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Now is the moment: get going with a career! Around 420 apprentices and 23 dual study undergraduates are starting their professional careers today at Audi in Ingolstadt.

 

The brand with the four rings has been training its career entrants in a total of 18 vocational fields for more than 70 years in Ingolstadt. The first day for the newcomers this year is quite a departure from the usual routine, however. The various vocational groups are being received at the Training Center at different times – “coronavirus-ready” – and brought to the respective group rooms. They are being welcomed there via video by Board of Management Member for Human Resources Sabine Maaßen and by Chairman of the Works Council Peter Mosch, as well as by the older apprentices at Audi, among others. This procedure ensures sufficient distance is maintained between the groups.

“It is especially important to us to guarantee our new apprentices the best possible start in a future-focused apprenticeship, despite the challenging situation,” said Christoph Hermreck, Head of Vocational Training Coordination. Digital learning tools also play a central role: “We’ve already gained a lot of experience in this area through the conversion to digital platforms and virtual learning. The new generation of apprentices is benefiting from this.” Peter Mosch underscores that: “Only a solid and modern apprenticeship can prepare the skilled employees of tomorrow for the challenges of the future in the best possible way. And we are providing our young Audi employees with exactly that kind of training.” 

With dual vocational education, the brand with the four rings is offering practical training in future-oriented skills related to connected automobiles and systems, data management, and modern communication systems. Apprentices acquire practical know-how in the Training Center or at learning stations while also being equipped with theoretical knowledge at the vocational school. A new feature this year is the commercial apprenticeship in the area of digitalization management, a broadening of the apprenticeship for former IT management assistants. As an interface function between IT and specialist area, the focus here is also on the digital development of business models and on the topics of data protection and security. Audi is thus adapting its vocational training to the digitalization process within the company and is training specialists in relevant areas at an early stage. For the first time, a paramedic is also being trained. Another offer in the apprenticeship range is the possibility of additional qualification in various vocational fields including digital networking or additive manufacturing (3D printing). These are completed with an additional Chamber of Industry and Commerce (IHK) examination.

In addition to vocational training, the company also offers the dual study program “Audi dual.” In this case, in addition to the theoretical course content, the program also includes practical assignments within the company. “A dual course of study provides a practice-oriented head start into the incredibly wide-ranging careers in our company,” says Marco Reich, Head of Coordination for Dual Courses of Study. The trend towards IT and digitalization, alongside the technical subject of mechanical engineering, can also be seen in the fields of study being offered. The automobile manufacturer is cooperating to this end with the Technical University of Ingolstadt and the Technical University of Munich. 

After successful completion, the automotive company guarantees students and apprentices a permanent position.

 Article source: www.audi-mediacenter.com

Four years ago, Audi put a trendsetter on the road with the Q2, and it was a huge success. Now the compact SUV is showcasing its progressive character even more clearly – with an even more striking profile with new headlights on the outside and additional Audi connect services and driver assist systems on the inside. The Audi Q2 is a real eye-catcher – and now it is even more fun to drive.

 

The principle of polygons: the exterior design
The Audi Q2 is a robust all-rounder for everyday use and leisure whose character is reflected in its body line: They are sporty, elongated, and powerful at the same time, and the corners and edges give the compact SUV a confident appearance. As a result of its revision, the Q2 has become a few millimeters longer, now measuring 4.21 meters (13.8 ft), while the width (1.79 meters (5.9 ft)) and height (1.54 meters (5.1 ft)) have remained the same. The drag coefficient of 0.31 (with sport suspension) is a top-of-the-range value in the segment.

The designers have now applied the motif of the polygon, which already characterized the front and shoulder line, to the rear end as well. The bumper has an integrated diffuser insert with large five-sided polygons. The front has also been modified, with the surfaces below the headlights emerging in a more striking manner. The octagonal Singleframe is slightly lower, making the front section appear wider. Its insert also interprets the polygon motif. The advanced and S line equipment lines feature narrow slits between the radiator grille and the hood that are reminiscent of the Audi Sport quattro, an icon of the brand. The large implied air inlets also appear even more expressive, especially in the S line. 

Upon the customer’s request: LED or Matrix LED headlights
LED headlights now come as standard in the Audi Q2, and Matrix LED headlights are available as an option. Seven individual LEDs seated in a shared module produce an intelligently controlled high beam light. It always illuminates the road as brightly as possible without blinding other road users. Ten light-emitting diodes installed behind rhomboid optical components generate the daytime running light, while seven further LEDs generate the dynamic turn signal light in addition.

For the reversing lights, customers can choose between two LED versions – with or without dynamic turn signal. If the Matrix LED headlights are on board, the dynamic turn signal comes as standard at the rear end as well. In addition, the headlights and rear lights draw attention to the new Q2 with light sequencing when the car is locked and unlocked. 

The color palette of the compact SUV contains five new colors: Apple green is celebrating its premiere with Audi, and Manhattan gray, Navarra blue, arrow gray, and turbo blue are new with the Q2. The blades on the C-pillars are painted in vehicle color or kept in black, gray, and silver shades, depending on the equipment line. There is a choice of three versions for the attachments in the lower section of the body: Pitted black in the basic version, Manhattan gray in the advanced line, and vehicle color in the S line.

New package strategy: interior and equipment
The spacious interior of the Audi Q2 accommodates five passengers. The interior design echoes the taut design language of their exterior. The air vents and the gear lever knob, or selector lever of the S tronic, have a new look. Q2 customers can order the interior S line instead of the basic variant, and both interior versions can be combined freely with the three exterior variants. With the optional ambient lighting package plus, the trim strip on the instrument panel and the knee pads on the center console feature elegant backlighting.

The Dinamica microfiber material is a new addition to the range and will replace the Alcantara material. Audi has bundled all upholstery and colors into seven packages, four of which are assigned to the basic interior, while the other three are assigned to the interior S line. The optional equipment is also bundled into packages, as this provides a better overview of the extensive range during configuration. Whether it is climate control, comfort, function, interior, infotainment, or assist systems: All packages have been compiled such that they accommodate the customers’ wishes. Audi will roll out this strategy in all model series in the future and adjust them to the respective preferences in the important global markets. 

The optional equipment of the Q2 includes sport seats with pronounced side bolsters, a height-adjustable front passenger seat, two-zone automatic air conditioning, and auxiliary heating. The luggage compartment of the compact SUV can handle an unchanged 405 liters (14.3 cu ft), expanding to 1,050 liters (37.1 cu ft) when the rear seat backs are folded down. A power tailgate and a trailer hitch are available as options. 

Digital world: operation, displays, infotainment, and Audi connect
The range in terms of operation and displays is also structured in several levels. It extends from an analog instrument cluster and the MMI radio plus with DAB+ to the Audi virtual cockpit with a 12.3-inch diagonal and MMI navigation plus with an 8.3-inch display. It is operated via a rotary pushbutton on the center tunnel console (MMI touch) or via a natural language voice control system. Modules such as the Audi phone box in two versions round off the hardware program. The Bang & Olufsen Premium Sound System, which drives 14 loudspeakers with an output of 705 watts, is unique in the small SUV segment.

MMI navigation plus includes an LTE module for fast data transmission and a Wi-Fi hotspot, which the passengers can use to connect their mobile devices. The top infotainment system introduces the Audi connect services into the Q2, including online traffic information. The services of Audi connect emergency call & service and Audi connect remote & control are new additions. They allow the owner to lock the vehicle remotely or check the fuel fill level and range, for example. To do this, the owner can use the free myAudi app on their smartphone. Customers who wish to deactivate the transfer of data can activate the new privacy mode in the MMI system.

Five powerful drives: three TFSI and two TDI engines
The Audi Q2 is being launched on the German market with a powerful gasoline engine: The 1.5 TFSI outputs 110 kW (150 PS) and produces 250 Nm (184.4 lb-ft) of torque. In the NEDC cycle, the refined four-cylinder engine consumes just 5.4–5.1 liters of fuel per 100 kilometers (43.6–46.1 US mpg), corresponding to CO2 emissions of 124–116 grams of CO2per kilometer (199.6–186.7 g/mi). At low loads and engine speeds, its efficiency system, cylinder on demand (COD), temporarily deactivates the second and third cylinders.

Two engines will be added before the end of the year. All engines comply with the new Euro 6 AP emission standard, and the twin dosing technology of the diesel engines minimizes the NOx emissions. Two SCR catalytic converters work together here: One is located directly behind the engine and the other is installed in the vehicle floor. They cover different operating situations and complement each other’s effects. 

The Q2 with the 1.5 TFSI engine rolls off the assembly line with a manual six-speed transmission as standard, with the seven-speed S tronic available as an option. quattro all-wheel drive is available for some engine versions. Its multi-plate clutch, which transfers part or all of the engine torque to the rear wheels as needed, belongs to a new generation. It is around one kilogram (2.2 lb) lighter than its predecessor engine while offering increased efficiency thanks to various details such as bearings and oil supply.

The base character of the Q2: sporty and agile
Even with the standard trim, the compact Q2 is an agile SUV. Progressive steering, which becomes increasingly direct as the steering movement increases, comes as standard. It increases the handling and vehicle dynamics while maneuvering and on winding roads. 

Upon request, Audi will deliver a sport suspension that lowers the body by ten millimeters (0.4 in). Alternatively, the suspension is available with damper control, which further increases the range between comfort and dynamism. It includes the Audi drive select dynamic handling system, which is also available separately.

The range of wheels and tires starts with the 16-inch and 205/60 formats. Topping the range are 19-inch wheels from Audi Sport with 235/40 tires. Three new rim designs complete the offering. With nearly 15 centimeters (5.9 in) of ground clearance, the Audi Q2 also does well on light off-road terrain, and the ESC stabilization control has an integrated off-road mode.

From the full-size class: the driver assist systems
The assist systems for the Q2 come directly from the full-size class. The standard Audi pre sense front system uses radar to observe the area in front of the car in order to avoid accidents or reduce their severity. The lane departure warning is also included as standard. The optional systems are subdivided into the “Drive,” “Safety,” and “Park” packages. The assist package Park includes a reversing camera and the parking system plus. The park assist, which can steer the car into and out of parking spaces automatically, is available as an upgrade. The assist package Safety includes the side assist, rear cross-traffic assist, and the Audi pre sense basic and Audi pre sense rear systems.

The assist package Drive includes a new high-end system, the adaptive cruise assist, which is available in combination with MMI navigation plus, the Audi virtual cockpit, and S tronic. In many situations, the driver has the option of letting this system largely take over the tasks of accelerating, decelerating, and steering within the lane. In order to maintain lateral guidance, the driver need only gently touch the capacitive steering wheel, which is part of the system, to prove that they are paying attention. The adaptive cruise assist operates across the entire speed range. In combination with the camera-based traffic sign recognition, it causes the car to decelerate automatically in certain situations. The Q2 accelerates as soon as a higher speed is permitted again.

Prices: starting at approx. EUR 25,000, “edition one” at market introduction
Presales of the Audi Q2 on the European market will begin in September 2020. In Germany, the prices will start at approx. EUR 25,000. With the 1.5 TFSI engine with 150 PS, the prices for the Q22 start at EUR 27,196.64. The market launch will be accompanied by the “edition one” special model with exclusive equipment. It is painted in apple green or arrow gray, with an S line bumper with a gray contrasting paint finish and a large roof edge spoiler adding accents. Attachments such as the mirror caps and Audi rings are painted black. Matrix LED headlights, 19-inch wheels from Audi Sport, and the sport suspension further accentuate the look.

In the interior, the Q2 “edition one” features the S line interior. The headlining consists of black fabric with rock gray contrasting stitching adorning the artificial leather covers for the sport seats, which are also black. The entries feature illuminated aluminum panels. The pedals and footrests are made of stainless steel, and the rim of the sport leather steering wheel is flattened at the bottom. The ambient lighting package plus and the backlit trims round off the equipment.

Article source: www.audi-mediacenter.com

For four decades, Audi has been setting the pace with permanent quattro all-wheel drive and thus initiated a paradigm shift in powertrain technology in the automotive world and in motorsport. The brand is now using the knowledge it has accumulated in this area since 1980 for the next step. The electric quattro in the models of the e-tronrange marks Audi’s next milestone achievement in the age of electric mobility. Enjoyable driving and efficiency are fused into a total package.

Audi combines quattro and e-tron into a powerful combination of high performance and notable economy. The company mass-produces an all-wheel drive system that is highly variable, dynamic and precise while making efficient use of the available energy.

Why does Audi use electric all-wheel drive?

“For us, the electric quattro is the perfect combination of powerful performance and high efficiency,” says Michael Wein, Project Leader All-Wheel Drive Control Systems. “We combine the efficiency advantages of a driven axle with the traction and dynamic performance of an all-wheel drive system.” 

In the current e-tron model range, only the rear wheels propel the car in good traction conditions, while the motor for the front-wheel drive concurrently runs without being energized. Since the motor is an asynchronous type, there are no inherent electrical drag losses, so that this drive layout consumes a correspondingly low amount of energy. The front axle – within milliseconds and unnoticeably for the driver – is additionally activated only as needed – for instance, when there is a demand for high driving dynamics, high torque transfer, or in the case of a low coefficient of friction due to wetness, mud or snow.

What is so unique about electric quattro drive compared to competitors?

Audi is the first manufacturer to enable highly variable torque distribution in the e-tron S due to the drive topology featuring one motor at the front axle and two electric motors installed in a housing on the rear axle. In combination with sophisticated control and regulation, the electric quattro, due to its single-axle operation with variable, unnoticeably additional activation of the front axle, resolves the conflicting aims of dynamic performance and efficiency. 

Audi integrates functions such as electric torque vectoring on the rear axle, wheel-selective torque control due to a braking intervention with the mechanical differential, and high recuperation performance in an electric powertrain. Additionally, drivers can adjust the high variability of the system to their personal preferences by individual program selections.

When do e-tron and e-tron S models activate their electric all-wheel drive?

The electric all-wheel drive is active in situations of degrading grip on road surfaces with low coefficients of friction, in particularly dynamic driving conditions, when the driver demands high traction power, or when maximum recuperation is desired – in other words, the recovery of energy during braking and deceleration. If the driver decelerates the car to a level of 0.3 g, the electric motors act as generators, using the car’s kinetic energy and converting it into electrical energy which, in turn, charges the battery. This applies to more than 90 percent of all braking maneuvers in everyday driving situations. Only when stronger pedal pressure is applied, the system additionally and seamlessly activates the hydraulic wheel brakes. For instance, in a braking event at 100 km/h, the e-tron S can recover kinetic energy with output of up to 270 kW, compared to 250 kW in the Formula E electric racing series. If the driver demands full power while accelerating, the e-tron S models provide a total boost of 370 kW and torque of 973 Nm. Whether in drive or recuperation mode: interconnected control models always select the best torque distribution.

What opportunities does electric quattro open up compared to conventional all-wheel drive?

In the Audi e-tron models, one electric motor each drives the front and rear axle. By contrast, the e-tron S versions use one motor on the front axle and two on the rear axle. With electric torque vectoring – in other words, specific torque development left and right – the e-tron S provides quattro drive on the rear axle with even greater agility.

The key advantage: Without a mechanical connection between the two electric motors on the rear axle, the functions of a controlled transverse differential lock and thus the functions of a sport differential have been achieved within a single system purely by means of software-based activation. 

Consequently, thanks to intelligent drive control, Audi has implemented active and fully variable torque distribution in transverse direction on the rear axle.

How did Audi achieve this high variability in the electric drive system?

Audi combines an electric powertrain architecture – a novelty in high-volume production – with sophisticated control units in which all the key software components and their network integration have been developed in-house.

Compared to a mechanical all-wheel drive, this results in a fast-response drive system. For instance, latency in the case of electric torque vectoring – in other words, the time gap between the sensor measurement and active torque distribution – amounts to just 30 milliseconds. This is merely around a fourth of the response time of a mechanical system. In addition, electric drives provide clearly higher torque levels. Up to 220 Nm more torque can be allocated to the outside wheel in a cornering situation which, due to the transfer ratio, equates to as much as 2,100 Nm per wheel. This is how the drive system generates the desired yaw moment in cornering: The car correspondingly rotates around the vertical axis in the cornering direction and thus feels particularly agile.

When the coefficient of friction on snow or ice is low, traction can be optimized with great precision as well: The respective friction coefficient of the driven wheels is measured and, due to the torque allocation, used in an ideal way, thus enhancing overall traction.

How is this precision control achieved?

Intelligent interlinking is the prerequisite for this software function. The drive control unit (DCU) distributes torque between the electric motors. The best possible energy conversion efficiency is decisive for optimizing efficiency. The integrating control unit of the Electronic Chassis Platform (ECP) uses sensor signals to monitor the car’s driving condition and calculates the ideal distribution of longitudinal and lateral torque. It integrates the vehicle dynamics control of the quattro, in other words, electric torque vectoring as well as wheel-selective torque control via the braking intervention on the front axle.

At the dynamic limit, on the e-tron S, the wheel brake slightly decelerates the inside front wheel in cornering and on the e-tron, the front and rear wheels. Thus, via the effect of the mechanical axle differential, more torque is distributed to the outside and the car follows the steering command in the cornering direction with particular agility. The traction control system (TCR) acts at one-millisecond intervals. This is achieved because individual functional components of the electronic stability control (ESC) have been shifted into power electronics directly on the electric motors. 

Can the driver influence the characteristics of the electric quattro?

Drivers can adapt the electric quattro as desired via two controllers. The Audi drive select system, which is standard equipment for the e-tron models, offers seven profiles: comfort, auto, dynamic, efficiency, individual, allroad and offroad. Thus, among other things, the electric all-wheel drive as well as the suspension and other systems can be adapted to the road conditions and personal preferences. 

The electronic stability control (ESC) system contains four programs: Normal, Sport, Offroad and Off. In offroad conditions, it optimizes stability, traction and brake control, and activates the standard hill descent control system. In addition, drivers can select three levels of deceleration recuperation: In level 0, the car coasts, in level 1, the car slightly decelerates. In level 2, which has a deceleration range of up to 0.13 g and recuperates the largest amount of energy, drivers experience a strong one-pedal feel. In manual mode, the car retains the previously selected recuperation level.

Article source: www.audi-mediacenter.com

How do you provide a large SUV with sporty road-holding properties and minimal body roll without impairing ride comfort? Audi has resolved this conflict of objectives by means of electromechanical roll stabilization (eAWS). Assisted by the 48-volt onboard electrical system and powerful actuators, the stabilizers on the front and rear axle can be actively controlled according to the driving situation.

As a result, the models retain their high level of ride comfort in straight-line driving. By contrast, in cornering and load alteration situations, they impress with enhanced lateral dynamics combined with minimal body roll. The technical advantages of Audi’s electromechanical solution: it is energy-efficient, operates in near-real-time and is maintenance-free due to the absence of hydraulic elements.

What challenges do large SUV models pose to chassis engineers?

Customers of large SUV models are thrilled by the many practical talents they offer – from ample space in the cabin to cutting-edge chassis technologies to powerful engines and advanced control and assistance systems. 

Plus, an SUV delivers superb off-road performance. Due to their design, these vehicles feature a higher curb weight and a higher center of gravity. This means that the body of an SUV leans more toward the outside in cornering than it does on models with a lower center of gravity.

What technology counteracts body roll and body movements?

In cornering, the body leans toward the outside due to the centrifugal forces, in other words, the wheel on the outside of the corner goes into jounce travel while the one on the inside of the corner goes into rebound – the vehicle rolls around its longitudinal axis. Torsionally flexible anti-roll bars between the left- and the right-hand side of the axle are proven means of compensating for this effect. They reduce the body’s tendency to roll by applying reverse torsion torque to the suspension on the outside and inside of the corner, thus counteracting the body’s tendency to roll. This passive suspension component has the same effect in both cornering and straight-line driving. However, an effect that is desirable in cornering may impair ride comfort in straight-line driving on roads with bumps or potholes on one side of the surface. 

While passive solutions reach their limits here, Audi has resolved this conflict of objectives by means of electromechanical roll stabilization. Using sensors to capture and detect the situation, the system will intervene with pinpoint precision only when less body roll is desired. Thus, the spring rate of the stabilizers on uneven and straight roads is lowered to a basic level and the spring and damper forces act by and large independently on the left- and right-hand wheels.

How does electromechanical roll stabilization work?

A conventional stabilizer operates passively, in other words, it just balances the suspension movements on both sides by means of mechanical coupling. By contrast, electromechanical roll stabilization can be specifically controlled. The system consists of two stabilizer halves per axle, with an electric motor operating between them on both the front and rear axle. It can rotate the stabilizer halves in opposite direction of each other and thus generate torque that counteracts body roll torque – individually for each wheel. As a result, it reduces the body roll angles and actively supports them against the physical effects of the driving situation. 

The system receives its commands via control units on the front and rear axle, which are part of the Electronic Chassis Platform (ECP). The ECP is the central brain of the chassis. Within milliseconds, it matches a variety of parameters such as speed, ride height, roll and pitch movements of the car, the friction coefficient of the road surface, the current driving condition such as under- or over-steer, plus the data of the chassis systems involved. From this input, the system calculates the ideal responses for the integrated components and adjusts them quickly and precisely to each other. 

The required electrical energy is supplied to the eAWS by a powerful 48-volt onboard electrical system. Within milliseconds, the system calculates suitable actuation values for the stabilizers. The electric motors deliver their power output via three-stage planetary gearboxes, with torque levels of up to 1,200 Nm being generated at the stabilizers.

What is “Vorsprung durch Technik” in the case of an electromechanical solution?

The 48-volt system enables an immediate system response even at low speeds. Latency between the sensors detecting body roll and the response by the electric motors is just a few milliseconds. 

Unlike hydraulic solutions, the eco-friendly electromechanical system does not require oil circuits and is maintenance-free. It is even able to recuperate energy by capturing suspension impulses on its electric motor, converts them into electrical energy and stores it in the lithium-ion battery of the onboard electrical system. The electromechanical solution uses energy more efficiently as well. In contrast to hydraulic circuits, it does not have to store and provide pressure.

How does the driver benefit from the system?

The system reduces the body’s tendency to roll, provides a sportier and more confident handling impression and thus emphasizes the versatile character of the large Q model ranges. It can actively distribute roll torque to the front and rear wheels and thus influence the car’s intrinsic steering characteristics such as the tendency to under- or oversteer. The Audi drive select driving dynamics system offers various setup options for this. Electromechanically active roll stabilization imparts to the driver a dynamic and precise feel in any situation and enables enhanced handling characteristics. It is one of various systems that perfect the dynamism of the top-end models of the Q range. 

The Q7*, SQ7*, SQ8* and RS Q8* models with their controllable stabilizers always respond to the driving situation precisely as expected by the driver. On uneven road surfaces, the body movements are reduced while ride comfort increases. In sporty driving and at high cornering speeds, the car feels more stable and at ease. It pushes itself into a bend in the road. Audi has deliberately selected a setup that does not completely neutralize the roll angle but continues to impart an authentic feel of the driving dynamics situation.

Article source: www.audi-mediacenter.com

 

A good 20 years ago, Audi opened up the sporty premium compact market segment with the first S3. Now the brand is presenting the new generation – an S3 Sportback and an S3 Sedan. Its 2.0 TFSI engine produces 228 kW (310 PS) of power and 400 Nm (295.0 lb-ft) of torque. Both models (S3 Sportback: Combined fuel consumption in l/100 km: 7.4 (31.8 US mpg); Combined CO2 emissions in g/km: 170–169 (273.6–272.0 g/mi); S3 Sedan: Combined fuel consumption in l/100 km: 7.3–7.2 (32.2–32.7 US mpg); Combined CO2 emissions in g/km: 166–165 (267.2–265.5 g/mi)) accelerate from 0 to 100 km/h (62.1 mph) in 4.8 seconds. A seven-speed S tronic, the quattro drive with intelligent control, and an S-specific sport suspension with optional damper control deliver the power to the road effortlessly. A number of other new features – including the operating concept, infotainment, and assist systems – round off the high-tech character of the S3 models.

 

Characteristic design and lighting

The new S3 models3 display their dynamic character from the very first glance. The front is dominated by the Singleframe with its large rhombus-patterned grille and impressive air inlets, while the housings of the exterior mirrors have a gleaming aluminum look. The shoulder of the body extends in a strong line from the headlights to the rear lights. The areas below are curved inward – a new element of Audi’s design that places a stronger emphasis on the wheel arches. 

The new S3 Sportback4 and the S3 Sedan5 can be fitted with matrix LED headlights on request. Their digital daytime running lights consist of a pixel array made up of 15 LED segments, ten of which form two vertical lines. At the rear end, the large diffuser and the four exhaust tailpipes accentuate the sporty look. 

Powerful drive

With 228 kW (310 PS) of power and 400 Nm (295.0 lb-ft) of torque, the new S3 models3 are powered by the 2.0 TFSI engine3. High-tech features like the Audi valvelift system (AVS) – which adjusts the lift of the intake valves as required – mean that the combustion chambers are well filled, while thermal management helps to ensure high efficiency. Both models3 accelerate from 0 to 100 km/h (62.1 mph) in 4.8 seconds on the way to an electronically governed top speed of 250 km/h (155.3 mph). The driver can use the standard series Audi drive select system to make the sound of the powerful four-cylinder turbo engine even crisper.

The seven-speed S tronic with lightning-fast gear shifts and freewheeling function and the quattro all-wheel drive deliver the torque to the road. The hydraulic multi-plate clutch in front of the rear axle is fully variable and moves between the front and the back as required, combining dynamic performance with stability and efficiency. It is managed by the modular dynamic handling control – a new system that closely links the quattro drive to the Electronic Stabilization Control (ESC) and the controlled dampers that are available optionally. 

Dynamic suspension

With its four-link rear axle and progressive steering, the standard suspension offers everything that is required for pleasurable driving. It lowers the body by 15 millimeters (0.6 in). Audi can also install the series S sport suspension with damper control on request. Valves control the oil flow in the dampers so that they adapt to the condition of the road, the driving situation, and the driver’s requests in an individual and ongoing in a few thousandths of a second. The spread between comfort and dynamism is even wider than for the predecessor model. 

The new electric brake booster ensures strong and spontaneous deceleration. All four brake disks are internally ventilated. The brake calipers come in black as standard, with red offered as an option. The S3 models3 come with 18-inch wheels as standard, with 19-inch wheels available optionally.

Generous space concept

Compared with their predecessors, the new S3 models3 have grown in size: The Sportback4 and the Sedan5 are three centimeters (1.2 in) and four centimeters (1.6 in) longer respectively, while both models are three centimeters (1.2 in)wider. 

The five-door car is now 4.34 meters (14.2 ft) in length, while the four-door is 4.50 meters (14.8 ft) long. Other than minimal differences, the two body variants are identical in terms of width (1.82 m (6.0 ft)), height (1.43 m (4.7 ft)) and wheelbase (2.64 m (8.7 ft)). The interior offers greater shoulder room and elbow room. The luggage compartment of the S3 Sportback4 holds between 325 and 1,145 liters (11.5–40.4 cu ft) depending on the position of the rear bench seat, while the Sedan5 has a capacity of 370 liters (13.1 cu ft). 

Sporty interior 

The strikingly sporty design of the new S3 models3 continues on the inside – with the new, compact shifter for the seven-speed S tronic and decorative aluminum or carbon inlays whose design evokes the cut of the headlights. The cockpit is focused on the driver. The distinctive air vents form a single unit with the instrument cover, underlining the sporty character. A 10.25-inch digital display is offered as standard. Alternatively, the Audi virtual cockpit and its “plus” version can be selected. Both have a 12.3-inch diagonal, with the latter also offering three different screens. The optional ambient lighting package plus delivers targeted lighting effects in the dark. The sport seats have been newly developed, and their standard series upholstery is largely made from recycled PET bottles, accentuated by stylish contrasting stitching.

In the middle of the instrument panel is a 10.1-inch touch display embedded in a large black panel. It recognizes letters entered by hand and provides acoustic feedback. As an additional operating level, the infotainment can also be voice-controlled using natural language as standard. Audi also supplies a head-up display as an option. 

A new generation of infotainment 

The MMI operating concept of the new S3 models3 is powered by the third generation modular infotainment platform (MIB 3). Its computing power is ten times higher than that of its predecessor, it performs all tasks relating to connectivity with LTE Advanced speed, and it has an integrated Wi-Fi hotspot. Route guidance is flexible and accurate. Navigation offers predictions on the development of the traffic situation, high-resolution satellite images from Google Earth, and information about the traffic flow. Individual settings, such as frequently selected destinations or air conditioning preferences, can be stored in up to six user profiles. 

The Audi connect online services also include car-to-X services, which help with finding available parking spots on the roadside or allow the driver to surf the green wave by communicating with traffic lights in cities like Düsseldorf and Ingolstadt. Connectivity between the new Audi S33 and the user’s smartphone is free of charge via the myAudi app, as well as via Apple CarPlay, Android Auto, and the Audi phone box – which links the device to the vehicle’s antenna and charges it inductively. 

Another feature is the Audi connect key, which authorizes the customer to lock and unlock the car and start the engine via their Android smartphone. For HiFi fans, the Bang & Olufsen premium sound system with 3D sound delivers a particularly spatial soundscape.

Helpful driver assist systems

The driver assist systems in the new S3 models3 also demonstrate Audi’s technical expertise. Audi pre sense front, swerve assist with turn assist, and lane departure warning all have the potential to prevent accidents and are included as standard. Further assist systems, such as lane change and exit warnings as well as the cross-traffic and park assist systems, are available optionally. The adaptive cruise assist helps with longitudinal and lateral guidance. It maintains the speed and distance to the vehicle in front and assists with lane guidance by means of gentle interventions in the steering. The efficiency assist supports an economic driving style.

Scheduled: Market launch and prices

Presales of the new compact S3 models3 start in many European countries in August 2020, with the first vehicles being delivered to dealers from beginning of October. In Germany, prices for the S3 Sportback4 start at €46,302, 53, while the S3 Sedan5 is listed at €47,179, 83. The market launch is accompanied by the limited “Edition one.” It comes in Python Yellow (Sportback) or Tango Red (Sedan) paint finishes with black accents and has 19-inch wheels, and fine Nappa leather sport seats.

 
Article source: www.audi-mediacenter.com

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