FRANKFURT, July 25 (Reuters) - Volkswagen AG's (VOWG.DE: Quote, Profile, Research, Stock Buzz) premium unit Audi (NSUG.DE: Quote, Profile, Research, Stock Buzz) expects earnings to improve this year, finance chief Axel Strotbek said on Friday.
Revenues in the second half continue to be hit by the strong euro, the company added in a statement. Audi reported an improvment in its first-half gross and pre-tax profit margins. Net liquidity rose 25 percent to 8.87 billion euros ($13.93 billion).Ingolstadt/Nurburg - With a fifth-place finish Audi driver Timo Scheider defended his overall lead in the DTM. However, a tyre choice that failed to work out deprived Audi of a possible fourth victory of the season in the Eifel.
As is often the case at the Nurburgring, the weather played a crucial part. Shortly before race start a thunderstorm with dark rain clouds was coming up. Since the meteorologists contracted by Audi, who are normally right on the mark, predicted rain - said to last for at least 30 minutes - for the beginning of the race, most of the Audi A4 DTM cars started to the formation lap on rain tyres.
However, instead of a shower there were only a few drops of rain. Mattias Ekstrom, Timo Scheider and Markus Winkelhock got a call by their teams to swith to slicks immediately as early as during the formation lap. They started from the pit lane thus containing the damage. The other Audi drivers pitted during the first few laps to switch to slicks as well and hopelessly lost ground.
Mattias Ekstrom and Timo Scheider thrilled the spectators (85,000 throughout the weekend) with strong recoveries, which ultimately resulted in places five and six and thus valuable championship points.
Mattias Ekstrom was running in front of his team-mate Timo Scheider by a narrow margin for almost the whole race. This duel was ultimately decided by a tyre gamble: When rain did set in during the final phase Scheider switched to wets five laps before race end. On the last lap he managed to overtake Ekstrom and on the finish straight almost outperformed Mercedes driver Gary Paffett too with whom Scheider and Ekstrom had previously fought a tough duel.
Martin Tomczyk drove the fastest race lap by far, but retired due to a defect of the right rear suspension. Tom Kristensen, who had started from the pole position and was a victim of the unfortunate tyre choice as well, slid into the gravel trap shortly after his second mandatory pit stop.
The best driver of an A4 from last year was Markus Winkelhock, who - in ninth place - barely missed scoring a further point. His team-mate Mike Rockenfeller was able to enjoy leading the race after the start for only a short period of time: Running on rain tyres, 'Rocky' dropped to the rear of the field as early as on the first lap.
In eleventh place, Christijan Albers in the two-year-old Audi A4 DTM achieved his best result of the season. Oliver Jarvis, Alexandre Premat and Mike Rockenfeller occupied places 13, 14 and 15. Katherine Legge retired due to a collision with the Mercedes of Maro Engel.
Before the last four races of the season, Timo Scheider leads the standings with a four-point advantage over Jamie Green (Mercedes). Title defender Mattias Ekstrom is lying in wait with two points behind him in third place overall. The next race will be held at Brands Hatch (Great Britain) on 31 August.
Quotes after the race
Dr Wolfgang Ullrich (Head of Audi Motorsport): "Of course, considering the grid positions we had, the result is very disappointing. As the saying goes among skiers, we 'used the wrong wax' and that was a truly major mistake. We relied on the information from our meteorologists, with whom we've been working for a very long time, that heavy rain would be setting in immediately after the start. For such conditions, rain tyres would certainly have been the only right choice. But then, during the formation lap, we were informed that the rain would be passing by and there would only be a few drops. Then we took the right decision to immediately call our two most important cars back into the pit lane, to put them back on slicks and to start behind the field from the pit lane. We thus minimised our time loss and managed to defend the lead in the championship. But we were no longer able to fight for victory that way."
Timo Scheider (GW:plus/Top Service Audi A4 DTM #10): "That was one of the most eventful races in my DTM career so far. I can't remember ever having pitted four times in a single race. It all started with a wrong tyre decision. When we changed tyres after the formation lap we were initially running at the rear of the field. Afterwards, the 'weather gods' were neither in favour of nor against us. After using slicks twice it was not an easy decision to risk wets once more. I didn't know whether the remaining distance would be enough for that. In the end, I at least came fifth. And I contunie to lead the championship."
Mattias Ekstrom (Red Bull Audi A4 DTM #1): "Starting from the pit lane was a new experience. But then the whole race was a bit unusual. On the first five to ten laps I had to overtake a lot of cars. After that, the race was more or less normal. On the last ten laps we were running on slicks in the wet. I had a hard fight with Gary Paffett. Unfortunately, I lost it in the end. Sixth place after starting from the pit lane is okay, but on the whole the race was of course a huge disappointment."
Markus Winkelhock (Playboy Audi A4 DTM #19): "I started out on rain tyres but returned to the pit lane as early as during the formation lap to switch to slicks. That was the right decision. I was the last to start from the pit lane. I spun once at the start-finish straight when the rear wheels locked. Fortunately, I stayed on the track, but I had to pit because I had flat-spotted a tyre. Unfortunately, this meant I was only able to finish ninth, although - in the end - the car was even better in the rain than in qualifying. The good thing about it is that I'm the best Audi from last year."
Christijan Albers (Audi A4 DTM #21): "I had a very good start. I made up some places and had lots of nice fights but another car hit me in the rear. My car turned sideways and I lost two places. We achieved the maximum with this car. Now I'm eager to go to the next race."
Oliver Jarvis (Best Buddies Audi A4 DTM #15): "In view of the dry track we opted for slicks. Starting from grid position 18, we had nothing to lose, no matter what was going to happen. The decision was right and the first lap was great. In the first section of the race I was following Susie (Stoddart) for a long time. We pitted on the same lap and I went out again behind her. The team called me into the pit lane early, which proved to be a good decision. I was running in ninth place when the rain started getting heavier. I should have switched to wets a bit earlier. When the jack didn't work properly during the change to rain tyres, I suppose I lost 20 seconds, so I only finished 13th. Still, the team did a great job and we had a chance to score points."
Alexandre Premat (Audi Bank/Shell Helix Audi A4 DTM #14): "Unfortunately, the race was a disaster. It all began with starting on rain tyres. I'd have preferred slicks but the team split the risk among the cars. Consequently, I had more pit stops in the end than usual."
Mike Rockenfeller (S line Audi A4 DTM #18): "Of course with the benefit of hindsight we know that slicks would have been the right choice - and the safer one as well. The track was actually dry and we were running on wets. But at the time our information was different. The reason I stayed out on rain tyres longer than the others was because it was all over anyway and the only hope was that it would start raining after all two or three laps later. But that wasn't the case. That's why the gamble didn't work out at all. I'm incredibly disappointed after having such a good chance here. Unfortunately, we gambled it away. It's a particular shame for my mechanics who repaired the car overnight. They would have deserved points today."
Martin Tomczyk (Red Bull Audi A4 DTM #2): "What can I say? A very disappointing result. I wasn't even able to develop a rhythm for the race. And then my race ended prematurely because the right rear suspension broke. Too bad!"
Tom Kristensen (Audi A4 DTM #9): "My race was finished as early as at the start to the formation lap when I had to go out on rain tyres in just slightly drizzling rain. I'm very disappointed that we didn't make use of our good starting base."
Katherine Legge (Audi A4 DTM #20): "It could have turned into a really good race. I was driving very consistent lap times. Then there was the incident with Maro Engel, and that of course was really unfortunate."
Hans-Jurgen Abt (Team Director Audisport/Team Abt Sportsline): "We're upset because we made the wrong choice. According to the information we had there was going to be real rain. But the rain wasn't heavy enough, so our plan didn't work out. The risk we took was too high. But we took the decision jointly. When you take a decision you've got to stick to it. In this case it was wrong, but it's not the end of the world either. It was a very thrilling race. Mattias Ekstrom and Timo Scheider made a strong recovery. That shows that our car was in good shape. Timo made the right choice by switching to rain tyres. In this race, everything was possible. What counts is that we continue leading the championship. The meteorologist is not to blame. Trust has to go both ways. On Saturday, his forecast was absolutely correct."
Arno Zensen (Team Director Audi Sport Team Rosberg): "Starting from second place, you expect something different. We relied on the weather forecast. Then I made the mistake of putting both cars on rain tyres. Actually, I wanted Markus (Winkelhock) to start on slicks. But as early as during the formation lap we decided to change that. Markus drove a good race. Altogether, we had seven or eight stops. The team did a good job but the strategy was wrong. I'm sorry for Mike (Rockenfeller). Yesterday, we were lucky, today - unfortunately - we weren't. Some things did work well, though. Markus finished among the top ten. That was a halfway consoling finish after a disappointing event."
Ernst Moser (Team Director Audi Sport Team Phoenix): "At the start we took a gamble - one car on slicks, the other one on wets. That decision was not wrong. But it caused Alex (Premat) to lose a lot of time in the race. We'd been hoping that it would pay off to keep him out on the track up to the end of the pit stop window. But the rain came only later and we were no longer able to close this gap. Oliver (Jarvis) was running in ninth place and towards the end definitely wanted rain tyres for safety reasons. Unfortunately, one of the air jacks failed during the pit stop."
-motorsport.com
Ingolstadt/Nurburg -- From the national ladies skiing team to TV presenter Kai Pflaume, a large number of prominent guests experienced the DTM with Audi. But there were loads of other activities surrounding Audi at the Nurburgring as well.
Many prominent guests came to visit Audi at the Nurburgring. The German national ladies skiing team around Maria Riesch and Katy Holzl and their chief coach Mathias Berthold had the chance of a close-up DTM experience including a peak behind the scenes during a pit lane tour. Real-world and TV judge Alexander Hold, actor Sam Eisenstein ("Alles was zahlt") and TV presenter Kai Pflaume were guests too, as were footballer Lukas Sinkiewicz from Bayer 04 Leverkusen and actor Norbert Heisterkamp ("Alles Atze", "7 Zwerge").
At the "World of Race Cars" fans were treated to a "meeting of generations" featuring two very special models. The Audi R10 TDI, which has already become a legend with 17 victories clinched in 31 racing events, met a true-to-the-original copy of the Auto Union Type D with a double-compressor engine. While Le Mans winner Dindo Capello was at the wheel of the R10 TDI, Frank Stippler piloted the copy of the 485-hp pre-war racecar at its German debut.
Three high-ranking corporate members visited the seventh DTM round. Michael Dick (Member of the Management Board of AUDI AG, Business Division Technical Development), Bernd Osterloh (Chairman of the Volkswagen Works Council) as well as Norbert Rank (Chairman of the Audi Works Council in Neckarsulm and the Volkswagen Group Works Council) followed the DTM at the Nurburgring.
At the invitation of AUDI AG 1,065 mechanics from the area around the Nurburgring visited the DTM. In their own hospitality area on the pit roof, in a separate grandstand and during an exclusive pit lane tour they became acquainted with the brand's motorsport commitment in the DTM. By hosting the mechanics, Audi recognised the day-to-day work performed by the staff in the service garages.
The DTM race at the Nurburgring attacted numerous Audi customers and dealers as well. The Audi VIP lounge was completely sold out before the event. At the "Audi Drive Away" on Saturday dealers took possession of A4 while on Sunday A8 vehicles were handed over. The dealers had the chance to do a sporty lap around the circuit in their cars.
Shortly before sunset on Friday quattro GmbH created a folkloristic atmosphere during the "Rhenish Night". A fife and drum band provided an unusual sound setting at the event, which is traditionally held at the Nurburgring. The guests, including the Virgin, Prince and Farmer of the Cologne carnival from the years 2004 to 2008, enjoyed authentic Colonian culinary delights throughout the evening.
On Saturday night fans of Audi and Timo Scheider enjoyed a generous gesture: despite the rain the DTM leader treated his loyal supporters to about 1,000 litres of free beer at camping ground A5.
Two marathon men by themselves: the eight-time Le Mans winner Tom Kristensen and tri-athlete Normann Stadler met at the Nurburgring. Stadler, who won the Ironman Hawaii Triathlon twice, and the Dane, who is an enthusiastic cycle racer in his free time, not only swapped experiences about their respective sports. Both also mounted two of the tri-athlete's super-light cycles to go on a small tour of the Eifel.
Martin Tomczyk swapped his Audi A4 DTM for a Volkswagen Race Touareg at the Nurburgring. Volkswagen factory driver Dieter Depping gave some instructions in the Dakar Rally vehicle to his Audi colleague prior to the offroad drive in the Eifel. Tomczyk was enthralled with the ride across rough terrain: "This was huge fun and I'm already looking forward to next time." This opportunity will present itself to the Audi driver on 16 August: at the Red Bull X-Fighters freestyle motocross competition in Wuppertal Martin Tomczyk will have the chance to drive the rally prototype again.
Actor Fritz Wepper -- always a welcome guest at the DTM -- visited Timo Scheider this time. Wepper personally drove his new Audi RS 6 into the pit lane for a photo shoot.
An autograph session by Audi Sport Team Phoenix drivers served a good cause. On Thursday, the team based at the Nurburgring and its two drivers, Alexandre Premat and Oliver Jarvis, supported the preservation of the local public swimming pool by signing autographs and donating prizes for a raffle.
Before the race weekend in the Eifel, Katherine Legge visited the German branch of the British radio station BFBS in Herford. As a guest on the "breakfast show", the Audi factory driver proved her knowledge of British traffic rules in a quiz. As a prize she received a pair of soft-fabric dice for her racing cockpit, which were even seen as a good luck charm in her Audi A4 DTM some of the time.
In Lemgo Katherine Legge was in for a surprise reception. Mayor Dr Reiner Austermann welcomed the Brit in a street named Leggestrasse and presented her with an illustrated book about the Old Hanseatic City of Lemgo. To explain the unusual name of the street the politician said that in the Middle Ages the so-called "legge" (laying place for linen) was incepted to have the famous Lemgo quality linen inspected by "legging masters" under oath prior to delivery of the goods.
-Audi AG
2007 was Audi of America's best year, with 93,506 sales from a comprehensive lineup of desirable luxury cars. But even as Audi continues to strengthen its position in the ultracompetitive U.S. luxury-car market, it is keenly aware that it is a small player here against the likes of BMW, Mercedes-Benz, and Lexus. That makes the job of Filip Brabec, Audi of America's 32-year-old head of product planning, all the more important: When you're fighting for every incremental sale against the big guys, your product mix has to be just right. And native Czech Brabec has a lot of models to juggle and to spread among a sales volume that's roughly equal to the number of RX crossovers that Lexus sold last year. Think about it: Audi of America offers the A3, the A4, the A5, the A6, the A8, the TT, the R8, the Q7, and, soon, the Q5. Several of those models are offered in more than one body style, with more than one engine and transmission combination. And, of course, there are also the S4, S6, S8, and RS4 models to consider. That's a lot of models to spread over fewer than 100,000 annual sales. "We have fifty-some model and powertrain combinations," says Brabec. "How many will you have in two years?" I asked. "If I do my job right, we'll still have fifty-odd combinations," offers Brabec, "but spread over more models."
What this means is that Audi of America will, going forward, take a good, long, hard look at ultra-niche models like the S4 Avant. "Wagon, S4, manual transmission-just think about it," says Brabec. "Niche, niche, niche." Sales volumes for such cars simply don't merit their existence, is what he's saying, especially given the euro-dollar relationship. Therefore, there will not be a next-generation S4 Avant for America. "And those are our twenty loudest customers" says Brabec, laughing. "We'll hear from them." As it is, Brabec says that he works "very carefully and closely" with his colleagues at Audi AG to maximize equipment levels for American customers even in light of the weak dollar. But, clearly, it will be harder and harder for Audi of America to include models in its product mix that have minuscule annual sales.
That said, there's plenty of hot metal coming from Audi in the near future, and at the top of that list is the new S4, which is debuting at the Paris Motor Show in October and going on sale in America next spring. The big news here is that, rather than a V-8, the S4 will be powered by an all-new, supercharged, 3.0-liter V-6. "We chose it for performance, CO2 emissions, and packaging reasons," says Brabec. "I first drove a car with a prototype of this engine back in 2005, and it blew me away." Why a supercharger rather than a turbocharger? "We wanted a multiapplication engine," explains Brabec. "A turbo wouldn't work for all the cars we wanted to put this engine in."
Cars such as the A6 sedan, which for 2009 gets the same, supercharged V-6 as the S4 as part of a major midlife face-lift. The A6 will not get a dual-clutch transmission, though. One assumes that will have to wait until the next-generation car.
As for other powertrains for the new Audi Q5 small crossover that goes on sale in February or March of 2009, Brabec demurs. "We have no immediate plans for a diesel," he says. "It's an expensive technology. Really expensive. But diesel is a huge topic for us at Audi of America. The Q7 TDI is the best-driving Q7 you're gonna get. It's the most comfortable, the most fuel efficient." [Audi has already confirmed that a 3.0-liter TDI V-6 will be offered in the Q7 in the first quarter of 2009.] Brabec admits, "the price point of the Q7 TDI is a big point of debate. Mercedes-Benz is charging only a $1000 premium for the new diesel in the ML. This must be at a loss for them. They must want to retain diesel leadership in the United States, knowing that we are coming and BMW is coming into the same segment."
In speaking with Brabec, though, it's clear that Audi of America would very much like a diesel engine not just for the Q7 but also for the Q5; it's just trying to figure out how to bring it here affordably. And one also perceives that, if Brabec could wave a magic wand, he would have Audi's superb new 2.0 TSFI turbo four-cylinder gasoline engine for the Q5 at launch, too. If we had to guess, we'd say that the TSFI is more likely to arrive here for the Q5 than a TDI is. After all, the TSFI is already being offered here starting this fall in the new A4 sedan and Avant, and the Q5 is built on the same longitudinal-engine platform as the A4. And Audi AG is keenly aware that diesel fuel costs more than premium unleaded here in America.
In the meantime, the price of fuel is affecting Audi of America in some interesting ways. Four-cylinder models of the outgoing A4, rather than languishing on dealer lots waiting for fire sale, make-room-for-the-2009-models pricing, are sold out. "The market is crazy for A4 four-cylinders," marvels Brabec. "The other guys [Mercedes, BMW] don't have fours. Even as the A4 runs out [its model life], they're gone. We don't have any [in stock]."
"We're also sold out of the A5 coupe," says Brabec. "Which is too bad, because that means I can't get one as a company car!"
The New 3.0 TFSI: Hi-Tech V6 with Compressor Supercharging
Source: Audi AG
Powerful, spontaneous and ultra-efficient: this is the new top version in Audi's V6 engine range. The 3.0 TFSI develops 213 kW (290 hp) and a huge 420 Nm (309.78 lb-ft) of torque. It combines two state-of-the-art technologies in perfect style – gasoline direct injection and compressor supercharging. The hi-tech V6 will go into production later in the year.
The brand with the four rings has a long tradition of supercharged engines. The legendary Grand Prix racing cars built by Auto Union back in the 1930s already featured compressors, which coaxed as much as 440 kW (around 600 hp) out of the mighty 16-cylinder and 12-cylinder engines. From the late 1970s on, Audi focused its attention on the exhaust turbocharger, which helped it to a succession of noteworthy triumphs in the world of motor sport. It was at this time that Audi's turbo engines began to enjoy resounding market success.
The compressor is now staging a comeback. It is the ideal supercharging technology for the new three-liter V6, the 3.0 TFSI; the T in Audi engine designations consequently no longer exclusively denotes turbo versions.
Extensive comparative tests revealed the mechanical supercharger to be superior to a biturbo concept for this engine. In conjunction with direct injection, its packaging, starting performance and dynamic response were far superior.
The compressor is so compact that it easily fits inside the 90-degree V of the cylinder banks, in place of the intake manifold. Because it is driven by the engine via poly-V belt, its full thrust is available from idle speed upwards, producing huge pulling power when driving off. The 3.0 TFSI delivers its maximum 420 Nm (309.78 lb-ft) at only 2,500 rpm and maintains this constantly until 4,850 rpm.
The gas paths after the compressor are very short; this means that the torque is built up extremely quickly, even more dynamically than on a naturally aspirated engine of the same displacement. The 3.0 TFSI responds sportily to the throttle, with exceptional agility and bite. And it revs up to the maximum of 6,500 rpm with playful ease, achieving its rated output of 213 kW (290 hp) at just under 5,000 rpm.
Top marks for fuel efficiency
The 3.0 TFSI without question earns top marks for fuel efficiency, too. And its pulling power enables it to extend the transmission ratio, further adding to its already superior efficiency. The new 3.0 TFSI will achieve an average fuel consumption of well under 10 liters per 100 km (23.52 US mpg) in virtually all longitudinally engined Audi models, the concept for which it is envisaged. It is designed to run on either premium or regular gasoline and already complies with the future emission standard Euro 5 – a question of honor for every new Audi engine.
The Audi technology of gasoline direct injection according to the FSI principle was what made this trailblazing efficiency possible in the first place. Unlike conventional concepts, it allows the compressor to be located behind the throttle valve. In view of the low density of the intake air at loads below supercharging level and when coasting, its rotors are free-running and the amount of power required to drive them is low.
The engine's high compression ratio of 10.5:1 also plays a big part in its efficiency. The direct injection principle is once again the key, because the intensively swirled fuel cools the combustion chamber, reducing the tendency to knock.
The compressor of the new 3.0 TFSI is what is known as a Roots blower. Inside it, two four-vane rotary pistons counter-rotate at a speed of up to 23,000 rpm, with an air gap between them measuring just a few thousandths of a millimeter. The rotors can deliver 1,000 kilograms (2204.62 lb) of air per hour and force it into the combustion chambers at a boost pressure of up to 0.8 bar.
Two water-to-air intercoolers made from aluminum and connected to a separate coolant circuit are integrated into the housing. Here, the compressed and therefore heated intake air is cooled down again in order to boost its oxygen content for the combustion process. An extensive package of measures reduces the level of noise generated by the compressor to a minimum.
The engine itself belongs to Audi's family of ultramodern V engines. In addition to the standard cylinder angle of 90 degrees, their attributes include systematic lightweight construction – the three-liter version's crankcase, which is made from cast aluminum/silicon, tips the scales at just 33 kilograms (72.75 lb). The entire engine, including the compressor, weighs 189 kilograms (416.67 lb). The bore measures 84.5 millimeters (3.33 in) and the stroke 89.0 millimeters (3.5 in), producing a swept volume of 2,995 cm3.
Reinforcements on the crankcase
Audi has included a whole array of refined hi-tech features on the 3.0 TFSI. The crankcase has been adapted to the higher prevailing pressures and all components are frictionally optimized. The two intake camshafts can be adjusted through 42 degrees crankshaft angle. In the intake ports, tumble flaps induce movement in the incoming air to promote optimum mixture preparation.
The injection system is a fundamentally new design. A common rail system with six-hole injectors injects the fuel directly into the combustion chambers at a pressure of up to 150 bar. The injectors' highly dynamic response permits up to three fuel injections per operating cycle across an extensive range of the characteristic map. They, too, optimize the combustion process and therefore contribute to the impressive performance of the new 3.0 TFSI.
The newest racing machine out of the Audi AG shops is definitely a show stopper, both on and off track. The new Audi A4 was a class unto itself in both practice sessions at Zandvoort, Netherlands.
In the DTM series, the first day of on-track activity is considered, like many top touring and endurance series, more of a shakedown/test day rather than showing what you have to your competition. Yet, Audi may have tipped their hand on Friday unless the Mercedes factory teams were holding back.
"Things are starting out well again, an experience we're almost used to at Zandvoort," said current points leader Timo Scheider. "That's great because it's the circuit I've been looking forward to more than to any other one. Although that doesn't mean much we did reel off a long distacnce in the first practice session. That worked out quite well. In the second test, we were able to concentrate on the setup for the qualifying and immediately headed in the right direction."
The first session had Audi in the top four positions of the time chart with Timo Scheider (Audi Sport Team Abt) at a best lap of 1:34.170 followed by his teammate Tom Kristensen at 1:34.240, a mere 0.070 seconds adrift.
"With stable weather, Friday made it possible for us to do the work we'd planned on," said Audi Head of Motorsport Dr. Wolfgang Ullrich. "Having eight cars in the top ten is a good sign, but it shouldn't be overrated. We did some good basic work and simulated a racing distance very well with Tom Kristensen. We've accomplished a solid preparation for the weekend."
In the Audi Sport Team Abt Sportsline A4 for third was Mattias Ekstrom at 1:34.336 with Audi Sport Team Phoenix's Oliver Jarvis fourth with a 1:34.457 in the year-old Audi A4.
Adrift of the overall pace setter by nearly three-tenths of a second was Paul di Resta for AMG Mercedes with a 1:34.465 to place fifth in the first test of the day.
di Resta and team did not fare as well in the afternoon runs, nearly six-tenths off the fast lap laid down again by Scheider. The Audi driver topped both speed charts with his best lap of the day at 1:33.935.
The second test saw Ekstrom's teammate Martin Tomczyk take the second fastest time of the day at 1:33.935, only 0.26 seconds off the pace of Scheider. Ekstrom hit his best lap of 1:24.047 to again be third in the session.
Jarvis kept a Mercedes at bay with his time of 1:24.112 to remain in the top four overall Friday times a the end of the day.
For the stern AMG Mercedes team it was Gary Paffett taking the fifth best of the day at 1:34.292 and closed the gap a bit by being only four-tenths off the pace of Scheider.
Mercedes has their work cut out to find the extra speed needed on the Dutch circuit to stay in touch with Audi's performance, not only today but with their past win record at the unique sand dune circuit.
Ingolstadt -- If there is one track on which Audi feels particularly at home then it is Zandvoort. Audi won three of the last four DTM races on the circuit around the sand dunes on the North Sea coast of Holland. Last year Audi even filled the top-four positions. The anticipation for the sixth race of the 2008 DTM season is correspondingly great in Ingolstadt and Neckarsulm.
Three of the four Audi sport Abt Sportsline drivers have already won a DTM race in Zandvoort: Mattias Ekstrom celebrated his first DTM victory there in 2002. In 2004 he triumphed again on the way to clinching his first DTM title. In 2006 Tom Kristensen won and in 2007 the winner was Martin Tomczyk.
Only Timo Scheider has yet to mount the DTM podium in Zandvoort. The current championship leader is, however, regarded as a Zandvoort specialist: He has already claimed pole position twice on the extremely challenging circuit. Last year he dominated every practice session. For this reason, Scheider travels to the North Sea with a clear goal: He aims to increase his series lead by taking his maiden Zandvoort win.
The foundations are good: The new Audi DTM, which started its 2008 campaign with a one-two-three in April at Hockenheim, should be able to exploit its technical advantages to the maximum around circuits with many corners -- and there are enough corners at Zandvoort. Additionally, the 2008 A4 will be lighter than the current Merc for the first time.
The drivers of last year's A4 also expect to have a much better chance in Zandvoort than last time out at the Norisring. Oliver Jarvis, Alexandre Premat, Mike Rockenfeller and Markus Winkelhock judge the Netherlands track to be one of their favourites.
Christijan Albers won the Zandvoort DTM race in 2003. However, with his two-year-old Audi A4 DTM he is considered an outside bet this time around; despite this, the Dutchman aims to shine in front of his local fans. Zandvoort is new terrain for his team mate Katherine Legge. She will certainly have one reason to celebrate on the North Sea: It is the Briton's birthday on qualifying day.
Due to TV coverage of the Tour de France the battle for pole position begins on Saturday at 5:43 p.m. local time, the race on Sunday at 1:00 p.m. local -- therefore an hour earlier than usual. ARD broadcasts qualifying and the race live on "Das Erste". Free practice is broadcast on www.dtm.tv in the internet. Highlights and background stories can be seen on www.audi.tv
Quotes before the race at the Zandvoort
Dr Wolfgang Ullrich (Head of Audi Motorsport): "The fact that Zandvoort has always suited our cars over the years and because of what we have seen over the course of the 2008 season to date, I'm very confident that we'll be able to deliver the goods at Zandvoort. We want to use this opportunity to score as many points as possible for Audi."
Mattias Ekstrom (Red Bull Audi A4 DTM #1): "I'm looking forward to Zandvoort. I won my first DTM race there in 2002. I'll be 30 years old there on race day and will try to give myself a perfect present."
Martin Tomczyk (Red Bull Audi A4 DTM #2): "Zandvoort was always an excellent hunting ground for Audi. I've got fond memories of Zandvoort, especially as a result of the perfect team work last year. I hope that I can forget the misery of Norisring as quickly as possible and that things run better for me again in Zandvoort."
Tom Kristensen (Audi A4 DTM #9): "Zandvoort is a wonderful race track located in beautiful surroundings which remind me a little of Denmark. Audi is traditionally very strong on twisty circuits, which is why I'm looking forward to driving our 2008 A4 there. As our car will also be a little lighter, I can see the chance that the podium will be full of Audi drivers."
Timo Scheider (GW:plus/Top Service Audi A4 DTM #10): "I'm looking for the dunes in Zandvoort enormously. I still have a score to settle there, especially as I took pole-position twice already. After dominating every practice session last year, I want to go one better this time and win the race as well. Our A4 should be very strong in Zandvoort."
Alexandre Premat (Audi Bank/Shell Helix Audi A4 DTM #14): "It's very satisfying for me to come to Zandvoort again. It's as good as a home race for me. I love the circuit and the atmosphere. I won there in Formula 3 and almost won the DTM race there last year. I've purposely saved extra tyres for Zandvoort. I hope it pays off."
Oliver Jarvis (Best Buddies Audi A4 DTM #15): "I won the opening race of the A1GP season in Zandvoort last year and obviously have good memories. I can hardly wait to drive on a circuit that I know. I want to score big points!"
Mike Rockenfeller (S line Audi A4 DTM #18): "The circuit suits our car better than at the Norisring. I also like Zandvoort and I've always been quick there. Zandvoort is a real driver's circuit. It's always good to come to Zandvoort."
Markus Winkelhock (Playboy Audi A4 DTM #19): "I've always liked the Zandvoort circuit. I think that we'll also be okay with our year-old Audis, after all one did win there in 2007. We'll have a car with which we can score points."
Katherine Legge (Audi A4 DTM #20): "I only know Zandvoort from the television and have done a few laps on the computer. I'm already very intrigued to see it as I've heard that the circuit should suit our car better than the Norisring. It's always interesting to get to know a new circuit."
Christijan Albers (Audi A4 DTM #21): "It's always a great feeling to race in your home race. The public and the atmosphere at Zandvoort are fantastic. Hopefully the weather will also be good for the fans. It won't be easy for us with the 2006 cars, but we'll give the maximum to bring home a good result."
Hans-Jurgen Abt (Team Director Audi Sport Team Abt Sportsline): "Zandvoort is one of the highlights on the calendar -- especially for Audi. Last year we even occupied the top four positions. We have an excellent base from which we expect to bring home a fantastic result. The season only really now begins for us. We are going to up the ante!"
Ernst Moser (Team Director Audi Sport Team Phoenix): "Zandvoort suits us a lot better than the Norisring. Our drivers love Zandvoort and are looking forward to it. As a team we've always been able to get good results in Zandvoort. We aim to build on this. We can achieve a great deal in Zandvoort."
Arno Zensen (Team Director Audi Sport Team Rosberg): "Zandvoort has always been good for surprises. The sand from the dunes blowing across the circuit constantly creates new track conditions. It is beautiful there. The track runs up and downhill. Zandvoort is a driver's circuit which we are looking forward to."
This achievement once again topped the outstanding result of the first part of the efficiency drive from Basel to Vienna and back. The winning team of that round, which also lasted 1,650 kilometers (1,025.26 miles), had recorded an average fuel consumption of 3.44 liters per 100 kilometers (68.38 US mpg) and CO2 emissions of 91 grams per kilometer (146.45 g/mile). This, however, was at a higher average speed of 81.4 km/h (50.58 mph).
With full concentration from beginning to end and outstanding levels of enthusiasm, the participants in fact managed to surpass the very high expectations. After a total driving time of 22 hours on average with an average speed of between 73 and 80 km/h (45.36 and 49.71 mph), the white Audi A4 cars reached their destination. It thus became clear just what potential there is in the driver’s foot for reducing fuel consumption.
The new two-liter TDI engine provides ideal conditions for economical driving. With a combined consumption figure of just 5.1 liters per 100 kilometers (46.12 US mpg) and CO2 emissions of only 134 grams per kilometer (215.65 g/mile), the efficiency of the sportiest midsize sedan is simply outstanding. At the same time, the A4 is always capable of bringing the impressive dynamism that distinguishes every Audi onto the road.
However, participants in the Audi efficiency competition significantly bettered even these impressive combined consumption figures. The winning team needed just 3.32 liters of diesel fuel per 100 kilometers (70.85 US mpg). This equates to CO2 emissions of only 88 grams per kilometer (141.62 g/mile) – an outstanding figure at an average speed of 74.6 km/h (46.35 mph). Five teams achieved under 3.45 liters (over 68.18 US mpg). But even the Audi in eleventh place recorded an impressive average fuel consumption of 3.50 liters (67.20 US mpg).
To achieve these extremely low figures, the teams had the air conditioning switched off nearly all the time. However, considering the amount of fuel left in the tanks of the eleven Audi A4 cars at the end, it would certainly have been possible to enjoy the comfort of the high-performance, ultra-efficient automatic air conditioning as well.
Max Mosley, one of the most powerful men in world sport, was under pressure to resign as boss of Formula One’s governing body last night after he was exposed enjoying a Nazi-style orgy with five prostitutes.
Jewish groups condemned the behaviour of Mosley, 67, whose father, Sir Oswald, was the leader of the British Union of Fascists and a friend of Adolf Hitler.
Mr Mosley was caught on video by the News of the World with five women in an underground “torture chamber” in Chelsea, where he spent several hours allegedly indulging in sado-masochistic sex.
The Oxford-educated former barrister, who is president of the Fédération Internationale de l’Automobile (FIA), reenacted a concentration camp scene in which he played the role of both guard and inmate.
Speaking in German and brandishing a leather whip, he beat the women after allowing himself to be subjected to a humiliating inspection for lice and an interrogation in chains.
Mr Mosley, a close confidant of Bernie Ecclestone, who holds the commercial rights to Formula One, paid £2,500 cash for the sex services, the Sunday newspaper claimed.
His antics stunned Jewish leaders and motorsport insiders. “This is sick and depraved,” Karen Pollock, chief executive of the Holocaust Educational Trust, said. “For anyone to be in such a position of influence and power beggars belief. I am absolutely appalled.”
Stephen Smith, director of the Holocaust Centre, said: “As Mr Mosley has condemned the racism in motor sport he should live up to the standards he sets. This is an insult to millions of victims, survivors and their families. He should apologise. He should resign from the sport.”
Sir Stirling Moss, the former world champion racing driver whose father was Jewish, said: “I don’t see how he can continue. I hope he can, frankly, because I think he’s very good at what he does. I suppose what goes on behind closed doors is his business but when a thing comes out like this . . . it’s an absolute shocker.”
Mr Mosley, whose two years in Germany as a young teenager gave him fluency in the language, has helped to turn Formula One into a multi-billion-pound business since he became FIA president in 1993. The FIA is a nonprofit association that represents the interests of motoring organisations and car users worldwide.
Mr Ecclestone said that he was shocked by the allegations but did not expect Mr Mosley’s position to be affected. “I’ve known him an awful long time. If somebody had told me this without the evidence I would have found it difficult to believe,” he said.
“Assuming it’s all true, what people do privately is up to them. I don’t honestly believe [it] affects the sport in any way. Knowing Max it might be all a bit of a joke. You know, it’s one of those things where he’s sort of taking the p***, rather than anything against Jewish people.”
Mr Mosley, who lives in Monaco, is understood to be pursuing legal action against the News of The World for breach of privacy. His spokesman said: “This is a matter between Mr Mosley and the newspaper in question and the FIA has no comment.”
Martin Brundle, the driver-turned-pundit who was recently the subject of a libel action brought by Mr Mosley, said: “It’s not appropriate behaviour for the head of any global body such as the FIA.”
Mr Mosley, who once harboured ambitions to be a parliamentary candidate for the Conservative Party, is known for being eccentric and outspoken. Nicknamed “Mad Max” by some in motorsport, he once said he didn’t mind flak because he came from a family used to getting it all the time.
Hitler was present at the wedding of his father, Oswald, and mother, Diana, which took place in Joseph Goebbels’s drawing room. They were interned in Holloway and Brixton prisons for their Fascist connections.
Most recently, Mr Mosley stood up against racism in Formula One by giving warning of immediate sanctions if there was a repeat of the abuse against Lewis Hamilton, the only black driver on the circuit, in Barcelona during testing this season.
The wit and wisdom of Max Mosley
He goes around dressed up as a Thirties music hall man. He’s a certified halfwit”
On Sir Jackie Stewart (a dyslexic)
There was always a certain amount of trouble until I came into motor racing. ‘Mosley, he must be some relation of Alf Mosley, the coachbuilder'. And I thought to myself, ‘I’ve found a world where they don’t know about Oswald Mosley’. And it has always been a bit like that in motor racing: nobody gives a darn”
On being the son of Sir Oswald Mosley
There is always somebody new. If it wasn’t him it would be one of the other new stars . . . There is a tendency to exaggerate the importance of Hamilton”
On British motor racing star Lewis Hamilton
Capello, who won the Le Mans 24 Hours with Allan McNish and Tom Kristensen two weeks ago, will share the No.1 Audi R10 TDi with Emanuele Pirro for at least the next two races, at Lime Rock Park in a fortnight and Mid-Ohio a week later. The switch casts a shadow over Biela's future as Audi revealed he was only contracted to contest races prior to Le Mans.
It leaves the five-time Le Mans winner without a race programme for the rest of the season and with no deal in place to remain with Audi beyond this year.
Biela is also a two-time ALMS champion, while Capello is already the most successful driver in ALMS history with 26 race wins and also has two titles to his name, having won the LMP1 championship with McNish for the last two seasons.