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

7/30/2019 Motorsport & Production Magazine - Audi A5 DTM (English, 2012)

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quattrolightweightTechnology transfer

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artCarbon

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RS 5

Winners

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V8

Teamwork

MediaInfo

Motorsport and ProductionAudi A5 DTM

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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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Contents


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zine about Motorsport and Production, the ocus owhich this time is the Audi A5 DTM our new DTM car,

with which we compete against BMW and Mercedes-

Benz this season.

Audi, BMW and Mercedes-Benz last

competed against one another in the DTM at the begin-

ning o the 1990s. At that time we brought the champi-

onship title to Ingolstadt and Neckarsulm twice in suc-

cession 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 o the regulations. We are convinced

that the A5 is an excellent base or this.

Kindest regards

Michael Dick

There are many details rom motorsportthat gradually flter through into Audi production models.

Working on theuture o the auto-

mobile is one o

the most exciting

tasks o our time especially at Audi: Vorsprung durch

Technik is the brands genetic core and a new challenge

every day or each and every one o our employees.

This also goes or the Audi Sport team,

which as part o the AUDI AG Technical Development, has

successully competed in motorsport or more than

30 years and this deliberately in racing series that have

a close relationship to the production cars and thereore

enable the transer o technology to our customers.

At the frst 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 motors-

port. There are many small details that gradually flter

through into Audi production models. Several examples

o this can be ound in the second edition o our maga-

Michael Dick

Member o the Board o Management o

AUDI AG, Technical Development


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Editorial


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We are


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Audi A5

The new Audi A5 DTM spearheads the A5 model rangethat quickly won the hearts and minds o Audi customers ater its market

launch in 2007 as a Coup, Cabriolet and Sportback.

amily


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When Head o Audi

Motorsport Dr.

Wolgang Ullrich

says that the

Audi A5 in terms o providing the base is a very good

car or the DTM this can be taken quite literally. Under

the new Technical Regulations the length, width, height,wheelbase and overhangs o all DTM cars are identical in

the interest o assuring a maximum o equal opportuni-

ties. Models that do not t the mold are scaled accord-

ingly. In the case o 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 o 2012, two-door coups are being

elded in the DTM. Consequently, when Audi opted or

the A5 as the uture DTM car in June 2010 the decision

was not a very dicult one or the brand. The A5 model

range is closely akin to the A4 and with its compelling

contours quickly won the hearts and minds o Audi cus-

tomers ater its market launch in 2007 across the

line-up o all three available body versions: the Coup,

Cabriolet and Sportback. More than 100,000 vehicles

rom the A5 model range are delivered to customers per

year. Plus, in 2010, the A5 received the Design Award o

the Federal Republic o Germany.

The A5 DTM orms the new spearhead othe continually growing A5 amily and is based on the

latest version o the Coup, which has been sporting dis-

tinctive, 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 o inotainment. In addition, the

design was rened, or 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 prede-

cessor model.

The modern engine line-up or the

Coup ranges rom the particularly uel-ecient 2.0 TDI

with 105 kW (143 hp) to the high-perormance V8 with

The modern engine line-up ranges rom the

particularly uel-ecient 2.0 TDI with 105 kW

(143 hp) to the high-perormance V8 unit with

331 kW (450 hp) in the exceptionally

sporty RS 5.

V8 FSI

2.0 TDI


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From the design sketch to

the fnished race car.

Sportback, Coup, Cabriolet: The A5is available in three body versions

Audi Design provides initial designsketches o the uture A5 DTM orpublication

The rst chassis o the Audi A5 DTM isbeing assembled; the drivers (here: MikeRockeneller) are on hand or seat tting

15 months ater the project launch theR17 prototype is rolled out on the testtrack in Neustadt

29/07/201114/07/201110/07/2011


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331 kW (450 hp) used in the exceptionally sporty RS 5

Coup. One o the most interesting engines is the com-

pact high-tech 1.8 TFSI gasoline unit with an average

consumption o just 5.7 liters per 100 kilometers. As in

the A4 model range, the undamentally updated 1.8 TFSI

engine eatures innovative solutions in many elds o

technology such as in thermal management, the injec-

tion system or turbo charging.

Like many other Audi technologies, the

combination o turbo charging and direct injection in

short: TFSI has its origins in racing. In 2001, it was victo-

riously used or the rst time in the R8 sports prototype

at the Le Mans 24 Hours. With TFSI technology, the uel is

directly injected into the combustion chamber under high

World debut o the Audi A5 DTM at theVolkswagen Group Night held beore theIAA in Frankurt

Two camouaged prototypes are doinginitial test laps together with thecompetition at the Lausitzring

At the 2011 DTM nale at Hockenheimthe A5 DTM does its rst laps in public

23/10/201112/09/201112/09/2011

pressure instead o into the induction pipe as was previ-

ously the case. This leads to clearly more ecient com-

bustion or higher uel economy. Improved responsive-

ness is another advantage o the TFSI engines. As a result,

the lag that was typical or turbo engines when depress-

ing the gas pedal in the past has all but disappeared.

TFSI technology continues to be an option or the uture

DTM engine regulations that are on the agenda or 2015,

says Head o Audi Motorsport Dr. Wolgang Ullrich.

The same engine as in the A4 predeces-

sor model is currently used in the A5 DTM. A V8 with our

liters o displacement and around 340 kW (460 hp)

delivers comparable perormance levels as the 4.2-liter

V8 unit in the top-o-the-line RS 5 model.

The elegantcontours o

the productionmodel have beenpreserved in the

A5 DTM


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The A5 Coup has been on the market

since 2007, the Cabriolet and Sportback since 2009. The

starting signal or 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 act that in September

2011 the A5 DTM celebrated its world debut at the Volks-

wagen Group Night held on the eve o the Frankurt

Motor Show (IAA) underscores the signicance which

the DTM has or Audi and the Group.

The new race touring car completed

around 30,000 kilometers o testing prior to its maiden

race run most o it done in the version representing the

so-called build level 1. Fine-tuning o aerodynamics, in

Most o the winter track tests are heldwith aerodynamics build level 1

The homologation date marks thenalization o the aerodynamicsspecication o the 2012 A5 DTM

At the rst ocial ITR tests at Valencia,Spain, the new A5 DTM is run completelywithout camouage or the rst time

22/03/201201/03/201214/01/2012

Comparable sense o space or the driver: the productionAudi A5 and the racing version (bottom)

which the three DTM vehicles o the manuacturers eature

signicant diferences in many details, continued through

the rst quarter o 2012 in the wind tunnel and by using

advanced CFD (Computational Fluid Dynamics) calcula-

tions. The nal aero package was track-tested in January,

the nal vehicle (build level 2) in February shortly

beore homologation on March 1. Since then, the technol-

ogy o the DTM cars has been rozen or the rst year.

For Dr. Wolgang Ullrich, the result is

the most beautiul o the three new DTM vehicles that

perectly blends with the successul and elegant A5 am-

ily. Im hoping that in the A5 DTM well have a good car in

our hands that is in contention or victory right rom the

rst race on.


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Champions

League

Test driveThe 450-hp Audi RS 5 is the exceptionally

sporty model within the A5 range. The two-time DTMChampion Mattias Ekstrm tested it.


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The number displayed on

Mattias Ekstrms brand-

new Red Bull Audi A5 DTM is

a good omen. In car number

3 the Swede took the second one of his two DTM titles

in 2007. And Ekstrm is one of the racers who are a bit

superstitious.

The quick Scandinavian has won 17 DTM

races from 2002 to 2011 and all of them with the fourrings 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 his-

tory 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.

It is logical for Audi to use the experi-

ence of this exceptional sportsman and all-rounder, who

perfectly handles any vehicle and any terrain, in develop-

ing new sporty production models. The RS 5, the excep-

tionally sporty model of the A5 range, embodies a bit of

Ekstrm too for instance in the area of optimum power

splitting between the front and rear axle or in suspen-

sion tuning.

Like any of Audis RS models, the RS 5

Coup has permanent quattro all-wheel drive on board,

which Ekstrm would also like to have in his A5 DTM but

which is prohibited by the regulations. In normal opera-

tion, the crown gear center differential of the RS 5 splits

torque between the front and rear axles at a 4 0 : 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 Ekstrm after

the first cornering experiences around his home on the

Swiss side of Lake Constance. Like my race car, the RS 5

starts to understeer only at a very late stage. Thats

exactly what you expect of a sports car, as driving at thelimit is simply most enjoyable this way.

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


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As a motorsport fan, I wouldnt

miss the DTM itll be a tough

number!

The RS 5 hasflared front andrear fenders.

The pronouncededges above thewheelhousesare a smallreminiscence ofone of the brandsicons, the original1980 quattro

Mattias Ekstrmwith his new

company car,the Audi A5 DTM


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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 o the rst to place an order or the updated

RS 5 in white. The MMI navigation system is the

most important accessory or 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 tted with 20-inch wheels. Myabsolute dream car, raves the Frenchman.

Filipe Albuquerque and Miguel Molina

on the other hand preer Audi TDI Power. The

The carsEkstrm &company drive

privately.

Rahel Frey fellin love with theRS 3 Sportback

on its medialaunch day

Ekstrm lovesmodern design the new RS 5 isexactly to thequick Swedestaste

250 kW (340hp) make the

compact Audi RS 3Sportback a race

car for the road

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 ar, switched to a white Q5

quattro with a 2.0 TDI engine. The Bluetooth hands-

ree system is Molinas most important extra.

Rahel Frey and Edoardo Mortara ell

in love with the RS 3 Sportback and have both

ordered it in gray. Frey enthuses about the heated

seats, Mortara about the MMIs TV unction.

Mattias Ekstrm and Mike Rocken-

eller are traveling in particular comort. Both enjoy

the space ofered by the Audi A6 Avant, and the

313-hp 3.0 TDI engine. Ekstrm opted or the color

dark gray and Rockeneller or glacier white. For the

Swede, a Bang & Olusen system and a trailer hitch

are essentials. Rocky particularly values the

advantages o the Audi MMI.

But dont be surprised to see the DTM

stars in other Audi models. All actory drivers

regularly change their cars and immensely enjoy

conguring their new company cars on the Audi

website.


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In the new RS 5,the two-time DTM

Champion feelsjust as at home asin his Audi A5 DTM

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

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 dont

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 coup sprints from

zero to 100 km/h in only 4.5 seconds. This, too, almost

reaches DTM levels, says Ekstrm. Its 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 sheeps

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 anddynamic mode.

Ekstrm is not only convinced of the

RS 5 in terms of driving dynamics, though. The Swede

loves modern design and the elegant coup with its dis-

tinctive, stylish contours, the carefully accentuated

details and the high-grade interior is exactly to his taste.

Well, its all in the genes of Audi, raves the DTM star.

You simply feel comfortable in an Audi. Audi is a trend-

setter when it comes to design. And you wont find such

fine, high-grade materials that also have a great touch

with most other manufacturers.

Ekstrm knows what he is talking about

as a member of the professional panel of judges of the

Golden Steering Wheel that subjects the most impor-

tant new cars to in-depth testing year by year. Conse-

quently, he is pretty familiar with the competitors weak-

nesses and strengths.

If Ekstrm 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 attach-

ments on the front passengers seat because his son

Mats favorite place in the car is next to Daddy. Theresnothing like starting young ...


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New cars, new rules.

The most popular internationaltouring car racing series is starting into a new era in2012. Head o Audi Motorsport Dr. Wolgang Ullrichplayed an instrumental role in shaping the new DTMregulations.

Restart


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Dr. Ullrich, in 2012 the

DTM begins a new era and

youve been intensively

involved in creating it.

What was special about preparing or the new DTM sea-

son in your view?

Dr. Ullrich The three manuacturers

involved jointly developed a completely new set o regu-

lations including numerous standard components. This

has never been the case beore in this orm and is nodoubt very special. The regulations raise the saety stan-

dards to a level previously unknown with touring cars

while reducing the single costs o the vehicles.

What is the signicance o the DTM or

Audi?

Dr. Ullrich The DTM makes it possible

or us to be active in top-caliber motorsport close to the

product and largely in Audis home market Germany

which continues to be an important one or us.

How does the result in the DTM impact

on the Audi brand?

Dr. UllrichOur customers and potential

customers o course take note o success in motorsport.

It automatically reects on the sportiness o the brand.

The best way to demonstrate your sportiness is to be

successully active in sport. Through our motorsport

successes we can no doubt continue to positively inu-

ence Audis brand image.

Youve been at the helm o Audi Sport

since 1993. Are the our rings ingrained in your heart

ater such a long time?

Dr. Ullrich Ive always been absolutelyconvinced o the Audi brand. Im with Audi because or

me its the automobile brand with the most exciting and

successul history and I am proud helping to shape this.

The three German premium automobile

manuacturers, Audi, BMW and Mercedes-Benz, are

competing against each other or the rst time in

20 years. What are you expecting o the 2012 DTM? And

not strictly speaking in a sporting sense.

Dr. Ullrich This is a great opportunity

or the DTM to yet again improve its position as one o

the best touring car series. I personally believe that

weve even got the chance to jointly get the worlds best

touring car series o the ground. Obviously, this means

that the three manuacturers will also have to work

together a lot, aside rom the competition on the track.

My wish is that even during the racing season well be

able to continue to collaborate in the good spirit that

existed or a whole year during our preparations.

Now that there are three manuac-

turers, how does this af ect the collaboration?

Dr. UllrichLike in a sandbox, it generally

tends to be more dicult when there are three players

than just two. But the spirit that has been prevailing so

ar in the frst year o preparing or the DTM makes me

look toward the uture with optimism.

The sporting aim or 2012 can only be:

title deense right?Dr. Ullrich It goes without saying that

our aim is to deend the title. Yet our frst aim is to have

cars that are in contention or victory. And then we want

to do everything within our means to deend our title.

It ll no doubt be even more dicult than in the past but

with our driver line-up and three proven teams, all o

which are starting into the new DTM with equal opportu-

nities, we should be in a very good position. The DTM has

been and will continue to be a matter o 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 beneft o doing certain things in a


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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.

Close observer:during the practicesessions Dr. WolgangUllrich likes to swapthe command postor a place directlyalongside the track

Secepera velia que l aboresedita sequidoluptatat prorias perrum imaxim quicon consequam volore is eum

dierent way, which may prove to give them a minor

advantage. It ll be very interesting.

In your assessment, how strong is new-comer BMW?

Dr. Ullrich BMW has been very inten-

sively preparing or the DTM or more than a year and, just

like Audi and Mercedes-Benz, developed a new car accord-

ing to new regulations which are the same or everyone.

In view o the touring car know-how that BMW has gath-

ered in many years o work in the feld, were expecting to

meet with a very strong rival and thats exactly our

assessment o BMW right rom the frst race weekend on.

There will even be more identical parts

in the DTM than beore. Considering this, how can a man-

uacturer individually stand out rom the competition?

Dr. Ullrich The identical parts concept

does not impair this. You can develop a defned area oHans-Jrgen Abt has alreadyclinched ve DTM titles or Audi

Team spirit: Dr. Ullrich osters closerelations with his drivers

Ernst Mosers team provided the DTMChampion last year

Arno Zensen and Team Rosberg have beenmembers o the Audi amily since 2006


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aerodynamics; you can make manuacturer-specifc

developments o the suspensions. The engine is a specifc

component or each manuacturer. Even the overall

package can be optimized by each manuacturer within

certain limits. Thats why I certainly see sucient possi-

bilities or all manuacturers to not only develop the

outer shell specifcally or their brand but additional

components that are relevant to success as well. From

the 4,000 parts o an A5 DTM just about 50 are spec-

parts.

What are the special eatures o the A5

DTM in your view?

Dr. Ullrich For me, the A5 DTM is the

most beautiul car o the three new DTM vehicles. Plus, I

think that in terms o providing the base, the A5 is a very

good car or the DTM that not only looks good but which

our guys have also turned into a very good race car. Im

hoping that in the A5 well have a car in our hands that is

good and in contention or victory right rom the frst

race on.

My wish is that even during the racing season

well be able to continue to collaborate in the

good spirit that existed for a whole year

during our preparations.

What are the areas in which the A5 DTM

is particularly innovative?

Dr. Ullrich Principally, were talking

about a lot o detailed work in the DTM. Particularly in

the area o aerodynamics and suspension kinematics all

manuacturers have tried to work out their little advan-

tages and, naturally, were hoping that weve success-

ully managed to do this.

The engine was adopted rom the old

DTM. When will the DTM opt or new technologies, such

as a hybrid system like the one used in the new Audi R18

e-tron quattro?

Dr. Ullrich We didnt want to take too

many steps at once. Thats why we initially adopted the

existing engines or the new vehicles. This engine con-

cept has been proving its viability or many years. Room

or a hybrid system has already been reserved in the

vehicle concept though. We will jointly defne i and when

it will make sense or the DTM to switch to a dierent

engine concept.


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How important would be or is the

DTM as a topic in Japan and in the USA?

Dr. UllrichFor 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 manuacturers and

the ITR are working together on taking the DTM to both

Japan and the United States. But everyone should be

clear about the act that this is not something that will

happen very quickly. It requires a lot o detailed work. I

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 feld eight vehicles in the DTM and are assum-

ing that in 2013 all manuacturers will put at least eight

cars on the grid. Due to the act that we had to develop

an extremely challenging hybrid car the Audi R18 e-tron

quattro or the Le Mans 24 Hours and a completely new

DTM vehicle in a parallel project, we were initially plan-

ning or seven cars or 2012. Im pleased to see that now

the opportunity o felding eight cars has materialized.

Im convinced that in view o the DTMs high caliber its

advantageous to put the maximum number o cars onthe grid. Itll 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 o logistics and team eort.

In the past, there were many behind-

the-scenes discussions about a lack o overtaking in the

DTM. Based on the track tests, are there any ndings o

how the situation will look with the coups?

Dr. Ullrich On the A4 DTM we had a

large number o very small aerodynamics components

especially at the rear that would quickly be damaged in

incidents o slight body contact and then severely change

the cars perormance. Accordingly, it was necessary to

drive in a way that would prevent the risk o suering an

aerodynamic disadvantage. The new regulations are try-

ing to stop this. O course that doesnt mean that the

drivers can now constantly run into each others cars. But

I do believe that the rules will at least be conducive to

more duels and thus more overtaking maneuvers.

What can the ans expect o the new

DTM in general?

Dr. UllrichThe three German premium

manuacturers in a high-caliber championship with vehi-cles that visually are heavily oriented to well-known and

popular production cars should thrill any true touring car

an. In its new orm, I see the DTM as the worlds stron-

gest touring car series, albeit one that is just moving into

its frst year in this new orm.

The choice is easy: or the Head o Audi Motorsport, the Audi A5 DTM is themost beautiul o the three new DTM vehicles

The DTM Executive andAdvisory Boards: JrgenPippig, Dr. WolgangUllrich, Walter Mertes,Norbert Haug, HansWerner Aurecht, JensMarquardt, Dr. ThomasBetzler und Hans-JrgenAbt (rom let)


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speedLight

Ultra lightweight design and constructionAudi is working at out on the new Multimaterial-

Space-Frame in which dierent material are used. The A5 DTM alsosupplies impulses or this.


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It is not a coincidence that one

o the eight new Audi A5 DTM

cars joins the grid in the 2012

season sporting the logo Audi

ultra. Like the prototype at the world premiere at the

IAA in September 2011 the youngster Adrien Tambay

advertises the companys ultra lightweight design and

construction expertise on his race car.

Already years ago Audi reversed the spi-

raling weight issue through logical lightweight design

in the uture every new production line model will belighter than its predecessor, several o them even much

lighter. The 180 engineers at the Audi-Leichtbau-

Zentrum (ALZ) in Neckarsulm are currently bursting with

projects and ideas that decrease the overall weight o

vehicles and thereore reduce the uel consumption and

emissions.

Right at the top o the priority list

stands the Multimaterial-Space-Frame in which dierent

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

aordable or customers because the increasing use o

fber-reinorced plastics, on which every large automo-

The Audi R8 is a goodexample o Audislightweight design andconstruction strategy: in theurure CFRP components(black) are used where itmakes the most sense

ultra large and ultra light: the rear wing othe Audi A5 DTM


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bile manuacturer is working energetically, is expensive.

But there is carbon and carbon. There are quite dierent

development trends in the processing o fber-reinorced

plastics or production related use and or deployment in

motorsport, explains Head o Audi Motorsport Dr. Wol-

gang Ullrich. In motorsport a material is only o interest

to us i we can exploit it 100 percent.

Audi Sport already has more than

30 years experience with the use o CFRP since light-

weight design and construction has always been a core

issue in motorsport. The exchange with the ALZ col-

leagues is particularly intensive despite the dierentdemands made by motorsport and production line use.

The new Audi A5 DTM also supplies

impulses or uture applications in production. Its chas-

sis is manuactured using a hybrid construction method:

the mere 126 kilogram monocoque is made entirely o

carbon; high-strength steel rom the aviation industry is

used or the roll-cage. The A5 DTM proves that the sen-

sible use o CFRP in the right places can also reduce

costs. The roo o its predecessor, the A4, originated

rom the production line. The steel underwent elaborate

treatment or motorsport applications. The new DTM

cars roo is, like the entire chassis, manuactured rom

CFRP and is thereore also cheaper.

The regulations stipulate a minimum

weight o 1,015 kilograms or the Audi A5 DTM plus the

85 kilos which are calculated or the driver. Thanks to the

many years o experience with ultra lightweight design

and construction Audi Sport undercut this target and can

thereore place additional weight in the car to optimize

vehicle perormance.

In motorsport a material is only of interest

to us if we can exploit it 100 percent.

Ultra lightweightdesign andconstruction inits most extremeorm: the newAudi R18 ultra isthe lightest sportsprototype thatAudi Sport hasever built

Carbon is slowlybut surely gainingacceptance inproduction as with therear view mirror on thenew TT RS plus

CFRP as ar as the eye can see: the entire outer skin o the AudiA5 DTM and also the monocoque are made o carbon


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ManuallaborPaddle shift

The DTM switches to changing gear viapaddles a technology that Audi tested in motorsport in1985 already and which is also available in production.


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30

W

hoever today

selects the S tro-

nic gearbox in the

equipment list

when ordering a new Audi could hardly envisage that the

underlying idea originates directly rom motorsport.

Todays sister company Porsche developed the so-called

PDK gearbox (Porsche-Doppel-Kupplung) at the

beginning o 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 o

Colorado in record time in 1987 with Walter Rhrl at

the wheel.

The idea then like today: two clutches

allow a selected gear to be used and a second to be pre-

selected. Lightning ast gear changes are possiblethrough the opening o one clutch and the closing o

another. Tractive power cuts and the associated ine-

cient idling phases o the engine during acceleration no

longer occur. As a result, the S tronic combines the sports

eeling o a manual gearbox with the advantages o an

automatic.

Subject to driver choice the shiting can

be made in ull 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 rom motorsport: when

Audi started its Le Mans project at the end o the 1990s

the transmission was regarded as the Achilles heel in the

24 Hours o Le Mans. To this end, the Audi Sport engi-

neers discovered that the gearbox ailures typical or Le

Mans were more specically the result o imprecise gear

shits by the drivers. For this reason, Audi developed a

pneumatic system activated via paddles on the steering

wheel. The system ensured that every gear shit initiated

was identical and that the material loadings were as low

as possible.

The steering wheel mounted shit

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 nally enjoy

a paddle shit a eeling that they know rom 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 shit up,

the let paddle to shit down. The gear shit is made sub-

sequently with the help o a pneumatic system which is

identical in all DTM cars.

The reason or the technology change is

the same as in Le Mans: the gear shits 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 lie o 24,000 kilometers is targeted this is actor

our increase compared to the preceding A4 DTM model.

Its fantastic to shift gear on the

steering wheel in the race just as inthe road cars with S tronic.

Popular extra:gear change viasteering wheelmounted paddleslike in motorsport(here in theAudi S5)


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31

A saety benet: the driver can alwayskeep both hands on the steering wheeland still change gear thanks to thepaddle shit system

The sportiestgearbox in the

A5 amily is theseven-speed

S tronic

The change to paddle shit has a posi-

tive side efect: the drivers must no longer remove their

hands rom the steering wheel to shit gear a clear

saety benet. Im amiliar with the steering wheel

mounted shit system in our sport prototype, which is

just antastic, raves Audi actory driver Mike Rocken-

eller. Im 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.


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Steering wheelThe steering wheel in the

Audi A5 DTM resembles an airplanes control

stick. It is, nevertheless, a good example or thetechnology transer to production.

Smalland sweet

Side by side: PascalZurlinden, TechnicalProject Leader or the DTMat Audi, with a steeringwheel rom productionand the one rom the AudiA5 DTM that measures only28 centimeters in diameter


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The Audi A5 DTM steering

wheel was o limits to pho-

tographers or a long time

ergonomics and unctional-

ity should be kept secret rom the competition or aslong as possible. The DTM is all about such tiny details,

emphasizes Pascal Zurlinden, Technical Project Leader

or the DTM at Audi Sport.

In the early days steering wheels were

large and round and used exclusively or steering. In the

meantime they have been reduced to the minimum pos-

sible size and are loaded with high-tech. The Le Mans

2006 race winning Audi R10 TDI was the rst Audi race

car to have a computer tted into its steering wheel.

Many unctions and switches, which were otherwise

ound on the dashboard or center console, were relo-

cated into the steering wheel. The steering wheel in the

new A5 DTM resembles an airplanes control stick. The

superfuous rom the driver s point o view upper and

lower arcs o the classical circular steering wheel rim

have disappeared. The most important buttons are

ound on the steering wheel.

The trend originating in motorsport tolocate more and more unctions on the steering wheel to

prevent drivers rom having to remove their hands rom

the steering wheel is long since refected in the multi-

unction steering wheel o Audi production models. The

inspiration or the fatter, ergonomic orm o todays

sport steering wheels also originates rom motorsport

with the same positive eect: 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 fatter orm.

There are many examples or the tech-

nology transer between motorsport and production,

says Michael Dick, Member o the Board or Technical

Development at Audi. The steering wheel with the fat-

ter lower arc numbers among them.

From motorsportto production:

steering wheelswith a fatterlower arc are

ound today inmany Audi models

Whensteeringwheels in racecars were stillround: Audi200 quattroTRANS-AMrom 1988

Modern art:the Audi A5DTM steeringwheel doesnot justlook good it is alsounctional


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Quantum

jump


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Safety

For the 2012 season, the DTM sets newsaety standards with its hybrid chassis construction, which isidentical in all cars.


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During development o the

new DTM regulations, in

which the three leading

German premium manu-

acturers Audi, BMW and Mercedes-Benz were involved,

there were three premises: a cost reduction, more attrac-

tive race cars and more importantly even higher saety

standards.

The new Coups like the Audi A5 DTM

are built around an innovative hybrid construction chas-

sis, into which Audi Sport invested its years o experience

in this area. The combination o carbon-fber monocoque

and steel cage set new saety standards. Furthermore,

the chassis is one o about 50 identical components

shared by all the DTM cars rom this year onwards.

Thanks to these standard parts it was possible to

achieve the targeted cost reduction o up to 40 percent

without compromising saety and appeal o DTM cars,

says Head o Audi Motorsport Dr. Wolgang Ullrich. New

standards are set with the cell, agrees Dr. Martin Mhl-

meier, Head o Technology at Audi Sport.

DTM cars were already regarded as

extremely sae in the past. The chassis was comprised oa high-strength steel tubular space rame in which a car-

bon cockpit or the driver and a carbon box or the uel

cell were ftted. A urther step is made with the new DTM

cars: in a similar ashion to a sports prototype or For-

mula 1 car the monocoque is manuactured entirely

rom carbon into which the 120 liter uel tank is inte-

grated or the frst time. A massive steel cage is fxed

rigidly to the carbon monocoque.

The monocoque weighs only 126 kilo-

grams, the roll-cage 32.5 kilos, explains Stean Aicher,

Head o Vehicle Design at Audi Sport. At the same time

the saety standards have increased dramatically. The

design is extremely stable when subject to both rontal,

longitudinal crashes and also side impacts. The entire

No race touringcar was as sae asthe Audi A5 DTM


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Crash absorberson the ront, rearand both sides othe car dissipate

the energygenerated during

an accident

The dissipation o energy during accidentsalso plays an important role during the

development o Audi production cars

sidewall must withstand a orce o 360 kN during the

side impact test, this equates to around 36 tons. By way

o comparison, this value was 80 kN or the A4 DTM. In a

rontal impact at 54 km/h the drivers ribcage is exposed

to a maximum load o only 60 g.

The specifcations were also intensifed

or the now 65 centimeter crash absorbers at the ront

and rear o the car. For the frst time there are now also

our lateral crash absorbers. At higher speeds less

deceleration is required in order to protect the driver

even better, explains Dr. Martin Mhlmeier. 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

Eight months lie between these two photographs: Audi actory driver Mike Rockeneller with the frst R17 prototypechassis and his race-ready car or the 2012 season


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38

and handling the high-strength carbon-fber composite

materials is a part o daily business.

Audi demonstrated at the 24 Hours o

Le Mans last year that ultra lightweight design and con-

struction and the highest saety standards are not poles

apart beore the eyes o the worlds public and involun-

tarily. In two extreme accidents with their Audi R18 TDI

prototypes Allan McNish and Mike Rockeneller escaped

practically unharmed. The saety standards at Audi are

quite simply enormous and saved my lie, explains Mike

Rockeneller, who smashed into the crash barriers at

270 km/h ater being orced unwittingly off the road by

another car during the night.

Audi integrated its fndings rom

Le Mans and years o know-how during development o

the new DTM regulations. Together we managed to

make something that was regarded as very sae beore,

even saer now, says Head o Audi Motorsport Dr. Wol-

gang Ullrich proudly. We have never eased off in this

area and will not do so in the uture. At Audi we also

understand this as Vorsprung durch Technik.

In the same way it can be taken or

granted that Audi Sport passes on every fnding to its

colleagues rom accident research. Ater all, the Audi

customer should also beneft in everyday lie.

The specifcationsor the crash testswere intensifedsignifcantly in thenew regulations

The completenew generation

DTM car withoutbodywork

The driver in the Audi A5 DTM isprotected by a combination o

carbon and high-strength steel

second orwards 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 o the work invested over the lastthree decades. The rally cars already had a high level o

saety. Audi Sport developed completely new side impact

protection rom carbon-fber and energy absorbing oam

or the Super Touring Cars in the mid 1990s. Since Audi

has been committed to sports prototypes, crash tests


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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-fbermonocoque othe Audi R18 TDIsurvived twoextreme accidentsat Le Mans lastyear


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Vorsprung

durch Technik


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41

Pit stopA wrong move during a pit stop can

decide a race. Audi has perected changing wheels in the DTM also with technical aids.


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V

orsprung durch Technik

the Audi slogan can also

be applied to an impor-

tant aspect in the DTM:

the pit stop. The brand with the our rings has continu-

ally improved and perected this element since the ac-

tory returned to the DTM or the 2004 season and ound

crucial tenths o a second in the process with technical

aids just the same as with the human actor.

Audi Top Service stands in large white

letters on every race mechanics overall. The program,

which represents frst 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, knowsHead o Audi Motorsport Dr. Wolgang 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 or the 2012 season. Only reueling is

no longer permitted in the uture. Audi is not entirely

without blame or this: the best times required by the

Audi mechanics to change all our wheels have been

reduced to only 2.5 seconds! Due to this extremely

short time you were requently getting into trouble dur-

ing reueling, 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

saety has absolute priority.

Even though the reueler is no longer

required, 15 people must still work perectly together

during a DTM pit stop and every movement must run

seamlessly into the next: three mechanics per wheel, onewith the air lance, which supplies the hydraulic jacking

system in the car with compressed air, the amous lolli-

pop 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 o trust between pit crew and

driver is a very important actor in the DTM, says two-

time DTM Champion Timo Scheider. On the track we

fght or hundredths and thousandths o a second and

in the pits you can make up or indeed lose a huge amount

o time i, or example, you dont have the exact position

when driving between the crew. Sliding a little too ar

automatically means a loss o time. The same goes or

stopping a little too early as the entire team must move

to the rear. This is why we practice stopping and pulling

away to perection during roll-outs and throughout a

race weekend as a rule up eight times in succession.

Quite simply everything must ft

together, stresses Albert Deuring, Head o Motorsport

at Audi Sport Team Abt Sportsline and choreographer o

the astest pit stops in DTM history. Its only possible

with confdence and trust. The guys must not be araid.

I a driver lets the wheels spin a couple o times themechanics will be too cautious when grasping the spokes

The crucial signal or the driver: OPENindicates that the pit lane is open

Precision work: stopping exactly on thepoint simplifes the mechanics work

during a pit stop


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Team work: driver and pitcrew must be perectlyattuned to one another

Wait or thesignal: the

lollipop manmonitors the

pit stop

Double unction: anelectronically controlled sign

in ront o the windshieldhelps with stopping and sets

the car ree again

Stopping on the point is a

balancing act. You try to brake at

the last moment.


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A rear wheel weighs 22 kilograms,

which is why the mechanics also

train in the gym.

No pains, no gains: pit stops arepracticed repeatedly


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Practicemakes perfect


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Start

The start can make the dierencebetween victory and deeat in the DTM. Audi has optimized

the technology or it. Yet the driver remains the crucial actor.


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2p.m. on Sunday: The start

is arguably the most thrill-

ing moment o any DTM

weekend. The ans in the

stands watch with bated breath while millions o TV

viewers are just as glued to the screens as the crews in

the pits are. And the pulse o the drivers in the cockpitso 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 o a pole position, prepared or in

practice sessions and achieved in qualiying, in merely

ractions o a second, or it may give a driver what may

prove to be the crucial lead while heading or the rst

turn. The start poses a new challenge again and again,

and it produces a huge adrenaline surge, says the two-

time DTM Champion Timo Scheider. You can never pre-

dict what will actually happen. The start may be superb

or catastrophic. With a perect start you can make up a

lot o ground rom a poor position or lose everything

rom a good place on the grid. Thats why practice, prac-

tice, practice is the word. And even then mistakes willhappen. I think that even though I may be driving or

many, many more years the tension at the start will

always be there.

I everything goes o perectly, an Audi

A5 DTM accelerates in less than three seconds rom rest

to 100 km/h. To make this happen, the process is prac-

ticed over and over. During winter track tests as well as in

starting practice sessions at the end o the pit lane on

DTM weekends.

Audi has perected the technique o

starting over the past ew years despite very restrictive

regulations, which exclude almost all technical aids that

would simpliy the starting process. Perectly unction-

Shortly beore a DTM race starts the drivers pulse rises to asmuch as 160 beats per minute


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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.

Start practicesessions at winter

track tests: vehicleengineer Alex

Stehlig provides astarting technique

tutorial

Starter

Handbrake

Radio

Windshield cleaning system

ing technology is a basic prerequisite nonetheless. On the

way toward his champions title last year Martin Tomczyk,

or example, had a new clutch installed beore each race

this was the only way he elt he could be sure to have

exactly the right eeling or the sensitive technology.

The starting procedure is complex anddemands a lot o intuition and ull concentration on the

drivers 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 rst gear and slowly release

the clutch. Preloading is the word DTM drivers use or

this action. And preloading typically takes place when

the rst red starting light comes on. At some point you

eel by the drop in engine speed or the squatting o the

car that the clutch is slowly starting to engage, says

Brake cooling

Flasher

Speed limiter or the pit lane

Drinking bottle

Electronics reset button

Transmission in neutral


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Timo Scheider. Thats when we have to depress the gas

pedal a bit more to keep rom stalling the engine and

then maintain the position o the gas and clutch pedals.

When the third red light goes on I start to build up the

right rpm. Youve 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 rom red

to o.

At the rst moment o driving o, the

driver merely releases the handbrake button. The posi-

tions o the eet on the gas and clutch pedals remain

unchanged or the rst ew meters in order to drive o

with as little wheel spin as possible. Only rom a speed

o 50, 60, 70 km/h on, depending on the grip conditions

o the track, you completely let go o the clutch and

accelerate as hard as you possibly can, reveals the sea-

soned DTM campaigner. Ater that, its all about deend-

ing your position or nding the right gap. You intuitively

shit through the gears. I only notice the shiting lamps

on the ringes.

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 o rom a trafc light an almost

ully automatic event with perect acceleration. Espe-

cially when youre on pole the pressure o not losing your

top spot is very high, Scheider says, speaking rom expe-

rience. Ive also been the victim o wanting too much on

occasion so that Id stall the engine during preloading

or had too much wheelspin. So, the human actor

remains the one that ultimately makes the dierence at

a DTM start.

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


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Especially when youre

on pole the pressure of

not losing your top spot

is very high.

Familiar picture:the Audi A4 DTM

was renowned or

its lightning starts

In productioncars as well, the

handbrake iselectronicallyactivated now

Even AudiChairman RupertStadler has thetension at thestart o a DTM racewritten all overhis ace


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With winn


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ing genes

Champions carsV8, TT, A4 every one o the three model

ranges that Audi has been putting on the DTM grid to date

ultimately won at least one title. A brie 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.

With the V8quattro, Audi

won eight racesin its rst DTM

season and Hans-Joachim Stuck

sensationallyclinched the title

in the end

1990 1991

At the beginning o the

1990s, the so-calledGroup A still provided

the base or the DTM. On

the international level, the production-based touring

cars were grouped into dierent displacement catego-

ries. By contrast, a set o handicap rules assured equal

opportunities and a classless society in the DTM. Audi

made its DTM debut in 1990 and opted or the V8 the

predecessor o todays A8 as its race car. The large our-

door sedan did not provide an optimum base or 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 rom the start. Revolution instead o

Evolution was an Audi slogan that alluded to the special

BMW and Mercedes-Benz models developed specically

or the DTM. The others have wings, weve got all-wheel

drive, cheered Hans-Joachim Stuck, who clinched the

rst DTM title or Audi.

The successul debut o the

Audi V8 quattro had conse-quences. In the 1991 sea-

son, the BMW and Mer-

cedes-Benz cars with conventional drive systems were

allowed a 60-kilogram weight reduction to compensate

or the traction advantage o quattro drive. The weight

dierence amounted to as much as 210 (!) kilograms. At

Audi Sport, an evolution version o the V8 quattro was

developed or 1991 including a ront splitter, rear

spoiler and water cooling or the brakes. The output o

the production-derived V8 power-plant rose to 338 kW

(460 hp). In addition, the 1991 evolution o the Audi V8

quattro was the only car with power steering. The result:

ten victories and the champions title or newcomer Frank

Biela. This made Audi the rst automobile manuacturer

in DTM history to successully deend the title. In mid-

1992, Audi turned its back on the series, as the V8 quat-

tro was imposed restrictions and the interpretation o

the regulations gave rise to controversy.

Revolution. Evolution.

In 1991,youngster FrankBiela prevailedin the Audi V8quattro


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Sensation: In2002, LaurentAiello beat thecompetitionsactory teamsin the ABT-Audi

TT-R

Red Bull giveswings: MattiasEkstrmclinched the

title at Brno in2004

2002 2004

A

ter its departure rom

the DTM, Audi domi-

nated the super touring

car scene with the A4

quattro in the 1990s. While, rom 1999 on, Audis ac-tory commitment was initially ocused on the sports

prototypes and the Le Mans 24 Hours Team ABT Sports-

line took the risk o entering the revived DTM on its own

in 2000. In the rst season, the private team paid dearly

with the compact TT-R. Yet with a stretched XXL ver-

sion, a rear wing moved arther backwards and a top-

class chassis the TT-R learned how to win races in 2001.

Then, in 2002, the ABT squad pulled o the grand coup

with a new V8 engine. Laurent Aiello won the rst our

races o the season against the Mercedes-Benz and Opel

actory teams and in the end sensationally took the

champions title as well. The ABT-Audi TT-R subse-

quently suered a similar ate as the V8 quattro, its

capabilities or the 2003 season being curbed by virtue

o the regulations.

Ater three consecutive

victories at the Le Mans24 Hours, Audi decided

to return to the DTM with

a actory commitment. For the 2004 season, Audi devel-

oped the A4 DTM internally designated as the R11

with which Audi caused a stir even beore the rst race.

The A4 DTM had a sophisticated aero package with

numerous additional wings at the rear. This meant that

Audi was again setting a trend that was subsequently

copied by the competition. With its aerodynamics pur-

poseully trimmed or downorce, the A4 DTM was in a

class o its own on winding tracks in the 2004 season. At

the race at Brno, Mattias Ekstrm clinched an early title

win. At the Hockenheim nale, Audi secured the titles in

the manuacturer and team classications. Twelve years

ater its departure rom the DTM, Audi thus managed a

perect comeback.

David vs. Goliath.

Comeback.


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2007 2008

The 2007 season went down

in DTM history as one o themost turbulent and tough-

est ever. Only the nal o

the total o ten races brought about the decision in

avor o Mattias Ekstrm in the Audi A4 DTM. Martin

Tomczyk completed Audis triumph in third place. In

addition, Audi Sport Team Abt Sportsline won the team

classication. In order to be able to stand its ground

against the new Mercedes-Benz C-Class, the then cur-

rent A4 DTM was updated once more in numerous

details or its nal season beore the change to the new

A4 model. From the rst race on, the R13 was the car

to be beaten. The perormance in the second hal o the

season was particularly impressive. At all ve races, an

A4 DTM was on pole. On the challenging tracks o Mug-

ello and Zandvoort, Audi even secured the ve top spots

on the grid.

The ourth-generation Audi

A4 DTM came, saw and con-

quered. The car eaturedprogressive technology

with many innovative details especially in the area o

aerodynamics. Using advanced CFD (Computational

Fluid Dynamics) calculations, a particularly intensive

eort was devoted to optimizing the fow around and

through the vehicle. In addition, the engineers rom

Audi Sport managed to lower the cars center o gravity

and to urther reduce its dry weight. On its debut at

Hockenheim, the new A4 DTM on average was almost

hal a second aster than the Mercedes-Benz C-Class. At

eight o the eleven races, an Audi driver started rom

position one. Audi celebrated six victories. Timo

Scheider, who took the lead o the standings at the sec-

ond race and would not relinquish it again, evolved into

the man o the year.

Pole-Setter.

Computer games.

Mattias Ekstrm wononly one race in 2007

the Swede ultimatelyclinched the title

nonetheless

First victory in theDTM, rst title:Timo Scheider wasman o the yearin 2008


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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 2011

Perectly tting its 100th

anniversary, Audi wroteanother chapter o motor-

sport history in the 2009

season. The brand with the our rings was the rst auto-

mobile manuacturer ever to manage a title hat-trick in

the DTM. Ater 2007 and 2008, Audi clinched the cov-

eted trophy or the third time in succession. And, as in

the year beore, Timo Scheider was the champion at the

end o a thrilling season. The championship-winning car

rom the previous year was updated in numerous details

and had a plus added to Audi Sports internal model

designation R14. In it, Timo Scheider took a total o

three race victories while heading or another title win.

To save costs, a development moratorium was imposed

ater the Nrburgring race on August 16, 2009, and the

technology o the DTM cars rozen. This allowed Audi

Sport to concentrate on the development o the new

A5 DTM, starting in the winter o 2009/2010.

At seven o the ten races,

an Audi driver crossed thenish line as the winner in

the 2011 DTM an

impressive culmination o the Audi A4 DTMs career.

Hal-way through the season, Martin Tomczyk emerged

as the most promising candidate or the title within the

Audi squad at the wheel o a year-old car. Tomczyk and

Audi Sport Team Phoenix did the best job o using the

weight advantage o the 2008-specication 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 hal o the season and three victo-

ries at our races, Mattias Ekstrm secured the runner-

ups position. This meant that Audi occupied the two top

spots in the overall DTM standings or the rst time. In

addition, Audi Sport Team Abt Sportsline won the team

classication.

Title hat-trick. Year-old car.

Successul titledeense: TimoScheider prevailedagain in 2009

Unexpectedsuccess: Martin

Tomczyk was therst DTM driver totake the title in a

year-old car


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Youngstermeets oldie

59

Time travelWhen DTM shooting star

Edoardo Mortara tests the Audi V8 quattro, thisbrings back memories: o wild drits, historicairplanes and Italian soccer stars.


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Pure production: Mort arassearch or an aero pack is utile

It all starts by pushing abutton: The switches in the

V8 quattro are surrounded byelegant wood veneer

61

tell when youre sitting in an Audi, says Mortara with an

approving air. This, by the way, goes or a race car as

well as a production model. That said, he turns the

small black ignition switch to the right o the steering

wheel and pushes the start button. The rest is goose

bumps.

The sound o the 3.6-liter engine has a

higher pitch and is brighter, and so beautiul that not

only the race driver himsel is impressed. So are the DTM

mechanics, who should actually be taking care o the

2012-specication, but cannot resist peeking at the

scene rom their garage doors. The imploring warningsissued by the two employees rom Audi Tradition, who

made this unusual test possible, die away in the rattling

sound o the eight cylinders: Please dont rev it up too

high! Stop at 75 percent throttle. And please They

only shout the rest ater Edoardo Mortara, who has long

started to accelerate at the pit lane exit.

The Audi V8 quattro is used in the DTM

rom 1990 to 1992. And o all cars it is the elegant luxury

sedan with which Audi rst ventures into the top seg-

ment that displays remarkable sporting qualities on the

race track. With an impressive string o victories and two

titles within just 18 months, the all-wheel-drive vehicle

demonstrates its class. The standard body rom the pro-

duction version is used or one year. For 1991, a so-called

Obviously, aero gives us a lot more

possibilities today. But Im sure the guys back

then drifted pretty nicely and had even more

fun driving.


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62

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 o the current model.

But thats all the two cars have in com-

mon reports test driver Mortara who has just twisted

himsel back out o the steel tube cage ater the rst

laps. What a superb car, he briefy sums up the experi-

ence, only to immediately switch back into expert mode

at least seemingly ater this initial assessment. Per-

ormance under ull throttle is certainly comparable, he

says, causing the Audi Tradition crew to reeze in a

moment o shock, as they already see themselves dis-

mantling the whole engine in their minds eye. Mortara

relaxes the situation with a laugh, assuring them that he

lited as early as at sixty percent: a moment o great

relie.

His urther statements are serious and

well-ounded just as one would expect them o an

equally successul and ambitious young racer. The gear-

shit is unamiliar at rst. Instead o a sequential trans-

mission with the gears arranged one behind the other,

the V8 quattro has a standard H-pattern gearshit rst

gear at the top let and so on. This poses no problem to

Mortara, who also preers driving cars with manual

transmissions aside rom racing. Things do become trick-

ier, though, once you really start picking up momentum

because there is no aero pack on this museum exhibit.

This is the biggest dierence and

extremely unamiliar, says Mortara. With all these

wings, were achieving much higher cornering speeds

today. The handling dierences are like night and day.

Yet the native o Geneva can see benets in either ver-

sion: Obviously, aero gives us a lot more possibilities

today. But Im sure the guys back then drited pretty

nicely and had even more un driving.

I Edoardo Mortara were orced to pass

judgment ater this unusual comparison test it would

likely end in a draw. Its like in a production car. Audi has

managed to set such high standards in terms o comort,

perormance and, above all, saety that you wouldnt

want to do without 2012 technology either on the race

track or on the road, he says with total conviction. And

then he briefy pauses and almost dreamily adds, But I

still remember the smell and the seats and the switches

in my athers car to this day.

Just l ike 1990, when Toto Schillaci shot

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


63/68

Edoardo Mortara, born in Geneva on

January 12, 1987, joined the DTM and Audi at the

beginning o the 2011 season as the Formula 3 Euro

Series Champion and immediately paid back the trust

invested in him. By nishing in ninth place overall and

taking the Rookie o the Year title, Mortara caused a

major stir. He has Italian and French citizenship but

competes under the Italian fag. For his second DTM

season, which Mortara is again tackling or Audi Sport

Team Rosberg, the passionate soccer an (member o

AC Milan) hat set high aims. In 2012, urther trophies

with the new Audi A5 DTM are to ollow his total o

two podium places and overall victory on one o the

days at the show event in Munich.

DTM shootingstar.

New look:In the 2012

season,Mortara

competessporting the

colors oPlayboy and

Audi Sportperormance

cars

Command center 22 yearsback: The unctions are l argelyidentical, just the looks havechanged

A hero in Munich: At the show event at the Olympic Stadium in2011 Edoardo Mortara achieved overall victory on Saturday

63


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64

From motorsportto production

Technology transfer

Audi is active inmotorsport in order to accelerate technicalprogress. Numerous interesting examplesprovide compelling proof points.

In 1980, the quattro marked the

beginning of the Audi brands suc-

cessful motorsport history and rise to the level of a tech-

nology trendsetter. Since then, Audi has built more than

three million vehicles with quattro drive. The more

powerful models in particular are no longer thinkable

without permanent quattro all-wheel drive.

In 1985, Audi was the first automobile manufac-

turer to test a Torsen differential in rallying. Two

years later, the invention made its way into large-scale production, ini-

tially in the Audi 80/90 and later in all quattro models.

Audi is the inventor of the TDI engine. Since

2006 motorsport has been assisting Audi in its

continuing development of TDI technology: to control increasingly

high injection and ignition pressures, for example.

Lightweight design is a core topic in

motorsport and an Audi core com-

petence. Audi started to gather experience with alumi-

num in rallying and has been increasing its expertise in

CFRP with sports prototypes since 1999.

T

he S tronic transmission in which

two clutches allow the driver touse an engaged gear and pre-select a second one cele-

brated its debut in 1985, in the Audi Sport quattro S1.

Be it aluminum, magnesium or

composites motorsport is often

a pioneer for production when it comes to using new

types of materials.

The combination of turbo charging and direct

injection is standard at Audi today. TFSI technol-

ogy celebrated its debut with a victory of the Audi R8 at the 2001

Le Mans 24 Hours.

quattro

Torsen differential andhollow shaft

S tronic

ultra-lightweight design

TDI Power

TFSI

Material technology


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65

Maximum aerodynamic effi ciency

is a common aim of production

and motorsport development. The pro-

duction side takes up many ideas from

the sport. The enclosed underfloor of

the Audi A8 is just one example.

Be it push-button engine starts or

various dynamics programs for

suspension, engine and transmission control: motor-

sport initially sparked their development.

I

n 2009, the Audi R15 TDI was the first Le Mans

sports car to be equipped with a lithium-ion bat-tery of the type used in hybrid electric vehicles and thus a forerunner

of the Audi R18 e-tron quattro.

Audi replaces displacement by turbo charging

not only in the case of its TFSI engines. The V6

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

S

ince 2001 Audis sports prototypes

have been equipped with a tirepressure monitoring system. Such systems can be

ordered for production models as well.

In the R18 e-tron quattro, Audi is

testing a new form of all-wheel drive

in which one of the axles is electrically driven. This tech-

nology is also being developed for use in future produc-

tion models.

Particularly by fielding TDI technology at Le Mans

Audi has been introducing new trends in reduc-

ing exhaust and noise emissions since 2006. The related know-how

has already been transferred to TDI production engines.

Audi is regarded as a pioneer of LED technology,

driving its development forward in motorsport

as well. In 2006, the Audi R10 TDI was the first race car with LED day-

time 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

Electrification

e-tron quattro

LED headlights

Assistance systems

Downsizing

Safety

Emissions reduction


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66

AUDI AG

D-85045 Ingolstadt

Content responsibility

Jrgen 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 Lbken

Printing

Hansmann Verlag Sponholtz GmbH

Imprint


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tron

A5 DTM

Sattro

TFSIWippenschaltung

Launch Control

www.audi-motorsport.info

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

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