With Audi already now sporting an A5 and S5 cabriolet in its lineup, it’s almost a no-brainer for them to release an RS5 cabriolet variant to battle it out with BMW‘s M3 convertible.

It looks like the RS5 Cabriolet may become a reality sooner than later too, as Carscoop has gotten their hands on Audi’s official trademark filings for the convertible RS5 sports car. The images show off the facelifted RS5 sans roof, featuring seating for four and looks to sport the same soft top the current A5 and S5 convertibles have.

It will also be no secret what will be under the hood of the RS5 Cabriolet, with Audi pretty much confirming that it’ll be powered by the same 4.2L V8 with 450-hp and 317 lb-ft of torque. The engine is mated to Audi’s seven-speed S-tronic dual-clutch transmission and quattro all-wheel drive system, just like the RS5 coupe.

GALLERY: Audi RS5 Cabriolet

[Source: Carscoop]

Audi is exploring the possibility of bringing more RS models to the American market, after years of on-and-off importation of select vehicles like the RS4 and RS6.

Both the TT-RS and RS5 are slated to be introduced for the 2012 model year, and the vehicles will be priced well above even the most expensive TT and A5 models. Like BMW’s M cars, the the RS models are sold in low volumes but are relatively high margin vehicles for Audi. The average transaction price for Audi vehicles has risen steadily since January of 2010, while rivals Mercedes-Benz and BMW have seen theirs fall (though their transaction prices are still higher overall)

Peter Scwarzenbauer, Audi’s U.S. sales head, suggested that future RS products could make their way to America, but declined to specify what was in the pipeline.

[Source: Left Lane News]

Audi will make the final decision to build the beautiful Quattro concept in six months. But in the meanwhile, they’re pushing ahead with further developing it…you know, just in case.

The company first mentioned that they would decide whether or not to produce the Quattro in two or three months. But now, the decision has been delayed even further—Audi is finding difficulty in justifying it in this current market, given the tenuous balance between price and performance targets.

The car would be built in low volumes, and would be difficult to turn a profit on; after all, sports coupes are never high sellers, appealing more to enthusiasts than corporate accountants. All of the body panels are completely unique, and its platform would have to be heavily modifed from the RS5 as a possibility. Even after Audi makes a decision in six months, the company says it would still be three years before production starts, just to get everything right.

The fact that Audi is still working on readying the Quattro concept, which cost an estimated $5.2 million to build, means that those within the company are very keen to see it on the road. Not at that price, of course. Other performance targets they are considering include a curb weight of just around 2800lbs, mimicking the original rally-storming Quattro coupe. The turbocharged inline-five engine from the TT-RS will be used, pumping out 400 horsepower and 354 lb/ft of torque.

And given the overwhelming response, Audi could certainly keep enthusiast momentum going by tantalizing them with rumors of production—only so many of us can afford an R8.

[Source: Motor Trend]

Despite costing over $500 million dollars to get it into production, VW Group CEO Martin Winterkorn favors putting the Audi Quattro Concept into limited production, as a sort of halo vehicle for the brand.

In an interview with Motor Trend, Winterkorn stated his desire to produce the Quattro, which would be based on the same platform as the Audi RS5, and has already endured 3 years of development work. The biggest difference between the existing RS5 and the Quattro is their respective weights – the RS5 weighs around 3800 pounds, while the Quattro is expected to weigh 2900. The lightweight body and 5-cylinder powertrain help shed pounds and bring the car much closer to the 1980′s Audi Quattro than the more luxurious RS5.

[Source: Motor Trend]

While we’re still anxiously awaiting the release of Audi‘s RS5 in America, tuners in Germany have already gotten their hands dirty with the car and finding gobs of horsepower with very little effort. While the stock 450-hp figure already seems potent enough, especially given how beautiful the RS5′s styling is, SKN has already taken the 4.2-liter V8 past 500-hp with a simple ECU re-tune and Milltek Hockenheim Edition exhaust system.

Actual horsepower figures and pricing hasn’t been released by SKN yet, just that they’re already finding the real potential of the RS5. Suspension wise they lowered the car on a set of Bilstein PSS10 coilovers and mated a set of 20-inch BBS CH-R wheels onto each corner. The 20×10.5-inch wheels are wrapped with Pirelli P-Zero rubber in a 285/30/20 size.

It’ll be a little bit longer until we’ll see the RS5 in America, and with the price tag it comes with it’ll be interesting to see how popular it’ll become. But there’s no question that we should be seeing plenty more from the aftermarket for Audi’s new player in the sports coupe segment.

GALLERY: SKN-Tuned Audi RS5

[Source: Automarket.ro]

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Audi has just unleashed a massive new gallery of photos showing the new RS5 in all its stunning glory – and in several different colors. Taking the already steamy A5/S5 design to an all new level we think you’ll agree that absolutely every one of these pics is worth a look.

And soon you’ll be able to appreciate the car up close (if you’re lucky) with recent reports that the RS5 will be offered in North America. The RS5 takes every aspect of the already amazing S5 and ups the ante with a 450-hp 5.2-liter V8, 19-inch wheels, a lowered suspension and massive brakes. Combined with Audi’s S-tronic dual-clutch 7-speed transmission, quattro all-wheel drive and a 3,803 lb curb weight the RS5 can accelerate to 62 mph in 4.6 seconds. There’s also Audi’s drive-select program to control different levels of throttle response, steering, transmission gear changes, the sport differential and even the exhaust system.

Other highlights include an electronic limited slip differential, that slows the inside wheel in a turn when wheel spin is detected. Plus, an optional sport differential will be made available, distributing power between the rear wheels. The RS5 even features Audi’s new crown-gear differential, which allows for up to 70 percent of the power to be distributed to the front wheels, or as much as 85 percent to the rear wheels.

GALLERY: Audi RS5

With sale of the Audi RS4 ceasing several years ago, North America has been wanting for a high-performance Audi for some time and, finally, that drought is about to end. According to a report by Car & Driver, Audi CEO Rupert Stadler has confirmed the recently unveiled RS5 will be sold in North America.

The RS5 takes every aspect of the already amazing S5 and ups the ante with a 450-hp 5.2-liter V8, 19-inch wheels, a lowered suspension and massive brakes. Combined with Audi’s S-tronic dual-clutch 7-speed transmission, quattro all-wheel drive and a 3,803 lb curb weight the RS5 can accelerate to 62 mph in 4.6 seconds. There’s also Audi’s drive-select program to control different levels of throttle response, steering, transmission gear changes, the sport differential and even the exhaust system.

Other highlights include an electronic limited slip differential, that slows the inside wheel in a turn when wheel spin is detected. Plus, an optional sport differential will be made available, distributing power between the rear wheels. The RS5 even features Audi’s new crown-gear differential, which allows for up to 70 percent of the power to be distributed to the front wheels, or as much as 85 percent to the rear wheels.

The RS5 should go on sale later this year as a 2011 model and C&D estimates pricing around that of the M3 – although we have to think it will be a good chunk more expensive than the Bimmer.

When it does arrive, the RS5 might not be the only RS model in North America with several reports indicating the TT-RS will make its way across the pond (to Canada at least).

GALLERY: Audi RS5

[Source: Car & Driver]

Easily one of our to picks at this year’s Geneva Auto Show is Audi’s RS5 sports coupe. Based on the already stunning A5/S5, it is powered by the same 4.2-liter V8 found in the RS4 or R8, but output has been upped to a total of 450-hp at 8250 rpm, while maximum torque of 317 ft-lbs is available from 4000 to 6000 rpm. Combined with Audi’s S-tronic dual-clutch 7-speed transmission, quattro all-wheel drive and a 3,803 lb curb weight the RS5 can accelerate to 62 mph in 4.6 seconds – which isn’t quite as exciting as we might expect for a 450-hp car.

Featured for the first time on the RS5 is Audi’s new crown-gear differential, which allows for up to 70 percent of the power to be distributed to the front wheels, or as much as 85 percent to the rear wheels. Under normal operation, the RS5 has a 40:60 rear-bias. In addition, the RS5 features an electronic limited slip differential, that slows the inside wheel in a turn when wheel spin is detected. Plus, an optional sport differential will be made available, distributing power between the rear wheels.

The RS5 sits 0.79 inches lower than the A5 and comes standard with 19-inch wheels (20s are optional). Other highlights include 14.37-inch, 8-piston front brakes, as well as optional carbon-fiber brake discs. There’s also Audi’s drive-select program to control different levels of throttle response, steering, transmission gear changes, the sport differential and even the exhaust system. As for the big rear spoiler, it pops up at speeds above 74 mph and automatically retracts at 50 mph.

Take a gander through our gallery below and leave us your envious thoughts.

GALLERY: Audi RS5

After photos of the car leaked over the weekend, Audi has now confirmed that the RS5 will in fact debut at the Geneva Auto Show on March 2nd and, as we suggested, it will be powered by a 4.2-liter V8. Power is rated at 450-hp at 8250 rpm, while maximum torque of 317 ft-lbs is available from 4000 to 6000 rpm. Combined with Audi’s S-tronic dual-clutch 7-speed transmission, quattro all-wheel drive and a 3,803 lb curb weight the RS5 can accelerate to 62 mph in 4.6 seconds – which isn’t quite as exciting as we might expect for a 450-hp car.

Featured for the first time on the RS5 is Audi’s new crown-gear differential, which allows for up to 70 percent of the power to be distributed to the front wheels, or as much as 85 percent to the rear wheels. Under normal operation, the RS5 has a 40:60 rear-bias. In addition, the RS5 features an electronic limited slip differential, that slows the inside wheel in a turn when wheel spin is detected. Plus, an optional sport differential will be made available, distributing power between the rear wheels.

The RS5 sits 0.79 inches lower than the A5 and comes standard with 19-inch wheels (20s are optional). Other highlights include 14.37-inch, 8-piston front brakes, as well as optional carbon-fiber brake discs. There’s also Audi’s drive-select program to control different levels of throttle response, steering, transmission gear changes, the sport differential and even the exhaust system. As for the big rear spoiler, it pops up at speeds above 74 mph and automatically retracts at 50 mph.

Click here for AutoGuide’s live 2010 Geneva Auto Show coverage starting Monday, March 1st.

GALLERY: Audi RS5

Rear more about the RS5 below:

PRESS RELEASE

Audi to present the RS 5 in Geneva

- Coupé with 331 kW (450 PS) high-revving V8 engine
- RS 5 also efficient – 10.8 liters per 100 km (21.78 US mpg)
- Newly-developed center differential for quattro drivetrain

INGOLSTADT, Germany, Feb 22, 2010  -  Unbridled power lurking in a classically elegant coupé: the Audi RS 5 will debut at the Geneva Auto Show. The high-revving 4.2-liter V8 with its 331 kW (450 hp) unleashes powerful performance while achieving remarkable fuel economy. The seven-speed S tronic and an innovative center differential in the quattro drivetrain transmit power to all four wheels.

Developed by quattro GmbH, the RS models comprise the dynamic spearhead of Audi‘s model range. The RS 5 is the latest torchbearer in a tradition dating back over 15 years to the RS 2 Avant: superior handling in the mid-size class.

A close relative of the V10 which powers the high-performance R8 sports car, the high-revving V8 engine delivers its output from a displacement of 4,163 cm3. Like nearly every Audi gasoline engine, this one also operates via direct fuel injection known by the abbreviation FSI. This same technology has propelled the Audi R8 racing car to four triumphs at the classic endurance race in Le Mans. The common-rail system generates up to 120 bars of pressure.

Intensive fine-tuning of the dual-branch intake and exhaust system allows the undersquare engine to breathe freely; four adjustable camshafts and tumble flaps in the intake manifold facilitate mixture formation. The 4.2 FSI provides imposing torque and is right at home even at high revs – almost like a race engine. The engine delivers 331 kW (450 hp) at 8,250 rpm and – between 4,000 and 6,000 rpm – transmits a maximum of 430 Nm (317.15 lb-ft) of torque.

The vigorous strength, the spontaneous responsiveness, the joyful high-revving, and the throaty, sonorous music: this V8 produced by hand at Audi stunningly combines the essence of power and emotion. The 4.2 FSI propels the coupé’s 1,725 kilograms (3,802.97 pounds) in 4.6 seconds from 0 to 100 km/h (0 to 62.14 mph) to an electronically governed top speed of 250 km/h (155.34 mph). Audi can increase that to 280 km/h (173.98 mph) upon request.

Impressive efficiency: just 10.8 liters of fuel per 100 km
Efficiency is standard in every Audi; the RS 5 is no exception. The ultra-powerful eight-cylinder engine averages 10.8 liters of fuel per 100 kilometers (21.78 miles US mpg) – far less than its main competitors. This impressive figure is due in part to the technologies from the Audi modular efficiency platform. The engine and the entire drivetrain have been optimized to minimize friction, the oil pump operates on demand, and an energy-recovery system conserves energy during coasting and braking.

The standard seven-speed S tronic in the RS 5 – with its high efficiency ratio and its high-geared top speed – also enhances efficiency. It consists of two clutches and two subsidiary transmissions. Both subsidiary transmissions are continuously active, but only one is powered at any given time by the engine. Gears are alternately shifted by the two clutches – at lightning speed, smoothly, and almost imperceptibly.

The seven-speed S tronic, which was specially reinforced to accommodate the high-revving V8, can operate in fully automatic mode – or the driver can shift via the innovative selector lever or shift paddles on the steering wheel. By means of the standard Audi drive select, the driver can switch in automatic mode among three different options: auto, comfort, and dynamic. In the launch control program, the seven-speed S tronic ensures flawless acceleration from a standstill – at full power and with minimal tire slip.

New quattro technology: the crown-gear differential
Like all RS models, the RS 5 also applies its power to the road with quattro permanent all-wheel drive. As for the center differential, which regulates power distribution between the front and rear axles, Audi – the leading all-wheel-drive brand – unveils the next generation: a crown-gear differential.

The self-locking crown-gear center differential is compact and lightweight – and attains a high efficiency ratio.

Thanks to its package of plates, the differential can widely vary the distribution of torque between the front and rear axles. If necessary, up to 70 percent can flow to the front or as much as 85 percent toward the tail end. The 40:60 ratio of the standard rear-biased configuration ensures sporty handling.

This new differential operates in conjunction with electronic torque vectoring, which affects all four wheels. If one of the inside wheels becomes imbalanced while the vehicle is at its operational limits, then the system slightly decelerates the wheel to obviate wheel spin. This results in terrific traction on the one hand while generating a yaw moment which aids cornering.

As a perfect complement to the new quattro drivetrain, Audi can optionally position the sport differential at the rear axle. It actively distributes torque between the rear wheels in order to further boost stability and grip at the vehicle’s limits of handling. The electronic management of the RS 5 sport differential was designed to be uncompromisingly dynamic.

With regard to the springs, shock absorbers, elastokinematics, and the anti-roll bars, the RS 5 chassis exhibits a sporty configuration and renders the body 20 millimeters (0.79 inches) lower than that of the Audi A5. The 19-inch alloy wheels fitted with 265/35 tires are standard. They are executed in an exclusive 5-arm structure design. The RS 5 optionally comes with 20-inch wheels and 275/30 tires. Winter wheels featuring the same dimensions are available; the 19-inch wheel is suitable for snow chains.

The brake system employs powerful and internally ventilated discs, which measure 365 millimeters (14.37 inches) in diameter at the front axle. In order to maximize the dissipation of heat, the steel friction rings are perforated and connected by pins to the aluminum brake discs. The high-gloss black brake calipers bearing RS logos are likewise made of aluminum; the front calipers are fitted with eight pistons each. Audi can optionally fit the front axle with ceramic carbon-fiber brake discs measuring 380 millimeters (14.96 inches) in diameter. They are extremely lightweight, strong, and durable. The electronic stabilization program (ESP) integrates a sport mode and can be switched off entirely.

Even more dynamics: Audi drive select
The speed-dependent servotronic steering in the RS 5 is especially taut. The standard Audi drive select (a vehicle-dynamics control system) allows the driver to switch among three modes of operation – comfort, auto, and dynamic – to adjust steering, the seven-speed S tronic, the sport differential, the engine, and the exhaust system. And if the car is equipped with the MMI navigation system, a fourth mode allows the driver to customize their own profile.

As regards the engine, Audi drive select controls the exhaust system’s two throttle valves and the sound flaps; when they open, the rich sound becomes even more resonant. Along with the sport differential, dynamic steering is another optional component of Audi drive select. Dynamic steering adjusts the steering ratio to a vehicle’s speed – directly for maneuvering at low speeds and indirectly for traveling at highway speeds. At the vehicle’s cornering limits, it automatically ensures smooth handling via minor corrective actions.

The RS 5 exudes an athletic and powerful identity; its classically beautiful coupé styling dazzles with new and clear-cut accents. Its single-frame grille bears a shiny charcoal-gray rhombus-pattern grid. Xenon plus headlights boasting a sweeping strip of LED daytime running lights are standard. The oversized air inlets for the engine, front brakes, and the radiators are bordered by striking contours. The newly designed bumper tapers downward into a splitter.

The flared fenders with the crisp horizontal upper edges are reminiscent of a classic Audi: namely, the all-wheel-drive pioneer Audi quattro, which itself debuted at the Geneva Auto Show 30 years ago. The side sills bear angular caps; the trim strips on the single-frame grille and near the side windows as well as the outside mirrors’ covers feature a matt aluminum look. Eight different paint finishes are available.

The tail end is dominated by two oval exhaust pipes integrated within the bumper. A large diffuser protrudes prominently upward. The spoiler in the tailgate automatically extends at a speed of 120 km/h (74.56 mph) and retracts at 80 km/h (49.71 mph).

The extensively clad underbody of the RS 5 integrates air vents for the seven-speed S tronic and the front brakes. At highway speeds, the aerodynamic characteristics of the RS 5 generate downforce to further enhance stability.

Dynamic elegance: the interior
The vehicle’s dynamically elegant styling extends to the interior. Sports seats with pronounced side sections and integrated head restraints are standard. They are electrically adjustable and feature a leather/Alcantara combination. Alternatives include bucket seats with more prominent contours and folding backrests or ventilated and luxuriously upholstered climate-controlled comfort seats.

The steering wheel has a substantial rim and is covered with perforated leather. The instruments have black gauges and white lettering with distinctive scaling. When the ignition is switched on, the red needles briefly rise high and then drop back down. The driver information system integrates a lap timer for recording circuit times and an oil-temperature gauge. Just like the optional MMI navigation systems’ monitor, it displays an RS greeting upon ignition.

The interior is black and the decorative inlays are made of carbon fiber. A fascia in the instrument panel features a piano finish. The pedals, the footrests, and the optional MMI navigation systems’ control buttons gleam thanks to their aluminum look. Moreover, the door handles consist of two slim strips – typical of Audi RS models. Aluminum inserts adorn the door sill trims and RS 5 logos lend dynamic highlights to the interior.

Upon request, truly exclusive features such as decorative inlays with a dark, stainless-steel mesh look, a black piano finish or brushed aluminum are available. Or seat upholstery featuring special leathers and colors as well as silver headlining. In addition, the Audi exclusive RS program offers options such as suede-covered controls and floor mats bearing RS 5 logos.

A Carbon design package is available for the engine compartment and, for the vehicle body, there are styling packages in black or matt aluminum look. And the acoustically bold Sport exhaust system – also with a sound flap – has black tailpipe trims.

Sales of the Audi RS 5 will begin in the spring. Its basic price will be approximately 77,700 euros.

Ahead of its official debut at the Geneva Auto Show next month, a complete brochure for the Audi RS5 has leaked online showing the muscular coupe in all its bright red glory. Looking at the photos it’s clear that the RS5 will follow in the tire treads of the RS4 and RS6, delivering massive amounts of power in a low-slung, fender-bulging package.

What the leaked brochure doesn’t give us, is the important info – like what engine is under the hood and how much horsepower it makes. Some have speculated it could use the RS6′s V10, while others suggest the S4′s Supercharged V6. We have reason to believe the RS5 is more likely to be powered by the RS4′s high-revving 420-hp V8, as suggested by the single tachometer photo which shows a redline at above the 8000 rpm mark – just like on the RS4.

We have to think this RS5 could focus more on light-weight than horsepower. After all, last year Audi did release info on an A5 using an aluminum (rather than steel) frame, along with a carbon fiber hood and trunk, that weighed just 2,888 lbs.

We’ll keep you updated, with live coverage of the Geneva Auto Show starting March 2nd.

Click here for AutoGuide’s live 2010 Geneva Auto Show coverage starting Monday, March 1st.

GALLERY: Audi RS5

[Source: Ausmotive]

Audi is stoking the fires of speculation about a high performance RS5 Quattro Coupe model by releasing info of a new light weight A5 prototype. Thanks to an aluminum (rather than steel) frame, along with a carbon fiber hood and trunk, the Aluminum A5 prototype weights just 2,888 lbs. That is a total of 242 lbs less than even the 2.0T model.

Audi has said that there are no immediate plans to build an aluminum A5 – due mostly to the significant cost in producing such a model.

For several months now, Audi has been reported to be building a light-weight high performance model along the lines of a RS5, but with a focus on being more like the original Quattro Coupe. Presumably, such a model would use this aluminum chassis, along with these carbon fiber components (and maybe more) along with the TT-RS’s 340hp turbocharged 2.5-liter 5-cylinder engine.

Official release after the jump:

ALUMINIUM A5 COUPE PROTOTYPE SHOWS THE LIGHTER SIDE OF AUDI

Lightweight construction pioneer highlights its technological lead

Dynamic and efficient: Audi – pioneer of lightweight design for enhanced performance and optimised efficiency
Aluminium-bodied A5 prototype aids development of the ASF concept
Over 550,000 Audi models with an aluminium body since 1994
New materials and technologies for the cars of tomorrow

A lightweight Audi A5 Coupe prototype has jettisoned over 100kg by swapping steel for advanced aluminium and carbon fibre construction in the interest of fuel economy, emissions reduction and handling agility. The A5 project is the latest example of the pioneering work undertaken by the Vorsprung durch Technik brand to extend efficiency optimisation measures well beyond the engine bay.

Taking an existing steel-bodied production car as its basis, the A5 project car clearly demonstrates the benefits of the aluminium Audi Space Frame (ASF) concept with which Audi broke new ground 15 years ago, and which test beds of this kind help to evolve and improve. Use of the ASF principle reduces the weight of a car body by at least 40 per cent compared with conventional steel construction, and this shows in a kerb weight of 1,310kg for the aluminium A5 prototype, versus a total of 1,420kg for the equivalent steel-bodied series production model.

Thanks to the significant weight loss, achieved by mounting aluminium and carbon fibre-reinforced plastics onto the aluminium Audi Space Frame (ASF), the A5 prototype is able to use a four-cylinder engine with its attendant economy and emissions advantages to deliver the performance of a higher output V6.

With the acclaimed 2.0-litre, 211PS Turbo FSI engine, the A5 achieves a power-to-weight ratio of 161PS per tonne. For comparison, the ‘standard’ A5 3.2 FSI V6 quattro with 265PS, which tips the scales at 1,540kg, shades it only by a fraction at 172PS per tonne.

The lightweight design of the test car not only enables a smaller engine to supplement a larger one with no impact on performance and gains in economy and emissions, but also has a knock-on effect on ancillaries such as the brakes and transmission, which can also be reduced in size and weight. It also enables the car to change direction noticeably more keenly and nimbly and, thanks to the reduction in unsprung weight, to ride with even more refinement.

15 years of lightweight construction experience
Over the past 15 years, Audi has employed the ASF principle in two generations of A8 luxury saloon, in the hyper-efficient, ahead-of-its-time A2 compact hatchback and in the celebrated R8 super car. ASF has also been re-interpreted in the creation of the latest TT Coupe and Roadster, which feature advanced steel and aluminium ‘hybrid’ construction that allows for outstanding weight distribution.

“One of our most enduring aims for the future is to reverse the weight spiral,” says Michael Dick, Member of the Board of Management of AUDI AG responsible for Technical Development. “Lightweight design is the foundation of our entire approach to improving efficiency.”

Lightweight design is a strategic responsibility at Audi. It makes a significant contribution to dynamic potential and efficiency, helping to conserve resources and reduce operating costs. The electric drives of the future will add additional weight to the car and will initially only offer a limited range, making systematic lightweight design all the more important.

ASF: the reversal of the weight spiral
The reversal of the weight spiral that Audi initiated with the ASF principle which began with the Audi A8 of 1993 has major efficiency advantages. Every 100kg saved reduces fuel consumption by 0.3 to 0.5 litres per 100 kilometres, corresponding to a reduction of 8 to 11 grams of CO2 per kilometre. A lighter body is also the starting point for weight reductions on other parts of the car, such as the chassis or the fuel tank.

Meanwhile lightweight bodies are an absolute prerequisite for the electric drive systems of the future with their heavy batteries. The performance and range expected by customers cannot be achieved without them.

Audi has already built more than 550,000 vehicles with an aluminium body. Added to this are roughly 9,000 Lamborghinis – no other manufacturer in the world can even come close in terms of the number of vehicles or their diversity.

The ASF technology is an unparalleled success story. Audi has increased its lead step by step: in alloys, in the reduction of the number of parts and in production efficiency. Numerous innovations in development and production have raised the level of automation from 25 to over 80 percent, which is nearly on par with steel body construction.

In fabrication, traditional spot welding is being replaced by joining methods developed by Audi, including punch riveting, bonding or laser-MIG hybrid welding. In the TT and the R8, self-tapping screws are used to join many of the components. Another innovation is the laser-welded invisible seam on the roof of the TT.

A8, R8, TT and TT Roadster: the state of the art
The second generation of the A8 and the R8, TT Coupé and TT Roadster sports cars document the current state of the ASF technology. The superstructure of the current A8 weighs 218kg while the aluminium body of the R8, whose co-supporting engine frame is made of ultra light magnesium, tips the scales at 210 kg.

The TT Coupé and Roadster bodies weigh 206 kg and 251 kg respectively while the TT “family” also features an additional innovation. To ideally balance the axle loads between the front and back, Audi developed an innovative hybrid construction for its compact sports cars: Most of the body is made of aluminium, but steel is used in the rear.

Depending on the model, the kerb weight of the TT has been reduced by between 20 and 90 kg compared to the previous model which had an all-steel body. At the same time, the static torsional rigidity of the Coupé increased by 50 percent and that of the Roadster by an even more impressive 100 per cent.

The ASF provides the foundation for precise handling and a high level of passive safety. A lighter car has to dissipate less kinetic energy and is also does less damage to others involved in an accident. The lightweight design combines chassis responsiveness and efficiency in typical Audi fashion.

Foundations were laid almost 100 years ago
NSU built the Type 8/24, featuring a body made entirely of aluminium, in 1913, and 10 years later, the Audi Type K wore an experimental streamlined skin of this same material. In the 1930s, specialists from the Racing department of Auto Union manufactured aluminium panels by hand and used them to build the bodies and streamlining panels for their spectacular racing cars and land speed record cars.

Lightweight design advanced to the level of a strategic project at Audi in 1982 to invent a self-supporting body with a material roughly two-thirds lighter than conventional steel and also with a new geometry tailored to this material – the Audi Space Frame.

In 1985, Audi presented the body of an Audi 100 made of aluminium but still using a conventional monocoque design. The legendary concept sports cars of 1991, the Audi Avus quattro and the Audi quattro Spyder, had skins of the light metal but underneath were still supporting frames.

The new technology was ready for series production in 1993. A shining silver showcar with an unpainted body of polished aluminium was on display at the Frankfurt Motor Show. The predecessor to the A8 bore the designation ASF, the abbreviation for Audi Space Frame. The production model that debuted the following year was a milestone – the first large-volume production car with a self-supporting aluminium body.

The A8 paved the way for Audi into the premium league and it also sparked new developments for the traditional material of steel. The principle embodied by the first A8 still applies today: Die castings and extruded sections form a framework-like skeleton that incorporates aluminium panels as co-supporting elements. The components with their various cross-sections and shapes combine optimal function with low weight.

The Aluminium and Lightweight Design Centre
Audi established a special Aluminium Centre in Neckarsulm for development, production planning and quality assurance in 1994. The Aluminium and Lightweight Design Centre experiments with high-strength steels, tailored blanks, fibre-reinforced plastics and magnesium.

Heinrich Timm, the Head of the Aluminium and Lightweight Design Centre, says: “Aluminium remains the primary material, but we are intensively investigating the other materials, with our primary focus on fibre-reinforced composites.”

The lessons learned at the Aluminium and Lightweight Design Centre innovation foundry, which employs 150, have already served as the basis for a three-digit number of patents in development and production – a balance they can be proud of. The European Patent Office named Audi “European Inventor of the Year 2008″ for its achievements with the ASF technology.

Lightweight design in the rest of the vehicle
Audi also makes systematic use of lightweight design in the drive chain and the chassis. Many engines uses aluminium and vermicular graphite cast iron, which is the result of a high-tech production process, to reduce the weight of the crankcase. Many models have chassis with predominately aluminium parts.

Carbon fibre-ceramic brake discs are available as an option in the high-performance models. Other highlights of lightweight design include brake callipers, bonnets and boot lids, side panels or cover components made of aluminium and steering wheel rims or instrument panel mounts made of magnesium.

Experience from the world of motor sports flows back into the development work – the reduction and distribution of weight are extremely important for Audi’s pioneering diesel-engined Le Mans sports-prototypes and its DTM (touring) cars. The race cars provide the production development engineers with important information about carbon and its combination with metal.

Research continues into new materials and alloys, with the focus on minimal weight with maximum durability as well as design and fabrication compatible with the materials.