Steve Q

On looking online I believe this sensor is for pedestrian safety. But it should still be connected to the airbag modules etc. You could always make up a custom bracket for it.

Completed by Fraysa on Audi-sport.net. What we need is: Genuine LED Cupholder Light Ring (Part Number 8V0947157A): I used a kit from AliExpress that comes with the connector and two wires. This was a genuine part. High Quality Plastic Trim Removal Tool High Quality Glue Soldering Iron 1. We'll start by removing the center console located between the seats. We'll slide a high quality, rather long flat plastic removal tool between the center console top and bottom parts at the marked spot (this spot is parallel to the center MMI button so you can use that as reference): 2. After inserting the tool as deep as you can, lift it up with force (but being gentle not to tear up anything) until you can hear the clips releasing (you'll hear a popping sound). Do this on both sides and you'll be able to free the top part of the console: 3. After popping up the top part, you need to remove the bottom clips. You can do this pulling the console towards the back of the car, as the clips are located under the cigarette lighter area. 4. To fully free the console, you'll need to remove the leather gearknob cover. You can pop it up by pushing it from under and then "playing" with it until you can remove the console through it. Don't forget to remove any connections under the console. (Unfortunately I forgot to take a picture of that but they should unclip pretty easily). Please note that if you disconnect the e-brake harness while the car is on you will receive a message on the info cluster so you'll need VCDS or OBDEleven to clear it, so please turn off your car before removing anything! 5. Now that the console is out can we start really working on the less fun part of this install. I placed the console upside down on a cloth so I won't damage the top part. What we need to do is to separate the top part from the bottom part. As you can see in the picture, they're soldered from the factory so there's no pretty way to remove them. I used a soldering iron to melt the tabs so I can barely slide a plastic tool to separate them enough to remove the ring and put the new one. I marked the tabs that you need to melt before separating the console. 6. After you can barely separate the console, you'll be able to see the old ring and pull it out to install the new one. Put the new one in and put the two parts back together. I used a really high quality glue to put the console back apart and let it dry overnight before installing back into my car. 7. The fun part, the connection part! Now all we have to do is connect the lights. From the factory, the lights are connected into the BCM and can be controlled through the MMI. I couldn't bother to do that because my wires were too short and because it's basically the same functionality as using the knob on the headlight switch so I connected them to the cigarette lighter wires. 8. Install the console back in slowly, not forgetting to connect back any wires and there you have it! Before After

So who else is interested in coming along? Looks like a good day. I might stay over the night before as it's 3 hour drive.

The Balfe Motorsport team have recently confirmed that they will be on the British GT grid for this year's Championship, after unveiling their updated Audi R8 GT3 at Lincoln Cathedral. Shaun Balfe will lead the Fulbeck-based team, partnered by experienced GT and single seater racer Adam Carroll, following their successful partnership with the car in last year's GT Open Championship in Europe. “2019 was my last full season of racing anything, and last year we only managed to do four of the GT Open rounds due to the travel restrictions,” Balfe said. We used Michelin tyres in the GT Open Championship and now it’s Pirelli in the British GT’s, but I need to get some momentum back,” he said after a recent test at Donington Park. There are a few changes in the Audi’s specification this year too. The BOP (Balance of Performance) has been changed, but until the first major sports car races around the world, we won’t know if it’s better for us. There is a new aero package with the rear wing and various other modifications, which should help us with more low end torque,” he added. Balfe drove the car at Donington with test driver Warren Hughes and a guesting Matt Cowley, with Carroll not joining them so far this year. Once again the championship gets under way with its traditional Easter weekend at Oulton Park, which in past years has thrown in weather for all four seasons and worse. “We are not here just to make up the numbers. We feel we should score some significant points, but we are not over confident," Balfe said. Our team's knowledge and our driver pairing should get us in the groove quickly, as we need to be on the pace from the start in such a competitive championship." As well as racing the Audi, Balfe also intends racing his historic Lotus Cortina at both Donington and Silverstone and maybe other races if time allows. Qualifying at Oulton Park is on Easter Saturday, with two one-hour races on Monday. https://www.google.com/amp/s/www.newarkadvertiser.co.uk/sport/amp/balfes-audi-headed-for-british-gt-championship-9249087/

Aaron Cameron dominated the third and final TCR Australia race of the Bathurst 6 Hour weekend. The race 1 winner was untouchable in the 10-lap finale, setting up victory by bolting to the front at the start. Once in front there was no stopping the Garry Rogers Motorsport Peugeot, Cameron pulling more than three seconds on the chasing field on the opening lap alone. From there he could manage the gap back to rest of the field, the final margin a very comfortable 6.6s. "Everything went to plan," said Cameron. "The Peugeots were really fast, all of us. To get another race win is great and it's good to get our championship back on track." Race 2 winner Bailey Sweeny (HMO Hyundai) made a quiet start to the race before putting on a charge to clear the likes of Ben Bargwanna, Dylan O'Keeffe (both GRM Peugeot) and James Moffat (GRM Renault) to grab second place. Moffat, who ran second before being passed by Sweeny at The Chase on Lap 5, dropped well out of contention on the following lap when he had a big lose at Griffins Bend and dropped back to seventh. That handed O'Keeffe a third place he would hold until the finish. Will Brown (Melbourne Performance Centre Audi) finished fourth on the road but was shuffled back to eighth due to a five-second penalty for a bump and run on Josh Buchan (HMO Hyundai). That elevated Buchan to fourth ahead of Moffat, Bargwanna, Brad Shiels (Royal Purple Hyundai), Tony D'Alberto (Wall Racing Honda) and Jordan Cox (GRM Peugeot), who came from the very back of the grid. D'Alberto continues to lead the standings by 28 points over O'Keeffe, Brown and Cameron. https://www.google.com/amp/s/www.motorsport.com/tcr-australia/news/bathurst-tcr-cameron-dominates-race/9969052/amp/

New team K-Ro Racing will make its début in the 2022 ADAC TCR Germany series this year, with Kai Rosowski racing an Audi RS3 LMS TCR for his father Ralf Rosowski’s team. This year will mark the team’s first foray into a professional racing series. Kai Rosowski has never previously taken part in a car racing championship before. “I grew up at a time when motorsport in Germany was really big, especially thanks to Michael Schumacher,” said the 29-year-old driver. “So it was clear to me early on that I would also like to be in a racing car at some point. We put together a concept and looked at which touring car sector you can get involved in and what opportunities there are there. “The ADAC TCR Germany is an extremely interesting racing series for us in many respects. It starts with the close-to-production vehicles and continues with the very good structure through the ADAC. “The supporting program, in which the TCR Germany is embedded, is also impressive for all sides with the GT Masters. “In November we were already testing our vehicle on the race track in Meppen, but unfortunately we were forced to take an involuntary winter break due to the weather. “I then used this for myself as a driver with simulator work and lots of training to keep myself physically fit. “We were able to recruit a very good mix of young and experienced mechanics for our team, so that we can start the season with a broad base. “I feel the support of everyone around me and especially my parents – I owe them everything. That’s why I decided on starting number 38, which is made up of my parents’ dates of birth and mine.” K-Ro Racing Team owner Ralf Rosowski added that the car they had acquired was previously raced by Tom Coronel in 2021, where the Dutchman ended the TCR Europe season fourth overall in the drivers’ standings. “We are a new racing team that – no matter in which area – first has to find its way around,” said Rosowski. “The primary goal is to cover as many kilometres and laps as possible in order to gain the necessary experience that we need in the series. “Of course, it would be nice if we annoy one of the other competitors and score a few points. “Unlike us, our Audi has already clinched victories – Tom Coronel, who we got the car from, won the TCR Europe race at Zandvoort in 2021. If we’re just as fast as him, we can also drive up front.” https://www.touringcars.net/2022/03/new-team-k-ro-racing-to-enter-tcr-germany-with-audi-rs3

Jay Hanson has been forced into a spare Audi chassis after crashing his regular car during TCR Australia practice at Mount Panorama. The teenager crunched his latest-spec Audi into the wall on the run to The Cutting on his out-lap in practice. The wrecked car was inspected following the session, with the Melbourne Performance Centre crew deciding it can't be fixed this weekend, particularly with today being Good Friday. As a result Hanson will jump into the team's spare Audi, last raced by Luke King last season, for the remainder of the Bathurst 6 Hour weekend. “If it wasn’t Easter and there was a panel shop open in town, we could probably try to get the rails pulled back across and fix it, but being Easter Friday, finding a panel shop is really not going to happen,” said MPC boss Troy Russell. “Fortunately, the boys had [the spare] ready so it’s just roll it out of the truck, put some stickers on it, the right number, put his seat insert in, swap some tyres on the rims, and we’re ready to go. “We’ll make the next practice no problem. “We made the call to just can it, move into the other car and we’ll fix it when we get home. It’s just right-front chassis rail damage unfortunately, but other than that it’s not too bad. “We’ll fix it.” Hanson was mystified by the incident. It’s Lap 1, Practice 1, we’re still getting tyre temp driving around we come into Turn 3 there, the rear came around on me and that’s all it takes throughout this place, isn’t it?” he said. “It’s very unfortunate. We’re trying to get as many laps as we can and to learn the new car, and unfortunately, we think the damage is definitely repairable but it’s going to take some time. “It’s a big learning curve now, stepping into the other Audi. I’m very fortunate for the guys at MPC who are working very hard and to have this spare car here, not many teams can say they have a one that you can get into after a mistake like that. “Unfortunate for Troy and everyone there but we’re going to get back out there, which is the main thing. Obviously, we’re going to be on the back foot now, we’re just going to cruise around and see what we can do, but it’s very unfortunate and definitely not the way you want to start the weekend." https://www.google.com/amp/s/www.motorsport.com/tcr-australia/news/bathurst-tcr-crash-car-switch/9911301/amp/

Many things spring to mind when you think of Walter Rohrl. A man who won the World Rally Championship on two occasions – in 1980 and 1982. A driver who tamed the fearsome Lancia 037 and Audi Sport Quattro S1 during the popular Group B era of rallying. And, for a while, the record holder of the fastest time up the Pikes Peak International Hill Climb. His list of success and accolades in motorsport is lengthy, but one thing that doesn’t spring to mind when thinking of Walter Rohrl is music, and more specifically a music video. Yet here we are, in 2022 and with the successful German rally driver centre stage in a video that was released last month, entitled ‘The TF Song’. This isn’t the first time the worlds of motorsport and music have collided. Who could forget 1997 Formula 1 world champion Jacques Villeneuve’s attempts at a music career when he released Private Paradise... Perhaps thankfully, Rohrl’s participation in this video doesn’t actually have him singing so we’re none the wiser as to his acoustic qualities. The five-minute-plus video has been released by band, the Heizer Monkeys, and is an attempt at promoting safety at the Nurburgring’s Nordschleife during public days, or the ‘TF’ season. The plot of the video follows ‘The Chosen One’ as he wishes to tackle the famous German circuit but requires guidance and training. Think Anakin Skywalker in the Star Wars saga, just without lightsabers or the killing of younglings. Ring-based YouTuber Misha Charoudin’s alter ego – Boosted Boris – spots the protagonist and sends him to Rohrl for training, which basically involves running up snowy hills and washing a car. Rohrl’s performance throughout is generally a case of him looking like a disapproving grandparent, with hands in pockets and a disgruntled shake of the head thrown in here and there until ‘The Chosen One’ is ready. And even then, he doesn’t crack a smile. The 75-year-old isn’t the only motorsport figure to feature in the music video, with renowned Porsche team boss Olaf Manthey hard to miss in a marshal’s orange jacket, and there’s even a cameo from former Lamborghini works driver and FIA GT1 World Championship race winner Stefan Rosina. The Heizer Monkeys themselves are also a race team, with drummer Leo Willert the reigning Porsche Challenge Middle East champion. Lead singer Joey Kotrie, who raced a 911 GT3 Cup at the Le Mans Classic, says the video is a means of trying to generate respect for the Nurburgring. “I loved the ’Ring from the first stroll around the car park during a TF day, but I really had no clue,” he said. “More specifically, I had no clue about what I didn’t know, and that of course can be dangerous. “The ’Ring is such a magical place, the people are so warm, and on a busy Saturday during TF there can sometimes be almost a carnival vibe. But driving fast can be dangerous. “If people have serious crashes on the ’Ring or even worse on the local roads, there’s a risk of bad consequences, not just for the people in the cars, but for TF itself. TF is allowed to happen only because people respect the danger.” As for the song itself, it’s nothing to write home about, not being particularly catchy or memorable in this writer’s opinion. With that being said, proceeds from the song will go to VLN race drivers’ charity EiFelkind which has been helping disabled children in the region for more than a decade, and now is aiding Ukrainian refugees. Certainly not a bad thing, and neither is the participation of Rohrl if it can help generate improved awareness and safety at the Nurburgring. And who knows, maybe he will be remembered as much for his brief music career as he was for his rallying. https://www.google.com/amp/s/www.motorsport.com/wrc/news/wrc-legend-walter-rohrl-makes-music-video-cameo-/9958495/amp/

The official pre-season test of the ADAC GT Masters at Oschersleben saw six track sessions totalling more than eight hours, the drivers covered 3,182 laps and a distance of 11,668 kilometres. For the first time, the drivers tested the new DHF tyres from series partner Pirelli and teams filled up with the new innovative fuel “Shell Blue Gasoline 98 GT Masters”, which consists of around 50 percent renewable components and was developed by Shell exclusively for the German GT Championship. While the drivers held back on the wet track on Tuesday, the lap times on the dry track on Wednesday became faster and faster. A good eight minutes before the end of the last stint, Rutronik Racing took the lead with Dennis Marschall and Kim-Luis Schramm. The #27 Audi R8 LMS GT3 Evo II was the fastest to lap the 3.667-kilometre circuit in 1:22.893. Dennis Marschall: “We have a new team that has to find and get used to it. That’s why the test days in Oschersleben were very important. In the end, just before the end, it was still enough for first place. That is a good basis, because we want to be among the front runners.” Just 13 hundredths of a second behind, Christian Engelhart and Ayhancan Güven took second fastest time in the #91 Porsche 911 GT3 R. “It was the first test with the car and the team and I still had to get used to a few things. In Christian I have a very experienced colleague who helps me a lot. We were able to try a lot at Oschersleben and achieved a great result. I’m looking forward to the start of the season,” explained Ayhancan Güven. Just 0.037 seconds behind, Sven Müller and Joel Sturm from Allied-Racing finished third in the Porsche 911 GT3 R #22. Sven Müller: “We simulated different racing situations, tried out several setups and ultimately found a very good set-up. We’ve tested before, but it’s more insightful to go out with the competition because then you know where you stand. We are well prepared for the start of the season.” Christopher Haase (Montaplast by Land-Motorsport, Audi R8 LMS GT3 Evo II #28): “The tests at Oschersleben showed how good the overall package of the new Audi is in terms of aerodynamics and engine characteristics. The setup window has gotten much bigger, you don’t have to fine-tune as much, which makes the work easier for drivers and engineers. You sit in the car and feel good. That is an important factor in a series like the ADAC GT Masters, where hundredths of a second count.” Nicky Catsburg (Schubert Motorsport, BMW M4 GT3 #20): “The test times weren’t particularly long and unfortunately we only had one BMW M4 GT3 available here. But we are confident that the second car for the start of the season will be ready in two weeks. Our team is great and will certainly get everything right up to the start of the season. The new tires felt very good.” Daniel Juncadella (Mercedes-AMG Team ZVO, Mercedes-AMG GT3 Evo #8): “It was very good and important to gain experience with the new team at Oschersleben. My young driver colleague Jan, as a newcomer to GT3 racing, drove a team best time in the last stint. That’s a good sign. The tests went very well, the car is strong: I am sure we have a successful season ahead of us.” Maximilian Paul (T3 Motorsport, Lamborghini Huracán GT3 Evo #71): “That was in Oschersleben, our first test ever and we learned a lot and drew our conclusions from it. Above all, we got along well with the new tires from Pirelli. The car ran smoothly and I’m looking forward to the season with Marco Mapelli. I think we have a strong package and can play a good role in the ADAC GT Masters.” https://www.dailysportscar.com/2022/04/09/rutronik-racing-audi-tops-pre-season-test.html

No probs. Yes please keep us posted 🙂

In case it's useful. Might see if I can run one to my current 6 cd symphony. Making it a 12 cd unit 😉 https://www.audiforums.com/forum/audi-a6-9/cd-changer-install-89772/

Just get it booked in with them. At least it's under warranty. Might just be the sensor buy worse case scenario you'll need a new servo.

I'm surprised the new grill doesn't have fitment for it. I guess your two options are to attach it either to the bumper reinforcement bar or to to the grill via a cable tie. I appreciate this is more of a short term solution to at least get the car back on the road. The question is, did the sensor on the old grill look stock or an aftermarket job.

I suspect an intercooler would be cheaper than an egr. As such I'd fit a used one to see if that cures the problem. I'm sure you'll get all the niggles sorted. And when you do you'll have a reliable 8p 👍

Very nice. I only got today and tomorrow off. But that makes a nice change as I usually work 6 and half days a week plus 2 evenings. Glad you're enjoying your break 🙂

Semiconductor shortage throttled output but strong pricing and record Lamborghini sales helped mitigate the impact The Audi Group was able to boost revenues by 6.2% year on year in 2021, despite a drop in global deliveries as a result of the semiconductor shortage. The group – which comprises Audi, Lamborghini, Ducati and (as of January 2022) Bentley – posted revenues of €53.1 billion (£44.51bn), with a record operating profit of €5.5 billion (£4.61bn). That's despite global deliveries dipping by 5.0% in light of reduced production capacity. The record margins are attributed by the group to "the good residual value situation, cost discipline and momentum from raw material hedges and currency effects", as well as a 10.4% return on sales stemming from "strong pricing" strategies. Strong sales from Lamborghini and Ducati were important contributors to the financial results. Lamborghini delivered a record 8405 cars last year – up 13.1% over 2020 – of which 5021 were the Lamborghini Urus SUV, while motorbike manufacturer Ducati had its best year on record, with 59,214 bikes sold. Lamborghini's revenues soared by 19% to €1.95bn last year (£1.65bn) and an operating margin of 20.2% represents a more than a 100% increase over 2018. Bentley's record 2021 results have already been announced and are not included in Audi AG's 2021 report because the British company was integrated at the beginning of 2022. The Audi Group acknowledged that the semiconductor shortage had wide-reaching impacts on its global production and retail operations. The four brands produced a total of 1,688,978 vehicles in 2021, down from 1,700,258 in 2020. Audi itself accounted for the vast majority of these deliveries but reported a decline of 0.7%. Production across the group in the first six months ramped up by 35.2% in the wake of a succession of pandemic-induced lockdowns, but as the chip shortage took hold in the second half of the year, volumes fell by 32.6%. "The persistent semiconductor scarcity led to production downtime despite intensive control measures, so the continued high demand in the second half of the year wasn’t able to be fully met," the brand said. The Audi Q5 SUV remains the group's best-selling car globally, accounting for 293,069 units (a 5.3% rise), followed closely by the Audi Q3, Audi A6, Audi A4 and Audi A3. Its two slowest-selling cars were the Audi TT and Audi R8 sports cars, with 8714 and 1887 units sold respectively. This year is expected to be the final year of sales for each of these models in their current forms. Audi also revealed that deliveries of pure-electric models climbed by 57.5% in 2021, with 81,894 sold globally to account for 4.9% of the company's overall sales. Looking ahead to 2022, the group has expressed confidence in strong results on the basis that it has "well-filled" order books and "continued high demand". It also cites a predicted improvement in the supply chain shortages, which should help to boost deliveries by 100,000-200,000 units and revenues to €62bn-€65bn (£52bn-£54bn) – a substantial increase. However, the firm also said: "The concrete effects of the war in Ukraine cannot yet conclusively be estimated with regard to the global economy, the industry's growth and the Audi Group's earnings, finances and assets." The company forecasted its 2022 performance on 21 February, so its predictions do not take into account the potential effects of the war. The group is on course to rapidly expand its electrified product offering in the coming years. Audi itself will launch its final combustion-engined car in 2026, while Lamborghini has committed to hybridising its line-up in 2024 and launching its first pure-EV in the second half of the decade. The company's CEO, Markus Duesmann, said: "“This year, we’ll focus more strongly on the topics of sustainability, electrification and digitalisation, and we’ll start the next stage of our transformational course to 2030, which entails the phasing out of combustion technology, a comprehensive roadmap for electromobility and the establishment of new digital business models and services in collaboration with Cariad, the software unit owned by the VW Group." https://www.autocar.co.uk/car-news/business-finance-and-corporate/audi-group-posts-record-profits-despite-global-sales-dip

The Bratislava factory stopped production for two days on parts shortages. Volkswagen Group has resumed production at its factory in Bratislava, Slovakia, after a two-day stoppage because of the chip shortage and supply constraints caused by the war in Ukraine. The disruption affected all parts of production at Slovakia's largest car factory on Monday and Tuesday, a company spokeswoman told Automotive News Europe in an emailed statement. "Since this morning the production is running again according to the plan," VW said on Wednesday. VW Group builds the VW Touareg, Porsche Cayenne, Audi Q7 and Q8 SUVs, as well as the VW Up, Seat Mii and Skoda Citigo minicars. VW Group, so far, has bounced back quickly from parts shortages caused by the Ukraine war. It restarted production faster than planned at its Wolfsburg plant. However, the automaker factories in Zwickau and Dresden, which build ID electric cars, will take longer to get back to normal. The ongoing crisis in Ukraine has caused disruptions at some auto assembly plants and prompted companies to suspend shipments to Russia, affecting virtually all automakers across Europe. https://europe.autonews.com/automakers/vw-resumes-output-slovakia-plant-builds-porsche-vw-and-audi-large-suvs

The modern car comes with a cacophony of warnings. New vehicles are outfitted with a wide range of sensors and safety features that can warn drivers when they’re veering from a lane, when a car is in their blind spot, or when they’re about to rear-end the car in front of them. These safety features have been found to reduce the risk of death for car occupants by more than 60% compared to cars from the 1980s, according to one study. But for those outside a vehicle—like people riding bikes, walking to school, or working on roadside construction sites—cars are deadlier than ever. Audi is hoping to change that. The company is adding yet another warning system to its vehicle dashboards that will help drivers avoid hitting so-called vulnerable road users. In partnership with the mobility safety company Spoke, wireless technology company Qualcomm, and vehicle communication company Commsignia, Audi is focusing specifically on a system that warns drivers when they get too close to cyclists. Crucially, however, this system will work only when cyclists also have the technology on their bikes—making this a hard sell for widespread adoption and prevention. "The driver will see if there’s a bicyclist behind them, on the left or right side of the road, in front of them, and the vehicle will also warn if there’s an impending incident,” says Anupam Malhotra, Audi’s senior director of connected services. “So if you’re suddenly going to change lanes or make a turn and there’s a bicyclist who will get hit as a result of that, it will create a warning.” Using what’s known as cellular vehicle-to-everything technology, or C-V2X, the system will automatically enable communication between cars and non-vehicle road users, providing warnings directly on drivers’ dashboards. For example, drivers would see a large yellow emblem showing a bicycle and its pathway in relation to the car. If cyclists have the corresponding technology, they will also be warned when a car is coming into their path. Audi isn’t the first to tackle this challenge. In 2020, Volvo announced its own effort to improve the way its vehicles detect and avoid cyclists, pedestrians, and motorcyclists. The need is clearly growing. The National Highway Traffic Safety Administration’s most recent data, from 2019, showed 49,000 on-road cycling injuries, a 4.3% increase from the year before. Nearly 850 of those accidents were fatal, a 36% increase from 2010. And the National Roadway Safety Strategy report released by the Department of Transportation in January showed that compared to fatalities among car occupants, pedestrian and cyclist fatalities have been increasing at a faster rate over the past decade. The big wrinkle in Audi’s system is the fact that it relies on radio-like technology to be embedded in both its cars and with cyclists or pedestrians. Malhotra says many bicycle manufacturers are already starting to build this technology into their products. In one test project Audi conducted with the Virginia Department of Transportation, these radio-like devices were implanted in the vests worn by road workers, helping to provide warning beacons to drivers passing by. “By 2030, there will be 65 million radios that cars can communicate with outside of other cars,” Malhotra says, citing internal research. The bet at Audi is that many of those will be on vulnerable road users like cyclists. But with more than 43 million recreational bicycle riders in the U.S., there are a lot of radios to implant. For the most common vulnerable road user, the pedestrian, this type of device seems unlikely to ever be a solution. Malhotra says the partnership with Spoke aims to bring this technology to more people, with a device cyclists can add to their bikes that will communicate with Audi’s safety system as well as those being implemented by other car manufacturers, which all operate on similar and compatible communications channels. How many of the 43 million cyclists will go out of their way to buy one of these devices is unclear. Malhotra says creating these warning systems can help get at least some of them on board, but concedes these are early days for what is still novel technology, noting, “It’s a stepping stone.” https://www.fastcompany.com/90738815/audis-newest-sensors-are-designed-to-save-cyclists-lives

A handful of Audi R8 and Lamborghini Huracan supercars might be out there running around with less transmission fluid than they should have. In response, both brands are recalling affected cars so that they can top the fluids off properly. Thankfully, less than 20 total cars were affected by this strange misstep caused by a faulty scale. When most of us get an oil change completed at a shop, the tech often uses a large container that gets filled with new oil to the exact level required for the vehicle in question. In an automotive manufacturing plant, people are taken out of the equation, and instead of a person watching to see exactly how much fluid is added, a scale is used to accurately measure fluid. In the case of this recall, the scale used to determine the correct amount of transmission fluid for nine Lamborghini Huracans and eight Audi R8s was faulty. As a result, those cars ended up with less fluid in their gearbox than is required. To fix it, both brands’ technicians will check the cars in question and correct the level if necessary. Aside from simply not lubricating the parts properly and damaging the clutch, both recalls mention the possibility that due to the low oil level, a transmission fluid leak could take place and increase the risk of fire. Sounds weird that less fluid could result in a leak, right? Well, according to the recall documents “when operating the vehicle in a racetrack environment, this issue can possibly lead to generation of oil foam that could exit through the breather valve and create the risk of a fire.” So yes, a lack of oil could end up leaking as it could get so hot, since there’s not enough of it, that it foams and spills out. Lamborghini does note that this would be an extreme case though. The recall includes 2020-2022 Huracan EVO and 2022 Huracan STO models, the 2021-2022 R8 Coupe and the 2022 R8 Spyder, so if you own one of those, maybe you should check with your local dealer to see if you’re affected. Lamborghini reports that a warning should pop up in the dash if your clutch slips, while letters will be mailed to all affected parties by June 3rd, 2022 at the latest. https://www.google.com/amp/s/www.carscoops.com/2022/04/audi-and-lamborghini-recall-some-r8s-and-huracans-because-a-scale-at-the-transmission-shop-lied/amp/ more info here: https://www.autoevolution.com/news/audi-recalls-r8-due-to-insufficient-dual-clutch-transmission-fluid-186348.html

The inspiration for the seminal Quattro came from a four-wheel-drive off-roader Audi built for the German army. I should confess: I’m a massive motorsports nerd. I find it addicting to watch the best racing drivers in the world go head to head. But aside from the spectacle, motorsport is intriguing for how it’s essentially a proving ground for automotive engineering and tech developments, some of which then trickle down to road-legal vehicles. Such was the case with all-wheel drive, a story that involves the Audi Quattro—and one of the best rallying battles in history. It began in 1977, when Audi was tasked with building an all-terrain vehicle for the German military. Referred to as the Volkswagen Iltis, it featured a four-wheel-drive system built from the underpinnings of the Audi 100 sedan. After testing the machine in the depths of winter on an off-road test track, the German automaker realized that the Iltis could jostle through the terrain much faster than any of its much more powerful front-wheel-drive sedans. Jörg Bensinger, one of the engineers who had worked on the Iltis, figured that having four driven wheels could be a great catalyst to fulfill Audi’s goal of building sophisticated road cars that could be modified to go rallying. He pitched the idea to the company’s head of research and development, Ferdinand Piëch, who agreed to the idea. Having two driven axles wasn’t necessarily a new idea, but it had never been applied to a small vehicle like a sedan. In doing so, Audi created what we now refer to as all-wheel drive. Instead of a clunky transfer case, which wouldn’t really fit within the small confines of a passenger car, the first proper Audi Quattro utilized a center differential with a clutch pack to split the torque between the front and rear wheels. The central diff was a much neater solution that the driver could manually lock with a switch in the cabin, allowing for a 50/50 torque split between the front and rear wheels. Later versions of the Quattro featured a much more advanced Torsen diff that could sense which wheels were losing traction and alter the torque split to optimize forward drive. The clever innovation that made the system possible was utilizing a hollow output shaft coming from the transmission, which allowed Audi to run another shaft straight through the middle of it to drive the front wheels. The culmination of Audi’s efforts was the Ur Quattro, which made its debut at the 1980 Geneva Motorshow. “Ur” isn’t a misprint; it’s German for “original.” This Ur Quattro was one of the most advanced parts-bin cars that the automotive industry had ever seen. Its state-of-the-art AWD system allowed drivers to enjoy the inherent traction advantages on pavement. This was unheard of, as conventional four-wheel-drive systems are only usable off road. Shortly thereafter, the brand started Audi Sport, its racing division that would build the Quattro rally car, which was more powerful and sported a roll cage. Proving the capabilities of permanent AWD, the first Quattro race car went on to finish first in the 1981 Algarve rally by 30 minutes—but couldn’t officially be declared the winner, as it hadn’t been homologated yet. (The World Rally Championship, or WRC, requires each manufacturer to build 400 individual road-legal vehicles based on the race car to be eligible for competition.) Audi would go on to win the championship in 1982, a victory that would be overshadowed in 1983 thanks to its titanic battle with Lancia and the rear-wheel-drive 037. Audi was a determined team (funded by Volkswagen), with Roland Gumpert at the helm and one of the best driver lineups that the WRC had ever seen. Meanwhile, Lancia was an Italian team run on a tight budget by Cesare Fiorio, who was famously a bit of a playboy who also had a vested interest in powerboat racing. Still, Lancia’s driver lineup, led by Walter Rohl, was equally sublime. While Rohl was one of the most skilled drivers to ever grace the WRC, he didn’t want to compete in all of the rounds of the championship, and also didn’t want to be world champion—making the Italian team’s campaign all the more difficult. While Audi may have had an advantage on pace, the Italians at Lancia had been rallying for decades, and they were infamously creative in their interpretation of the rules. One of my favorite and most talked-about “cheats” that they employed in the Monte Carlo rally that year was swapping the studded winter tires mid-stage for standard rally tires that would better suit the upcoming conditions. There was nothing in the rulebook that said you could do it, but also nothing that said you couldn’t. At the end of the season, Lancia won the championship, making it the last team to win the WRC outright with a rear-wheel-drive vehicle. Audi ported the brilliance of the Quattro into other road vehicles in its lineup. And in the years that followed, automakers around the world caught on to the benefits of the all-wheel-drive system that started it all. https://www.popularmechanics.com/cars/car-technology/a39691216/audi-quattro-all-wheel-drive/

Audi's new rival to the Mercedes-Benz EQE has been snapped testing, with a new look that departs from what we've come to expect from Ingolstadt. Audi has been snapped testing its new rival to the Mercedes-Benz EQE, complete with a set of split headlights. Along with the sedan version pictured here, the A6 e-tron range will grow to include a wagon… hopefully. Like the 2021 concept preceding it, the production of the A6 e-tron seems to feature a soft, flowing shape punctuated by some sharp creases, primarily along the flanks and at the rear. Gone are the slim, one-piece headlights from the concept though, replaced by a set of very on-trend split headlights. The upper section appears to house LED daytime running lights, the lower houses the low- and high-beam units. The same treatment has been applied to the A6 Avant e-tron concept, which followed the A6 e-tron sedan. Casting our eyes along the side, we can see the doors are flatter than on the concept. Additionally, there are traditional wing mirrors instead of camera pods, and lift-up door handles. At the rear the concept’s short rear deck has been carried over, but the scalloping has been toned down and the tail lights are thicker than before. Under the skin the A6 e-tron will use the PPE (Platform Premium Electric) architecture being jointly developed by Audi and Porsche. The first PPE-based vehicles to be released with the next-generation Porsche Macan and the Q6 e-tron. Car Finder HOME/CAR NEWS/AUDI/A6 2023 Audi A6 e-tron spied Audi's new rival to the Mercedes-Benz EQE has been snapped testing, with a new look that departs from what we've come to expect from Ingolstadt. 2 DAYS AGO 2 COMMENTS PREVIOUS NEWS Volvo XC40 Recharge PHEV axed in favour of EV Single Motor 2 DAYS AGO Scott Collie DEPUTY EDITOR PUBLISHED April 15, 2022, 9:00 AM Audi has been snapped testing its new rival to the Mercedes-Benz EQE, complete with a set of split headlights. Along with the sedan version pictured here, the A6 e-tron range will grow to include a wagon… hopefully. Like the 2021 concept preceding it, the production of the A6 e-tron seems to feature a soft, flowing shape punctuated by some sharp creases, primarily along the flanks and at the rear. Gone are the slim, one-piece headlights from the concept though, replaced by a set of very on-trend split headlights. The upper section appears to house LED daytime running lights, the lower houses the low- and high-beam units. The same treatment has been applied to the A6 Avant e-tron concept, which followed the A6 e-tron sedan. Casting our eyes along the side, we can see the doors are flatter than on the concept. Additionally, there are traditional wing mirrors instead of camera pods, and lift-up door handles. At the rear the concept’s short rear deck has been carried over, but the scalloping has been toned down and the tail lights are thicker than before. Under the skin the A6 e-tron will use the PPE (Platform Premium Electric) architecture being jointly developed by Audi and Porsche. The first PPE-based vehicles to be released with the next-generation Porsche Macan and the Q6 e-tron. The 2021 concept featured a 100kWh battery pack, and was said to have support for fast charging at up to 270kW plus 700km of range under the WLTP test cycle. At the time of the concept’s launch, Audi said the production A6 e-tron will be available in both rear- and all-wheel drive formats, with one variant said to have 350kW and 800Nm at its disposal. Given the concept looked almost production-ready, and measured 4.96m long, 1.96m wide and 1.44m tall, we expect this prototype and the showroom-ready car to be around the same size. Audi has committed to becoming an all-electric brand by 2033 in every market except China, while rules proposed by the European Commission will make it impossible for automakers to sell new cars with internal combustion engines within the EU by 2035. https://www.carexpert.com.au/car-news/2023-audi-a6-e-tron-spied

Audi's best-selling car gears up for a third generation with a bold new look and an evolved platform Audi is readying an all-new third-generation version of its best-selling global model, the Q5 SUV, which will be one of its final ICE cars. In 2021, global sales of the Audi Q5 soared by 5.3% to 293,069, representing nearly a sixth of the four-brand Audi Group's total deliveries. It remains vitally important for the German brand five years on from being launched in its current form. The next iteration, which has started winter testing ahead of an anticipated 2023 unveiling and 2024 market launch, will look to maintain that sales momentum by providing a conventional ICE alternative to the similarly sized Audi Q6 E-tron electric SUV, which will arrive next year. The new Q5 is expected to use the same evolution of the Volkswagen Group's MLB architecture that will underpin the next-generation Audi A4 saloon and estate. That means it will offer both front and four-wheel-drive drivetrain layouts and is likely to continue with a familiar powertrain line-up comprising mild-hybrid petrol and diesel options alongside a choice of plug-in hybrids. The engines will be re-engineered to meet new Euro 7 emissions regulations, expected to be implemented in the coming years. One of these will be the fifth version of the Volkswagen Group's 2.0-litre four-cylinder turbo petrol EA888, which will receive a revamped fuel-injection system and new particulate filters. The modified platform also introduces capacity for the Q5 to use the four-wheel steering system featured on the Audi A8 and Audi Q8, as well as level two autonomous driving functions and a raft of new connectivity features. At this stage, the most obvious differentiator between this new Q5 and the current car is a completely new look that brings it into line with its newer stablemates, including the electric E-tron models. Details visible through the camouflage on this prototype include a totally overhauled front end with a clamshell-style bonnet, a shorter grille, sleek new headlights and new air-intake designs. At the rear, meanwhile, the Q5 looks to have been modelled on the Audi Q4 E-tron, although the brake lights in situ here look to be temporary items for the purposes of testing. As with the current Audi Q3, Q4 E-tron, Q5 and E-tron SUVs, the new Q5 is expected to be sold in straight-backed standard and rakish-roofed Sportback guises. Audi will use the new PPE platform – which it's co-developing with Porsche - for new electric versions of the A4 and A6, but given the new Q6 E-tron will essentially serve as an electric alternative to the Q5, the latter is unlikely to get an EV option. Audi has committed to only launching EVs from 2026 and will stop selling ICE cars completely in 2033, meaning the Q5 is likely to be among the final ICE cars the brand sells. However, Audi has also said that it plans to keep an ICE version of the Audi A6 on sale alongside the new electric A6 E-tron, hinting at a gradual shift towards all-out electrification for all models. https://www.autocar.co.uk/car-news/new-cars/all-new-2024-audi-q5-bring-total-redesign-and-enhanced-tech

The Abt organisation is forming plans to return to Formula E next season as the 12th team on the grid. Abt was a major operational part of Audi’s entry until the works team’s final campaign last year, having also run under its own name in Formula E’s founding seasons – winning the series’ inaugural race and 2016/17 title with Lucas di Grassi – before Audi fully committed as a factory. Surprisingly, Abt proved unable to acquire the Audi-owned team licence, which was returned to Formula E. But now the series is believed to be enabling the conditions for one of the championship’s founding teams to make a return next season. Abt was seriously looking at entering in its own right for 2022 until a commercial deal collapsed last summer. An agreement had been believed to have been reached with the creator of the SEGI.TV streaming service Edward Sylvain. On that occasion, the commercial undertakings were not delivered and now Abt, led by CEO, Thomas Biermaier, is forming a plan to re-enter for the Gen3 period as a customer of a manufacturer. Biermaier, who was present at the Rome E-Prix last weekend, remained relatively tight-lipped on the prospects of an Abt return but did tell The Race that “we want to come back and if we can then it would be for the start of Gen3”. He added: “Talks are ongoing, but we have strong relationships with Formula E and some manufacturers for possible powertrain supply.” Realistic powertrain options for Abt are believed to be reasonably limited because DS, Jaguar, Porsche and Nissan are already committed to deals with Dragon Penske, Envision, Andretti and the soon to be former Mercedes EQ team respectively. Mahindra or NIO 333 appear to be main possibilities for Abt, with the former being the most likely to supply Gen3 tech. Biermaier has recently visited several manufacturers, and Mahindra is believed to be one of them. Abt was believed to be set to run Lucas di Grassi this season had the SEGI.TV deal gone through. However, the Brazilian is not likely to be in the frame for a drive should Abt’s new plans come to fruition because he is widely rumoured to already have an agreed deal for 2023 elsewhere. Robin Frijns, who drove for Abt in three seasons of the DTM between 2018 and 2020, is believed to have several options in Formula E beyond a possible extension at Envision Racing and could be a natural fit for a new-look Abt squad. Frijns, who also has close business connections with Abt through his Frijns Unlimited automotive company, was set to drive the Audi LMDh car before it was put on hold last month. Now the Dutch ace has much more scope to extend his Formula E career. He’s been on the grid for all but the series’ first and fourth seasons in his deals with Andretti and what’s now Envision. “I still am an Audi driver but now the LMDh project has gone, so it’s not likely I will stay here because there’s not much happening there anymore,” Frijns told The Race in Rome last week. “I’m free to do whatever [in Formula E] but I don’t have very long to decide what I’m going to do. It’s not weeks, it’s actually days or hours.” specifics of his contract situation, his comments could refer to an option to continuing with Envision Racing. Frijns’ team-mate Nick Cassidy has a third season confirmed in his deal with the British based, Chinese owned team for 2023. Other Abt-linked drivers include Rene Rast and Kelvin van der Linde. Like Frijns, Rast was set to be an Audi LMDh driver from 2023 onwards, while van der Linde was a development driver for Audi Abt in Formula E, completing private test days and making an appearance at the 2020 rookie test in Marrakech. However, it is likely that another driver with close Abt links – Nico Mueller – will be offered a seat should Abt’s plans to return to Formula E come off. The Swiss is competing in the DTM, GT3 and World Endurance Championship this season but does have Formula E experience after a season and a half with the Dragon Penske operation between 2019 and 2021. https://the-race.com/formula-e/former-audi-partner-abt-lining-up-formula-e-return-for-2023/

Production stoppages will lengthen delivery times for models including the Q7 and Q8 SUVs. BERLIN – Parts shortages caused by Russian invasion of Ukraine are hitting Audi hard, leading to weeks of production downtime. "In some cases, we have had to and will stop production at some locations for days or weeks," Audi wrote in a letter to its dealers that has been seen by Automotive News Europe sister publication Automobilwoche. The letter said the Q4 e-tron, A4/A5, A6/A7, TT and Q7/Q8 model series are particularly affected. The automaker told its dealers to prepare for "significantly longer delivery times" for these models. In an email to Automotive News Europe, an Audi spokesperson confirmed that there are currently production stoppages at several Audi locations, although other lines are producing according to planned schedules. For the TT, Q8 and Q4 e-tron models, production restarts are planned for mid-April, but only at a reduced level. Things are looking better for other models: The A1, A3, Q2 e-tron, Q5 and A8 models are only affected to a minor extent, Audi said. However, not all engine variants are available. Audi expects to resume production for the A4/A5 at its factory in Neckarsulm, Germany, starting March 30, and the A6/A7 model series starting April 4. At Boellinger Hoefe, production of the e-tron GT and R8 will resume regular production on two shifts starting from March 28. At the Ingolstadt site, production of the A4 and A5 will resume on a single shift starting April 4, and on a double shift the following week. The line that produces the A3, A4 and A5 will restart the week of April 4 on a single shift and move to a double shift the following week. Like many other automakers, Audi has suppliers in Ukraine. At some suppliers, production has collapsed completely due to the war, while at other companies it has been severely restricted. In particular, the supply situation with customer-specific cable harnesses poses a major challenge, Audi said. Audi said it works with more 14,000 suppliers from whom the company sources cable harnesses or preliminary products for them, among other things. The war in Ukraine has thrown the European auto industry into fresh tumult as the conflict continues without any clear resolution. It has caused disruptions at multiple car plants and prompted companies to suspend shipments to Russia. Leoni is ramping up production of wire harnesses at its two plants in Ukraine -- with workers operating under a nighttime curfew and the risk of rocket attacks. https://europe.autonews.com/automakers/audi-will-halt-production-weeks-ukraine-parts-shortages

Ferrari Team Principal Mattia Binotto says it would be beneficial for Formula 1 if Porsche and Audi joined the sport. Both manufacturers, which are part of the Volkswagen Group, are poised to enter F1 from 2026, when new engine regulations are set to be introduced. However, it is set to wait until the regulations are finalised to make a decision over a potential entry. Binotto hailed the interest, stating having more major brands to compete against is “great” for F1. “I think we are very happy for Porsche and Audi to join F1,” he said. “It’s great for the sport and it’s great for F1. "It’s great for us to compete with such brands. Overall, it’s good news in which we have to be very happy with. “On the regulations themselves, we know that the objective is to try and finalise them by June and get them voted by June. It’s not something new. “All the discussions we had at the time that we are still having right now, are still considering the fact that Audi and Porsche could have joined. “It’s not something new in that respect and there are no new discussions relative to that.” However, ahead of the June vote, Binotto says that there are a number of matters that need to be clarified regarding newcomers and Intellectual Property. “There are still open points overall. There are open points which are on financial regulations,” he said. “They have to finalised and re-formulise and in the financial regulations, we know that framework we have been working since last December with the World Council there is all the matters to considering what is a newcomer? "How do we define a newcomer? What is the benefits of a newcomer? All that needs to be clarified and defined. “On top of that, there’s all the IP transfer because IP transfer should not be possible – that was agreed on how we translate that into wording is difficult to know. “There are points on the technical [side] which are open discussions so there are many things that need to be moved forward and finalised so from now until June, time is certainly short so we need to work on it as a high priority.” https://www.motorsportweek.com/2022/04/17/porsche-audi-joining-f1-would-be-great-for-the-sport-ferrari/