Sporty elegance – the new ABT AS5
The A5 is a fast coupe and a comfortable travel companion to begin with. But in its ABT Sportsline version this extravagant car is even more sporty. The latest edition of the ABT AS5 combines a precise and harmonious design with dynamic technology. “For us, it was important to combine this car’s extraordinary design with our ideas and thus to underscore the car’s character. Its increased performance and its body parts form a unit”, says Hans-Jürgen Abt. The traditional Bavarian company’s managing director is very excited about this automobile. “If you look at the AS5, you want to take in every inch of its marvellous silhouette, and if you sit in it, all you want is to get it on the road. This coupé is really a power pack.”
This sports car in its “tailor-made suit” is so much fun to drive because it has undergone a real ABT Sportsline treatment. The car is always assertive and second to none: ABT POWER turns the 3.0l diesel engine from its original 245 hp (180 kW) to a torquey 300 hp (221 kW). For the 2.0 TFSI, it is a dynamic 270 hp or 199 kW (original version: 211 hp/155 kW). Other engine variants are being developed and will be presented at a later stage.
To be sure, this additional ABT POWER also has to be put on the road. So a lowered suspension has been geared to the AS5, which make for a very effective lowering of the car’s centre of gravity – in visual terms, too. This is part of the overall design concept. Front spoiler, side skirts, fender inserts, rear skirt insert, rear spoiler and the typical four-pipe exhaust system make the chic ABT appear unobtrusively assertive from wherever you look at it. As an ideal complementary feature, ABT recommends the CR Silverlight or DR alloy wheels. Depending upon your taste, they will underscore either the new ABT AS5’s sportiness or its elegance. And in visual terms they are fully in line with the sport braking system, which is available with discs of 345 or 380mm in diameter.
The new ABT AS5 has been developed by the globally largest tuner of cars produced by the Volkswagen Group, with its designers and engineers making no compromises. After all, what driver of this unique coupe would want to make compromises? “They want a maximum of automotive sophistication, dynamism, roadworthiness, design and assertiveness”, Hans-Jürgen Abt says. So the new AS5 is a benchmark five times over!
The new ABT AS5 – data and facts

ABT ENGINE TECHNOLOGY
Engine: 2.0 TFSI, 1.984 ccm capacity
Performance tuning: ABT POWER
Performance: 270 HP/199 kW (standard: 211 HP/155 kW)

Engine: 3.0 TDI, 2.967 ccm capacity
Performance tuning: ABT POWER
Performance: 300 HP/221 kW (standard: 245 HP/180 kW)

ABT AERODYNAMICS
ABT front spoiler
ABT side skirts
ABT fender inserts
ABT rear skirt insert
ABT rear spoiler

ABT EXHAUST TECHNOLOGY
ABT rear muffler

ABT SUSPENSION
ABT suspension springs or coilovers

ABT WHEEL TECHNOLOGY
ABT designer light alloy wheels in 19 and 20 inch
Available also as complete set of wheels with sports tyres

Audi at the CES 2012 in Las Vegas

Audi is extending its leadership in the area of automotive electronics with a spectacular range of innovations. The company is now presenting its current and future solutions at the Consumer Electronics Show (CES) in Las Vegas, USA. These solutions relate to the key word Audi connect – intelligent networking of cars from Audi with the owner, the Internet, the transportation infrastructure and other vehicles.
Audi is presenting numerous innovations in seven technology fields related to Audi connect, several of which will soon enter series production.
Connectivity
Audi is integrating the high-speed mobile communications standard LTE into its cars. In the future, the Audi Phone Box will couple all mobile phone types perfectly with the car.
Operating concept
Audi is now introducing the intuitive touchpad in its compact vehicles as well. Advanced head-up technology with innovative gesture control system. Seamless integration of mobile apps into the intuitive Audi operation concept.
Voice control
Audi is already the only manufacturer to offer its customers an online Google voice-activated POI search (point-of-interest search with voice control system).
Online services
Integration of Google Earth/Google Street View online into navigation systems.
Mobile computing
Infotainment architecture with the latest processors from Nvidia.
Assistance systems
From lane assist systems all the way to the vision of piloted driving.
3D graphics
Brilliant 3D graphics on an ultra-slim display.
The term ‘Audi connect’ spans the technical field of networked mobility, in which Audi has the global leadership role. At the CES, the world’s most important electronics trade show, the company is presenting its technologies of today and its developments for tomorrow.
Many model ranges, beginning with the compact A1, can optionally be connected to the Internet. Front and rear passengers can conveniently surf and e-mail from their smartphones and other mobile end devices via an integrated WLAN hotspot.
For the driver, Audi has developed customized Audi connect services – such as navigation with Google Earth images, Audi online traffic information, the POI search by voice control and Google Street View. In most models, three user control levels are provided for utilizing these services – the large rotary pushbutton, the touchpad MMI touch and a high-performance voice actuation system. In future vehicles an innovative gesture control system will be added to the range of input options.
The technologies that Audi is developing for the near future continue along these lines. The key expression “Data in the cloud” refers to data located on servers that enters the car, such as music and – for passengers – videos. Smartphone apps make it possible to configure the car remotely – this will be an especially attractive feature for electrically powered e-tron models.
Serving as the foundation for these new Audi connect services is the new LTE (Long Term Evolution) mobile radio standard, which can transport large amounts of data – Audi is implementing it in the automobile. LTE can also play an important role in future car-to-X communication. The new technology involves networking cars with each other and with the transportation infrastructure – it has the potential to make driving more economical and safer. Car-to-X communication also plays a role in what is known as the intersection assistant – one of several assistance systems that Audi is developing.
There is one core requirement for all new services of Audi connect: they should make driving more comfortable and therefore further relieve the driver. A prime example of this philosophy is the head-up display, which displays key information in the windscreen. Here too, Audi is driving progress – with innovative projection technologies and displays that appear to be located in the real environment.
The new A3, which will soon make its debut, already exhibits many user control innovations. Its touchpad is integrated in the round rotary pushbutton, making it a touchwheel. The monitor is also a new development and makes pin-sharp 3D graphics possible, while the electrically deploying 7-inch display is only 11 millimeters thick and looks as elegant as an iPhone. Another innovation is the Audi Phone Box, a universal interface between a cell phone and the car.
Audi is embarking on a new era of infotainment hardware in the A3 – and the vehicle marks the premiere of Audi’s modular infotainment platform. The central computer of the MMI system integrates what is referred to as the MMX board (MMX: Multi-Media eXtension), a plug-in module whose highlight is a powerful Tegra processor from Nvidia. Audi can always keep the modular hardware up-to-date by replacing the MMX board.
Audi will continue to use the latest and fastest chips from market leader Nvidia in its vehicles in the future. Its joint venture with this company, founded in 2005, is proving very successful. When it comes to software, the brand with the four rings turns to infotainment solutions from e.solutions GmbH, a joint venture between Audi and the Finnish company Elektrobit. The young company buys functional software on the global market for such functionalities as navigation and telephony, and integrates it into the e.solutions software suite.
The equipment, data and prices specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted.

The new head of the compact class: The Audi A1 quattro
Limited-production (333 units) A1 quattro beginning 2012
188 kW (256 hp), quattro drive, 0 – 100 km/h in 5.7 seconds
Dynamic look inside and out, thoroughly equipped
Audi is crowning its successful A1 model series with an exclusive top-of-the-line model. The dynamic A1 quattro, limited to just 333 units, moves to the head of the compact class. Its two-liter, turbocharged engine produces 188 kW (256 hp) and 350 Nm (258.15 lb-ft) of torque, which is delivered to all four wheels. The Audi A1 quattro sprints from zero to 100 km/h (62.14 mph) in 5.7 seconds and has a top speed of 245 km/h (152.24 mph).

The A1 quattro is powered by the 2.0 TFSI engine. The 1,984 cc, four-cylinder engine combines gasoline direct injection with turbocharging in the classic Audi manner. Among its highlights are the adjustable intake cam shaft and the two balance shafts, which ensure smooth operation. Maximum torque of 350 Nm (258.15 lb-ft) is continuously available between 2,500 and 4,500 rpm, and peak power (188 kW/256 hp) is developed at 6,000 rpm.

Every detail of the sporty, sonorous four-cylinder engine has been optimized for high performance and low fuel consumption. Common rail injection, a turbocharger with intercooler and a regulated oil pump are just a few examples. The Audi A1 quattro is expected to consume on average less than 8.5 liters of fuel per 100 km (27.67 US mpg). Yet it performs like a top-notch sports car: The standard sprint takes just 5.7 seconds, and top speed is 245 km/h (152.24 mph).

The 2.0 TFSI delivers its power to the quattro permanent all-wheel drive system via a precisely shifting six-speed transmission, bringing Vorsprung durch Technik to the small-car class. The heart of this system is an electronically controlled, hydraulically actuated multi-plate clutch whose package of plates rotates in an oil bath.

During normal driving, the clutch sends most of the engine’s power to the front wheels. If traction decreases there, the clutch can transfer torque steplessly to the rear axle in just a few milliseconds by forcing the packages of plates together by a defined amount. A pressure reservoir helps the electric pump to develop the oil pressure. If a wheel on one of the axles should slip, it is braked by the electronic differential lock (EDL).

The placement of the multi-plate clutch at the rear axle provides for a harmonious distribution of the axle loads, and the chassis of the Audi A1 quattro has been adapted to the dynamics of the drivetrain. It is much more tautly tuned than that of the production model. The front suspension is a McPherson construction; a four-link axle is used at the rear. The sensitive and efficient electrohydraulic power steering has a sporty, direct 14.8:1 steering ratio.

The Audi A1 quattro rolls on 8.0 J x 18 cast alloy wheels. They are Glacier White, feature an exclusive turbine design and are fitted with 225/35-series tires. The internally vented front brake discs measure 312 millimeters (12.28 in) in diameter and are gripped by black calipers. The ESP stabilization program includes a sport mode and can be switched off entirely for a trip to the race track, for example.
One look is all it takes to see that the Audi A1 quattro is a very special vehicle. It is available only in Glacier White metallic, and its roof is painted high-gloss black. The front bumper is muscular, the frame and grate of the single-frame grille are high-gloss black. The curved bars in the headlights – the wings – are red. The grille, the roof arch and the rear hatch sport quattro badges.

The rear windows are tinted; the roof flows into a large, two-color wing. The color black accentuates the rear hatch and the diffuser. The LED rear lights are tinted; the rear bumper sports a distinctive look. The exhaust system terminates in two polished dual tailpipes on the left and the right, each measuring 100 millimeters (3.94 in) in diameter. The A1 quattro is 3,987 millimeters (13.08 ft) long, 1,740 millimeters (5.71 ft) wide and 1,416 millimeters (4.65 ft) tall, making it somewhat longer than the model on which it is based. Luggage capacity is 210 liters (7.42 cu ft); folding down the rear seats increases this to 860 liters (30.37 cu ft).

Cool, sporty black dominates the interior of the Audi A1 quattro. The seats and the armrests on the doors are covered in Silk Nappa leather with contrasting red seams. The S sport seats up front have pronounced bolsters, integrated head restraints and a quattro badge on the backrest covers. The seats feature multi-way adjustment. The lower section of the center console shines in high-gloss black; the footrest and the pedal caps are made of brushed stainless steel. Red seams frame the floor mats, and the door sill trims bear A1 quattro badges.

The instrument cluster has a number of eye-catching features, including white needles, a red tachometer, the quattro logo and the color display for the driver information system. The multifunction sport steering wheel is flattened at the bottom, wrapped in leather with contrasting red stitching and sports the car’s serial number. The shift lever knob is made of aluminum. Many control elements have an aluminum-look finish.

The Audi A1 quattro will be available from the second half of 2012 and will be supplied to customers with a full range of equipment. It includes many features taken directly from the luxury class, including xenon plus headlights, high-beam assistant, adaptive brake lights, LED interior lighting package, light and rain sensor, automatically dimming interior mirror, rear parking system, automatic air conditioning, alarm system, storage package, convenience key and cruise control.

The infotainment equipment likewise leaves nothing to be desired. It includes a CD changer, a digital radio tuner, the Audi music interface and MMI navigation plus. The Bose sound system drives 14 speakers with 465 watts of power; the woofers in the doors are indirectly lit with light guide LEDs. Audi connect uses the Bluetooth online car phone to connect to the Internet and deliver special web services, including Google Earth, to the car. Passengers can also connect their mobile devices to the integrated WLAN hotspot.

Audi R8 LMS ultra to be launched in 2012
Deliveries of new vehicle to start in March 2012
Next generation of successful customer sport race car
Further technical development for even better performance

Ingolstadt, November 17, 2011 – In 2012, the Audi R8 LMS ultra will succeed the successful R8 LMS GT3 sports car with which R8 LMS customers have won 115 races and 12 national and international titles in the space of just three years.

Improving a totally successful vehicle yet again: This was the challenging task specified for the engineers of quattro GmbH. Audi’s wholly owned subsidiary that has been responsible for the customer sport program as of this season pursued a clear aim for this project. “Our customer teams provided us with valuable suggestions and stated their wishes for the various fields in which the car is used,” says Werner Frowein, Managing Director of quattro GmbH. “We have close ties to our customers and analyzed their suggestions and wishes worldwide, and subjected the R8 LMS to further development in many details. In the R8 LMS ultra we consistently implemented all the performance measures which ensure that we’ll be able to continue to offer an intercontinentally competitive and attractive race car in the future.”

Romolo Liebchen, Head of Customer Sport at quattro GmbH, and his development team focused on several central areas. New doors made of CFRP (carbon fiber reinforced plastic) in combination with high-energy absorbing new crash foams not only help reduce the race car’s weight even further but also result in another increase in passive safety. The new PS1 safety seat developed by Audi, which is now part of the standard equipment, serves this purpose as well. It offers perfect protection and clearly surpasses the mandatory minimum requirements under extreme loads.

An updated transmission provides additional reserves on long-distance runs. In the past season, the Audi R8 LMS had already made its mark as an excellent long-distance expert and achieved overall victories at the Bathurst (Australia) 12 Hours, the Spa and Zolder 24 Hours and GT3 class victory plus third place overall at the Nürburgring 24 Hours.

A new exhaust system equipped with race catalytic converters helps improve the engine’s characteristics. The V10 mid-engine can draw on even higher torque at lower engine speeds. The 5.2-liter unit delivers a power output of up to 419 kW (570 HP), depending on restrictor regulations. It is still based on the production engine produced at Audi’s plant in Györ, Hungary. Mileages of up to 20,000 kilometers were certainly typical in customer operations before and continue to be easily achieved.

The optimized cooling system of the race car successfully combines several objectives. In addition to a larger engine oil cooler and transmission fluid cooler, an oil cooler for the steering hydraulics that used to be installed at the front is now located in the vehicle’s mid-section. The characteristic side blades of the Audi R8 enable enlarged air vents for the cooling system in the new R8 LMS ultra for improved thermal management. At the same time, air supply to the radiator at the front of the vehicle has been improved, as has the interior ventilation.

The chassis of the Audi R8 LMS ultra was updated in several steps. At the front 12-inch, instead of 11-inch, wheels are now used. As of the next season, development partner Michelin will be offering wider – 30-65/18 – tires, which allow more consistent lap times to be achieved. Optimized brake cooling at the front wheels improves the durability of the braking system. Instead of the previous silent rubber mounts the transverse control arm mounts now feature uniball joints. Weight-reduced compression and rebound-adjustable gas dampers with optimized characteristics from partner Bilstein complete the chassis package and represent the latest state of development.

Aerodynamic improvements complement the changes for 2012. The wider front hood has been optionally provided with louvers, subject to permission by the homologation rules for the various racing series. The new rear wing has been widened and now features larger end plates. Work in the Audi wind tunnel has led to a yet more efficient position of the wing for maximum downforce and minimized aerodynamic drag. The improved air flow and larger effective area increase downforce on the rear axle. A new front plate with optimized diffusion under the front end guarantees perfect aerodynamic balance.

As of 2012, all new vehicles will be equipped with the evolution stage described above. For the existing vehicles, quattro GmbH offers conversions to the 2012 evolution stage.

In addition, Audi is pursuing a subsequent homologation for individual aerodynamic improvements to include the 2011-generation vehicles. This ensures that the current model continues to be competitive with slight modifications.

“We’re convinced that the Audi R8 LMS ultra will continue the successes of its predecessor,” stresses Romolo Liebchen. “With over 40 customer sport vehicles delivered, the first generation of the R8 LMS was already a sporting and commercial success.”

The selling price of the Audi R8 LMS ultra is EUR 329,900.00 plus VAT. Deliveries will commence in March 2012.

The new 4.0 TFSI engine with “cylinder on demand”: high-end technologies for efficiency and refinement

Audi continues to increase the efficiency of its engines. The new 4.0 TFSI, a powerful V8 with twin turbochargers, is equipped with “cylinder on demand” technology. When operating at part load, four of its cylinders are deactivated. This reduces fuel consumption by an average of five percent. To complement this system there are two further technologies: Active noise control (ANC) and active engine mounts. They ensure that the car’s occupants do not hear or sense any disturbing noise or vibration even if the engine is operating in the four-cylinder mode.

Another big step forward in efficiency from Audi – the “cylinder on demand” system
Audi has once again lowered the fuel consumption of its engines. The 4.0 TFSI, which will make its appearance at the beginning of 2012 in the Audi S6, S6 Avant, S7 Sportback and S8, features the new “cylinder on demand” technology. Bentley was also involved in the development process of this new engine and will install the engine in the Continental GT in the near future.

When this twin-turbo V8 is operating at part-load, four of its cylinders are deactivated. This lowers fuel consumption according to the NEDC test cycle by about five percent and reduces emissions by approximately 10 to 12 g/km (16 to 19 g/mile) of CO2. Add to this the effect of the engine start-stop system – fitted in the Audi S models – that shuts down the engine when the car is standing still, and the reduction in emissions on Audi models can be as high as 24 g/km (38.62 g/mile) of CO2.

The occupants of cars equipped with this new technology enjoy the same high standard of journey comfort as ever. When the 4.0 TFSI is running on four cylinders, no unpleasant noise or vibration is evident inside the car. This is achieved with two accompanying high-end Audi technologies: Active noise control (ANC) and active engine mounts.

Cylinder deactivation on the new 4.0 TFSI is activated at low loads, low to moderate engine speeds and in third gear or higher. If these operating characteristics are present, the system closes the inlet and exhaust valves of cylinders 2, 3, 5 and 8. Efficiency is then higher in the active cylinders because the operating points are displaced toward higher loads.

An enhanced version of the Audi valvelift system closes the valves by means of sliding sleeves on the camshafts. Just before this happens, the combustion chambers are filled with fresh air. Fuel injection and ignition are shut down. The reduced internal cylinder pressure in relation to the injection of exhaust gas is an important efficiency factor.

The instrument-cluster display indicates when the four-cylinder operating mode is active. If the driver depresses the accelerator pedal firmly, the deactivated cylinders cut in again. All these changeovers take place quickly and smoothly.

The “cylinder on demand” system is permanently ready for use, even with the automatic transmission in the “S” mode and the dynamic setting of Audi drive select. In the NEDC test it reduces fuel consumption by around five percent. Add to this the effect of the start-stop system that stops the engine when the car is at a standstill, and the system can reduce fuel consumption by as much as 12 percent. The engine’s efficiency potential becomes especially evident at the speeds at which the car is most frequently driven. At 80 km/h (49.71 mph), for instance, the gain in efficiency is 12 percent for all S models, and can still be as high as seven percent even at a road speed of 130 km/h (80.78 mph).

When the 4.0 TFSI is operating in the four-cylinder mode, two high-end technologies counteract unwanted noise and vibration inside the car: Active noise control (ANC) and active engine mounts.

ANC records the overall interior noise pattern in a precisely differentiated manner at four microphones, and analyzes it to identify potentially disturbing constituents. If necessary, the system then emits an opposing sound via its loudspeakers, which cancels out the original noise so effectively that the car’s occupants cannot hear it. The active engine mounts use a similar principle. If the sensors detect vibration from the engine, counter-vibration is stimulated until the vibration falls to an imperceptible level.

The total effect of these high-end methods – Active noise control, active engine mounts and fresh-air injection into the cylinders – is to make Audi “cylinder on demand” technology both refined and highly efficient. This solution is clearly superior to previous ones offered by competitors. It provides customers with genuine fuel economy benefits and yet no drawbacks – a crucial test that all Audi innovations have to pass.

In the spring of 2012, when the new 4.0 TFSI becomes available in the large Audi S models, its consumption in the S8 will be no more than about 10 l/100 km (23.52 US mpg). The S6 and S7 Sportback will consume distinctly less than 10 l/100 km. Two versions of the V8 engine will be launched: with an output of 309 kW (420 hp) and a maximum torque of 550 Nm (405.66 lb-ft) for the S6, S6 Avant and S7 Sportback, the equivalent figures for the S8 being 382 kW (520 hp) and 650 Nm (479.42 lb-ft) torque.

The 4.0 TFSI incorporates a whole cluster of high-end technologies. In addition to the “cylinder on demand” system they include twin-scroll “biturbo” turbocharging, a comprehensive thermal management system, minimized internal friction and innovative cylinder head construction with the exhaust valves on the inside and fresh air intake on the outside. This layout keeps the engine compact, with a length of only 497 mm (19.57 in) and short gas flow paths with minimum frictional losses.

The “cylinder on demand” system
On the new 4.0 TFSI, cylinders are deactivated if the load on the engine is low. The upper limit for the deactivation to take effect, depending on engine speed, is between about 25 and 40 percent of maximum torque, in other words about 120 and 250 Nm (88.51 and 184.39 lb-ft). In this operating range the mean effective pressure rises to eight bar. Coolant temperature must be at least 30°C (86°F) and third gear or higher must have been selected. The engine must be running at more than idle speed, namely between 960 and 3,500 rpm.

If these preconditions are satisfied, the system closes the inlet and exhaust valves of two cylinders on each bank. The V8 continues to run as a V4 with a regular firing order, but with the mixture in only two cylinders instead of four being ignited on each revolution of the crankshaft. Instead of 1 – 5 – 4 – 8 – 6 – 3 – 7 – 2, the firing order is then 1 – 4 – 6 – 7; efficiency in the active cylinders is increased because the operating points are displaced toward higher loads.

Intelligent operation: the enhanced AVS system
The necessary valves are closed on the four camshafts by an enhanced version of the Audi valvelift system (AVS). Its sleeves can be slid sideways electromagnetically, and have an additional “zero-lift” cam; since this does not move the cam followers, the valve springs keep the valves closed.

At the same time, the engine management system shuts down fuel injection and ignition. The four-cylinder status is visible on the instrument panel, on the driver information system display: the fuel consumption indicator bar turns green and a text message is also displayed.

In the deactivated cylinders, the pistons continue to move because they are being driven by the crankshaft; before the valves close the combustion chambers are again filled with fresh air and the fuel injection and ignition shut down. This intake of fresh air lowers pressure in the cylinders and reduces the energy needed to move the pistons – an important factor for increased efficiency.

As soon as the driver presses firmly down on the accelerator pedal, the deactivated cylinders cut in again. The return to eight-cylinder operation, like the cylinder deactivation process, takes place so smoothly and quickly that it is difficult to notice. It is completed on average in just 300 milliseconds. The actual changeover naturally involves a temporary drop in efficiency, so that the reduction in fuel consumption only sets in three seconds or more after cylinder deactivation.

Audi has therefore developed a control logic that monitors movement of the accelerator and brake pedals and the steering wheel by the driver. If an irregular pattern is detected, cylinder deactivation may be inhibited in certain situations, for instance at a roundabout or when the car is driven hard on interurban roads. Cylinder deactivation lasting only a few seconds would tend to increase fuel consumption rather than decreasing it.

The “cylinder on demand” system is ready to operate all the time, even in the S mode of the automatic transmission or the dynamic setting of Audi drive select. It saves the most fuel when the car is driven steadily at a moderate speed, in the manner customary on many main roads. At 80 km/h (49.71 mph), for instance, the gain in efficiency on all “S” models is 12 percent, and even at 130 km/h (80.78 mph) a seven percent saving is attainable. On the standard NEDC test cycle the increase in efficiency is more than five percent, and if the effect of the start-stop function that switches off the engine when idling is added to this, the total economy effect is around 12 percent.

Bentley was involved in the development process of this technology and will install the groundbreaking new 4.0 TFSI engine in the new Continental GT.

In the part-load range, the GT will use the “cylinder on demand” system deactivating four of the eight cylinders and thereby reducing fuel consumption in the NEDC cycle by up to 40 percent. Bentley has already installed a similar system on its “large” V8 in the Mulsanne, which has a displacement of 6.75 liters and delivers over 1,000 Nm (738 lb-ft) of torque.

The quiet running allied with the harmonious power development of the 4.0 TFSI will blend perfectly with this grand tourer when it is introduced in 2012.

ANC and active engine mounts
V8 engines are not only noted for their pulling power and harmonious throttle response but also for their smooth running. This is also true of the new Audi 4.0 TFSI. When the V8 engine operates as a V4, its crankshaft and reciprocating components tend to generate higher torsional vibration, depending on load and engine speed. This causes airborne noise to reach the interior of the car. The exhaust system, which is of large size, also emits drumming noise that is difficult to suppress completely despite the use of an intelligent flap-valve system. The aim is therefore to reduce all these disturbing noises to a level that the driver and passengers cannot hear.

ANC: noise and opposing noise equals no noise
Active noise control (ANC) counteracts unwanted noise by generating a similar noise. This principle is known as destructive interference: If two sound waves of the same frequency are superimposed, their amplitudes – the peaks and troughs that determine the sound pressure – can be arranged to cancel each other out. The amplitudes must be of the same strength, but the phases opposed by 180 degrees. Acoustics experts refer to this as “noise cancellation”.

The Audi models in which the new 4.0 TFSI will be available are equipped with four small microphones; these are visible in the roof lining. Each of them registers the complete noise spectrum in its immediate area. From these signals the ANC control unit computes a differentiated spatial sound image; information on actual engine speed is also obtained from the crankshaft sensor.

In all the previously calibrated zones in which the system identified disturbing noise, it emits a targeted, precisely modulated cancellation sound. A particular challenge is for the ANC to react especially quickly and accurately in the short periods during which cylinder deactivation or reactivation takes place.

Active noise control is active whenever needed – whether the sound system is switched on, deactivated, loud, soft or muted. It operates with whichever sound system is installed, even with the Bang & Olufsen Advanced Sound System.

Active engine mounts: counteracting vibration for greater refinement
Audi normally uses firm, sporty settings for its engine mounts. For many years now certain models – notably the A8 at the top end of the range – and various engines have had switchable electromagnetic mounts. These have two operating settings: at idle speed they have a “soft” characteristic to prevent noise and vibration from reaching the interior, but when the car is being driven a firmer damping rate is selected in order to suppress engine vibration.

The active engine mounting that Audi has developed for the 4.0 TFSI takes this technology a decisive step further – it cancels out engine vibrations with out-of-phase counter-oscillations. The key component is an electromagnetic oscillating-coil actuator. This has a rapid stroke that is transmitted via a flexible diaphragm to the hydraulic fluid in the mounting, which also absorbs oscillating movements from the engine. In the fluid these are overlaid by the actuator movements and cancelled out.

The control units for the active engine mounts receive their signals from two sources. Engine speed is detected by the crankshaft sensor; these signals are used to compute the precise phase and frequency of the actuator signal. Acceleration sensors on the two engine mounts supply the data that determine the amplitude necessary to cancel out the vibration.

When the new 4.0 TFSI is running in the four-cylinder mode, it generates a certain amount of engine vibration and drumming noise of what is known as the second order. They are not typical of a V8, but the counter-vibration generated by the active mounts reduces them to an undetectable level.

At idle speed with all eight cylinders in operation, engine excitation of the fourth order occurs. This too is largely eliminated by the active engine mounts so that the engine appears to be running even more smoothly.

The new 4.0 TFSI
The new Audi 4.0 TFSI is a high-tech unit. In addition to the “cylinder on demand” system, it has a number of other features designed to boost its power output and efficiency still further. Two versions of this twin-turbocharger V8 are being launched. In the S6, S6 Avant and S7 Sportback it develops 309 kW (420 hp), in the S8 382 kW (520 hp). Maximum torques are 550 and 650 Nm (405.66 and 479.42 lb-ft) respectively. In all the Audi models available with this engine it has an average fuel consumption of 10 l/100 km (23.52 US mpg) or lower.

The 4.0 TFSI has a displacement of 3,993 cc, a bore of 84.5 millimeters (3.33 in) and a stroke of 89 millimeters (3.5 in). The 4.0 TFSI is the most recent addition to the Audi family of vee engines, and has all their typical features. The included angle between the cylinder banks is a classic 90 degrees. As a space-saving measure, the chain drive to the four camshafts and the auxiliaries is located at the rear of the engine.

The cylinder block is made from an aluminum-silicon alloy by a low-pressure chill casting process that achieves a high standard of homogeneity. The high proportion of silicon makes the cylinder walls extremely resistant to wear. A rigid bedplate for the lower main bearing bridges increases the rigidity of the block still further. Extremely compact design keeps the length of the engine down to only 497 mm (19.57 in). This enables it to be installed directly above the front axle, and promotes good weight distribution, which in turn makes the car even more dynamic on the road.

Like almost all Audi engines, the new 4.0 TFSI follows the downsizing principle, with forced aspiration in the form of turbocharging taking the place of sheer engine size. This principle harmonizes perfectly with FSI direct fuel injection. Each cylinder bank has a twin-scroll turbocharger to deliver fresh air to the engine.

From each pair of cylinders, the exhaust ports lead separately to a manifold and the turbocharger housing; they are not combined until immediately ahead of the turbine. This prevents the exhaust gas flows from influencing each other and guarantees rapid torque build-up and excellent throttle response.

This principle ensures powerful torque build-up at an early stage when accelerating from idle speed. Even at 1,000 rpm the 4.0 TFSI reaches a torque of 400 Nm (295.02 lb-ft). The top version is ready to deliver its maximum torque of 650 Nm (479.42 lb-ft) all the way from 1,750 to 5,000 rpm; the 550 Nm (405.66 lb-ft) torque of the other engine version is available even earlier, from 1,400 to 5,250 rpm. The nominal peak engine speeds are 6,000 and 5,500 rpm respectively.

Another innovation: cylinder head construction
The turbochargers and their charge-air intercooler – an air-to-water heat exchanger – are located in the vee between the cylinder banks instead of in the more customary position on the outside of the engine block. The cylinder heads have a new, innovative layout, with the exhaust side on the inside and the intake side on the outside.

This layout is more compact, improves thermodynamic performance and keeps the gas flow paths short, with minimum frictional losses, so that the 4.0 TFSI reacts spontaneously to accelerator pedal movements. Hot components, especially the manifolds, are extensively insulated to ensure stable thermal conditions in the vee of the engine.

The fresh air intake systems are mounted on the outside of the cylinder banks. Switchable flap valves in the inlet ports cause the incoming air to rotate in a drum-like pattern. This imparts intensive swirl to the fuel-air mixture and cools the combustion chambers. The engine’s compression ratio can therefore be higher despite the use of turbocharging, but without the risk of inducing combustion knock.

The 4.0 TFSI makes use of all the technologies from the Audi modular efficiency platform. They range from the engine start-stop system to a recuperation system and a variety of measures aimed at reducing friction. During assembly of the V8 at the Audi factory in Györ, Hungary, high-end technologies such as plate honing are used. The gudgeon pins are given a fine diamond-like carbon (DLC) coating, and the valve springs have a relatively low compression rating.

The innovative thermal management system uses a ball valve to disconnect the water pump during the engine warm-up phase. There is no coolant flow at all through the engine, the oil reaches its operating temperature more rapidly and the phase in which high frictional losses occur is shorter.

The seven-speed S tronic and the eight-speed tiptronic transmission available with the 4.0 TFSI engine are included in the thermal management concept. The oil pump builds up pressure in two stages. Oil jet cooling for the piston crowns and cylinder walls is controlled according to a mapped characteristic.

The difference in power output between the two versions of the 4.0 TFSI is due mainly to the use of either a single-branch or dual-branch intake system, the turbocharger operating settings and the top version’s additional oil cooler. There are further differences relating to the crankshaft and its main bearings, the compression ratio, valve timing and the injectors.