motorsport & production magazine - audi a5 dtm (english, 2012)
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quattrolightweightTechnology transfer
c
artCarbon
Carbon
Monocoquetop
A5ultra
DTM
RS 5
Winners
ety
V8
Teamwork
MediaInfo
Motorsport and ProductionAudi A5 DTM
ductiond
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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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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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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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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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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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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.
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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
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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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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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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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