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Motorsport & Production Magazine - Audi A5 DTM (English, 2012)

Motorsport & Production Magazine - Audi A5 DTM (English, 2012)

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Published by Fourtitude.com
Motorsport & Production Magazine focusing on the Audi A5 DTM & the Audi A4. Printed in English.
Motorsport & Production Magazine focusing on the Audi A5 DTM & the Audi A4. Printed in English.

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Published by: Fourtitude.com on May 15, 2013
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08/10/2013

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Teamwork

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RS 5

Motorsport and Production oduction
Audi A5 DTM

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Winners lightweight
Technology transfer
Monocoque

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Contents

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Editorial Michael Dick Audi A5 Test drive New cars, new rules ultra lightweight design Paddle shift Steering wheel Safety Pit stop Start With winning genes Time travel Technology transfer Imprint

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Michael Dick There are many details from motorsport that gradually filter through into Audi production models.

tasks of our time – especially at Audi: “Vorsprung durch Technik” is the brand’s genetic core and a new challenge every day for each and every one of our employees. This also goes for the Audi Sport team, which as part of the AUDI AG Technical Development, has successfully competed in motorsport for more than 30 years – and this deliberately in racing series that have a close relationship to the production cars and therefore enable the transfer of technology to our customers. At the first glance it is quite possible that not everyone can see just what a Le Mans prototype or DTM race car have in common with a production Audi, because it is not always technological milestones like quattro drive, TFSI technology or ultra lightweight design and construction that have their roots in motorsport. There are many small details that gradually filter through into Audi production models. Several examples of this can be found in the second edition of our maga Michael Dick Member of the Board of Management of AUDI AG, Technical Development Kindest regards Audi, BMW and Mercedes-Benz last competed against one another in the DTM at the beginning of the 1990s. At that time we brought the championship title to Ingolstadt and Neckarsulm twice in succession with the V8 quattro. The TT and A4 were also triumphant in the DTM. Audi Sport, our teams and ­drivers will do everything in their powers to make “Vorsprung durch Technik” visible with the A5 DTM – despite the very restrictive nature of the regulations. We are convinced that the A5 is an excellent base for this.

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orking

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zine about “Motorsport and Production”, the focus of which this time is the Audi A5 DTM – our new DTM car, with which we compete against BMW and MercedesBenz this season.

future of the automobile is one of the most exciting

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Editorial

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We are
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family
Audi A5 The new Audi A5 DTM spearheads the A5 model range that quickly won the hearts and minds of Audi customers after its market launch in 2007 – as a Coupé, Cabriolet and Sportback.
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V8 FSI

2.0 TDI

The modern engine line-up ranges from the particularly fuel-efficient 2.0 TDI with 105 kW (143 hp) to the high-performance V8 unit with 331 kW (450 hp) in the exceptionally sporty RS 5.

Audi  A5 in terms of providing the base is a “very good car” for the DTM this can be taken quite literally. Under the new Technical Regulations the length, width, height, wheelbase and overhangs of all DTM cars are identical in the interest of assuring a maximum of equal opportunities. Models that do not fit the mold are scaled accordingly. In the case of the A5 DTM, almost no scaling versus the production model was required. For eight years, Audi was banking on its top-seller, the A4, in the most popular international touring car series. As of 2012, two-door coupés are being fielded in the DTM. Consequently, when Audi opted for the A5 as the future DTM car in June 2010 the decision was not a very difficult one for the brand. The A5 model range is closely akin to the A4 and with its compelling contours quickly won the hearts and minds of Audi customers after its market launch in 2007 – across the
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hen Head of Audi Motorsport says that Dr. the Wolfgang Ullrich

line-up of all three available body versions: the Coupé, ­ Cabriolet and Sportback. More than 100,000 vehicles from the A5 model range are delivered to customers per year. Plus, in 2010, the A5 received the “Design Award of the Federal Republic of Germany”. The A5 DTM forms the new spearhead of the continually growing A5 family and is based on the latest version of the Coupé, which has been sporting distinctive, wedge-shaped headlights since the product upgrade in summer 2011. The models have become even more modern with regard to the engines and chassis as well as in the area of infotainment. In addition, the design was refined, for instance by even sharper and more emotional contours or a more elegant interior. Fuel consumption and carbon dioxide emissions were reduced by up to 18 percent compared with the relevant predecessor model. The modern engine line-up for the Coupé ranges from the particularly fuel-efficient 2.0 TDI with 105 kW (143 hp) to the high-performance V8 with

Sportback, Coupé, Cabriolet: The A5 is available in three body versions

From the design sketch to the finished race car.
10/07/2011 14/07/2011 29/07/2011

Audi Design provides initial design sketches of the future A5 DTM for publication

The first chassis of the Audi A5 DTM is being assembled; the drivers (here: Mike Rockenfeller) are on hand for seat fitting

15 months after the project launch the R17 prototype is rolled out on the test track in Neustadt 9

The elegant contours of the production model have been preserved in the A5 DTM

331 kW (450 hp) used in the exceptionally sporty RS 5 Coupé. One of the most interesting engines is the compact high-tech 1.8 TFSI gasoline unit with an average consumption of just 5.7 liters per 100 kilometers. As in the A4 model range, the fundamentally updated 1.8 TFSI engine features innovative solutions in many fields of technology such as in thermal management, the injection system or turbo charging. Like many other Audi technologies, the combination of turbo charging and direct injection – in short: TFSI – has its origins in racing. In 2001, it was victoriously used for the first time in the R8 sports prototype at the Le Mans 24 Hours. With TFSI technology, the fuel is directly injected into the combustion chamber under high

pressure instead of into the induction pipe as was previously the case. This leads to clearly more efficient combustion for higher fuel economy. Improved responsiveness is another advantage of the TFSI engines. As a result, the lag that was typical for turbo engines when depressing the gas pedal in the past has all but disappeared. “TFSI technology continues to be an option for the future DTM engine regulations that are on the agenda for 2015,” says Head of Audi Motorsport Dr. Wolfgang Ullrich. The same engine as in the A4 predecessor model is currently used in the A5 DTM. A V8 with four liters of displacement and around 340 kW (460 hp) delivers comparable performance levels as the 4.2-liter V8 unit in the top-of-the-line RS 5 model.

12/09/2011

12/09/2011

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World debut of the Audi A5 DTM at the Volkswagen Group Night held before the IAA in Frankfurt 10

Two camouflaged prototypes are doing initial test laps together with the competition at the Lausitzring

At the 2011 DTM finale at Hockenheim the A5 DTM does its first laps in public

Comparable sense of space for the driver: the production Audi A5 and the racing version (bottom)

The A5 Coupé has been on the market since 2007, the Cabriolet and Sportback since 2009. The starting signal for the A5 DTM bearing the internal pro­ ject name “R17” was given on May 4, 2010. 15 months later, the A5 DTM was rolled out on the Audi Test and Proving Grounds in Neustadt. The fact that in September 2011 the A5 DTM celebrated its world debut at the Volks­ wagen Group Night held on the eve of the Frankfurt Motor Show (IAA) underscores the significance which the DTM has for Audi and the Group. The new race touring car completed around 30,000 kilometers of testing prior to its maiden race run – most of it done in the version representing the so-called “build level 1.” Fine-tuning of aerodynamics, in

which the three DTM vehicles of the manufacturers feature significant differences in many details, continued through the first quarter of 2012 in the wind tunnel and by using advanced CFD (Computational Fluid Dynamics) calculations. The final aero package was track-tested in January, the final vehicle (“build level 2”) in February – shortly before homologation on March 1. Since then, the technology of the DTM cars has been frozen for the first year. For Dr. Wolfgang Ullrich, the result is “the most beautiful of the three new DTM vehicles that perfectly blends with the successful and elegant A5 family. I’m hoping that in the A5 DTM we’ll have a good car in our hands that is in contention for victory right from the first race on.” ◆

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01/03/2012

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Most of the winter track tests are held with aerodynamics build level 1

The homologation date marks the finalization of the aerodynamics specification of the 2012 A5 DTM

At the first official ITR tests at Valencia, Spain, the new A5 DTM is run completely without camouflage for the first time 11

League

Champions

Test drive The 450-hp Audi RS 5 is the exceptionally sporty model within the A5 range. The two-time DTM Champion Mattias Ekström tested it.

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It is logical for Audi to use the experience of this exceptional sportsman and all-rounder, who perfectly handles any vehicle and any terrain, in developing new sporty production models. The RS 5, the exceptionally sporty model of the A5 range, embodies a bit of Ekström too – for instance in the area of optimum power splitting between the front and rear axle or in suspension tuning. Like any of Audi’s RS models, the RS 5 Coupé has permanent quattro all-wheel drive on board, which Ekström would also like to have in his A5 DTM – but which is prohibited by the regulations. In normal operation, the crown gear center differential of the RS 5 splits torque between the front and rear axles at a 40 : 60 ratio. This split is varied at lightning speed as needed. Up to 70 percent of the power can be applied to the front and a maximum of 80 percent to the rear wheels. “This gives the RS 5 unique driving dynamics,” says Ekström after the first cornering experiences around his home on the Swiss side of Lake Constance. “Like my race car, the RS 5 The quick Scandinavian has won 17 DTM races from 2002 to 2011 – and all of them with the four rings emblazoned on the radiator grille. This makes the 33-year-old the most successful Audi driver of all time. Even the most commanding triumph in recent DTM history was achieved by the Swede. In 2011, he crossed the finish line at a memorable wet race at Oschersleben with a 42.167-second lead. The RS 5 comes with a seven-speed S-tronic double-clutch transmission with a long seventh gear ratio as standard equipment. It helps the extremely powerful V8 settle for an average fuel consumption of starts to understeer only at a very late stage. That’s exactly what you expect of a sports car, as driving at the limit is simply most enjoyable this way.”

“3” the Swede took the second one of his two DTM titles in 2007. And Ekström is one of the racers who are a bit superstitious.

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he number displayed on Mattias Ekström’s brandnew Red Bull Audi A5 DTM is a good omen. In car number

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Mattias Ekström with his new “company car”, the Audi A5 DTM

“As a motorsport fan, I wouldn’t miss the DTM – it’ll be a tough number!”
The RS 5 has fl ared front and rear fenders. The pronounced edges above the wheelhouses are a small reminiscence of one of the brand’s icons, the original 1980 quattro

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Ekström loves modern design – the new RS 5 is exactly to the quick Swede’s taste

The cars Ekström & company drive privately.
In the DTM, Audi is now banking on the A5 – a model range that is very popular with the DTM stars as well. The DTM Champion Timo Scheider was one of the first to place an order for the updated RS 5 – in white. The MMI navigation system is the most important accessory for the driver whose adoptive country is Austria. “This makes traveling a totally relaxing experience,” he says. DTM rookie Adrien Tambay has ordered an RS 5 as well – in Daytona gray and fitted with 20-inch wheels. “My absolute dream car,” raves the Frenchman.

Rahel Frey fell in love with the RS 3 Sportback on its media launch day

Portuguese selected a black A5 3.0 TDI with matte­ gray 19-inch wheels. The Spaniard, who has been driving an A5 2.0 TDI so far, switched to a white Q5 quattro with a 2.0 TDI engine. The Bluetooth handsfree system is Molina’s most important extra. Rahel Frey and Edoardo Mortara fell in love with the RS 3 Sportback – and have both ordered it in gray. Frey enthuses about the heated seats, Mortara about the MMI’s TV function. Mattias Ekström and Mike Rocken-

Filipe Albuquerque and Miguel Molina on the other hand prefer Audi TDI Power. The

feller are traveling in particular comfort. Both enjoy the space offered by the Audi A6 Avant, and the 313-hp 3.0 TDI engine. Ekström opted for the color dark gray and Rockenfeller for glacier white. For the Swede, a Bang & Olufsen system and a trailer hitch are essentials. “Rocky” particularly values the advantages of the Audi MMI. But don’t be surprised to see the DTM

250 kW (340 hp) make the compact Audi RS 3 Sportback a race car for the road 16

stars in other Audi models. All factory drivers regularly change their cars and immensely enjoy configuring their new “company cars” on the Audi website.

10.5 liters per 100 kilometers – which is clearly below the levels of its direct competitors. “Shifting with paddles on the steering wheel, which we finally have in the DTM this year too, is really good fun,” says the DTM Champion. “And we don’t even need to discuss the engine. It sounds almost as good as the V8 of my A5 DTM. When you step on the gas pedal the RS 5 takes off like a rocket.” 331 kW (450 hp) are provided by the 4.2 FSI, a high-revving V8 normally aspirated engine that delivers its maximum output at 8,250 revolutions per minute. Its torque of 430 Nm is available from 4,000 to 6,000 rpm. The high-performance coupé sprints from zero to 100 km/h in only 4.5 seconds. “This, too, almost reaches DTM levels,” says Ekström. “It’s cool that thanks to standard Audi drive select you can drive the RS 5 in a very conservative style – or bring out the wolf in sheep’s clothing by switching to dynamic mode using the MMI.” The vehicle dynamics system allows the driver to vary the characteristics of the steering, S tronic, throttle valve and the exhaust sound flaps in comfort, auto and dynamic mode. Ekström is not only convinced of the RS  5 in terms of driving dynamics, though. The Swede loves modern design – and the elegant coupé with its distinctive, stylish contours, the carefully accentuated details and the high-grade interior is exactly to his taste. “Well, it’s all in the genes of Audi,” raves the DTM star. “You simply feel comfortable in an Audi. Audi is a trendsetter when it comes to design. And you won’t find such fine, high-grade materials that also have a great touch with most other manufacturers.” Ekström knows what he is talking about as a member of the professional panel of judges of the “Golden Steering Wheel” that subjects the most important new cars to in-depth testing year by year. Consequently, he is pretty familiar with the competitors’ weaknesses and strengths. If Ekström ordered an RS 5 it would have to have a trailer hitch for his jet skis and mountain bike, a Bang & Olufsen sound system – plus Isofix attachments on the front passenger’s seat because his son Mats’ favorite place in the car is next to Daddy. There’s nothing like starting young ...  ◆
In the new RS 5, the two-time DTM Champion feels just as at home as in his Audi A5 DTM

331 kW (450 hp) are delivered by the RS 5 – only 10 hp less than by the Audi A5 DTM

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Restart

New cars, new rules. The most popular international touring car racing series is starting into a new era in 2012. Head of Audi Motorsport Dr. Wolfgang Ullrich played an instrumental role in shaping the new DTM regulations.

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What was special about preparing for the new DTM season in your view? Dr. Ullrich The three manufacturers involved jointly developed a completely new set of regulations – including numerous standard components. This has never been the case before in this form and is no doubt very special. The regulations raise the safety standards to a level previously unknown with touring cars while reducing the single costs of the vehicles. What is the significance of the DTM for Audi? Dr. Ullrich The DTM makes it possible for us to be active in top-caliber motorsport close to the product – and largely in Audi’s home market Germany – which continues to be an important one for us. together a lot, aside from the competition on the track. How does the result in the DTM impact on the Audi brand? Dr. Ullrich Our customers and potential customers of course take note of success in motorsport. It automatically reflects on the sportiness of the brand. The best way to demonstrate your sportiness is to be – successfully – active in sport. Through our motorsport successes we can no doubt continue to positively influence Audi’s brand image. You’ve been at the helm of Audi Sport since 1993. Are the four rings ingrained in your heart after such a long time? Dr. Ullrich I’ve always been absolutely convinced of the Audi brand. I’m with Audi because for me it’s the automobile brand with the most exciting and successful history – and I am proud helping to shape this. The three German premium automobile manufacturers, Audi, BMW and Mercedes-Benz, are competing against each other for the first time in 20 years. What are you expecting of the 2012 DTM? And not strictly speaking in a sporting sense. Dr. Ullrich This is a great opportunity for the DTM to yet again improve its position as one of the best touring car series. I personally believe that we’ve even got the chance to jointly get the world’s best touring car series off the ground. Obviously, this means that the three manufacturers will also have to work
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r. Ullrich, in 2012 the DTM begins a new era and you’ve been intensively involved in creating it.

My wish is that even during the racing season we’ll be able to continue to collaborate in the good spirit that existed for a whole year during our preparations. Now that there are three manufac­ turers, how does this affect the collaboration? Dr. Ullrich Like in a sandbox, it generally tends to be more difficult when there are three players than just two. But the spirit that has been prevailing so far in the first year of preparing for the DTM makes me look toward the future with optimism. The sporting aim for 2012 can only be: title defense – right? Dr. Ullrich It goes without saying that our aim is to defend the title. Yet our first aim is to have cars that are in contention for victory. And then we want to do everything within our means to defend our title. It’ll no doubt be even more difficult than in the past – but with our driver line-up and three proven teams, all of which are starting into the new DTM with equal opportunities, we should be in a very good position. The DTM has been and will continue to be a matter of teamwork. Have Audi and Mercedes-Benz got advantages with their DTM experience? Dr. Ullrich Naturally, experience gives you a minor advantage. On the other hand, a brand new entrant may have the benefit of doing certain things in a

Close observer: during the practice sessions Dr. Wolfgang Ullrich likes to swap the command post for a place directly alongside the track

Secepera velia que laboresedita sequi doluptatat prorias perrum imaxim qui con consequam volore is eum

“With our driver line-up and three proven teams we should be in a very good position. The DTM has been and will continue to be a matter of teamwork.”
different way, which may prove to give them a minor advantage. It’ll be very interesting. In your assessment, how strong is newcomer BMW? Dr. Ullrich BMW has been very intensively preparing for the DTM for more than a year and, just like Audi and Mercedes-Benz, developed a new car according to new regulations which are the same for everyone. In view of the touring car know-how that BMW has gathered in many years of work in the field, we’re expecting to meet with a very strong rival – and that’s exactly our assessment of BMW right from the first race weekend on. There will even be more identical parts in the DTM than before. Considering this, how can a manufacturer individually stand out from the competition? Dr. Ullrich The identical parts concept does not impair this. You can develop a defined area of
Hans-Jürgen Abt has already clinched five DTM titles for Audi Arno Zensen and Team Rosberg have been members of the Audi family since 2006 21 Team spirit: Dr. Ullrich fosters close relations with his drivers Ernst Moser’s team provided the DTM Champion last year

aerodynamics; you can make manufacturer-specific developments of the suspensions. The engine is a specific component for each manufacturer. Even the overall package can be optimized by each manufacturer within certain limits. That’s why I certainly see sufficient possibilities for all manufacturers to not only develop the outer shell specifically for their brand but additional components that are relevant to success as well. From the 4,000 parts of an A5 DTM just about 50 are specparts. What are the special features of the A5 DTM in your view? Dr. Ullrich For me, the A5 DTM is the most beautiful car of the three new DTM vehicles. Plus, I think that in terms of providing the base, the A5 is a very good car for the DTM that not only looks good but which our guys have also turned into a very good race car. I’m hoping that in the A5 we’ll have a car in our hands that is good and in contention for victory right from the first race on.

What are the areas in which the A5 DTM is particularly innovative? Dr. Ullrich Principally, we’re talking about a lot of detailed work in the DTM. Particularly in the area of aerodynamics and suspension kinematics all manufacturers have tried to work out their little advantages – and, naturally, we’re hoping that we’ve successfully managed to do this. The engine was adopted from the “old” DTM. When will the DTM opt for new technologies, such as a hybrid system like the one used in the new Audi R18 e-tron quattro? Dr. Ullrich We didn’t want to take too many steps at once. That’s why we initially adopted the existing engines for the new vehicles. This engine concept has been proving its viability for many years. Room for a hybrid system has already been reserved in the vehicle concept though. We will jointly define if and when it will make sense for the DTM to switch to a different engine concept.

“My wish is that even during the racing season we’ll be able to continue to collaborate in the good spirit that existed for a whole year during our preparations.”

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How important would be – or is – the DTM as a topic in Japan and in the USA? Dr. Ullrich For Audi, the USA is no doubt very important. And Japan is a prestige market as well. This means that Audi has a strong interest in also being able to show its presence in these two countries that are important to the brand. The three manufacturers and the ITR are working together on taking the DTM to both Japan and the United States. But everyone should be clear about the fact that this is not something that will happen very quickly. It requires a lot of detailed work. If you want to turn this into a really good thing, you need patience and time. Back to the 2012 season: Six vehicles were originally planned, now there are eight. How did this come about? Dr. Ullrich Last year, we were already poised to field eight vehicles in the DTM and are assuming that in 2013 all manufacturers will put at least eight cars on the grid. Due to the fact that we had to develop an extremely challenging hybrid car – the Audi R18 e-tron quattro – for the Le Mans 24 Hours and a completely new DTM vehicle in a parallel project, we were initially planning for seven cars for 2012. I’m pleased to see that now the opportunity of fielding eight cars has materialized. I’m convinced that in view of the DTM’s high caliber it’s advantageous to put the maximum number of cars on the grid. It’ll probably be very close – but one additional vehicle also means one additional opportunity. And an even number makes more sense than an odd number in terms of logistics and team effort. In the past, there were many behindthe-scenes discussions about a lack of overtaking in the DTM. Based on the track tests, are there any findings of how the situation will look with the coupés? Dr. Ullrich On the A4 DTM we had a large number of very small aerodynamics components especially at the rear that would quickly be damaged in incidents of slight body contact and then severely change the car’s performance. Accordingly, it was necessary to drive in a way that would prevent the risk of suffering an aerodynamic disadvantage. The new regulations are trying to stop this. Of course that doesn’t mean that the drivers can now constantly run into each other’s cars. But I do believe that the rules will at least be conducive to more duels – and thus more overtaking maneuvers. What can the fans expect of the new DTM in general? Dr. Ullrich The three German premium manufacturers in a high-caliber championship with vehicles that visually are heavily oriented to well-known and popular production cars should thrill any true touring car fan. In its new form, I see the DTM as the world’s strongest touring car series, albeit one that is just moving into its first year in this new form. ◆
The choice is easy: for the Head of Audi Motorsport, the Audi A5 DTM is the most beautiful of the three new DTM vehicles

The DTM Executive and Advisory Boards: Jürgen Pippig, Dr. Wolfgang Ullrich, Walter Mertes, Norbert Haug, Hans Werner Aufrecht, Jens Marquardt, Dr. Thomas Betzler und Hans-Jürgen Abt (from left) 23

speed
Ultra lightweight design and construction Audi is working flat out on the new MultimaterialSpace-Frame in which different material are used. The A5 DTM also supplies impulses for this.

Light

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The Audi R8 is a good example of Audi’s lightweight design and construction strategy: in the furure CFRP components (black) are used where it makes the most sense

ultra’. Like the prototype at the world premiere at the IAA in September 2011 the youngster Adrien Tambay
ultra large and ultra light: the rear wing of the Audi A5 DTM

I

t is not a coincidence that one of the eight new Audi A5 DTM cars joins the grid in the 2012 season sporting the logo ‘Audi

advertises the company’s ultra lightweight design and construction expertise on his race car. Already years ago Audi reversed the spiraling weight issue through logical lightweight design – in the future every new production line model will be lighter than its predecessor, several of them even much lighter. The 180 engineers at the Audi-LeichtbauZentrum (ALZ) in Neckarsulm are currently bursting with projects and ideas that decrease the overall weight of vehicles and therefore reduce the fuel consumption and emissions. Right at the top of the priority list stands the Multimaterial-Space-Frame in which different materials are used where they make the most sense. By combining materials intelligently Audi can produce car bodies that are just as light as or even lighter still than pure CFRP passenger cells – and which also remain affordable for customers because the increasing use of fiber-reinforced plastics, on which every large automo-

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“In motorsport a material is only of interest to us if we can exploit it 100 percent.”

bile manufacturer is working energetically, is expensive. But there is carbon and carbon. “There are quite different development trends in the processing of fiber-reinforced plastics for production related use and for deployment in motorsport,” explains Head of Audi Motorsport Dr. Wolfgang Ullrich. “In motorsport a material is only of interest to us if we can exploit it 100 percent.” Audi Sport already has more than 30  years experience with the use of CFRP since lightweight design and construction has always been a core issue in motorsport. The exchange with the ALZ colleagues is particularly intensive despite the different demands made by motorsport and production line use. The new Audi A5 DTM also supplies impulses for future applications in production. Its chassis is manufactured using a hybrid construction method: the mere 126 kilogram monocoque is made entirely of carbon; high-strength steel from the aviation industry is used for the roll-cage. The A5 DTM proves that the sensible use of CFRP in the right places can also reduce costs. The roof of its predecessor, the A4, originated from the production line. The steel underwent elaborate treatment for motorsport applications. The new DTM car’s roof is, like the entire chassis, manufactured from CFRP – and is therefore also cheaper. The regulations stipulate a minimum weight of 1,015 kilograms for the Audi A5 DTM plus the 85 kilos which are calculated for the driver. Thanks to the many years of experience with ultra lightweight design and construction Audi Sport undercut this target and can therefore place additional weight in the car to optimize vehicle performance.  ◆

CFRP as far as the eye can see: the entire outer skin of the Audi A5 DTM and also the monocoque are made of carbon

Carbon is slowly but surely gaining acceptance in production – as with the rear view mirror on the new TT RS plus

Ultra lightweight design and construction in its most extreme form: the new Audi R18 ultra is the lightest sports prototype that Audi Sport has ever built

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Manual labor
Paddle shift The DTM switches to changing gear via paddles – a technology that Audi tested in motorsport in 1985 already and which is also available in production.

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Popular extra: gear change via steering wheel mounted paddles like in motorsport (here in the Audi S5)

“It’s fantastic to shift gear on the steering wheel – in the race just as in the road cars with S tronic.”

when ordering a new Audi could hardly envisage that the underlying idea originates directly from motorsport. Today’s sister company Porsche developed the so-called “PDK gearbox” (“Porsche-Doppel-Kupplung”) at the beginning of the 1980s. This design celebrated its rally debut in 1985 in the spectacular Audi Sport quattro S1, and which also stormed up Pikes Peak in the US state of Colorado in record time in 1987 with Walter Röhrl at the wheel. The idea then like today: two clutches allow a selected gear to be used and a second to be preselected. Lightning fast gear changes are possible through the opening of one clutch and the closing of another. Tractive power cuts and the associated ineffi­ cient idling phases of the engine during acceleration no longer occur. As a result, the S tronic combines the sports feeling of a manual gearbox with the advantages of an automatic. Subject to driver choice the shifting can be made in full automatic mode with the programs D (drive) and S (sport) or in manual mode with the selector lever or optionally with the steering wheel mounted pad­ dles. This idea also originates from motorsport: when Audi started its Le Mans project at the end of the 1990s the transmission was regarded as the Achilles heel in the 24 Hours of Le Mans. To this end, the Audi Sport engi­
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hoever

today

neers discovered that the gearbox failures typical for Le Mans were more specifically the result of imprecise gear shifts by the drivers. For this reason, Audi developed a pneumatic system activated via paddles on the steering wheel. The system ensured that every gear shift initiated was identical and that the material loadings were as low as possible. The steering wheel mounted shift mechanism was developed constantly throughout the years and in the meantime is made electrically in the lat­ est Audi R18. Now the DTM drivers, who had to change gear manually using a classic gear lever up to the 2011 season as stipulated by the regulations, can finally enjoy a paddle shift – a feeling that they know from their pri­ vate company cars. Like the production car with S tronic two paddles are located behind the steering wheel in the Audi A5 DTM. The right-hand paddle, labeled with a plus sign in the production car, gives the impulse to shift up, the left paddle to shift down. The gear shift is made sub­ sequently with the help of a pneumatic system which is identical in all DTM cars. The reason for the technology change is the same as in Le Mans: the gear shifts are made with a precision that not even the best racing drivers can make. As a result, the transmission components are subject to lower loads and are considerably more durable. A gearbox service life of 24,000 kilometers is targeted – this is factor four increase compared to the preceding A4 DTM model.

selects the ‘S tro­ nic’ gearbox in the equipment list

The sportiest gearbox in the A5 family is the seven-speed S tronic

The change to paddle shift has a posi­ tive side effect: the drivers must no longer remove their hands from the steering wheel to shift gear – a clear safety benefit. “I’m familiar with the steering wheel mounted shift system in our sport prototype, which is just fantastic,” raves Audi factory driver Mike Rocken­ feller. “I’m delighted that we now also have it in the DTM. As a result, one or the other gear change will certainly be possible which was previously impossible because in cer­ tain corners you needed both hands on the steering wheel.” Audi customers who drive with S tronic really appreciate this.  ◆

A safety benefit: the driver can always keep both hands on the steering wheel and still change gear thanks to the paddle shift system

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Side by side: Pascal Zurlinden, Technical Project Leader for the DTM at Audi, with a steering wheel from production and the one from the Audi A5 DTM that measures only 28 centimeters in diameter

and sweet

Small

Steering wheel The steering wheel in the Audi A5 DTM resembles an airplane’s control stick. It is, nevertheless, a good example for the technology transfer to production.
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Modern art: the Audi A5 DTM steering wheel does not just look good – it is also functional

From motorsport to production: steering wheels with a flatter lower arc are found today in many Audi models

When steering wheels in race cars were still round: Audi 200 quattro TRANS-AM from 1988

ity should be kept secret from the competition for as long as possible. “The DTM is all about such tiny details,” emphasizes Pascal Zurlinden, Technical Project Leader for the DTM at Audi Sport. In the early days steering wheels were large and round and used exclusively for steering. In the meantime they have been reduced to the minimum possible size and are loaded with high-tech. The Le Mans 2006 race winning Audi R10 TDI was the first Audi race car to have a computer fitted into its steering wheel. Many functions and switches, which were otherwise found on the dashboard or center console, were relocated into the steering wheel. The steering wheel in the new A5 DTM resembles an airplane’s control stick. The superfluous – from the driver’s point of view –upper and

T

he Audi A5 DTM steering wheel was off limits to photographers for a long time – ergonomics and functional-

lower arcs of the classical circular steering wheel rim have disappeared. The most important buttons are found on the steering wheel. The trend originating in motorsport to locate more and more functions on the steering wheel to prevent drivers from having to remove their hands from the steering wheel is long since reflected in the multifunction steering wheel of Audi production models. The inspiration for the flatter, ergonomic form of today’s sport steering wheels also originates from motorsport – with the same positive effect: the danger that a driver hits the steering wheel with his legs while turning decreases. Climbing in and out is also eased due to the flatter form. “There are many examples for the technology transfer between motorsport and production,” says Michael Dick, Member of the Board for Technical Development at Audi. “The steering wheel with the flatter lower arc numbers among them.” ◆
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Quantum jump

34

Safety For the 2012 season, the DTM sets new safety standards with its hybrid chassis construction, which is identical in all cars.
35

No race touring car was as safe as the Audi A5 DTM

the chassis is one of about 50 identical components shared by all the DTM cars from this year onwards. “Thanks to these standard parts it was possible to achieve the targeted cost reduction of up to 40 percent without compromising safety and appeal of DTM cars,” says Head of Audi Motorsport Dr. Wolfgang Ullrich. “New standards are set with the cell,” agrees Dr. Martin Mühlmeier, Head of Technology at Audi Sport. DTM cars were already regarded as

facturers Audi, BMW and Mercedes-Benz were involved, there were three premises: a cost reduction, more attractive race cars and more importantly even higher safety standards.

D

extremely safe in the past. The chassis was comprised of a high-strength steel tubular space frame in which a carbon cockpit for the driver and a carbon box for the fuel cell were fitted. A further step is made with the new DTM cars: in a similar fashion to a sports prototype or Formula 1 car the monocoque is manufactured entirely from carbon into which the 120 liter fuel tank is integrated for the first time. A massive steel cage is fixed rigidly to the carbon monocoque. “The monocoque weighs only 126 kilo-

uring development of the new DTM regulations, in which the three leading German premium manu-

The new Coupés like the Audi A5 DTM are built around an innovative hybrid construction chassis, into which Audi Sport invested its years of experience in this area. The combination of carbon-fiber monocoque and steel cage set new safety standards. Furthermore,
36

grams, the roll-cage 32.5 kilos,” explains Stefan Aicher, Head of Vehicle Design at Audi Sport. “At the same time the safety standards have increased dramatically. The design is extremely stable when subject to both frontal, longitudinal crashes and also side impacts. The entire

Eight months lie between these two photographs: Audi factory driver Mike Rockenfeller with the first R17 prototype chassis and his race-ready car for the 2012 season

Crash absorbers on the front, rear and both sides of the car dissipate the energy generated during an accident

sidewall must withstand a force of 360 kN during the side impact test, this equates to around 36 tons.” By way of comparison, this value was 80 kN for the A4 DTM. In a frontal impact at 54 km/h the driver’s ribcage is exposed to a maximum load of only 60 g. The specifications were also intensified for the now 65 centimeter crash absorbers at the front and rear of the car. For the first time there are now also four lateral crash absorbers. “At higher speeds less deceleration is required in order to protect the driver even better,” explains Dr. Martin Mühlmeier. “To achieve this, a crash test with the entire car is now stipulated in the DTM – according to the FIA standard at 14 meters per

The dissipation of energy during accidents also plays an important role during the development of Audi production cars

37

and handling the high-strength carbon-fiber composite materials is a part of daily business. Audi demonstrated at the 24 Hours of Le Mans last year that ultra lightweight design and construction and the highest safety standards are not poles apart – before the eyes of the world’s public and involuntarily. In two extreme accidents with their Audi R18 TDI prototypes Allan McNish and Mike Rockenfeller escaped practically unharmed. “The safety standards at Audi are quite simply enormous and saved my life,” explains Mike Rockenfeller, who smashed into the crash barriers at 270 km/h after being forced unwittingly off the road by another car during the night. Audi
The complete new generation DTM car without bodywork

integrated

its

findings

from

Le Mans and years of know-how during development of second forwards and backwards against a rigid wall.” The new Audi A5 DTM overcame these crash tests with flying colors. For Audi the new DTM regulations are a logical continuation of the work invested over the last three decades. The rally cars already had a high level of safety. Audi Sport developed completely new side impact protection from carbon-fiber and energy absorbing foam for the Super Touring Cars in the mid 1990s. Since Audi has been committed to sports prototypes, crash tests In the same way it can be taken for granted that Audi Sport passes on every finding to its colleagues from accident research. After all, the Audi customer should also benefit in everyday life. ◆ the new DTM regulations. “Together we managed to make something that was regarded as very safe before, even safer now,” says Head of Audi Motorsport Dr. Wolfgang Ullrich proudly. “We have never eased off in this area and will not do so in the future. At Audi we also understand this as “Vorsprung durch Technik”.”

The specifications for the crash tests were intensified significantly in the new regulations

The driver in the Audi A5 DTM is protected by a combination of carbon and high-strength steel 38

In sports prototypes Audi fields cars with monocoques manufactured from carbon since 1999. The know-how gained from this was also used to help define the new DTM safety standards.
The carbon-fiber monocoque of the Audi R18 TDI survived two extreme accidents at Le Mans last year

39

Vorsprung
durch Technik
40

Pit stop A wrong move during a pit stop can decide a race. Audi has perfected changing wheels in the DTM – also with technical aids.

41

The crucial signal for the driver: “OPEN” indicates that the pit lane is open

Even though the refueler is no longer required, 15 people must still work perfectly together during a DTM pit stop and every movement must run seamlessly into the next: three mechanics per wheel, one with the air lance, which supplies the hydraulic jacking system in the car with compressed air, the famous ‘lollipop man’, who directs the A5 DTM with a sign resembling an over-size lollipop, to the correct position in the pit lane – and last but not least the driver. “The level of trust between pit crew and

the pit stop. The brand with the four rings has continually improved and perfected this element since the factory returned to the DTM for the 2004 season and found crucial tenths of a second in the process – with technical aids just the same as with the human factor. “Audi Top Service” stands in large white letters on every race mechanic’s overall. The program, which represents first class customer service in Audi workshops around the world, should also be taken quite literally in the most popular international touring car series. “You can win and lose races in the pits,” knows Head of Audi Motorsport Dr. Wolfgang Ullrich. “This is why we occupy ourselves time and again with just how you can improve the choreography at the pit stop.” Two pit stops per car during a DTM race are also stipulated for the 2012 season. Only refueling is no longer permitted in the future. Audi is not entirely without “blame” for this: the best times required by the Audi mechanics to change all four wheels have been reduced to only 2.5 seconds! “Due to this extremely short time you were frequently getting into trouble during refueling,” explains Dr. Ullrich. “The risk was too great that a car would pull away with a dump churn still connected. We simply wanted to remove this risk as safety has absolute priority.”
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V

driver is a very important factor in the DTM,” says twotime DTM Champion Timo Scheider. “On the track we orsprung durch Technik – the Audi slogan can also be applied to an important aspect in the DTM: fight for hundredths and thousandths of a second – and in the pits you can make up or indeed lose a huge amount of time if, for example, you don’t have the exact position when driving between the crew. Sliding a little too far automatically means a loss of time. The same goes for stopping a little too early as the entire team must move to the rear.” This is why we practice stopping and pulling away to perfection during roll-outs and throughout a race weekend – as a rule up eight times in succession. “Quite simply everything must fit

together,” stresses Albert Deuring, Head of Motorsport at Audi Sport Team Abt Sportsline and choreographer of the fastest pit stops in DTM history. “It’s only possible with confidence and trust. The guys must not be afraid. If a driver lets the wheels spin a couple of times the mechanics will be too cautious when grasping the spokes

Precision work: stopping exactly on the point simplifies the mechanics’ work during a pit stop

Team work: driver and pit crew must be perfectly attuned to one another

“Stopping on the point is a balancing act. You try to brake at the last moment.”

Wait for the signal: the ‘lollipop man’ monitors the pit stop

Double function: an electronically controlled sign in front of the windshield helps with stopping and sets the car free again

43

A rear wheel weighs 22 kilograms, which is why the mechanics also train in the gym.

No pains, no gains: pit stops are practiced repeatedly

44

Conductor on the pit stand: Albert Deuring knows how to win decisive tenths in the pits

of the wheels – and caution means slow. Fast pit stops are only possible if one hundred percent trust is there.” And also strength: a rear wheel for the new DTM cars weighs 22 kilograms, about two kilograms more than before. This is why the mechanics do muscle training in a gym. The three people working together on a wheel must have blind trust in each other: the first positions the wheel gun on the nut before the car comes to a standstill and removes the wheel. The second catches the wheel and the third puts on the new wheel. In the meantime the first has changed the wheel gun’s direction of rotation, and tightens the wheel nut again before pressing a button. When the buttons on all four wheel guns are pressed the car drops to the ground automatically and the driver receives the signal to pull away as a computer controlled sign in front of the A5 DTM windshield automatically folds upwards. Furthermore, LEDs in the sign inform the driver about the status of every single wheel. As soon as both lights for the rear axle illuminate he can release the handbrake on the rear wheels and the engine revs rise. As usual in the DTM it is the many small technical details that make a perfect pit stop possible:

wheel interlock mechanisms, thread types, nut systems, electronic sensors, air lance system or the special plastic inserts in the air jacks that enable the car to slide to a standstill with the piston rods extended – there is hardly anything that Audi Sport leaves to chance. In spite of all the technical aids it is, when all is said and done, the human factor that is crucial. “In this case it’s not about always making the ­fastest pit stop, but consistently fast ones,” says Albert Deuring, who recognizes a perfect pit stop when the subjective impression is that just a single wheel gun can be heard – because then all four wheels are changed in perfect synchronization. In contrast, one noise in particular hurts: the chink of a wheel nut. “Losing a wheel remains the biggest risk,” says Deuring. Audi however is working meticulously on minimizing this risk as well. ◆

Last minute: the tires are only removed from the electric tire blankets 30 seconds before the pit stop Past: lost fuel dump churns are no more – refueling is now forbidden in the DTM races

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Practice

makes perfect

46

Start The start can make the difference between victory and defeat in the DTM. Audi has optimized the technology for it. Yet the driver remains the crucial factor.
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Shortly before a DTM race starts the driver’s pulse rises to as much as 160 beats per minute

stands watch with bated breath while millions of TV viewers are just as glued to the screens as the crews in the pits are. And the pulse of the drivers in the cockpits of the DTM vehicles rises to as much as 160 beats per minute when the red starting lights come on. The start can decide a DTM race. It can ruin the advantage of a pole position, prepared for in practice sessions and achieved in qualifying, in merely fractions of a second, or it may give a driver what may prove to be the crucial lead while heading for the first turn. “The start poses a new challenge again and again,

2

p.m. on Sunday: The start is arguably the most thrilling moment of any DTM weekend. The fans in the

and it produces a huge adrenaline surge,” says the twotime DTM Champion Timo Scheider. “You can never predict what will actually happen. The start may be superb or catastrophic. With a perfect start you can make up a lot of ground from a poor position – or lose everything from a good place on the grid. That’s why ‘practice, practice, practice’ is the word. And even then mistakes will happen. I think that even though I may be driving for many, many more years the tension at the start will always be there.” If everything goes off perfectly, an Audi A5 DTM accelerates in less than three seconds from rest to 100 km/h. To make this happen, the process is practiced over and over. During winter track tests as well as in starting practice sessions at the end of the pit lane on DTM weekends. Audi has perfected the technique of starting over the past few years – despite very restrictive regulations, which exclude almost all technical aids that would simplify the starting process. Perfectly function-

48

Handbrake Radio Starter Drinking bottle

Brake cooling Flasher

Transmission in neutral Speed limiter for the pit lane Windshield cleaning system Electronics reset button

At the start, the most important button on the steering wheel of the A5 DTM is the gray one: It is used to electronically activate the handbrake.

ing technology is a basic prerequisite nonetheless. On the way toward his champion’s title last year Martin Tomczyk, for example, had a new clutch installed before each race – this was the only way he felt he could be sure to have exactly the right feeling for the sensitive technology. The starting procedure is complex and demands a lot of intuition and full concentration on the driver’s part. It starts by precisely positioning the car within the markings provided on the track. The vehicle engineer assists in this by radio. The driver then activates the handbrake – not by using a lever behind the steering wheel as was the case with the predecessor model, the A4 DTM, but by pushing a button on the steering wheel. Once the brake circuit is closed the driver can put the car into first gear and slowly release the clutch. “Preloading” is the word DTM drivers use for this action. And preloading typically takes place when the first red starting light comes on. “At some point you feel by the drop in engine speed or the squatting of the car that the clutch is slowly starting to engage,” says
49 Start practice sessions at winter track tests: vehicle engineer Alex Stehlig provides a starting technique tutorial

Timo Scheider. “That’s when we have to depress the gas pedal a bit more to keep from stalling the engine and then maintain the position of the gas and clutch pedals. When the third red light goes on I start to build up the right rpm. You’ve got to be sure not to do this too early though. The tricky part about it is that you never know how long the light system will take to switch from red to off.” At the first moment of driving off, the driver merely releases the handbrake button. The positions of the feet on the gas and clutch pedals remain unchanged for the first few meters in order to drive off with as little wheel spin as possible. “Only from a speed of 50, 60, 70 km/h on, depending on the grip conditions of the track, you completely let go of the clutch and accelerate as hard as you possibly can,” reveals the sea-

soned DTM campaigner. “After that, it’s all about defending your position or finding the right gap. You intuitively shift through the gears. I only notice the shifting lamps on the fringes.” Sometimes the DTM Champion would like to have the launch control system the sporty Audi models with S tronic transmissions are equipped with, which makes driving off from a traffic light an almost fully automatic event with perfect acceleration. “Especially when you’re on pole the pressure of not losing your top spot is very high,” Scheider says, speaking from experience. “I’ve also been the victim of wanting too much on occasion so that I’d stall the engine during preloading – or had too much wheelspin.” So, the human factor remains the one that ultimately makes the difference at a DTM start.  ◆

Hello from the DTM: Thanks to launch control the Audi S5 sprints from 0 to 100 km/h in 4.9 seconds

50

“Especially when you’re on pole the pressure of not losing your top spot is very high.”

Even Audi Chairman Rupert Stadler has the tension at the start of a DTM race written all over his face

In production cars as well, the handbrake is electronically activated now

Familiar picture: the Audi A4 DTM was renowned for its lightning starts

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With winn

52

ing genes

Champions’ cars V8, TT, A4 – every one of the three model ranges that Audi has been putting on the DTM grid to date ultimately won at least one title. A brief journey through time.
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The competition was afraid of quattro drive and wanted Audi to deactivate one of the axles – the concern was not totally unfounded, as the two titles in 1990 and 1991 proved.

1990
Revolution.

1991
Evolution.

the international level, the production-based touring cars were grouped into different displacement categories. By contrast, a set of handicap rules assured equal opportunities and a “classless society” in the DTM. Audi made its DTM debut in 1990 and opted for the V8 – the predecessor of today’s A8 – as its race car. The large fourdoor sedan did not provide an optimum base for racing and externally almost looked like the production version. Yet in combination with permanent all-wheel-drive and a 3.6-liter V8 power-plant the Audi V8 quattro was the car to be beaten right from the start. “Revolution instead of Evolution” was an Audi slogan that alluded to the special BMW and Mercedes-Benz models developed specifically for the DTM. “The others have wings, we’ve got all-wheel drive,” cheered Hans-Joachim Stuck, who clinched the first DTM title for Audi.

A

t the beginning of the 1990s, the so-called “Group A” still provided the base for the DTM. On

cedes-Benz cars with conventional drive systems were allowed a 60-kilogram weight reduction to compensate for the traction advantage of quattro drive. The weight difference amounted to as much as 210 (!) kilograms. At Audi Sport, an evolution version of the V8 quattro was developed for 1991 – including a front splitter, rear spoiler and water cooling for the brakes. The output of the production-derived V8 power-plant rose to 338 kW (460 hp). In addition, the 1991 evolution of the Audi V8 quattro was the only car with power steering. The result: ten victories and the champion’s title for newcomer Frank Biela. This made Audi the first automobile manufacturer in DTM history to successfully defend the title. In mid1992, Audi turned its back on the series, as the V8 quattro was imposed restrictions and the interpretation of the regulations gave rise to controversy.

T

he successful debut of the Audi V8 quattro had consequences. In the 1991 season, the BMW and Mer-

In 1991, youngster Frank Biela prevailed in the Audi V8 quattro

With the V8 quattro, Audi won eight races in its first DTM season and HansJoachim Stuck sensationally clinched the title in the end

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2002
Comeback.

2004

a factory commitment. For the 2004 season, Audi developed the A4 DTM – internally designated as the “R11” – with which Audi caused a stir even before the first race. The A4 DTM had a sophisticated aero package with numerous additional wings at the rear. This meant that
Sensation: In 2002, Laurent Aiello beat the competition’s factory teams in the ABT-Audi TT-R

A

fter three consecutive victories at the Le Mans 24 Hours, Audi decided to return to the DTM with

Audi was again setting a trend that was subsequently copied by the competition. With its aerodynamics purposefully trimmed for downforce, the A4 DTM was in a class of its own on winding tracks in the 2004 season. At the race at Brno, Mattias Ekström clinched an early title win. At the Hockenheim finale, Audi secured the titles in the manufacturer and team classifications. Twelve years after its departure from the DTM, Audi thus managed a perfect comeback.

David vs. Goliath.

quattro in the 1990s. While, from 1999 on, Audi’s factory commitment was initially focused on the sports prototypes and the Le Mans 24 Hours Team ABT Sports­ line took the risk of entering the revived DTM on its own in 2000. In the first season, the private team paid dearly with the compact TT-R. Yet with a stretched XXL version, a rear wing moved farther backwards and a topclass chassis the TT-R learned how to win races in 2001. Then, in 2002, the ABT squad pulled off the grand coup with a new V8 engine. Laurent Aiello won the first four races of the season against the Mercedes-Benz and Opel factory teams and in the end sensationally took the champion’s title as well. The ABT-Audi TT-R subsequently suffered a similar fate as the V8 quattro, its capabilities for the 2003 season being curbed by virtue of the regulations.

A

fter its departure from the DTM, Audi dominated the super touring car scene with the A4
Red Bull gives wings: Mattias Ekström clinched the title at Brno in 2004

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2007
Pole-Setter.

2008

the total of ten races brought about the decision in favor of Mattias Ekström in the Audi A4 DTM. Martin Tomczyk completed Audi’s triumph in third place. In addition, Audi Sport Team Abt Sportsline won the team classification. In order to be able to stand its ground against the new Mercedes-Benz C-Class, the then current A4 DTM was updated once more in numerous details for its final season before the change to the new A4 model. From the first race on, the “R13” was the car to be beaten. The performance in the second half of the season was particularly impressive. At all five races, an A4 DTM was on pole. On the challenging tracks of Mugello and Zandvoort, Audi even secured the five top spots on the grid.
First victory in the DTM, first title: Timo Scheider was “man of the year” in 2008

T

he 2007 season went down in DTM history as one of the most turbulent and toughest ever. Only the final of

Computer games.

with many innovative details especially in the area of aerodynamics. Using advanced CFD (Computational Fluid Dynamics) calculations, a particularly intensive effort was devoted to optimizing the flow around and
Mattias Ekström won only one race in 2007 – the Swede ultimately clinched the title nonetheless

T

he fourth-generation Audi A4 DTM came, saw and conquered. The car featured progressive technology

through the vehicle. In addition, the engineers from Audi Sport managed to lower the car’s center of gravity and to further reduce its dry weight. On its debut at Hockenheim, the new A4 DTM on average was almost half a second faster than the Mercedes-Benz C-Class. At eight of the eleven races, an Audi driver started from position one. Audi celebrated six victories. Timo Scheider, who took the lead of the standings at the second race and would not relinquish it again, evolved into the “man of the year.”

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From 2006 to 2011, Audi was battling for the DTM title against Mercedes-Benz. The final score: 4-2 for Ingolstadt.

2009
Title hat-trick.

2011
Year-old car.

season. The brand with the four rings was the first automobile manufacturer ever to manage a title hat-trick in the DTM. After 2007 and 2008, Audi clinched the coveted trophy for the third time in succession. And, as in the year before, Timo Scheider was the champion at the end of a thrilling season. The championship-winning car from the previous year was updated in numerous details and had a “plus” added to Audi Sport’s internal model designation “R14.” In it, Timo Scheider took a total of three race victories while heading for another title win. To save costs, a development moratorium was imposed after the Nürburgring race on August 16, 2009, and the technology of the DTM cars frozen. This allowed Audi Sport to concentrate on the development of the new A5 DTM, starting in the winter of 2009/2010.

P

erfectly fitting its 100th anniversary, Audi wrote another chapter of motorsport history in the 2009

impressive culmination of the Audi A4 DTM’s career. Half-way through the season, Martin Tomczyk emerged as the most promising candidate for the title within the Audi squad – at the wheel of a year-old car. Tomczyk and Audi Sport Team Phoenix did the best job of using the weight advantage of the 2008-specification A4 versus the more current models and wrapped up the season early at the penultimate race at Valencia. Tomczyk scored points at all ten races and was on podium eight times. With a strong second half of the season and three victories at four races, Mattias Ekström secured the runnerup’s position. This meant that Audi occupied the two top spots in the overall DTM standings for the first time. In addition, Audi Sport Team Abt Sportsline won the team classification.

A

t seven of the ten races, an Audi driver crossed the finish line as the winner in the 2011 DTM – an

Unexpected success: Martin Tomczyk was the first DTM driver to take the title in a year-old car

Successful title defense: Timo Scheider prevailed again in 2009

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58

Youngster
meets oldie

Time travel When DTM shooting star Edoardo Mortara tests the Audi V8 quattro, this brings back memories: of wild drifts, historic airplanes and Italian soccer stars.

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Past and present: Edoardo Mortara between the V8 quattro from 1990 and the A5 DTM from 2012

A little more than two decades later, Edoardo Mortara, who has since become an Audi factory driver and future candidate for the championship in the eyes of many experts, is given the opportunity to revisit a piece of motorsport history from those days. Not as a spectator in the stands or in front of TV, but as the main act. The best rookie of the 2011 DTM tests the champion’s car from the 1990 season. Edoardo Mortara drives the Audi V8 quattro. Youngster meets oldie. And he cannot suppress a slight grin

making a big step toward the title win. At the home round, the large crowd of several thousand “Little Red Riding Hoods,” as the Audi employees in the stands are nicknamed, enthusiastically cheers for the driver in the Audi V8 quattro designated as car number 44. In summer of 1990, the world is in perfect order for Edoardo Mortara as well. Italy is playing host to the World Soccer Championship, which the three-and-a-half-year-old boy is watching at home with fascination – one of his most vivid childhood memories. Toto Schillaci and Roberto Baggio instead of Stuck and Walter Röhrl.
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I

after twisting his well-trained 1.82-meter body through the narrow cockpit opening. Instead of the purist carbon fiber and other high-tech elements he is used to from his current equipment he finds distinguished wood veneer inside. What used to be prescribed by the Group A regulations back then appears out of place in a race car today. “The instrument panel immediately reminds me a bit of my father’s car but also somewhat of a historic airplane,” says Mortara while letting his eyes wander over the instruments: a switch for the parking lights and ventilation, and even a small digital fuel gauge at the far left. “Although this goes back more than 20 years, we’ve nearly got the same functions in our A5 today – it’s just that the switches look totally different. But back then like today, everything is clearly, logically and purposefully arranged. You can always immediately

t is in early July that HansJoachim Stuck wins the DTM race at the Norisring in front of nearly 100,000 spectators,

“Obviously, aero gives us a lot more possibilities today. But I’m sure the guys back then drifted pretty nicely and had even more fun driving.”

It all starts by pushing a button: The switches in the V8 quattro are surrounded by elegant wood veneer

tell when you’re sitting in an Audi,” says Mortara with an approving air. “This, by the way, goes for a race car as well as a production model.” That said, he turns the small black ignition switch to the right of the steering wheel and pushes the start button. The rest is goose bumps. The sound of the 3.6-liter engine has a higher pitch and is brighter, and so beautiful that not only the race driver himself is impressed. So are the DTM mechanics, who should actually be taking care of the 2012-specification, but cannot resist peeking at the scene from their garage doors. The imploring warnings issued by the two employees from Audi Tradition, who made this unusual test possible, die away in the rattling sound of the eight cylinders: “Please don’t rev it up too high! Stop at 75 percent throttle. And please …” They only shout the rest after Edoardo Mortara, who has long started to accelerate at the pit lane exit. The Audi V8 quattro is used in the DTM from 1990 to 1992. And of all cars it is the elegant luxury sedan with which Audi first ventures into the top segment that displays remarkable sporting qualities on the race track. With an impressive string of victories and two titles within just 18 months, the all-wheel-drive vehicle demonstrates its class. The standard body from the production version is used for one year. For 1991, a so-called
61 Pure production: Mortara’s search for an aero pack is futile

evolution stage with movable spoilers is homologated. In 1990, the naturally aspirated unit delivers 309 kW and by 1992 the power output rises to 346 kW, a level that is nearly identical to that of the current model. But that’s all the two cars have in common – reports test driver Mortara who has just twisted himself back out of the steel tube cage after the first laps. “What a superb car,” he briefly sums up the experience, only to immediately switch back into expert mode – at least seemingly – after this initial assessment. “Performance under full throttle is certainly comparable,” he says, causing the Audi Tradition crew to freeze in a moment of shock, as they already see themselves dismantling the whole engine in their mind’s eye. Mortara relaxes the situation with a laugh, assuring them that he lifted as early as at sixty percent: a moment of great relief.

wings, we’re achieving much higher cornering speeds today. The handling differences are like night and day.” Yet the native of Geneva can see benefits in either version: “Obviously, aero gives us a lot more possibilities today. But I’m sure the guys back then drifted pretty nicely and had even more fun driving.” If Edoardo Mortara were forced to pass judgment after this unusual comparison test it would likely end in a draw. “It’s like in a production car. Audi has managed to set such high standards in terms of comfort, performance and, above all, safety that you wouldn’t want to do without 2012 technology either on the race track or on the road,” he says with total conviction. And then he briefly pauses and almost dreamily adds, “But I still remember the smell and the seats and the switches in my father’s car to this day.” Just like 1990, when Toto Schillaci shot

His further statements are serious and well-founded – just as one would expect them of an equally successful and ambitious young racer. The gearshift is unfamiliar at first. Instead of a sequential transmission with the gears arranged one behind the other, the V8 quattro has a standard H-pattern gearshift – first gear at the top left and so on. This poses no problem to Mortara, who also prefers driving cars with manual transmissions aside from racing. Things do become trickier, though, once you really start picking up momentum because there is no aero pack on this museum exhibit. “This is the biggest difference and extremely unfamiliar,” says Mortara. “With all these
62

the Italian team all the way into the semi-finals.

Command center 22 years back: The functions are largely identical, just the looks have changed

DTM shooting star.
Edoardo Mortara, born in Geneva on January 12, 1987, joined the DTM and Audi at the beginning of the 2011 season as the Formula 3 Euro Series Champion – and immediately paid back the trust invested in him. By finishing in ninth place overall and taking the “Rookie of the Year” title, Mortara caused a major stir. He has Italian and French citizenship but competes under the Italian flag. For his second DTM season, which Mortara is again tackling for Audi Sport Team Rosberg, the passionate soccer fan (member of AC Milan) hat set high aims. In 2012, further trophies with the new Audi A5 DTM are to follow his total of two podium places and overall victory on one of the days at the show event in Munich.

New look: In the 2012 season, Mortara competes sporting the colors of Playboy and Audi Sport performance cars

A hero in Munich: At the show event at the Olympic Stadium in 2011 Edoardo Mortara achieved overall victory on Saturday

63

From motorsport to production
Technology transfer Audi is active in motorsport in order to accelerate technical progress. Numerous interesting examples provide compelling proof points.

quattro
cessful motorsport history and rise to the level of a technology trendsetter. Since then, Audi has built more than three million vehicles with quattro drive. The more power ful models in particular are no longer thinkable without permanent quattro all-wheel drive.

I

n 1980, the quattro marked the beginning of the Audi brand’s suc-

Torsen differential and hollow shaft

S tronic
use an engaged gear and pre-select a second one celebrated its debut in 1985, in the Audi Sport quattro S1.

years later, the invention made its way into large-scale production, initially in the Audi 80/90 and later in all quattro models.

I

n 1985, Audi was the first automobile manufacturer to test a Torsen differential in rallying. Two

T

he “S tronic” transmission in which two clutches allow the driver to

TFSI
ogy celebrated its debut with a victory of the Audi R8 at the 2001 Le Mans 24 Hours.

ultra-lightweight design

T

he combination of turbo charging and direct injection is standard at Audi today. TFSI technol-

petence. Audi started to gather experience with aluminum in rallying and has been increasing its expertise in CFRP with sports prototypes since 1999.

L

ightweight design is a core topic in motorsport and an Audi core com-

TDI Power
continuing development of TDI technology: to control increasingly high injection and ignition pressures, for example.

Material technology
a pioneer for production when it comes to using new types of materials.

A

udi is the inventor of the TDI engine. Since 2006 motorsport has been assisting Audi in its

B

e it aluminum, magnesium or composites – motorsport is often

64

LED headlights
as well. In 2006, the Audi R10 TDI was the first race car with LED daytime driving light. The Audi R18 TDI that was victorious at Le Mans in 2011 was the first Le Mans prototype with full LED headlights.

Aerodynamics
and motorsport development. The production side takes up many ideas from the sport. The enclosed underfloor of the Audi A8 is just one example.

A

udi is regarded as a pioneer of LED technology, driving its development forward in motorsport

M

aximum aerodynamic efficiency is a common aim of production

Electrification
tery of the type used in hybrid electric vehicles and thus a forerunner of the Audi R18 e-tron quattro.

Safety
pressure monitoring system. Such systems can be ordered for production models as well.

I

n 2009, the Audi R15 TDI was the first Le Mans sports car to be equipped with a lithium-ion bat-

S

ince 2001 Audi’s sports prototypes have been equipped with a tire

Emissions reduction
ing exhaust and noise emissions since 2006. The related know-how has already been transferred to TDI production engines.

Assistance systems
suspension, engine and transmission control: motorsport initially sparked their development.

P

articularly by fielding TDI technology at Le Mans Audi has been introducing new trends in reduc-

B

e it push-button engine starts or various dynamics programs for

Downsizing
TDI engine of the current Audi R18 only has 3.7 liters of cubic capacity.

e-tron quattro
in which one of the axles is electrically driven. This technology is also being developed for use in future production models.

A

udi replaces displacement by turbo charging – not only in the case of its TFSI engines. The V6

I

n the R18 e-tron quattro, Audi is testing a new form of all-wheel drive

65

Imprint

AUDI AG D-85045 Ingolstadt Content responsibility Jürgen Pippig, Head of Communications Motorsport I/GP-P4 Editing Thomas Voigt Mark Schneider Proofreading David Feist Layout Hella Fassauer Prepress Carina Chowanek Julien Gradtke Anke von Lübken Printing Hansmann Verlag Sponholtz GmbH

66

www.audi-motorsport.info

quattro

Launch Control A5 DTM TFSI Wippenschaltung
Hightech

S troni
ultra
Start

S

AUDI AG Kommunikation Motorsport D-85045 Ingolstadt Telefon +49 841 8934200 Telefax +49 841 8938617 E-Mail motorsport-media@audi.de

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