Welcome To Green Audi
Welcome To Green Audi
Welcome To Green Audi
Thank you for visiting Green Audi of Springfield, Illinois, a new and used Audi dealer serving Springfield, Decatur,
Champaign, Urbana, Chatham, and Jacksonville, IL, drivers. In our new Audi vehicle inventory, discerning luxury
car drivers can find the latest and most popular new Audi coupes, sedans, convertibles, SUVs, and hybrids. We
also have an impressive used vehicle inventory at Green Audi of Springfield, including both used luxury vehicle
makes and models as well as Certified Pre-owned Audi vehicle models in stock. If you are a driver in Springfield,
Champaign, Decatur, Jacksonville or Chatham, IL, and your goal is to obtain a new, used, or Certified Pre-owned
Audi or other make and model of luxury vehicle, Green Audi has the answers you seek.
BY CSABA CSERE
ILLUSTRATION BY BRYAN CHRISTIE DESIGN
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Carlos Ghosn, the CEO of Nissan and Renault, has proclaimed that battery-
powered vehicles will account for 10 percent of global new-car sales by 2020.
Mr. Ghosn, of course, is planning to introduce at least four electric cars in the
next three years. Independent analysts, however, such as Tim Urquhart of IHS
Global Insight, believe that battery-powered vehicles will remain at less than
one percent of the new-car mix in 2020.
The fact is that electric vehicles are prohibitively expensive todaythe battery
alone in an electric car can cost $20,000and will remain so for some time.
Moreover, electric vehicles are unproven in the real world. If carmakers are
going to bet their futures on this technology, they will do so very gradually.
Even under Ghosns optimistic view, internal-combustion (IC) engines will
power 90 percent of 2020 vehicles. Koei Saga, Toyotas boss of advanced
technology (including electric cars), goes further: In my personal view, I think
we will never abandon the internal-combustion engine.
But they wont be the same IC engines that power vehicles today. With federal
fuel-economy standards getting tougher by 35 percent over the next five years,
IC efficiency must improve dramaticallyif not, well all be forced to drive
econoboxes.
But DI has a key benefit: By injecting fuel directly into the cylinder during the
compression stroke, the cooling effect of the vaporizing fuel doesnt dissipate
before the spark plug fires. As a result, the engine is more resistant to
detonationa premature and near-explosive burning of the fuel, producing a
knocking sound and pounding the pistons with pressure and heatand can
therefore operate with a higher compression ratioabout 12:1 instead of
10.5:1. That alone improves fuel economy by two to three percent.
VIEW PHOTOS
And DI also offers the possibility of lean combustion because the fuel spray
can be oriented so that there is always a combustible mixture near the spark
plug. That could yield five percent more efficiency.
Several European carmakers are already using this lean-burn strategy.
Unfortunately, lean combustion causes higher tailpipe emissions of NOx
(oxides of nitrogen), which run afoul of Americas tighter limits. Catalysts that
can solve this problem dont like the high sulfur content in American gasoline.
New catalysts promise to reduce emissions. Meanwhile, expect direct injection
to become universal by 2020.
Modern engines achieve power levels that we could only dream about 20 years
ago. The downside is that during routine driving, most engines are loafing
and 300-hp engines are inefficient when theyre only putting out the 30 ponies
needed to push an average sedan down the highway. When an engines throttle
is barely cracked open, theres a strong vacuum in the intake manifold. During
the intake stroke, as the pistons suck against this vacuum, efficiency suffers.
As weve seen, direct fuel injection helps solve this problem by cooling the
intake charge to minimize detonation. Second, if the variable valve timing
extends the time when both the intake and the exhaust valves are open, the
turbocharger can blow fresh air through the cylinder to completely remove the
hot leftover gases from the previous combustion cycle. And since the injectors
squirt fuel only after the valves close, none of it escapes through the exhaust
valve.
The first engine in America with all three of these elements was the base 2.0-
liter four-cylinder in the 2006 Audi A4. It had a 10.5:1 compression ratioas
high as many naturally aspirated enginesdespite a peak boost pressure of
11.6 psi. It produced 200 horsepower and 207 pound-feet of torque.
In the future, Ford expects to replace its 5.4-liter V-8 with a 3.5-liter EcoBoost
V-6; its 3.5-liter V-6 with a 2.2-liter EcoBoost inline-four; and its 2.5-liter
inline-four with a 1.6-liter EcoBoost inline-four. In each downsizing, peak
power should be similar, low-end torque should be about 30 percent greater,
and fuel economy should be 10-to-20 percent higher. The only downside will
be an added charge of $1000 or so to the price of DI-turbo vehicles to pay for
the additional hardware.
BMW, Mercedes, Toyota, and Volkswagen are planning similar enginessome
using superchargers instead of turbochargers. Turbocharging with direct
injection will continue to expand.
Later in the decade, we will see a second generation of these engines, using
higher boost pressures. This will allow further engine downsizing to achieve an
additional 10-percent efficiency improvement.
Another way to improve the efficiency of a big engine is to turn off some of its
cylinders. Since the throttle must be opened farther to get the same power
from the remaining cylinders, intake-manifold vacuum goes down and
efficiency goes up.
Honda uses variable displacement on its 24-valve V-6 engines, but the
additional hardware to close the multiplicity of valves adds cost. Moreover,
shutting off some cylinders on a V-6 generates more vibration and noise
problems than it does with a V-8 because V-6s have coarser firing impulses
and poorer inherent balance. The active engine mounts and variable intake
manifolds needed to solve these problems add further costs.
About 20 years ago, Honda introduced a more elaborate approach with its
VTEC system, which shifted between two (and later, three) separate sets of
cam lobesone for high-speed operation and one for low. VTEC can also
simply turn off one of a cylinders two intake valves under light loads. In 2001,
BMW went a step further with its Valvetronic system, which can continuously
vary the opening stroke of the intake valves to optimize engine power and
efficiency. Furthermore, this extensive control of the intake valves serves to
replace a throttle plate, which eliminates vacuum and therefore reduces
pumping losses.
Though they provide efficiency benefits, variable-lift systems are complex and
expensive. Development continues on purely electronic systems that could
replace camshafts and simply open and close an engines valves according to a
computer. But electronic valve-opening mechanisms are also costly and
consume significant power. GM Powertrain VP Dan Hancock suggests that a
two-stage valve-lift mechanism can deliver 90 percent of the benefits of fully
variable lift. Moreover, Fords Kapp says that the benefits of variable valve lift
are limited when combined with EcoBoost (DI turbo).
On the other hand, BMW, with its latest single-turbo, direct-injection 3.0-liter
inline-six (N55) thats replacing the twin-turbo (N54) across the lineup, has
done just that by adding Valvetronic to its DI-turbo configuration. Combined
with the move from a six-speed automatic to an eight-speed, the change is said
to provide 10 percent more miles per gallon.
VIEW PHOTOS
Audi launches next-gen A4 with new Millerized
TFSI engine; g-tron model w/ Audi e-gas
29 June 2015
The new models deliver CO2 emissions as low as 95 grams per kilometer
(152.9 grams per mile) for the A4 Sedan 2.0 TDI ultra with 110 kW (150
hp). The new A4 Sedan has the best drag coefficient in its class at 0.23,
while Avant has cd 0.26. Further, although compared with the previous
model the cars dimensions have grown, its weight has been reduced by
up to 120 kilograms (265 lbs), depending on the engine. The body of the
new Audi models is one of the lightest in its class due to an intelligent
material mix and lightweight construction.
Audi A4 2.0 TFSI quattro. Click to enlarge.
Engines. At market launch in Europe, the new Audi A4 and A4 Avant will
be available with a choice of three TFSI and four TDI engines delivering
maximum power of between 110 kW (150 hp) and 200 kW (272 hp).
Compared with the previous model, their fuel consumption has been
reduced by up to 21%, while their power output has increased by up to
25%. All engines comply with the Euro 6 emission limits, so that the TDI
has been labeled a clean diesel. There is a standard 12-liter tank or an
optional 24-liter tank for the required AdBlue additive.
The standard, start-stop system has also been further improved and
comes with new features to reduce fuel consumption further: When the
driver stops at a red light, the engine can already be deactivated below 7
kilometers an hour (4 mph); 3 km/h for the A4 3.0 TDI with tiptronic (1.9
mph).
New entry-level 1.4 TFSI. The entry-level gasoline engine is the 1.4
TFSI. The compact four-cylinder with displacement of 1,395 cc has a
maximum output of 110 kW (150 hp) and torque of 250 Nm (184 lb-ft)
between 1,500 and 3,500 rpm. In combination with the seven-speed S
tronic transmission, it accelerates the A4 Sedan from 0 to 100 km/h (62
mph) in 8.9 seconds and on to a top speed of 210 km/h (131 mph). The
corresponding figures for the Avant are 8.9 seconds and 210 km/h (131
mph).
In the NEDC (New European Driving Cycle), the 1.4 TFSI with S tronic
consumes 4.9 liters per 100 kilometers (48.0 US mpg) in the A4 Sedan,
resulting in CO2emissions of 114 grams per kilometer (184 grams per
mile). Compared with the 1.8 TFSI of the previous model, fuel
consumption has been reduced by 21%.
With its aluminum crankcase, the new four-cylinder engine weighs just
over 100 kilograms, despite its complex technology package. The valve-
drive module in the cylinder head is designed to be light and rigid. Below
it, the exhaust manifold is integrated into the cylinder heada key
element of efficient thermal management. Like the crankcase, the cylinder
head has its own cooling circuit. The entire crankshaft drive has a very
low mass and frictional losses.
The turbocharger and its peripherals are optimized in all details to build
up boost pressure rapidly. With the mixed-flow turbine wheel, the
moment of inertia is low, the electrically operated wastegate works
extremely precisely and intercooler
integrated into the intake manifold results
in short distances for the gas mixture to
travel. The common rail system develops
an injection pressure of up to 200 bar;
the toothed belt for valve timing and
auxiliary drive is designed to last for the
engines lifetime.
In the high-end version, the 2.0 TFSI delivers 185 kW (252 hp) and
torque of 370 Nm (273 lb-ft) between 1,600 and 4,500 rpm. This allows
sporty driving: The new A4 Sedan with quattro drive and seven-speed S
tronic sprint from 0 to 100 km/h (0 to 62 mph) in 5.8 seconds and has an
electronically limited top speed of 250 km/h (155 mph). The new A4
Avant has corresponding figures of 6.0 seconds and 250 km/h. The Sedan
with front-wheel drive and S tronic consumes 5.7 liters of fuel per 100
kilometers in the NEDC (41.3 US mpg) and emits 129 grams of CO2 per
kilometer (208 grams per mile).
The second version of the 2.0 TFSI, the gasoline ultra model, delivers 140
kW (190 hp) and torque of 320 Nm (236 lb-ft) between 1,450 and 4,200
rpm. This also results in very agile performance: 7.3 seconds from 0 to
100 km/h (62 mph) and a top speed of 240 km/h (149.1 mph) for the
Sedan; 7.5 seconds and 238 km/h (147.9 mph) for the Avant (both with
S tronic).
The Sedan consumes 4.8 liters per 100 kilometers (49 US mpg) (NEDC)
and the Avant 5.0 liters (47 US mpg), equivalent to 109 and 114 grams of
CO2 per kilometer (175 and 184 grams per mile) respectively.
The pioneering efficiency of the 2.0 TFSI is the result of Audis Millerized
combustion method with shorter compression and longer expansion
phases as well as increased compression. The Miller cycle uses a higher
expansion ratio than compression ratio (i.e., over-expansion) obtained by
either early or late closing of the intake valves (EIVC and LIVC,
respectively), and results in a smaller effective compression stroke;
combustion and expansion proceed normally.
The Audi TFSI intake valves close much earlier than usual; in connection
with increased pressure in the intake manifold, this reduces throttling
losses. With the shortened compression phase, Audi engineers increased
the compression ratio from 9.6:1 to 11.7:1. This means that in the
compression phase, the engine only has to compress as much gas as a
1.4 TFSI. Also in the expansion phase, in which it fully utilizes its two
liters of displacement, it profits from the high compression ratio; the
resulting higher level of pressure during combustion further increases the
engines efficiency.
In order for the fuel-air mixture to swirl sufficiently despite the short
intake time, the combustion chambers, piston recesses, intake ducts and
turbocharging of the new 2.0 TFSI are specially adapted to the new
combustion method. Under higher loads, the Audi valvelift system opens
the intake valves later, resulting in a higher charge, which ensures good
power and torque delivery. Injection pressure has been increased to 250
bar.
2.0 TDI. As with the TFSI engines, Audi offers the four-cylinder TDI
engines with its displacement of 1,968 cc in two power versions. The first
delivers 110 kW (150 hp) and torque of 320 Nm (236 lb-ft) between
1,500 and 3,250 rpm; the second delivers 140 kW (190 hp) and torque of
400 Nm (295 lb-ft) between 1,750 and 3,000 rpm.
The 2.0 TDI clean diesel features separate cooling circuits, two balancing
shafts in the crankcase, a cylinder-pressure sensor, substantially reduced
inner friction and a common-rail fuel injection system with a maximum
pressure of 2,000 bar. Emissions stay low due to high- and low-pressure
exhaust-gas recirculation and multi-stage exhaust-gas aftertreatment
including an SCR system (selective catalytic reduction).
Even the less powerful version with 110 kW ensures high performance:
The A4 Sedan with seven-speed S tronic and front-wheel drive accelerates
from zero to 100 km/h (62 mph) in 8.7 seconds and has a top speed of
219 km/h (136 mph); the corresponding figures for the A4 Avant are 9.0
seconds and 213 km/h (132 mph).
2.0 TDI with 140 kW (190 hp). In the version with 140 kW (190 hp),
the 2.0 TDI clean diesel is also a highly efficient engine. With it, the new
A4 Sedan with seven-speed S tronic and front-wheel drive has NEDC fuel
consumption of 4.1 liters per 100 kilometers (57.4 US mpg) and
CO2 emissions of 107 grams per kilometer (172 g/mi). The new A4 Avant
consumes 4.2 l/100 km (56 US mpg) and emits 109 g/km of CO2 (175
g/mi).
The four-cylinder diesel engine accelerates from 0 to 100 km/h (62 mph)
with front-wheel drive and S tronic in 7.7 seconds for the Sedan and 7.9
seconds for the Avant; top speeds of 237 km/h (147 mph) and 231 km/h
(144 mph) respectively.
The two 2.0 TDI engines will also be available as ultra versionsa
badge that signifies the most efficient version of each model series.
Modifications to the transmission ratio, bodywork and suspension as well
as the use of tires with optimized roll resistance reduce fuel consumption
even further. The A4 ultra with manual transmission and 110 kW (150 hp)
has NEDC fuel consumption of just 3.7 liters per 100 kilometers (63.6 US
mpg) and CO2 emissions of 95 grams per kilometer (152.9 g/mi); the
corresponding A4 Avant ultra consumes 3.8 l/100 km (61.9 US mpg) and
emits 99 g/km CO2 (159 g/mi). No competitor in the premium segment
has better figures, Audi notes.
Another 2.0 TDI engine will be added after the market launch with power
output of 90 kW (122 hp).
Audi A4 Avant 3.0 TDI quattro. Click to enlarge.
3.0 TDI. The two six-cylinder TDI engines in the new A4 family combine
superior power with smoothness and efficiency. The 3.0 TDI clean diesel
with displacement of 2,967 cc is available with power output of 160 kW
(218 hp) of 200 kW (272 hp).
The three-liter diesel engine, which weighs only 190 kilograms (419 lbs),
incorporates particularly complex thermal management, new cylinder
heads, substantially reduced friction, a modified chain drive and an
electrically adjustable turbocharger that delivers a pressure boost of up to
2.0 bar. The exhaust-gas aftertreatment system is installed directly on the
rear of the engine, and its NOxtrap catalyst works in conjunction with an
SCR-coated diesel-particulate filter.
In the first version, the 3.0 TDI clean diesel delivers 160 kW (218 hp). Its
torque of 400 Nm (295 lb-ft) is available from 1,250 to 3,750 rpm. The
A4 Sedan and Avant with front-wheel drive are projected to have NEDC
fuel consumption of just 4.2 liters per 100 kilometers (56 US mpg),
equivalent to CO2 emissions of 110 grams of CO2 per kilometer (177
grams per mile); these are provisional figures. This makes the TDI the
worlds most efficient six-cylinder engine.
In the high-end version, the 3.0 TDI clean diesel has a maximum output
of 200 kW (272 hp) and delivers 600 Nm (443 lb-ft) of torque between
1,500 and 3,000 rpm. It accelerates the A4 Sedan like a sports car5.3
seconds from zero to 100 km/hand easily reaches the electronically
limited top speed of 250 km (155 mph). However, its NEDC fuel
consumption is just 4.9 liters per 100 kilometers (48 US mpg) and it
emits only 129 grams of CO2 per kilometer (208 g/mi). The figures for the
A4 Avant are 5.4 seconds, 250 km/h (155.3 mph), 5.1 liters per 100
kilometers (46.1 US mpg) and 134 grams of CO2 per kilometer (216
g/mi).
Audi A4 Avant g-tron. The Audi A4 Avant g-tron is the second model
after the A3 Sportback g-tron that customers can run on compressed
natural gas (CNG) or Audi e-gas. Its 2.0 TFSI engines has an output of
125 kW (170 hp) and torque of 270 Nm (199 b-ft).
The tanks for the Avant g-tron, which will become available in late 2016,
are located under the rear of the car. They can hold 19 kilograms (41.9
lbs) of gas at a pressure of 200 bar and are particularly light thanks to
their novel layout. The inner layer consists of a matrix of gas-proof
polyamide, while a second layer of mixed carbon-fiber-reinforced plastic
(CFRP) and glass-fiber-reinforced plastic (GFRP) ensures extremely high
strength. The third layer made of glass fiber helps visualize any external
influences. Epoxy resin is used to bind the fiber materials.
Gas consumption of less than four kilograms per 100 kilometers (8.8 lb
per 62 miles) in a normal driving cycle means extremely low fuel costs for
the customer. With NEDC fuel consumption, the bivalent g-tron model
drives more than 500 kilometers (311 mi) on natural gas. When the gas
left in the tank is less than about 0.6 of a kilogram (1.3 lb), gas pressure
falls below ten bar and the engine management automatically switches
over to gasoline operation. This allows an additional range of 450
kilometers (280 mi).
Audis new seven-speed S tronic is available for all engines except the top
TDI and is standard equipment for the 3.0 TDI clean diesel with 160 kW
(218 hp). The dual-clutch transmission, which replaces the continuously
variable multitronic transmission, features excellent efficiency. The most
important improvements are a further reduction in friction, the low
weight, highly efficient oil lines and a centrifugal pendulum-type absorber
on the dual-mass flywheel which allows very low idling speeds.
The two compact multi-disc clutches of the new seven-speed S tronic are
arranged axially behind each other instead ofas with the predecessor
radially above each other, thereby reducing drag torque. They operate two
separate sub-transmissions, which are constructed like manual
transmissions. They are permanently active but only one of them is
connected to the engine. Gear shifts take place within a few hundredths
of a second by means of clutch operations, and with virtually no
interruption of traction. With the quattro transmissions, power is
transmitted from the drive shaft through a spur-gear stage to the front-
axle differential.
A4 family background
The predecessor of the A4, the Audi 80, made its debut
in 1972. Four generations of the Audi 80 were produced
The eight-speed tiptronic is available until 1994/95, when it was succeeded by the Audi A4.
only with the 3.0 TDI clean diesel with
The five-millionth A4 rolled off the assembly line in
200 kW (272 hp). The smooth, rapid March 2011 and another production jubilee was
and spontaneously shifting torque- celebrated in the fall of the same year: the ten-millionth
car in the B segment since 1972.
converter transmission is another all-
new development. Its high number of Audi has produced the A4 model family at the
companys main site in Ingolstadt since 1994 and at the
gears allows the engine to be plant in Neckarsulm since 2007.
operated close to its ideal load for The series has also produced rally carthe Audi Rallye
more of the time. A new engine- quattro and the Audi Sport quattroas well as superior
track racing cars such as the Audi 90 IMSA-GTO, the
speed-adaptive vibration absorber A4 quattro Supertouring and the A4 DTM.
allows the powerful V6 diesel engine
to run smoothly even at just 850 rpm. The design of the gear sets and
shifting elements ensures low drag torque, which results in high efficiency.
The new cruise control includes an efficiency function: When the driver
lifts his or her foot from the accelerator pedal in mode D or E, the
transmission shifts to freewheeling whenever that would result in fuel
savings. This coasting mode is possible between 55 and 160 km/h (34-99
mph). The function can anticipate even more effectively when a car has
the optional systems predictive efficiency assist and Stop&Go adaptive
cruise control including traffic-jam assist.
The optional Audi pre sense basic works with information from a variety of
different vehicle systems. Once it detects unstable driving conditions, it
initiates preventive measures to protect the occupants. The front seat
belts are electrically tightened, and the windows and sunroof are closed.
The hazard lights are also activated.
The system, which relies on the signals from the two front radar sensors
and the camera, interacts with the S tronic and the tiptronic to cover the
full range of speeds from 0 to 250 km/h (155 mph); in manual
transmissions, it starts at 30 km/h (19 mph).
Another function of the ACC, the traffic-jam assist, can take over steering
at speeds of up to 65 km/h (40 mph) on well-developed roads when
traffic is congested. The system uses the radar and ultrasound sensors as
well as the front camera, guiding the car by gently adjusting the steering
and following the traffic ahead within system limits. In doing so, the
traffic-jam assist uses the lane markings and other vehicles on the road
for orientation.
When the traffic-jam assist reaches its system limitsfor example, when
the traffic thins out or there is a sharp curve aheadthe driver has to
take over again completely. The system provides warnings at different
levels. As a final measure, it safely brings the A4 and A4 Avant to a full
stop.
With the ACC, the Audi pre sense front safety system on board can
prevent rear collisions or help minimize impact. In dangerous situations,
the system gives the driver a variety of warnings to brake: visual and
acoustic signals as well as a tap on the brakes. If the driver does not
respond, the car first starts to brake, and simultaneously it closes the
windows and the sunroof. As the only model of its class, the A4 then
decelerates as much as possible if the car in front of it is still moving. The
system automatically tightens the seat belts. Audi pre sense front also
works when the ACC is not running.
Even when the navigation function is not on, the predictive efficiency
assistant uses the data from the route to keep the driver informed about
situations which call for lower speed. The system recognizes curves,
roundabouts, road junctions, gradients, city limits and speed limit signs
in many cases long before the driver sees them. A corresponding warning
appears in the combination instrument and/or the Audi virtual cockpit and
head-up display. If the assistant screen is active, detailed graphics can be
seen.
If the driver wishes, the system can take over the freewheeling of the
automatic transmission itself under certain conditions. This form of
coasting is only activated if it can last for at least five seconds. When it
ends, the car automatically accelerates to the speed the driver has
selected if the ACC is activated. The predictive efficiency assistant can
reduce fuel consumption on country roads by up to 10%.
If the new Audi A4 and A4 Avant approach a marking when the driver has
not switched on a turn signal, the system makes a gentle adjustment to
the electromechanical power steering to bring the car back into its lane.
Using the MMI system, drivers can decide whether this support should be
activated at all times or only take place before the lane marking is
crossed. If they choose the early-correction mode, the system will guide
the car back into the middle of the lane. There is also the optional setting
of making the steering wheel vibrate as a signal.
The turning assist monitors oncoming traffic during left turns (on cars
with left-hand drive). It has an operating range between 2 and 10 km/h
(1.2 and 6.2 mph). In dangerous situations, it brings the car to a
complete stop. The system becomes active in the background as soon as
the driver turns on the left turn signal.
The exit warning is activated when the new Audi A4 and Avant stop
moving. If other vehicles are approaching from behind, it warns occupants
as they open the doors. The system warns drivers by means of LED fiber
optics in the inside door-opening mechanism (contour lighting). In
situations that are assessed as dangerous, special high-performance red
LEDs blink and light up. The exit warning stays on for approximately three
minutes after the ignition is turned off.
Other systems complete the City assistance package: the acoustic and
visual park system plus, which automatically activates when it detects an
obstacle, and the reversing camera. Both systems are also available
separately.
The 360-degree cameras are the second component of the package. The
MMI monitor displays different perspectives from the cars immediate
surroundings, including a virtual view and 180 degree images from the
front and rear. Guidelines make it easier to maneuver in reverse gear. The
360-degree cameras are especially helpful in dealing with parking spaces
or driveways where visibility is poor, and the cameras are also useful
together with the rear cross-traffic assist in the rear.
The new FlexRay bus system connects several control units with each
other and guarantees extremely rapid and secure data transfer. The most
important components are the engine, the automatic transmission, the
central chassis control unit, electronic stabilization control (ESC), the
power steering control unit, the adaptive cruise control Stop&Go including
traffic-jam assist, the video camera and the safety computer which steers
the safety systems.
There are other data networks in addition to the FlexRay bus. CAN
(controller area network) buses connect some of the assistance systems
such as the Audi side assist, 360 degree cameras and the air-conditioning
system. Furthermore, they are part of the communication between the
convenience functions, the infotainment components and the central
display and control components, such as the MMI and Audi virtual cockpit.
June 29, 2015 in Driver Assistance Systems, Engines, Fuel Efficiency, Natural
Gas, Transmissions | Permalink | Comments (2)
Comments
With less drag, less weight and more efficient engines and drive trains, we
should soon see 60+ mpg mid-size cars?
EPA highway? Not likely. Engine efficiency alone will only gain around
10% on the highway, don't expect miracles from less drag and rolling
resistance.
Audis 2017 A4 ultra leverages the Millerized 2.0-liter TFSI engine (earlier
post) to achieve 27 mpg (8.7 l/100 km) city, 37 mpg (6.35 l/100 km)
highway, and 31 mpg (7.58 l/100 km) combined EPA-estimated fuel
economy. No other luxury sedan in its non-hybrid competitive segment
offers higher EPA-estimated city or highway mileage.
The efficiency of the 2.0 TFSI is the result of Audis Millerized combustion
method with shorter compression and longer expansion phases as well as
increased compression. The Miller cycle uses a higher expansion ratio
than compression ratio (i.e., over-expansion) obtained by either early or
late closing of the intake valves (EIVC and LIVC, respectively), and results
in a smaller effective compression stroke; combustion and expansion
proceed normally.
The Audi TFSI intake valves close much earlier than usual; in connection
with increased pressure in the intake manifold, this reduces throttling
losses. With the shortened compression phase, Audi engineers increased
the compression ratio from 9.6:1 to 11.7:1.
This means that in the compression phase, the engine only has to
compress as much gas as a 1.4 TFSI. Also in the expansion phase, in
which it fully utilizes its two liters of displacement, it profits from the high
compression ratio; the resulting higher level of pressure during
combustion further increases the engines efficiency.
In order for the fuel-air mixture to swirl sufficiently despite the short
intake time, the combustion chambers, piston recesses, intake ducts and
turbocharging of the new 2.0 TFSI are specially adapted to the new
combustion method. Under higher loads, the Audi valvelift system opens
the intake valves later, resulting in a higher charge, which ensures good
power and torque delivery. Injection pressure has been increased to 250
bar.
Comments
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