The Audi urban concept features an all-new design that still has certain historical roots in the Auto Union racecars of the 1930s. They were well ahead of their time conceptually: they were extremely lightweight and their engines were mounted in the rear. Their large, open wheels also stood out from the chassis – another parallel with the modern show car.

The Audi urban concept combines elements of a racecar, a roadster, a fun car and a city car into a radical new concept.

Painted in Electric White, pearl effect, today’s technology study – 3,219 millimeters (126.73 in) long, 1,678 millimeters (66.06 in) wide, but just 1,189 millimeters (46.81 in) high – has a body on which all the lines are surging forward. The greenhouse is extremely flat. The roofline drops down like a wedge while the side window rises upward. The typical Audi tornado line gives the urban concept a strong shoulder.

Audi has also developed a second body variant as an alternative to the urban concept: a Spyder with a flat window strip wrapping around the cockpit and doors that open upward at an angle.

The outer skin of the show cars is made of carbon fiber-reinforced polymer (CFRP); the occupant cell is a mix of CFRP monocoque and an aluminum structure. This ultra-lightweight construction is the foundation for the technology study’s low curb weight of 480 kg (1,058.22 lb).

Wishbones made from a combination of aluminum and CFRP locate the free-standing, 21-inch wheels.

Manufactured using cladding technology, the 21-inch wheels are very light and feature a variant of the blade design from the Audi e-tron models. The tire sizes are as unusual as the car as a whole – 125/60 up front and 145/50 in the rear.

The Audi urban concept uses pushrod technology borrowed from motorsports. As in a racecar, the struts mounted in the interior of the monocoque are nearly horizontal. Four disc brakes provide the stopping power. The turning circle measures less than nine meters (29.53 ft)—ideal for a city car. Thanks to the vehicle’s low weight, the rack-and-pinion steering does not require any power assistance. Crumple zones in the front and rear plus two airbags provide for a high degree of passive safety. An innovative assistance system helps the driver to avoid collisions with pedestrians.

The battery is mounted transversely behind the seats. The lithium-ion battery, which weighs around 90 kilograms (198.42 lb), stores 7.1 kWh of usable energy. The study’s two electric motors together produce 15 kW (20 hp) of continuous power and 47 N·m (34.67 lb-ft) of torque. The motors are mounted between the rear wheels, which they drive via a single-speed transmission.

The Audi urban concept accelerates from 0 to 100 km/h (62.14 mph) in 16.9 seconds. It reaches 60 km/h (37 mph) in around six seconds. Top speed is governed at 100 km/h (62 mph). Range in the European driving cycle is 73 km (45 miles). The battery recharges completely in about 20 minutes with 400 volt three-phase current, and in approximately one hour with 230 volt household current.

Audi Wireless Charging
Audi is hard at work on the future of charging technology as an alternative to the charging at a power outlet. Audi Wireless Charging (AWC) refers to contactless induction charging. The infrastructure side, comprising a coil and an inverter (AC/AC converter), is placed on the normal parking spot of the Audi urban concept and connected to the power grid. The 3.6 kW primary coil set into the plate generates a high-frequency alternating field.

The charging process begins automatically when the urban concept drives onto the plate. The alternating magnetic field of the infrastructure side induces an alternating current across the air gap in the secondary coil, which is integrated into the vehicle. This current is rectified and fed into the vehicle’s electrical system, where it charges the battery or powers consumers such as the heater. The alternating field is only generated if the vehicle is standing over the plate and thus poses no danger to people or animals.

Charging stops automatically when the battery is fully charged. The driver can interrupt charging at any time. The efficiency of AWC is comparable to that of other charging technologies. It is not affected by rain, snow or ice. The new technology makes charging electric vehicles easy and extremely convenient. A later version of the technology will be able to be integrated into the transportation infrastructure as a retrofit for parking garages or residential streets, for example.

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The electric A2 clean appearance concentrates on the essentials; all details are subtle but shaped for visual impact. The dark glass roof of the white-painted show car switches to transparency at the touch of a button.

The Audi A2 concept is 3.80 meters long, 1.69 meters wide and 1.49 meters high, yet it manages to make a powerful impression on the street. The A2 concept is 15cm shorter than an A1. It’s a fraction narrower, too, but 7cm taller.

At 1150kg the A2 weighs roughly the same as an A1 1.4 TFSI. The A2’s comparatively low weight – for an electric car – has been achieved through a number of measures. Chief among them is a body constructed largely from aluminum, with addition carbonfibre-reinforced polymer (CFRP) elements.

An 85kW (115hp) electric motor drives the front wheels through a single-speed transmission, with a maximum of 199 pound-feet of torque and an estimated range of around 125 miles (200km) thanks to its lithium-ion battery pack that is mounted in the floor. Audi says it can also use a range-extending hybrid powertrain.

The full charging takes 1.5 hours with a 400-volt current and around four hours using a 230 volt household current.

The A2 Concept can sprint from 0 to 62mph (0 – 100km/h) in 9.3 seconds, and a top speed limited to 93mph (150 km/h).

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The Audi A2 concept is 3.80 meters long, 1.69 meters wide and 1.49 meters high, yet it manages to make a powerful impression on the street. Its clean appearance concentrates on the essentials; all details are subtle but shaped for visual impact. The dark glass roof of the white-painted show car switches to transparency at the touch of a button.

With its headlights, Audi is presenting the next phase in LED technology, known as matrix beam. A package of LEDs and microreflectors generate a high-resolution and non-glaring high-beam light. Delicate daytime running light fibres frame the highly efficient LED low-beam light module. Intelligent tail lights adapt their illumination to the visibility conditions. The rear fog light, produced by laser diodes, is seen as a beam of light in fog and projects a red triangle onto the road as a warning.

The dynamic light runs below the edge of the window from the front to the rear of the A2 concept – a band of light that contains a multitude of innovative, dynamic light functions. Integrated approach sensors detect the driver and unlock the doors via gesture control. While driving, the dynamic light functions as a continuous side marker light. If the car’s turn indicator is activated, light impulses run throughout the entire band of light.

In addition, a red bar of light flows forward from the tail lights when braking and demonstrates the strength of the brakes intuitively for other road users.

The dynamic light is also located in the cockpit area of the show car, structured in two separate arches. Like the entire interior, the dash panel has a light and clean look and intuitive controls. The driver manages many important features via touch-control areas on the inside of the steering wheel. Two additional control surfaces fold up at the driver’s right when starting the vehicle. An open profile serves as the steering column; a seven-inch display and two secondary displays are located at its end.

The Audi A2 concept has a flat interior floorboard. The centre console is attached to the driver’s seat; the rear console extends forward between the two rear seats. The four individual seats add lightness, and there is storage space under the fold-up seat cushions. There is room between the rear seats for a city bicycle with its front wheel removed. The load area has two levels; a frame with functional nets creates the upper level.

The colors and materials in the interior support the impression of lightness and functionality. The large areas from the door top shoulders to the floor bear a new and innovative covering material made of polyurethane with a neoprene surface feel; a ribbed material made from recycled polyester covers the central floor area. The seat shells are made with a plastic blow moulding technique. Aluminum trim elements create highlights in the cockpit.

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Audi will show a hard-top Sportback model and an open Spyder version of the Urban Concept at the 2011 Frankfurt Motor Show in September.

The Audi Urban Concept cars, which are a 1+1 seat, aren’t based on an existing model and were developed to be as small, light and sporty as possible.

The Audi Urban Concept has a sleek body. The wheels are free-standing, their surrounding protective plates feature blinking strips of LED lights. The highly concentrated look of the technical study, with its forward-urging lines, is dynamic and emotional – it lends Audi’s design language a completely new impetus.

On board there is room for two people, their position slightly staggered and at a sporty, low level. All controls and materials are subject to the dictates of ultra-lightweight construction in order to ensure they convey a completely unique, sensory allure. The driver can adjust the steering wheel and pedals to his own body measurements. Entry to the car is via the tailgate. The roof is designed to be maneuverable and slides to the rear to open.

The technology in the Audi Urban Concept reflects the full capabilities of the brand, especially when it comes to ultra-lightweight construction. The cockpit consists of carbon fiber-reinforced polymer, which integrates the undercarriage of both seats. The Audi Urban Concept rolls on wheels with a 21-inch diameter.

At 3200mm in length, 1700mm in width and 1200mm in height, the plug in electric city cars are 505mm longer, 140mm wider and 340mm lower than the Smart Fortwo Electric Drive.

Two e-tron electric motors provide the propulsion – providing the ultra-light Audi Urban Concept with the ability to accelerate powerfully. A lithium-ion battery supplies the energy – ideal for extended city tours.

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The 2011 victory of the A1 e-tron follows the R8 e-tron’s win last year. The second Audi in the rally, a Q5 HFC with a fuel cell finished in sixth place. A total of 32 electric vehicles were evaluated.

After three days, 307 kilometers and a total altitude difference of 11,541 meters, the A1 e-tron bearing the number 206 was named the winner of the second Silvretta Electric Car Rally Montafon. The event took place from July 7-9 as part of the 14th Silvretta Classic.

The name Silvretta refers to a group of mountains in the eastern Alps of Austria. The Audi A1 e-tron won against 31 competitors in a rally, that was held on highly taxing mountain roads with inclines up to 15 percent, presenting a special challenge to electric vehicles. The Audi Q5 HFC, which was also entered by Audi, achieved sixth place. This was the best final result of all cars with a fuel cell.

The A1 e-tron contains technology that Audi’s development engineers are using to study the mobility requirements for such a future-oriented concept. The technological basis includes an electric motor with a maximum output of 75 kW that is powered by a lithium-ion battery. The battery features a 12 kWh capacity and can be completely charged in 30 minutes (quick charge), or in less than three hours (standard charge). It offers a range of 50 kilometers. To prevent drivers from being stranded by an empty battery, the A1 e-tron also comes equipped with a combustion engine, which can charge the battery as needed. The one-disc rotary engine (254 cc) is located under the trunk floor; it provides 15 kW of output intended solely to charge the battery, rather than to directly power the wheels.

The A1 e-tron is designed with a local emission-free electric drive system, which is ideally suited for driving in a city.

Backed by the power of three propulsion units, the Audi e-tron Spyder is fit for the racetrack. Two asynchronous electric motors drive the front wheels with a combined 64 kW (87 hp) of power and 352 Nm (259.62 lb-ft) of torque. In front of the rear axle sits a twin-turbocharged 3.0 TDI, mounted longitudinally in the direction of travel. It pumps out up to 221 kW (300 hp) of power and 650 Nm (479.42 lb-ft) of torque, which are funneled to the rear wheels via a seven-speed S tronic. The mighty V6, currently making its production debut in the A6 Avant, is a highly sophisticated powerplant, emitting a sonorous growl only when under load.

The three units can summon up their power separately or in unison. The maximum system output is 388 hp, with a maximum system torque of over 900 Nm (663.81 lb-ft). The lithium-ion battery, located in the front section of the car, stores up to 9.1 kWh of energy. With 400 volts of three-phase alternating current, the battery takes about one hour to charge up at an electrical outlet.

The concept car with the four rings catapults from zero to 100 km/h (62.14 mph) in 4.4 seconds and reaches an electronically governed top speed of 250 km/h (155.34 mph). In keeping with the proposed standard for plug-in hybrids, it consumes a mere 2.2 liters of fuel per 100 km (106.92 US mpg) on average and emits just 59 grams of CO2 per km (94.95 g/mile). In all-electric mode, it has a range of 50 km (31 miles) and a top speed of 60 km/h (37.28 mph). On one fill-up of the 50-liter (13.21 US-gallon) tank, the open two-seater can travel over 1,000 km (621.37 miles).

Under normal driving conditions, the drive management system sends 75 percent of the power to the rear wheels and the remaining 25 percent to the front wheels. As needed, the system selectively applies the brakes to slow the wheels individually or provides precise, millisecond-long surges of power to specific wheels in order to speed them up, allowing understeer and oversteer to be nipped in the bud. The electric motors on the front wheels can be activated individually, and a mechanical sport differential distributes the power at the rear. This high-precision torque vectoring system marks a new stage of evolution for the quattro drive – the e-tron quattro.

The Audi e-tron Spyder tips the scales at just 1,450 kilograms (3,197 lb); its low weight can be attributed primarily to the aluminum body constructed as per the Audi Space Frame (ASF) principle. The engine hood and numerous add-on parts are made of carbon fiber-reinforced polymer (CFRP). The axle load distribution is 50:50 – ideal for the dynamic concept.

The front suspension features a double-wishbone construction, with trapezoidal links made of forged aluminum at the rear. The setup is stiff, but offers adequate comfort. The rack-and-pinion steering has an electromechanical drive. The design study is fitted with 20-inch wheels; 245/30 tires up front and 265/30 tires at the rear ensure high lateral acceleration and powerful grip.

Standing just 1.11 meters (3.64 ft) tall, the showcar is 1.81 meters (5.94 ft) wide and has a wheelbase of 2.43 meters (7.97 ft). The progressive, delineated design makes it identifiable as an Audi at a mere glance. Its defining trait is the reduction to the essential – also true of the interior with its two lightweight bucket seats and the large, freely configurable display.

Along with the e-tron Spyder, Audi is sending an Audi Q5 hybrid quattro to Le Mans. The production SUV will go on sale before the end of 2011. Both cars will also be on display at the “Le Mans vers le futur” exhibit in the Racing Village next to the Audi Fan Area.

Honda and Nissan are also presenting their green racecars at the second annual Le Mans vers le Futur. Last week, Nissan announced that its all-electric LEAF NISMO RC will take place at the event, while Honda said it will show-off its CR-Z hybrid racecar.

quattro GmbH is currently building the first technology platform for the electric model at the Neckarsulm plant’s satellite site in Heilbronn-Biberach. Specially qualified employees are borrowing from the series production of the successful Audi R8 mid-engine sports car as they assemble the R8 e-tron at the development workshop.

The 122nd Annual General Meeting of AUDI AG in Neckarsulm gave business and product journalists their first opportunity to look inside the development workshop for the Audi R8 e-tron.

Systematic lightweight construction is one of the key preconditions for efficiency and range in electric vehicles. The Audi development engineers are therefore drawing on one of the company’s core competences for the R8 e-tron: The body is aluminum; thanks to Audi Space Frame technology (ASF), it weighs barely more than 200 kg (441 lb). The lightweight body is an important reason why the R8 e-tron weighs in at just 1,600 kg (3,527 lb).

Employees at the Pre-Production Center in Neckarsulm and quattro GmbH are currently building the first technology platforms for the electric car. “The successful production of our Audi R8 high-performance sports car has given the employees of quattro GmbH a high level of competence in the area of small production runs and sports car manufacture,” explains Managing Director Werner Frowein.

The aluminum body of the technology platform is being built in conditions very close to those for volume production in the body shop for the R8 mid-engine sports car. Specific assemblies for the electric model, such as the center tunnel, are being produced by the Pre-Production Center in Neckarsulm. The R8 e-tron also goes through the coating process with the volume model. The technology platform is then sent to the satellite site in Heilbronn-Biberach for final assembly. The production process is designed so that we can exploit synergy effects from R8 volume production.

For example, the sophisticated logistics concept that supplies the R8 factory with parts is also used for the body of the technology platform. Pre-picked components are delivered to the employees in “shopping baskets.” The parts are installed in the vehicles in a defined sequence in four cycles. Small-series production places great demands on our employees. This is why the development workshop is staffed with experienced employees who worked in R8 series production, where they gleaned key competence in small-series production.

They are trained in three stages – depending on their function and technical training – to work with the high-voltage technology. The basic level is sensitization for driving and working on high-voltage vehicles. The training then builds on this to qualify the workers as electronics experts for defined activities. Finally, the extended training as Certified Electronics Specialists for Automotive Technology provides the employees with the expertise required to perform the complete range of activities associated with high-voltage models.

AUDI AG is investing more than €5 billion in the two German sites at Ingolstadt and Neckarsulm between 2011 and 2015. A majority of this investment will flow into the development of new products and into future technologies such as electric and hybrid drive systems.

Carrying over much of the earlier A3 Sedan concept’s styling, the new A3 e-tron continues Audi’s plug-in vehicle line-up that started with the Audi e-tron unveiled at 2009 Frankfurt Show, than the smaller e-tron concept in Detroit last year, the R8 e-tron and the e-tron Spyder, and continued with the A1 e-tron.

Designed as a plug-in hybrid, the A3 e-tron concept is propelled by two power units – a 155-kW (211-hp) 1.4 TFSI four-cylinder engine with turbocharging and gasoline direct injection and an electric motor with an output of 20 kW (27 hp).

The system provides a combined output of 175 kW (238 hp). Working together, the gasoline engine and electric motor accelerate the notchback to 100 km/h (62.14 mph) in 6.8 seconds, then on to 231 km/h (143.54 mph). A regulated oil pump, the intelligent Audi thermal management system, a start-stop system and an energy recovery system – technologies from the brand’s modular efficiency platform – all contribute to this high efficiency.

At the heart of the A3 e-tron concept are the lithium-ion batteries located behind the rear seats. With a charge capacity of 12 kWh, they give the notchback a range of up to 54 km (34 miles) on electric power alone.

The batteries are charged by the standard energy recovery system when the car is in motion or directly from a household power socket when it is parked. This means that in most cases, the car is entirely emission-free in city driving.

A compact seven-speed S tronic serves as the transmission for the compact plug-in hybrid. It comprises two transmission structures, which are operated by two clutches. Gears are alternately shifted by the two clutches – at lightning speed, comfortably, and without any perceptible interruption of traction.

The Audi A3 e-tron concept is a four-seat notchback sedan. It measures 4.44 meters (14.57 ft) long and 1.84 meters (6.04 ft) wide, but just 1.39 meters (4.56 ft) high – proportions that underscore its dynamic character.

The design represents the typical Audi language of sporty elegance.

No word on when the A3 e-tron will hit the streets or how much it will be priced.

Audi A5 e-tron earns its “Quattro” moniker not with a conventional all-wheel-drive system, but with what Audi is calling an “electric rear axle”.

Although Audi did not release a whole deal of details regarding the new A5 e-tron, they did say it’s powered by the 2.0 TFSI engine, developing just over 200 hp, which works together with a 33 kW electric motor. This setup is only for the front axle of the Audi A5 e-tron.

The rear axle of the Audi A5 e-tron is powered by yet another electric motor, this one having an output of 60 kW (81 hp). With this architecture, the Audi A5 e-tron can be called an all-wheel-drive (quattro) hybrid vehicle. The a5 e-tron’s powertrain is completed by a four-speed R-Tronic transmission.

Audi claims overall fuel-economy to be in the 85 + mpg range (2.7 liters/100 km), and that the A5 e-tron Quattro can sprint to 60 mph in 5.9 seconds, on its way to a top speed in excess of 140 mph.

Once fully charged, an electric only driving range of 40 miles is possible at speeds of up to 62 mph (100 km/h).

Audi says the A5 e-tron is able to get up to 104 mpg in the combined cycle, , emitting just 64 g/km of CO2.

Audi engineers have had to make use of carbon fiber and aluminum parts to counteract the weight gain two electric motors to keep the curb weight around the same 1,600 kg (3,527 lbs) mark of the standard 2.0 TFSI A5 Quattro.

The new A5 e-tron continues Audi’s plug-in vehicle line-up that started with the Audi e-tron unveiled at 2009 Frankfurt Show, than the smaller e-tron concept in Detroit last year, the R8 e-tron and the e-tron Spyder, and continued with the A1 e-tron.

Audi is again extending its cooperation with Green City Energy: in 2009 this Munich-based company installed photovoltaic modules on an area of 11,600 square meters at the Ingolstadt plant. Audi has now made an additional 7,500 square meters of roof area available on the Audi A3 body construction building, with a peak output rating of 500 kilowatts.

Approximately 460 MWh of electricity can be obtained from this new installation, enough to satisfy the annual needs of around 180 households. The extension increases the total annual output from all the plant’s installations of this type to about 1,500 MWh, of which approximately one third is used directly where it is generated.

This is the first time that solar energy generated on site has been used directly in Audi’s electricity network. As well as the new battery charging stations for electric cars, other production facilities will also use this green electricity. By reducing transmission losses, consumption at the generating point makes a worthwhile contribution to energy generation according to climate-friendly principles.

Audi also uses solar energy at its second German production plant in Neckarsulm. The photovoltaic installation there is located on the roofs of several garage parking facilities, and generates more than 1,000 MWh of electrical energy annually.