Audi's Dakar RS Q e-tron rally cars win multiple stages in Saudi Arabia

Audi  Audi At this year's Dakar Rally, we drove three ridiculously complex and cool hybrid electric vehicles. After the 13-day race, there has been a lot of buzz among the German automakers.  In the stage victory, Carlos Sainz and Lucas Cruz of Car No. 202 took the lead with two first and second place finishes and 3 times in third place. Stefan Peterhansel and his co-driver Edouard Boulanger finished second in the 200th car with a stint in first and third. The Audi team ends up with Mattias Ekström and his co-driver Emilberg Quist riding the Car 224 in first, second and third place.  However, when the dust settled, Ekstrom and Bergquist were the steadiest, finishing ninth overall, almost 2 hours and 42 minutes behind overall winner Nasser Al-Attiyah, 41 hours, 15 minutes and 14 seconds behind. and Matthew Baumel. Sainz and Cruz finished 12th overall in 42 hours 12 minutes 24 seconds. Peter Hensel and Boulanger finished 57th with a time of 106h 45m 16s. The duo got off to a disastrous start to the rally when they ripped the rear of the RS Q e-tron racer off.  Audi hopes to revolutionize rallying with the RS Qi-tron, having introduced the quattro all-wheel drive system in 1981. However, the company knows that current battery technology cannot compete in multi-day, long-duration rallies. Like the Dakar. There is no scope. That's why a car's 52kWh battery is charged on the go with a turbocharged 2.0-litre I4 gasoline-powered engine.   A motor coupled with the engine is the generating unit that provides power to the battery. The other two motor-generator units drive the front and rear wheels. That way, the battery can supply enough power to recharge non-stop, some of them up to 500 miles long.  The car leaves with a full charge every morning, but it can be difficult to keep the battery from dying quickly. Most of the Dakar Rally is spent navigating the dunes and doing a lot of things within range. The sand provides strength in addition to low tire pressure. Under Dakar regulations, Audi's shaft-mounted motor-generator units must be limited to a total of 288 kW, or 386 horsepower, and the power converter can only supply 220 kW of power.   Audi didn't always expect the car to use more power than it produced, but there came a time when the team saw a sharp drop in range. However, a complex set of algorithms and engineering wizardry kept the battery in the specified position.  Audi hasn't announced torque for hybrid race cars, but the RS Q e-tron can accelerate from 0 to 60 mph in less than 4.5 seconds on rough roads, giving it a limited top speed of 106 miles per hour. . I am. The battery adds an additional 816 pounds to the chassis. The car also has two electric motors, a battery, a power converter, a gasoline engine and six cooling systems for the cabin. The vehicle also has about 2.5 miles of cable and does not include the 800-volt cable for the battery. I do not envy the Audi technicians this.  The RS Q e-tron is pretty sophisticated technology, but it still burns dinosaurs to generate electricity. Sure, we all want clean energy, but getting there is a slow process.  I campaigned for two electric cars at a sanctioned motoring event. The Rivian R1T needed to charge up during the day's Rebel rally, but it was racing for navigational accuracy, not speed. In Mexico 1000, the Volkswagen Charge ID 4 with a trailer in the road stage. In both cases, power was supplied by diesel generators, but the Rebel Rally's cargo unit could run on hydrogen power, and only logistical problems prevented this.  My point is that Audi is using the technology that is currently available. It's not ideal, but it's just a step on the road to long-range battery.  In the Dakar Rally, the team faces many new challenges, not just driving an experimental vehicle. The cargo book was distributed 15 minutes before the platform launch that day. Over the years, co-pilots have received books the night before, allowing for reviews and notes.  In addition, this year's roadbook was digital. There were two screens in front of the copilot. The left has a very rough view of the area and its roads. For example, a notebook might have a rock represented by an irregular circle on one side and a building represented by a rectangle on the other.   In fact, the rock can have any shape and the building can be a hut. If this screen fails, the co-pilot had a sealed paper cargo book as backup. On the right screen, the navigator can see the direction and verification when the virtual waypoint is reached.  This is the first time that Audi has participated in the Dakar Rally, but it is no stranger to electrified racing. The company used the electric drivetrain of the R18 e-tron quattro to win seasons in Formula E in 2017 and 2018 and the 24 Hours of Le Mans in 2012. In fact, the Dakar vehicle's engine-generator unit has been removed from its position current. Audi e-tron FE07 Formula E-car: Slight changes have been made.

Audi

Audi At this year's Dakar Rally, we drove three ridiculously complex and cool hybrid electric vehicles. After the 13-day race, there has been a lot of buzz among the German automakers.

In the stage victory, Carlos Sainz and Lucas Cruz of Car No. 202 took the lead with two first and second place finishes and 3 times in third place. Stefan Peterhansel and his co-driver Edouard Boulanger finished second in the 200th car with a stint in first and third. The Audi team ends up with Mattias Ekström and his co-driver Emilberg Quist riding the Car 224 in first, second and third place.

However, when the dust settled, Ekstrom and Bergquist were the steadiest, finishing ninth overall, almost 2 hours and 42 minutes behind overall winner Nasser Al-Attiyah, 41 hours, 15 minutes and 14 seconds behind. and Matthew Baumel. Sainz and Cruz finished 12th overall in 42 hours 12 minutes 24 seconds. Peter Hensel and Boulanger finished 57th with a time of 106h 45m 16s. The duo got off to a disastrous start to the rally when they ripped the rear of the RS Q e-tron racer off.

Audi hopes to revolutionize rallying with the RS Qi-tron, having introduced the quattro all-wheel drive system in 1981. However, the company knows that current battery technology cannot compete in multi-day, long-duration rallies. Like the Dakar. There is no scope. That's why a car's 52kWh battery is charged on the go with a turbocharged 2.0-litre I4 gasoline-powered engine.

 A motor coupled with the engine is the generating unit that provides power to the battery. The other two motor-generator units drive the front and rear wheels. That way, the battery can supply enough power to recharge non-stop, some of them up to 500 miles long.

The car leaves with a full charge every morning, but it can be difficult to keep the battery from dying quickly. Most of the Dakar Rally is spent navigating the dunes and doing a lot of things within range. The sand provides strength in addition to low tire pressure. Under Dakar regulations, Audi's shaft-mounted motor-generator units must be limited to a total of 288 kW, or 386 horsepower, and the power converter can only supply 220 kW of power. 

Audi didn't always expect the car to use more power than it produced, but there came a time when the team saw a sharp drop in range. However, a complex set of algorithms and engineering wizardry kept the battery in the specified position.

Audi hasn't announced torque for hybrid race cars, but the RS Q e-tron can accelerate from 0 to 60 mph in less than 4.5 seconds on rough roads, giving it a limited top speed of 106 miles per hour. . I am. The battery adds an additional 816 pounds to the chassis. The car also has two electric motors, a battery, a power converter, a gasoline engine and six cooling systems for the cabin. The vehicle also has about 2.5 miles of cable and does not include the 800-volt cable for the battery. I do not envy the Audi technicians this.

The RS Q e-tron is pretty sophisticated technology, but it still burns dinosaurs to generate electricity. Sure, we all want clean energy, but getting there is a slow process.

I campaigned for two electric cars at a sanctioned motoring event. The Rivian R1T needed to charge up during the day's Rebel rally, but it was racing for navigational accuracy, not speed. In Mexico 1000, the Volkswagen Charge ID 4 with a trailer in the road stage. In both cases, power was supplied by diesel generators, but the Rebel Rally's cargo unit could run on hydrogen power, and only logistical problems prevented this.

My point is that Audi is using the technology that is currently available. It's not ideal, but it's just a step on the road to long-range battery.

In the Dakar Rally, the team faces many new challenges, not just driving an experimental vehicle. The cargo book was distributed 15 minutes before the platform launch that day. Over the years, co-pilots have received books the night before, allowing for reviews and notes.

In addition, this year's roadbook was digital. There were two screens in front of the copilot. The left has a very rough view of the area and its roads. For example, a notebook might have a rock represented by an irregular circle on one side and a building represented by a rectangle on the other. 

In fact, the rock can have any shape and the building can be a hut. If this screen fails, the co-pilot had a sealed paper cargo book as backup. On the right screen, the navigator can see the direction and verification when the virtual waypoint is reached.

This is the first time that Audi has participated in the Dakar Rally, but it is no stranger to electrified racing. The company used the electric drivetrain of the R18 e-tron quattro to win seasons in Formula E in 2017 and 2018 and the 24 Hours of Le Mans in 2012. In fact, the Dakar vehicle's engine-generator unit has been removed from its position current. Audi e-tron FE07 Formula E-car: Slight changes have been made.

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