 404/550 404/550 382/520
Torque (Nm) > 600 700 750 > 700 > 700 > 700 > 700
Air restrictor (mm) 2 x 33.2 2 x 32.4 2 x32.4 2 x 32.4 2 x 30.7 2 x 30.7 2 x 29.9
Boost pressure (millibar) 1,670 1,670 1,670 1,670 1,670 1,670 1,670
Output per liter (kW/hp per l) > 111/151 125/169 125/169 125/169 112/153 112/153 106/144
Piston area output
(kW/hp per cylinder)
70/95
60/82
50/68
40/54
Change in regulations
(vs. prior year)Restrictor Restrictor Restrictor
Audi innovation
Fully
stressed
engine
TFSI
> 50/6856/76 56/76 56/76
51/69 51/6948/65
Gasoline engines
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At Le Mans, Audi tested a specific com-
bustion process back then – the fuel was injected using an
air-formed instead of a wall-formed or jet-formed princi-
ple. This homogenous mixture formation subsequently
appeared in the first Audi available with standard FSI
technology. The principle that had been tested at Le Mans
replaced the planned stratified charge process. On the
road, FSI engines make fuel economy benefits of up to
15 percent possible.
Only five years later, Audi celebrated a
pioneering achievement with the TDI engine. After the
inventor of the TDI in 1989 had offered its first produc-
tion model – an Audi 100 – featuring this technology, the
brand, in 2006, immediately clinched the first victory of
a diesel sports car at Le Mans. From 5.5 liters of displace-
ment, the V12 engine of the Audi R10 TDI developed
more than 478 kW (650 hp). Its torque of over 1,100 Nm
was impressive as well.
“This was the first Audi diesel engine
with an aluminum cylinder block,” stresses Baretzky. “In
conjunction with pre-development and production devel-
opment, basic tests and trials for the V12 TDI were con-
ducted.”
But this was not the only area in which
racing profited from the know-how advantage of AUDI
AG’s Technical Development. The first racing pistons
incorporated experiences that had been gained in
2006 2007 2008 2009 2010 2011 2012 2013
R10 TDI R10 TDI R10 TDI R15 TDI R15 TDI R18 TDIR18 e-tron
quattro
R18 e-tron
quattro
V12 V12 V12 V10 V10 V6 V6 V6
Diesel Diesel Diesel Diesel Diesel Diesel Diesel Diesel
TDI TDI TDI TDI TDI TDI TDI TDI
2 2 2 2 2 1 1 1
5,500 5,500 5,500 5,500 5,500 3,700 3,700 3,700
> 478/650 > 478/650 > 478/650 > 441/600 > 440/598 > 397/540 > 375/510 > 360/490
> 1.100 > 1.100 > 1.100 > 1.050 > 1.050 > 900 > 850 > 850
2 x 39.9 2 x 39.9 2 x 39.9 2 x 37.9 2 x 37.52 x 33.5/
1 x 47.5
2 x 32.4/
1 x 45.81 x 45.1
2,940 2,940 2,940 2,750 2,590 2,960 2,800 2,800
> 87/118 > 87/118 > 87/118 > 80/109 > 80/109 > 107/146 > 101/138 > 97/132
Restrictor,
boost pressure
Restrictor,
boost pressure
Cubic capacity,
restrictor,
boost pressure
Restrictor,
boost pressureRestrictor
TDI VTG
Double-flow
turbocharger
design
> 40/54 > 40/54 > 40/54
> 44/60 > 44/60
> 66/90> 63/85
> 60/82
Diesel engines
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Pre-Development. In designing the piston cavities, the
engineers pursued similar approaches with the racing
and the production engine. The injection system with two
high-pressure pumps and piezo injectors has been refined
by Audi for specific output and maximum efficiency in
racing. “Over the course of the years, there has been a
continuous increase in the injection pressures of thehydraulic system and the ignition pressures in the cylin-
der,” Baretzky goes on to explain. “This way, it was possi-
ble to optimize combustion and power output which, in
turn, has been benefiting the development on the pro-
duction side of the house to this day.”
The V12 TDI was followed by a V10 TDI in
2009, which still had a displacement of 5.5 liters. “It was
100 millimeters shorter and ten percent lighter than its
predecessor,” reveals the Audi developer. A major step
was achieved by Audi with the turbochargers. The variable
turbine geometry (VTG), a long-standing standard in vol-
ume car production, was introduced into racing in the V10
TDI following several years of development. “The biggest
challenge was posed by the temperatures of more than
1,000 degrees centigrade, which do not occur in
production cars,” explains the engineer. VTG technology
significantly improves the car’s response behavior. In
2010, Audi not only celebrated the Le Mans victory with
the R15 TDI but, after 397 laps and 5,410 kilometers on
track, broke the outright distance record that had existed
for 39 years.
The biggest step in recent years wasmarked by the new engine regulations for 2011. It was
centered on four objectives: a significant reduction of
fuel consumption, heightening the relevance to produc-
tion cars by means of downsizing, increasing lap times by
lowering maximum output and equalizing the output of
gasoline and diesel engines.
A much smaller cubic capacity was a
major step toward achieving these objectives. In the case
of diesel engines, the regulations forced the engineers to
reduce the volume by 1.8 to 3.7 liters. Audi developed a
V6 TDI engine packed with innovations. The exhaust side
is located inside the cylinder banks, which feature a
120 degree angle configuration. ‘Hot side in,’ is the name
of this concept.
A double-flow mono-turbocharger is
supplied with the exhaust gas from both banks and its
compressor is of a double-flow design as well. The aspi-
rated air is directed into two intercoolers by volutes with
two exits and subsequently into the two exhaust mani-
folds. VTG technology only makes use of a mono-turbo-
charger possible in the first place. The turbocharger’s
response behavior would be unthinkable without such
technology in racing.
More and more new restrictions imposed
by the regulations are contrasted by continuous progress
being made by the Audi engineers. The diameter of the air
restrictor in the diesel era, for example, has been reduced
by 34 percent since 2006. The boost pressure has
decreased by 4.7 percent and the cubic capacity of the
engine by nearly 33 percent. Absolute power output has
dropped from over 478 kW (650 hp) to around 360 kW
(490 hp) today, in other words by around 24 percent.
Considering this, the increases achieved
with respect to specific output are particularly notewor-
thy. For instance, the engine output per liter of displace-
ment went up from 87 kW (118 hp) in 2006 to 107 kW
Audi has achieved significant improvements
with respect to specific outputs.
Consumption (l/100 km)
R10 R15 R18
100% -8% -21%
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Ulrich Baretzky is in charge of engine development at Audi Sport The current turbocharger – the compressor side is shown here –is of a double-flow design
(146 hp) in 2011 – a gain of almost 24 percent. The piston
area output – in other words the measure for the output
delivered by each individual cylinder – grew from 40 kW
(54 hp) to 66 kW (90 hp), and thus by 65 percent, during
this time frame. Even more impressive is the fuel con-
sumption development. “We’ve improved fuel consump-
tion per lap in racing operations at Le Mans from the firstdiesel generation in the R10 TDI to the latest generation
by more than 20 percent, and this has been achieved with
a clearly higher output per liter,” emphasizes Baretzky.
The higher injection pressure of the Bosch racing injector
ensures even more efficient combustion, while the engine
has now been designed to withstand permanent combus-
tion pressures of clearly above 200 bar.
“All these improvements reflect the
great strides that have been achieved in combustion pro-
cess development and with the components used,”
explains Ulrich Baretzky. “They also reflect an under-standing of the mechanical loads that act on the engine
plus the optimization of friction. All of the progress that
has been made has utmost relevance for production car
development, which deals with the same topics. Le Mans
is an ideal lab for forward-thinking technologies.” ◆
Audi’s racing engines are created in Neckarsulm. The V6 TDI engine has already earned the brand two Le Mans victoriesand a World Champion’s title in the FIA WEC
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AerodynamicsAt Le Mans, top performances in aerodynamics are
particularly valuable. Nowhere else are such high speeds driven with LMPsports cars. Thanks to improved airflow excellent lap times are consistentlyachieved over and over – despite the opposite effect of the regulations.
Air-Craft
41
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The new long rear of the R18 e-tron quattro (left) has beendeveloped for Le Mans. Open cockpits such as the one of the
2006 R10 TDI in the wind tunnel (bottom) generated a lessfavorable airflow than the closed ones
Alook at Audi’s first proto-
type and its youngest one
is quite revealing, as the
differences between the
aerodynamic concepts of the two cars are clearly evi-
dent. The 1999 Audi R8R with an open cockpit is con-
trasted by the closed R18 e-tron quattro. And not a sin-
gle detail resembles another one.
When Audi built an LMP sports proto-
type for the first time 14 years ago, Fondmetal Technol-
ogies was the partner in aerodynamics. In Italy, the engi-
neers tested the air flow on the R8R using a 40-percent
scale model. Back then, such models had carbon fiber
tires that were fixed in position from the outside.
“Today’s state-of-the-art technology is completely dif-
ferent,” explains Axel Löffler, who as Head of Design
The aerodynamic
concepts from
1999 until todayclearly differ from
each other.
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The CFD simulation shows the airflow around the supported (left) and the suspended rear wing (right). The thickness of the boundary layer is shown inred. When the boundary layer separates from the profile, this results in an undesirable break-away (left) and downforce decreases
The rear wing suspendedfrom the top has beencompensating for manylosses since 2009 thatresulted from changesin the regulations
Chassis/Bodywork was also responsible for aerodynam-
ics for many years before Jan Monchaux assumed respon-
sibility for this function in 2013. “We’ve now reached a
model size of 60 percent. Thanks to today’s rubber tires
we can create the airflow around the model with a lot
more realism. Likewise, a moving floor in the wind tunnel
helps us obtain more accurate measurement results. The
suspensions of the models have also been fully emulatedand are movable today.”
The basic aerodynamic concept of the
various evolutions of the LMP race cars from Ingolstadt
and Neckarsulm has obviously been subjected to further
development. In 1999, the radiators of the engine still
lay flat at the front end. The warm exit air escaped from
the hood in front of the cockpit opening, partially flow-
ing across the top of the cockpit and to the right and left.
To optimize airflow to the rear end, Audi has been inte-
grating the radiators and intercoolers into the side pods
in the Audi R8 as of 2000. “This has clearly improved air-
flow,” says Löffler. “Plus we gained some new freedom
of design at the front end. We were able to guide the ex it
air of the front diffusor with much higher precision.”
Audi took yet another step with the R15
TDI, which set a new distance record at Le Mans in 2010.
“The car’s extremely high nose made it possible for us toguide the air to the underfloor with even less eddying
than before. This supports the ground effect, in other
words the suction generated by the underfloor,” says
the expert.
But improvements are not always
achieved. The aerodynamicists repeatedly had to accept
limitations. When diesel direct injection was introduced
in the Audi R10 TDI in the 2006 season the cooling
requirements increased by around 30 percent due to the
different combustion process. Furthermore, the Audi
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R18 e-tron quattro that has been fielded since 2012 hasa 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 effi-
cient as the current hybrid sports car.
Existing latitudes are limited by the
regulations time and again. For example, when the pro-
ject 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 since the 2009 R15 TDI,
Audi has compensated for a major portion of the lost
downforce. It allows significantly improved airflow to
The regulations by nowhave severely limited
many of the latitudes in
aerodynamics.
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the wing. For comparison: If the wing supports areinstalled at the bottom, downforce is significantly
reduced. The new mounting principle was subsequently
used by many other constructors 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 wooden board being installed
underneath the chassis. Despite such limitations a mod-
ern LMP sports car achieves very high levels of down-
force. Theoretically, at high speed, it could run on the
ceiling of a tunnel without falling down. The aerody-
namic loads involved are instructive. The front diffusor,
for instance, together with the rear wing generates half
of the downforce, while the underfloor including the rear
diffusor delivers the other half. This downforce is coun-
teracted by the inevitable lift that is caused by the air-flow through the cockpit and over the body. It accounts
for around a fourth of the downforce produced.
“The regulations have since been
severely limiting the freedom in aerodynamics,” says
Axel Löffler. “In the past, we were able to use the desired
aerodynamic configurations of the Audi R8 for fast tracks
like Le Mans as well as for slower road courses in the
American Le Mans Series with a single body version. Now,
the minimal latitude that is allowed forces us to optimize
a car for a single requirement. That’s why a long-tail ver-
sion of the R18 e-tron quattro was created just for
Le Mans 2013.”
The long rear end is only the most visi-
ble change. The entire aerodynamics of the hybrid sports
car has been modified for Le Mans in 2013 to meet the
special demands. An example of numbers illustrates how
Aerodynamic
efficiency
R8R R18
+65%
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Significant development steps inaerodynamics are also detectable in detailbetween the beginning of the diesel era in
2006 with the R10 TDI (right) and the currentR18 e-tron quattro (below)
The rear wing width of 2,000 millimeters for a car like the Audi R10 TDI (below) hasbeen limited to only 1,600 millimeters today
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extreme the conditions are: A year ago, Audi factory
driver Loïc Duval set the fastest lap in the 24-hour race at
La Sarthe, achieving an average speed of 240.289 km/h.
Including all the times the car spent at rest during 33 pit
stops, the victorious R18 e-tron quattro of Marcel
Fässler/André Lotterer/Benoît Tréluyer still achieved an
average of 214.468 km/h that was thus clearly above the
200 km/h-mark. There is no other circuit in the FIA
World Endurance Championship (WEC) where the cars
run as fast as this.
Engineers keep finding ways to improve
aerodynamic efficiency – in other words the relationship
between downforce and aerodynamic drag. This ratio
expresses the degree to which the aerodynamicists have
improved the downforce of a race car without an equiva-
lent increase in drag. Since 1999, Audi has improved the
aerodynamic efficiency of its LMP sports cars by around
65 percent.
“The lap times reflect the significance
of the strides that have been made in aerodynamics,”
emphasizes Head of Audi Motorsport Dr. Wolfgang Ull-rich. “Of course there are many other influencing fac-
tors – 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 liters of displace-
ment 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 liters and delivered around 510 hp. A major share of
these advances is owed to optimized aerodynamics.” ◆
At Le Mans, the Audi R18 e-tron quattro is running as a long-tail version in 2013
Axel Löffler shapedthe aerodynamicsof the Audi sportsprototypes for manyyears
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Looking at
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Interview with Dr. Wolfgang UllrichHead of Audi Motorsport Dr. Ullrich takes a look at the
sports car future and assesses the greatest change in the regulations sinceAudi first built an LMP sports car in 1999.
2014
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Adecade-long philosophy
in racing is now chang-ing. The regulations are
no longer focused on
interventions that limit power output. Instead, they
promote an energy-based approach to efficient race
cars. Does this mark a revolution in thinking?
Dr. Ullrich This solution for the regula-
tions very much represents a forward-thinking approach.
And clearly, Audi will increasingly position itself toward
efficiency and energy awareness in the future. Motor-
sport gives us a very good opportunity to properly pre-
pare ourselves for the future with an efficient concept at
the highest competitive level. With the new regulations,
a fundamental approach to motorsport is being aban-
doned. Instead of power output, energy consumption
will be limited. This entails two major consequences: For
the engineers, it opens up some degrees of technical
freedom, as previous limitations imposed on cubic capac-
ity or on the number of cylinders basically cease to exist.
Furthermore, energy consumption is drastically reduced.
Only a specified amount of energy will be available for a
certain distance. In the end, those doing the best job of
managing this amount of energy will be the fastest.
Efficiency is the aim while the competi-
tion between various technological concepts is beingaccelerated. What prerequisites have to be established
to ensure a fair competition?
Dr. Ullrich It’s anything but easy to for-
mulate a set of regulations for different concepts with
all their potential as well as their advantages and disad-
vantages. The aim is to put everyone in a position of
being in contention for victory with a well-developed
concept. This is exactly what the officials have to
strive for.
Audi has been relying on TDI power at
Le Mans since 2006. A diesel engine is a thermal engine
the efficiency of which has traditionally been higher
than that of a gasoline engine. Does this make ratings
more difficult?
Dr. Ullrich It makes ratings more diffi-
cult in that currently, in the 2013 season, we’re the only
entrants competing with a diesel engine. So we’re in a
demanding situation today. In the ideal case, equality of
opportunity exists bet ween the concepts. To ensure this
poses a challenge. It starts with the definition of the
fuel – this aspect alone leads to consequences in the
design of any engine. But it’s also about the available
energy classes relating to energy recovery. Factory
teams have to decide between 2, 4, 6 and 8 megajoules
with respect to the amount of energy. For the largest
amount of energy, you need a system which, according to
the current state of the art, is also the largest one and
thus weighs the most. A race car with a gasoline engine,
however, has more latitude when it comes to weight than
a diesel sports car which, for technical reasons, is heavier.
And this is just one, albeit obvious factor to be consid-ered in the selection of the concept.
The intensity of the competition is
being promoted. As a result, there is a threat of costs
going up. Do the current regulations include any cost
limitations?
Dr. Ullrich The release of the different
concepts strictly in relation to energy will certainly
require an intensification of the development invest-
ments for new vehicles in the initial step. All the manu-
facturers, the FIA and the ACO are looking at this issue.
We’re intensively working to avoid costs getting out of
hand without controls because that would be equally
inappropriate in this day and age as a non-efficient
powertrain in an inefficient race car.
The Audi R18 e-tron quattrois competing in its secondseason in 2013 before afundamentally new set of regulations applies in 2014
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“Motorsport gives us a very good
opportunity to properly prepare
ourselves for the future with an
efficient concept at the highest level.”
There have been energy limitations in
motorsport before, in the nineteen-eighties. This led to
races that were run very tactically toward the end when
the energy was almost used up. Has this risk been
curbed today?
Dr. Ullrich The new regulations have not
been designed to make the entire amount of energy
available for optional use in the race. Instead, the fuel
flow per lap will be limited. And that’s exactly why we’ll
be seeing real, fiercely fought races and no economyruns. Consequently, it’ll be necessary to squeeze the
optimum out of a system, to develop an efficient vehicle
as well as an efficient internal combustion engine and to
make perfect use of the energy recuperation systems.
This makes different concepts and strategies possible.
All the parties involved have been paying attention to
ensuring that we’ll be seeing races and no economy runs.And despite this, the LMP sports cars will be consuming
less fuel than ever before. ◆
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Two ways,
one aim
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DTM–LMP comparisonThey could hardly be any more different – the Audi
RS 5 DTM and the R18 e-tron quattro. Still, there are some things whichboth race cars from Audi’s factory programs in the DTM and WEC have incommon. Plus, both are pursuing the same aim – success.
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There was a time when a
touring car was an opti-
mized production model.
Audi often proved that it is
possible to be successful in motorsport with such cars.
In 1990 and 1991, the Audi V8 quattro won the DTM
twice in succession. No other automobile manufacturer
had achieved this feat before. The Group A race cars were
created on the basis of a production Audi V8. The follow-
ing years again showed that a good production touring
car provides a viable base for great success in racing. The
Audi 80 competition and the Audi A4 quattro, prepared
according to Super Touring Car regulations, won titles
for Audi worldwide.
Since the 2000 season, different rules
have applied in the DTM – a kind of touring car prototype
took the place of production concepts. Although the
Audi A4 DTM resembled the volume production model it
was based on a steel space frame and relied on mechani-cal systems strictly designed for racing in all areas such
as the suspension, aerodynamics, the engine and the
transmission. Audi won the DTM Championship with it
five times.
In 2012, new rules were introduced yet
again while the idea of a pure race car concept has been
retained. A carryover-parts-principle for the three manu-
facturers involved in the DTM prescribes a large number
of shared component assemblies. For example, the car-
bon fiber monocoque including the steel roll cage is iden-
tical for the Audi RS 5 DTM and its competitors.
Basically, these touring cars rely on a
material in a central, stressed component that has been
used as the standard material for Audi’s sports proto-
types since 1999: carbon fiber reinforced plastic (CFRP).
The material is comparable but the results differ. In the
DTM, the monocoque consists of carbon fiber up to the
belt line. Above it, a rugged steel cage protects the driver
and serves as the mounting point for the bodywork and
other parts. Six carbon fiber elements – one each at the
front and rear – additionally absorb the impact energy in
accidents. Since 2000, individual tubular steel frames
and a CFRP cockpit were standard in the DTM.
The cell of the Audi RS 5DTM is a carryover part forall three manufacturers in
the DTM
For the hybrid drive, theAudi R18 e-tron quattro
requires dedicated
developments
Touring and sports carsmutually benefit from
various calculationmethods
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In the Audi R18 e-tron quattro sports
car, the entire one-piece monocoque is made of carbon.
While the cost-optimized DTM design weighs around
130 kilograms, the performance-optimized sports car
cell tips the scales at less than half of this weight. By tak-
ing the step in favor of an identical monocoque the DTM
has clearly progressed in terms of passive safety.
Even though the number of almost
60 carryover parts between the three manufacturers in
the DTM appears to be small, the effects should not be
underestimated. “The monocoque is a particularly largecomponent,” emphasizes Dr. Martin Mühlmeier, Head of
Technology at Audi Sport. “The transmission and the drive
shaft are identical. For the suspension, the mounting
points are severely limited and the material is specified.
For the engine, a minimum weight is prescribed.” By con-
trast, the Audi R18 e-tron quattro offers a lot of engi-
neering freedom. There are no carryover parts, different
types of internal combustion engines such as gasoline or
diesel units are allowed, the number of cylinders may vary
and the regulations provide a lot of latitude with respect
to numerous other parameters. Similarly, the limitations
imposed on the chassis are much smaller as well.
“By the same token, we’ve got a lot of
freedom with the Audi R18 e-tron quattro in terms of
aerodynamics too,” says Dr. Mühlmeier. “In the DTM, the
underfloor is geometrically specified, from the front to
the rear diffusor. The same applies to the rear wing.”
The direct comparison between both
cars is crystal-clear for the Head of Technology: “The
number of variables is significantly lower for a DTM race
car. The regulations have deliberately reduced the com-
plexity of the car. As a result, the manpower required to
construct the race car, in simulation and in further devel-
opment is clearly lower.”
At Audi Sport, both projects benefit
from each other nonetheless. “We use the same pro-
grams for aerodynamics calculations by means of com-
putational fluid dynamics (CFD) and in engineering
design with the finite elements method (FEM),” explains
the engineer. “The departments and the employees that
deal with many of the various questions arising in the
DTM and LMP are the same.” Special developments,
though, are necessary to develop and test the hybrid sys-
tem of the R18 e-tron quattro.
“Despite all the differences between
the race cars, at Audi, we’ve repeatedly been able to use
synergies benefiting both projects for years,” stresses
Dr. Martin Mühlmeier. ◆
At Audi Sport, theDTM and LMP
projects benefit
from each other.
As Head of Technology, Dr. MartinMühlmeier (left) is r esponsible for
the Audi RS 5 DTM and the R18 e-tronquattro. Andreas Roos (right) switchedfrom the DTM to the WEC as Technical
Team Coordinator
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Number facts
Interestingdetails about the 24-hour race.
The things
that countat Le Mans
363.7
6,239
meters is the range of the light emitted by the LED headlights
kilograms of weight were saved by Audi right in the first
development year by optimizing the VTG turbocharger
kilometers were covered by the
victorious Audi R18 e-tron
quattro in practice, qualifying
and the race in 2012
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3315,800
25
pit stops with a total stopping time of 40m 59.968s for
refueling, tire and driver changes were performed bythe winning team in 2012
5,100braking maneuvers are
performed by a race
car like the Audi R18
e-tron quattro in
24 hours
Around
shifting events have to be handled by the six-speed
transmission at the Le Mans 24 Hours without fail
b ar i s
t h e pr e s s ur e l ev e l i n t h eh y d r a u l i c r ai l s
y s t em of t h eV 6 T D I en gi n e’ s i n j e c t i on s y s t em
percent of GTL (Gas-to-Liquid) and BTL
(Biomass to Liquid) is the biofuel content
of the identical diesel fuel used at
Le Mans. BTL is a second-generation
biofuel, which is exclusively produced
from agricultural waste
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Share andshare alike
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Audi R8 LMS ultra and Audi R8
The Audi R8 is an excellent athlete. The thoroughlyrevised production sports car has won numerous international awards,most recently the red dot award for top design quality. It generouslyshares a range of components with its racing ‘brother,’ the R8 LMS ultra,which has been collecting numerous trophies in motorsport.
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The photo is almost an invita-
tion to a hidden-objects-
game: Who can find the dif-
ferences? At first glance the
body-in-white of the Audi R8 on the lifting platform in
Heilbronn-Biberach looks as if it is about to turn into an
Audi for the consumer. In fact, it actually comes from the
production site of quattro GmbH at the Neckarsulm loca-
tion where more than 20,000 Audi R8 cars have left the
assembly line since 2006.
The connection of extruded profiles,gussets and panels plus the light-gray primer and wir-
ing – everything looks like the body-in-white for the pro-
duction automobile. Only a peek into the interior reveals
that the roll cage does not belong in a road-going vehi-
cle. This is precisely the point at which the common gene-
alogical tree of production and racing splits into two
branches.
The 210-kilogram Audi Space Frame
(ASF) is the ideal backbone for both versions. With its
torsional stiffness, ultra-light weight and very high
safety it is optimally suited for a race car. Before leaving
the assembly line, the racing version is fitted with a steel
roll cage as prescribed by the regulations. In addition,
space is created for the installation of air jacks that allow
the race car to lift on its own as soon as compressed air is
An underfloor is installed underneath the production-based ASF chassis of the GT3 sport s car for aerodynamic reasons
After 10,000 kilometers, the racing engine
requires a minor maintenance service,
rebuilding it follows only after 20,000.
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pumped into the system at the rear by an air gun. At a pitstop, the R8 LMS ultra thus immediately starts hovering
in the air and the wheels can be changed.
More than 50 percent of all the parts of
the race car are adopted from production vehicles. Even
seasoned motorsport experts are amazed over and over
about the quality of the genes of the road-going sports
cars,” says Romolo Liebchen, who today is Head of the cus-
tomer sport department of Audi Sport customer racing.
Numerous facts prove how expertly this
has been achieved. The chassis, for example, not only
lasts for the entire lifetime of an automobile or, in rac-
ing, perfectly holds up to an endurance distance such as
the 24-hour races at the Nürburgring or at Spa – both
The body-in-white of the Audi R8 LMS ultra originates from the road car production line in Neckarsulm
Around half of the components underneath thecarbon skin are production parts
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events having been won by the GT3 race car in 2012 – as
individual race cars sold by Audi to customers since 2009
have by now covered tens of thousands of kilometers,
notably at racing speed. A case in point: Chassis number
AS42AOFGT3110319 did its first laps at a functional test
on March 29, 2011, followed by a 4-hour race plus a
24-hour race at the Nürburgring. In July, the R8 LMS was
run in another 24-hour race at Spa plus a 12-hour race in
Malaysia in September. In November, Edoardo Mortara
won the GT Cup in Macau with it. In February 2012, the
Audi won the Bathurst 12 Hours in Australia. It was sub-
sequently sold to a local team that has since clinched fur-
ther success with it. Within a year and a half, the GT3
sports car has covered 12,667 race kilometers – not
counting the practice and qualifying sessions.
“Such distances represent testing at an
accelerated rate,” says Romolo Liebchen. “Audi hasgained quite a few findings from this which are fed back
into the production side of the house.” The relevant
questions are typically not of a fundamental nature but
often relate to minor areas in which learning effects
occur: joining techniques, design-related parameters,
possibilities of implementing motorsport ideas or clever
details that facilitate the work of the race teams.
The viability of production solutions in
two other areas is amazing. The transverse links (wish-
bones) that guide the four wheels can be recognized as
production parts for road-going models at first glance.
“They actually originate from the production side. We
modified them for racing,” reveals Liebchen. Cornering
forces of more than 2g, deceleration forces when brak-
ing with up to 31-centimeter wide slicks or the loads
occurring on the famous hilltop jump in sixth gear at the
‘Pflanzgarten’ on the Nürburgring: The suspension, sup-
ported by springs and dampers for racing, command-
ingly handles the brute force.
The benchmark is similarly high with the
engine. The 5.2-liter V10 FSI unit is produced at Audi’s
plant in Győr, Hungary, together with its production
counterparts. Only specific bearing locations are
On the Nordschleife of the Nürburgring, high loads act on the R8 LMS ultra
The rugged 5.2-liter V10 engine powers theproduction model and the GT3 sports car
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subjected to minimal modifications. The engine’s stand-
ard dry-sump lubrication can even handle the extreme
centrifugal forces in racing. The exhaust system is a new
element. The tailpipe of the racing component is cen-
tered at the rear between the taillights.
“After 10,000 kilometers, we recom-
mend a minor maintenance service to our customers and
after 20,000 kilometers the engine is dismantled and
rebuilt for further races,” says Liebchen, describing the
service intervals for the 560-hp engine. “In the GT3 cat-
egory on an international scale, these are top marks.”
Customers directly benefit from this, as the rugged
power-plant is gentle on the budget.
Conversely, racing technology has longbeen fed into production models as well. The compart-
ment for the convertible top and the rear side panels of
the R8 Spyder are made of carbon fiber reinforced plastic
(CFRP). The material that combines strength and light
weight is also functionally used for the enlarged front
spoiler and the distinctive rear diffusor. CFRP has thus
long been playing a much greater role than only for vis-
ual carbon applications in the interior.
Within only five years, the racing pro-
ject with the Audi R8 LMS ultra has demonstrated that
the kinship between production and sport at Audi is far
more than a claim. The exchange is actively pursued,
benefits both areas and promotes the entire develop-
ment. This underlines the sportiness of the brand. ◆
The kinship
between
production and
sport at Audi is
far more than a
claim.Romolo Liebchen is Head of Audi Sport customer racing
The suspensionand the ASF frameoriginate from theproduction car andhave been modifiedfor racing
The cockpit of theR8 LMS ultra revealsa kinship to theproduction car aswell
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From motorsportto production
Technology transfer
Audi is active inmotorsport in order to accelerate technicalprogress. Numerous interesting examplesprovide compelling proof points.
In 1980, the quattro marked the
beginning of the Audi brand’s suc-
cessful motorsport history and rise to the level of a tech-
nology trendsetter. Since then, Audi has built more than
five million vehicles with quattro drive. The more power-
ful models in particular are no longer thinkable without
permanent quattro all-wheel drive.
In 1985, Audi was the first automobile manufac-
turer to test a Torsen differential in rallying. Two
years later, the invention made its way into large-scale production, ini-
tially in the Audi 80/90 and later in all quattro models.
Audi is the inventor of the TDI engine. Since
2006 motorsport has been assisting Audi in its
continuing development of TDI technology: to control increasingly
high injection and ignition pressures, for example.
Lightweight design is a core topic in
motorsport and an Audi core com-
petence. Audi started to gather experience with alu-
minum in rallying and has been increasing its expertise in
CFRP with sports prototypes since 1999.
T
he “S tronic” transmission in which
two clutches allow the driver touse an engaged gear and pre-select a second one cele-
brated its debut in 1985, in the Audi Sport quattro S1.
Be it aluminum, magnesium or
composites – motorsport is often
a pioneer for production when it comes to using new
types of materials.
The combination of turbo charging and direct
injection is standard at Audi today. TFSI technol-
ogy celebrated its debut with a victory of the Audi R8 at the 2001
Le Mans 24 Hours.
quattro
Torsen differential andhollow shaft
S tronic
ultra-lightweight design
TDI Power
TFSI
Material technology
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Maximum aerodynamic effi ciency
is a common aim of production
and motorsport development. The
production side takes up many ideas
from the sport. The enclosed under-
floor of the Audi A8 is just one
example.
Be it push-button engine starts or
various dynamics programs for
suspension, engine and transmission control: motor-
sport initially sparked their development.
I
n 2009, the Audi R15 TDI was the first Le Mans
sports car to be equipped with a lithium-ion bat-tery of the type used in hybrid electric vehicles and thus a forerunner
of the Audi R18 e-tron quattro.
The Audi R18 e-tron quattro has a digital rear-
view mirror with a camera and an AMOLED dis-
play. This technology is currently being tested at Audi for future use in
production applications.
S
ince 2001 Audi’s sports prototypes
have been equipped with a tirepressure monitoring system. Such systems can be
ordered for production models as well.
In the R18 e-tron quattro, Audi is
testing a new type of four-wheel
drive system in which one of the axles is electrically
driven. Audi is testing such technologies in production-
based test models as well.
Particularly by fielding TDI technology at Le Mans
Audi has been introducing new trends in reduc-
ing exhaust and noise emissions since 2006. The related know-how
has already been transferred to TDI production engines.
Audi is regarded as a pioneer in LED technology.
Currently, the R18 e-tron quattro, thanks to
Matrix-Beam, has a cornering light function in its full LED headlights.
Additional functions are possible in road traffi c. The new technology
will be making its debut in road cars within the foreseeable future.
Aerodynamics
Electrification
e-tron quattro
Matrix LED headlights
Assistance systems
Digital rear-view mirror
Safety
Emissions reduction
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66
Jürgen Pippig
Head of Audi Communications Motorsport
Phone +49 841 8934200
Eva-Maria Veith
Communications LMP
Phone +49 841 8933922
Virginia Brusch
Communications Customer racing
Phone +49 841 8941753
AUDI AG
D-85045 Ingolstadt
Responsible for the content
Jürgen Pippig,
Head of Audi Communications Motorsport
I/GP-P4
Editor
Alexander von Wegner
Masthead
AUDI AG
Communications Motorsport
D-85045 Ingolstadt
Phone +49 841 8934200
Fax +49 841 8938617
E-mail [email protected]
Your contacts
Information sources
Daniel Schuster
Communications DTM
Phone +49 841 8938009
Petra Strack
Communications Motorsport
Phone +49 841 8954457
All texts and photographs contained in this MediaInfo magazine
are available for downloading from the internet (accreditation
required): www.audi-motorsport.info
Audi Sport App
(iOS/Android)
Audi Express
(iPad/Android)
www.facebook.com/AudiSport
@Audi__Sport
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www.audi-motorsport.info
R18Digital rear-view mirror
TDIAMOLED
Matrix BeamLED