The new Audi R18 made its world premiere on the occasion of the Audi Sport Finale at the Audi Training Center Munich on Saturday. Audi Sport has fundamentally re-designed the Audi R18 for the 2016 season.
The LMP1 race car that will compete in the Le Mans 24 Hours and in the FIA World Endurance Championship (WEC) in 2016 features innovative aerodynamics; represents the next stage in lightweight design; and has a modified hybrid system with lithium-ion batteries for energy storage, plus an efficiency-optimized TDI engine. The 2015 R18 e-tron quattro racer featured an encapsulated WHP flywheel energy storage system that sat in the cockpit alongside the driver.
The 2016 R18 retains the 4.0L TDI engine. The 2016 R18 will race in the 6MJ class; the 2015 R18 raced in the 4MJ class, up from 2MJ the season before.
Further technical details will come later.
In the 2016 FIA World Endurance Championship (WEC) that will start at Silverstone (Great Britain) on April 17, Audi Sport Team Joest will be fielding two new Audi R18 cars. In the interest of cost efficiency, Audi and its Volkswagen Group sister brand Porsche, have both agreed to each compete in the Le Mans 24 Hours, the WEC season’s pinnacle event, with only two instead of the most recent three cars.
The new Audi R18 made its world premiere on the occasion of the Audi Sport Finale at the Audi Training Center Munich on Saturday. Audi Sport has fundamentally re-designed the Audi R18 for the 2016 season.
The LMP1 race car that will compete in the Le Mans 24 Hours and in the FIA World Endurance Championship (WEC) in 2016 features innovative aerodynamics; represents the next stage in lightweight design; and has a modified hybrid system with lithium-ion batteries for energy storage, plus an efficiency-optimized TDI engine. The 2015 R18 e-tron quattro racer featured an encapsulated WHP flywheel energy storage system that sat in the cockpit alongside the driver.
The 2016 R18 retains the 4.0L TDI engine. The 2016 R18 will race in the 6MJ class; the 2015 R18 raced in the 4MJ class, up from 2MJ the season before.
Further technical details will come later.
In the 2016 FIA World Endurance Championship (WEC) that will start at Silverstone (Great Britain) on April 17, Audi Sport Team Joest will be fielding two new Audi R18 cars. In the interest of cost efficiency, Audi and its Volkswagen Group sister brand Porsche, have both agreed to each compete in the Le Mans 24 Hours, the WEC season’s pinnacle event, with only two instead of the most recent three cars.
Daimler is open to the idea of creating an alliance between Germany's premium carmakers to manufacture next-generation batteries.
"There are commonalities between the German carmakers." Daimler CEO Dieter Zetsche said when asked whether Mercedes-Benz would consider extending an alliance formed earlier this year to buy Nokia's maps business, Here, to battery technology.
"Nokia Here led to a common approach... and there might be other areas," he told a news conference at the Frankfurt auto show, adding that any such cooperation would most likely start with the next generation of batteries.
Daimler, Volkswagen's Audi and BMW teamed up to buy Nokia Here last month for around 2.5 billion euros ($2.8 billion) in the most significant cooperation to date between the rival premium carmakers.
Daimler are currently exiting the battery cell manufacturing business by closing subsidiary Li-Tec later this year while planning to spend 100 million euros (US$125 million) in coming years to increase production of lithium-ion battery packs in eastern Germany using cells provided by South Korean based LG Chem.
Mercedes, BMW and Audi/Volkswagen all rely on Korean battery manufactures, LG Chem, Samsung SDI and SK Innovation, who between them hold 41% of global automotive battery patents for current generation battery cells.
Samsung SDI Battery Systems (SDIBS), a subsidiary formed after SDI's acquisition of Magna in May are working to strengthen the competitiveness of their European automotive battery business with a Low Pack battery designed for key customers including BMW and Audi .
Daimler CEO Zetsche suggested an alliance to manufacture next-generation battery cells which is clearly a mission critical technology for the electric vehicle industry. The battle is currently focused on solid state battery development with Volkswagen, Bosch, Samsung and General Motors all having made recent investments.
Perhaps, most noticeably, Daimler are not known to have any IP investments in this key area.
Daimler is open to the idea of creating an alliance between Germany's premium carmakers to manufacture next-generation batteries.
"There are commonalities between the German carmakers." Daimler CEO Dieter Zetsche said when asked whether Mercedes-Benz would consider extending an alliance formed earlier this year to buy Nokia's maps business, Here, to battery technology.
"Nokia Here led to a common approach... and there might be other areas," he told a news conference at the Frankfurt auto show, adding that any such cooperation would most likely start with the next generation of batteries.
Daimler, Volkswagen's Audi and BMW teamed up to buy Nokia Here last month for around 2.5 billion euros ($2.8 billion) in the most significant cooperation to date between the rival premium carmakers.
Daimler are currently exiting the battery cell manufacturing business by closing subsidiary Li-Tec later this year while planning to spend 100 million euros (US$125 million) in coming years to increase production of lithium-ion battery packs in eastern Germany using cells provided by South Korean based LG Chem.
Mercedes, BMW and Audi/Volkswagen all rely on Korean battery manufactures, LG Chem, Samsung SDI and SK Innovation, who between them hold 41% of global automotive battery patents for current generation battery cells.
Samsung SDI Battery Systems (SDIBS), a subsidiary formed after SDI's acquisition of Magna in May are working to strengthen the competitiveness of their European automotive battery business with a Low Pack battery designed for key customers including BMW and Audi .
Daimler CEO Zetsche suggested an alliance to manufacture next-generation battery cells which is clearly a mission critical technology for the electric vehicle industry. The battle is currently focused on solid state battery development with Volkswagen, Bosch, Samsung and General Motors all having made recent investments.
Perhaps, most noticeably, Daimler are not known to have any IP investments in this key area.
Audi has taken the wraps off its vision of the perfect electric SUV, the Audi e-tron quattro concept, delivering more than 500 km (310 miles) of range along with autonomous driving. Shown off for the first time at the Frankfurt Motor Show today, the concept previews Audi's production luxury electric SUV currently pencilled in for early 2018, with a slippery but meaty design and a trio of motors.
It's clearly an Audi from the outside, but the 16ft length and 6.3ft width are offset by the 5.1ft height, leaving the e-tron quattro concept looking low and chunky. Electrically-actuated aero elements on the hood, the flanks, and on the rear help control the flow of air, adding up to a mere 0.25 coefficient of drag. That, Audi points out, is a record for the SUV segment, where figures in excess of 0.30 cd are more typical.
The lighting uses Matrix lasers, combined with LED and OLED elements, the latter being shown for the first time at the Frankfurt show, but headed to production according to Audi. Inside, there's seating for four and up to 21.7 cu ft of their luggage. Surrounding them is an updated version of the Virtual Cockpit already in production cars, with various unusually-shaped OLED displays scattered across the dashboard.
Around the digital instruments, for instance, are glass touch displays for controlling the piloted driving, multimedia, and navigation, while more touch panels are wrapped around the spokes of the steering wheel. Two more OLEDs are on the center tunnel, while the doors have curved screens that replace external mirrors. In the rear, passengers get their own OLED screens to control the AC and choose what they want to watch on the LTE-streaming media system.
Of course, the real magic is in the powertrain. Audi has equipped the e-tron quattro concept with three motors in all, one at the front axel and two at the rear; altogether, they're good for 400 HP and 800 Nm of torque in boost mode. 0-100 km/h comes in 4.6 seconds, and the top speed is limited to 130.5 mph. The SUV automatically adjusts which rear wheel gets the torque according to grip and stability, while there are various degrees of driver-selectable power recuperation during braking.
Audi has slung the 95 kWh battery under the passenger compartment, keeping the center of gravity low, and paired it with a Combined Charging System (CCS) that's happy with either DC or AC current. Supply the concept with 150 kW of DC power, for instance, and a full charge can be completed in around 50 minutes, the company claims. However, if plugging in a cable is too much for you, Audi Wireless Charging is also included, using contactless induction charging and a low-speed autonomous driving system that navigates the SUV on top of the inductive plate. Finally there's a solar panel on the roof.
All-wheel steering, air suspension, and a combination of radar, video, ultrasonic sensors, and a laser scanner - which feed into what Audi calls the "central driver assistance controller" (zFAS) in the trunk, and which will eventually be used for piloted driving - round out the key tech. Of course, the e-tron quattro concept won't make it to dealerships in quite this form - expect the interior to be significantly more mainstream, for instance - but as EV drivetrains go this one is shaping up to be very interesting, and could cause some consternation over at Tesla's Model X lab.
Audi has taken the wraps off its vision of the perfect electric SUV, the Audi e-tron quattro concept, delivering more than 500 km (310 miles) of range along with autonomous driving. Shown off for the first time at the Frankfurt Motor Show today, the concept previews Audi's production luxury electric SUV currently pencilled in for early 2018, with a slippery but meaty design and a trio of motors.
It's clearly an Audi from the outside, but the 16ft length and 6.3ft width are offset by the 5.1ft height, leaving the e-tron quattro concept looking low and chunky. Electrically-actuated aero elements on the hood, the flanks, and on the rear help control the flow of air, adding up to a mere 0.25 coefficient of drag. That, Audi points out, is a record for the SUV segment, where figures in excess of 0.30 cd are more typical.
The lighting uses Matrix lasers, combined with LED and OLED elements, the latter being shown for the first time at the Frankfurt show, but headed to production according to Audi. Inside, there's seating for four and up to 21.7 cu ft of their luggage. Surrounding them is an updated version of the Virtual Cockpit already in production cars, with various unusually-shaped OLED displays scattered across the dashboard.
Around the digital instruments, for instance, are glass touch displays for controlling the piloted driving, multimedia, and navigation, while more touch panels are wrapped around the spokes of the steering wheel. Two more OLEDs are on the center tunnel, while the doors have curved screens that replace external mirrors. In the rear, passengers get their own OLED screens to control the AC and choose what they want to watch on the LTE-streaming media system.
Of course, the real magic is in the powertrain. Audi has equipped the e-tron quattro concept with three motors in all, one at the front axel and two at the rear; altogether, they're good for 400 HP and 800 Nm of torque in boost mode. 0-100 km/h comes in 4.6 seconds, and the top speed is limited to 130.5 mph. The SUV automatically adjusts which rear wheel gets the torque according to grip and stability, while there are various degrees of driver-selectable power recuperation during braking.
Audi has slung the 95 kWh battery under the passenger compartment, keeping the center of gravity low, and paired it with a Combined Charging System (CCS) that's happy with either DC or AC current. Supply the concept with 150 kW of DC power, for instance, and a full charge can be completed in around 50 minutes, the company claims. However, if plugging in a cable is too much for you, Audi Wireless Charging is also included, using contactless induction charging and a low-speed autonomous driving system that navigates the SUV on top of the inductive plate. Finally there's a solar panel on the roof.
All-wheel steering, air suspension, and a combination of radar, video, ultrasonic sensors, and a laser scanner - which feed into what Audi calls the "central driver assistance controller" (zFAS) in the trunk, and which will eventually be used for piloted driving - round out the key tech. Of course, the e-tron quattro concept won't make it to dealerships in quite this form - expect the interior to be significantly more mainstream, for instance - but as EV drivetrains go this one is shaping up to be very interesting, and could cause some consternation over at Tesla's Model X lab.
The conceptual basis for a completely new all-electric Audi SUV with a potential range of more than 310 miles will be one of the stars of the IAA in Frankfurt next month. The Audi e-tron quattro concept profits from the expertise gained in the development of the forthcoming R8 e-tron, and the roadgoing model which it will help to spawn will be notable as the brand’s first large-series electric car when it enters production in 2018.
The Audi e-tron quattro concept is designed from the ground up as an electric car and proves to be pioneering in its segment at the very first glance. It follows the Audi “Aerosthetics” concept, combining technical measures for reducing aerodynamic drag with creative design solutions. Movable aerodynamic elements at the front, on the sides and at the rear improve the air flow around the car. The aerodynamically optimised underbody is completely closed. With a cd value of 0.25, the car sets a new record in the SUV segment. This contributes considerably to the long range of more than 500 kilometres (310 miles).
The study is based on the second-generation modular longitudinal platform, which provides considerable scope for the drive system and package. Its length is between that of the Audi Q5 and the Q7. Its typical SUV body and flat, coupé-like cabin give the Audi e-tron quattro concept a very dynamic appearance. The spacious interior offers room for four people.
The large lithium-ion battery is positioned between the axles and below the passenger compartment. This installation position provides for a low centre of gravity and a balanced axle load distribution, giving the car better driving dynamics and driving safety than other vehicles in the segment.
Audi uses its experience with the electrically driven Audi R8 e-tron sports car for the drive system. Three electric motors – one on the front axle and two on the rear – effectively create an ‘electrified quattro’, making the e-tron quattro concept both highly efficient and responsive.
German carmaker Audi said it will develop batteries for electrically powered Q6 e-tron sport utility vehicles (SUVs) that can run more than 500 kilometers per charge, in partnerships with South Korea's LG Chem Ltd and Samsung SDI Co Ltd.
The South Korean companies will supply the batteries from plants in Europe, Audi said in a statement on Thursday.
Audi, Samsung SDI and LG Chem declined to give financial terms of the respective partnerships.
LG Chem recently entered into a patent license agreement with 3M to expand the use of nickel, cobalt, manganese (NCM) in lithium ion batteries. In May LG Chem also announced its intention to be a supplier of larger batteries between 80 and 120 kWh to car manufacturers targeting a range of 300-500 km.
LG Chem's automotive customers include General Motors, Renault SA, and Daimler AG, while Samsung SDI supplies electric vehicle batteries to BMW and Volkswagen
Images of Audi’s all-new Q6 have been leaked online months before its reveal at this September’s Frankfurt motor show.
The renderings, said to be official, first appeared late last night on German website Auto Motor und Sport and are thought to be final drawings of the concept, codenamed C-BEV, that will preview the zero-emission Q6 e-tron.
On sale some time in 2018, it’s already been confirmed by senior Audi board member Dr Ulrich Hackenberg, the Q6 will ride on the Q7’s MLB evo platform and that the objective for engineers was that it must cover 500km between charges.
Back then, Hackenberg said the Q6 must be “a technical light tower” and incorporate state-of-the-art technology.
According to reports from sources close to Audi the C-BEV will lift its motor and the 92kWh batteries from the latest R8 e-tron supercar, but instead of two rear-mounted motors, the Q6 will benefit from an additional third motor encased within its gearbox.
With the third motor the production Q6 e-tron will generate even more power, and the concept is expected to have a combined total of 375kW/700Nm. Factor in widespread use of lightweight composites like carbon-fibre and the new Tesla rival is expected to hit 100km/h in less than four seconds and top out at a limited 250km/h.
As well as a state-of-the-art powertrain the next-generation Q6 e-tron is expected to have a fully autonomous driving feature to allow occupants to enjoy the big Audi’s next-generation infotainment system.
Following the launch of the all-electric version, other more conventional variants powered by internal combustion engines will join the Q6 range. All engines will be borrowed from the Q7 range.
Audi is expected to reveal more of what will star on the 2018 Q6 e-tron production car at the Frankfurt show in September.
340 kW of power, 0 to 100 km/h in 3.9 seconds and a driving range of up to 450 km
Visually, the 4.40 meter (14.4 ft) long Audi R8 e-tron is recognizable by its unique lighting solutions on the air inlets, front apron and sideblades. Its exterior skin, painted in Magnetic Blue, combines body parts made of aluminum and carbon fiber reinforced polymer (CFRP), such as the front and rear lids. Thanks to aerodynamic modifications to its cooling air inlet, rear spoiler, diffuser, underbody and sideblades, the drag coefficient (Cd) of the R8 e-tron is just 0.28. Its Audi Space Frame (ASF) is based on the multimaterial design of the V10 version, which is extended by a rear body module made of CFRP. Despite its low weight, the corrugated bulkheads that conceal the luggage compartment can absorb a lot of energy in a rear-end collision.
The T-shaped battery is structurally integrated in the middle tunnel and is mounted behind the occupant cell – this location offers a low center of gravity and an axle load distribution of 40:60 (front/rear). The high-voltage battery is based on lithium-ion technology. The liquid-cooled lithium-ion battery consists of 52 modules. Compared to the first e-tron technology platform, the energy capacity of the new 595 kg (1311.8 lb) battery system was boosted from around 48.6 kWh to 90.3 kWh without requiring any package modifications.
Thanks to the high energy density, which was increased from 84 to 152 Wh/kg, the R8 e-tron can be driven up to 450 km (279.6 mi) on just one battery charge – previously it was 215 km (133.6 mi). In the Combined Charging System (CCS) for charging with DC or AC electricity, the battery can be fully charged in well under two hours. The driver can control this process remotely by smartphone, if the user has installed the relevant Audi connect app.
920 Nm (678.6 lb-ft) of torque
The two electric motors on the rear axle each output 170 kW and 460 Nm (339.3 lb-ft) of torque. The R8 e-tron, which weighs just 1,841 kg (4058.7 lb) empty (without driver), sprints from 0 to 100 km/h (62.1 mph) in 3.9 seconds and can accelerate to an electronically governed top speed of 250 km/h (155.3 mph) while developing its unique e-sound. Targeted Torque Vectoring – a need-based distribution of drive power between the rear wheels – gives the car maximum stability and dynamism.
Intelligent energy management and an electromechanical brake system at the rear axle ensure high rates of energy recuperation. The suspension springs consist of glass fiber reinforced polymer (GFRP), and the anti-roll bar is made of CFRP.
The R8 e-tron rides on aerodynamically optimized, high-gloss 19-inch aero wheels that were specially developed for this car. At the front axle, size 225/40R19 tires enable precise steering response. Size 275/40R19 tires transfer the torque of the electric motors to the road. The tires were specially developed for the requirements of an electric supercar, and they combine sporty driving properties with efficient rolling resistance values. Extremely sporty 20-inch wheels of the production R8 are available via the Audi Genuine Accessories program.
In the finely crafted interior, the R8 e-tron offers illuminated door sill trims, folding bucket seats and a specially configured Audi virtual cockpit. A heat pump removes waste heat from electrical components for thermal management and for interior climate control – an important efficiency module of the overall concept.
Audi also uses the latest development stage of the R8 e-tron as a high-tech laboratory – it also continues to play an important role in developing electric mobility of the future. The R8 e-tron will be produced in the small-scale production facility of quattro GmbH at the Audi Neckarsulm site in the Böllinger Höfe.
450 km (279.6 mi) range on a fully charged battery
The new battery cells are primarily responsible for the new performance and driving range of the Audi R8 e-tron. Audi has systematically adapted its high-voltage battery system to the specific needs of electric cars – the primary focus was on achieving an optimal ratio between power and energy. The results: The R8 e-tron has a significantly longer driving range and even more power than the previous model. In developing the high-voltage battery, the brand with the four rings followed the principle of maximum flexibility without losing sight of synergies in electrification. Its flexible cell module concept makes the Audi brand well-equipped for all future market developments, while the modular concept also guarantees Group-wide use across different car models.
The battery operates with 385 volts of nominal voltage, and its new cell module concept achieves excellent performance. The battery’s energy density grew from 84 watt-hours per kilogram (Wh/kg) to 152 Wh/kg, and its nominal capacity from 48.6 kWh to 90.3 kWh. Its driving range on a full charge has more than doubled – from 215 km (133.6 mi) to as much as 450 km (279.6 mi). These values make Audi the leader among the competition.
The battery system of the Audi R8 e-tron takes on the shape of a “T”. It measures 235 cm (92.5 in) long, 136 cm (53.5 in) wide and 70 cm (27.6 in) high, including the junction box on the cross-bar of the “T”. This junction box is responsible for monitoring, switching and transmitting an electrical current of over 1,200 amperes. The highly complex battery system consists of over 10,000 individual parts.
The 7,488 cells are packed in 52 modules of 144 cells each. Each module weighs 7.8 kg (17.2 lb). They are arranged on two and five levels (“floors”) in the tunnel battery and in the rear battery. Aluminum plates separate the “floors” from one another while creating the supporting structure for the battery.
Coolant circulates in a cooling system of aluminum shells. In a crash, high-strength floor plates and impact plates redirect the crash forces into the multimaterial ASF (Audi Space Frame) of the R8 e-tron in a defined way.
40:60: axle load distribution
The 595 kg (1311.8 lb) battery system is joined to the ASF with bolts in the middle tunnel and behind the occupant cell, making it an integral part of the vehicle structure. Its mounting position results in a low center of gravity and an axle load distribution of 40:60 (front/rear), which is ideal for a mid-engine sports car.
The Combo 2 charging interface of the Combined Charging System in the Audi R8 e-tron enables charging with AC or DC electricity. When charging with AC from an industrial electrical outlet with 7.2 kW of charging power, a full charge is reached in just around 12 hours. Charging with DC electricity shortens the time – to just 95 minutes at a charging power of 50 kW. Audi is demonstrating charging equipment that can charge this battery system with up to 150 kW of charging power. For the driver of the R8 e-tron, this means that a driving range of around 150 km (93.2 mi) can be attained after just 15 minutes of charging time. The customer can manage charging remotely as well – using a smartphone on which the customer has installed the relevant Audi connect app.
