Para moderator olmus haberimiz yok:)

[matama]

Hayirli olsun

yeminini bozup gerimi dondun ?

[paramecium]

Selam,

Zegna'dan söz aldım;
"Audi'e laf atan olursa çekinmeden işkence ve yaptırım uygulayabilirsin" dedi. Ben de naz ediyordum ki; nickin altına avatar olarak 'dört halka' koyma işi cezbetti beni :D

not: şimdiden benimle yatmak isteyenler oldu bile. Mâkâm insana neler sağlıyor beee ;)

Saygılar.

[matama]

para

bak bu kadar senedir su patinaj forumunu izlerim daha bir tane kiz gormedim :) hani bu yatmak isteyenler bilemedim yani, hemcins :)

[Silphatos]

o halkalarını var ya..

[paramecium]

Selam,

matama yanlış anlama, yakında nişanlanacağım (peşimi bırakın arkadaşım) ama çok enteresan teklifler alıyorum. Resmen taciz bu :)

Silp o halkaları boğazına dizicem. Sana ön plakaarın hissettiklerini yaşatacağım ama LAN party sonrası. Tabi ölmez de sağ kalıp katılabilirsem :P

Saygılar.

[Slat]

Hayırlı olsun.. Avatara hiç şaşırmadım :)

[Dela]

audiciye iç içe geçmiş toplar yakışır tabii.

[Olivies]

tebrikler ve saygılar.

[Sparkcaster]

topici görünce dela mod mu olmuş diye geldi aklıma nedense

[Apex]

tarafsız yönetim istiyoruz. :) tebrikler.

[axedice]

Şu topiği güncelde görünce birisi para verip moderatör olmuş sandım :P Tebrikler paramecium

[Aramis]

Guzel bir secim paticik icin. Umarim tekrar birakma gibi bir durum olmaz. Kolay gelsin.

[Redogski]

tebrikler.
bide avatarın bundan önceki üst ve alt kısmı yokken daha güzeldi..

[Vodan]

O avatarın halatımı war ya

[JsH]

Dela said:

audiciye iç içe geçmiş toplar yakışır tabii.

Dela belaltı vuruooo
Bence çok bulaşma para'ya, adamın artık forsu var:P

[Chaotic]

audi çok başarısız bir firma değilmi ama?! argesi en düşük bütçeli otomobil üreticileri sıralamasından ilklerde hatta?

[Redogski]

audi başarısız bi firma olsaydı.şuan otomobil markaları arasında 2. sırada olmazdı :)

[Pasha]

tarafsiz yonetim sergilemeyen, opele laf atan 5. halka olsun! :))

edit: tebrikler para :)

[Madcat]

audi ve para hastasıyım,yolların ustası falan değilim yeni ehliyet aldım öyle takılıom.
belirtmek istedim i lav u para iyiki burdasın D:

[paramecium]

Selam,

Redogski senin için avatarı eski haline aldım ;)

Audi malesef Ar-Ge konusunda geride;
-FSI motor
-TFSI motor
-LED farlar (stop demiyorum)
-ASF (kaç senedir var hatırlamıyorum)
-klasikleşen quattro sistemi
-magnetic-ride amortisör sistemi
-W motor
Bunlar aklıma gelenler :D

VW çatısı altında ortak yapılan çalışmalara değinmiyorum ;)

Successful August for AUDI AG: Further Growth in Major Export Markets said:

Source: Audi AG

# Unit sales worldwide reach 66,400 in August
# 9.2 percent growth from January to August
# Growth in USA, China and European export markets
# Record-breaking German market share of 8.0 percent in first eight months

Audi shipped around 66,400 vehicles worldwide during the month of August, 4.2 percent more than in the same month of the previous year (2006: 63,715). The premium brand from Ingolstadt has consequently sold around 656,600 vehicles since January (up 9.2 percent; 2006: 601,519). The brand consolidated this sales growth in its most important export markets. In China (including Hong Kong) Audi saw its sales total leap by 24 percent (9,116; 2006: 7,354). In the USA, the brand handed over 7,620 vehicles to customers, an increase of 7.1 percent (2006: 7,115). Sales in the UK market, where Audi has traditionally enjoyed a strong position, reached 3,215 units, representing a further increase of 17.8 percent (2006: 2,730) and thus spearheading progress in other European export markets, where Audi enjoyed overall growth of 3.7 percent in recording a total of 25,150 vehicles. Audi achieved growth of 33.5 percent in the rapidly expanding Russian market, with 1,455 vehicles sold there.

"Growth in European export markets – meaning both established Western European markets and new markets in Eastern Europe – is a major factor behind our success. We are steadily and consistently increasing our market share in these regions," stressed Ralph Weyler, Member of the Board of Management of AUDI AG for Marketing and Sales. "The fact that we enjoy a strong position in the US and emerging Asian markets is equally confirmed by our high growth rates in both regions."

Further high-growth regions for the company from Ingolstadt were Africa/Near and Middle East, with sales up by 23.2 percent (2,324 vehicles; 2006: 1,886) and Asia/Pacific, where overall growth amounted to 24.4 percent (around 11,500 units; 2006: 9,244). The growth rate was particularly high in the Middle East at 54.6 percent (433 units; 2006: 280) and – alongside China – Japan, where sales went up by 26.1 percent (989 units; 2006: 784).

In Germany, sales by the brand with the four rings experienced a setback of 7.7 percent compared with the strong prior-year month (18,063 vehicles; 2006: 19,572). For the period January to August, unit sales in Germany were consequently 0.7 percent down on last year (168,083; 2006: 169,208). Jörg Felske, Head of Sales Germany at AUDI AG, attributes this fall in sales in the home market to the end of production of the high-volume Audi A4 model. "Even though the Audi A4 remains a highly successful model in Germany and is faring outstandingly well in its competitive field, the scheduled end of production is having an impact on this high-selling model. All the same, we did succeed in improving our market position further: Audi achieved the highest share of the German market in its history as a premium manufacturer, with 7.9 percent in August and 8.0 percent in the first eight months of the year."

With one eye on the forthcoming Frankfurt Motor Show, Ralph Weyler remarked: "We will be unveiling the successor model of our Audi A4 to the public at Frankfurt – a highly attractive vehicle in our highest-volume model series. The A4 saloon will be introduced to market at the end of November. I expect it to provide a substantial boost to sales next year – and not just in Germany." With regard to 2007 as a whole, Weyler commented: "We will close this year, too, with record unit sales worldwide."

Saygılar.

[Chaotic]

lada da satış yapıyor çin arabalarıda

arge olarak saydıkların ve ilk aklıma gelenler dediklerin dışında mesela hibrit araçlar konusunda hiçbi gelişme gösteremediler ama para
tankı aselsan da yapıyor.

[paramecium]

Selam,

Ama sen şimdi görmezden gelmek için elinden geleni yapıyorsun. Şartlandırılmış bir ön yargıya ben ne yapabilirim ki? Ar-Ge yok dedin, maddeler koydum. Şimdi de 'onlar haricinde neden hibrid konusu yok' dedin. 'Aselsan da tank yapıyor' dedin. Lada ve çin yapımı otomobillerle kıyasladın; kaldı ki bunu neden yaptın anlamadım. O sayılan teknolojileri kullanan otomobilleri mi var da ben bilmiyorum? Sen bardağın dolu kısmına hiç bakmak istemiyorsun ki.

İş yerinde tercüme vaktim olmadığı için alıntı olarak veriyorum:

Q7 3.0TDI Hybrid said:

Görseller

The seven-seat Audi Q7 SUV benefits from a 憌in-win� upgrade this week courtesy of a new version of its 3.0-litre V6 TDI engine which brings lower emissions, higher power and torque and improved performance and fuel economy.

The even more efficient 2008 Model Year Q7 3.0 TDI quattro, which is also now equipped with an exhaust-cleansing Diesel Particulate Filter (DPF), is available for order in standard, SE and S line trim priced from �075 OTR. It forms part of a Q7 development programme which also includes petrol/electric hybrid versions that slash fuel consumption and emissions by over 20 per cent.

Featuring an advanced common rail direct fuel injection system using sophisticated piezoelectric quartz crystal technology, the upgraded V6 TDI engine benefits from enhancements that boost combined cycle fuel economy in the Q7 3.0 TDI quattro from 33.6mpg to 34.9mpg, reduce CO2 output from 279g/km to 260g/km and bring down the 0-62mph time by 0.6 seconds to 8.5 seconds. Power rises from 233PS to 240PS, delivered at 4,000rpm, and torque increases from 500Nm to an even healthier 550Nm, available from just 1,750rpm.

Diesel is of course far from the only source of responsibly delivered power to be championed by the Vorsprung durch Technik brand. As well as exploring the possibilities opened up by second generation 慺uture fuels� such as the biomass-to-liquid (BTL) SunFuel, Audi is also testing fully operational prototypes running on bioethanol (E85), CNG (compressed natural gas) and petrol/electric hybrid power.



Q7 hybrid reduces consumption and emissions by over 20 per cent
The Q7 hybrid is expected to go on sale in its first markets towards the end of 2008, combining its familiar 280PS 3.6-litre FSI petrol engine with an electric motor situated in the drivetrain powered by a 288-volt nickel metal hydride (NiMH) battery, which adds a further 51PS. The Q7 hybrid reduces fuel consumption, and therefore C02 output, by approximately 23 per cent compared with the Q7 3.6 FSI as we know it today.

Designed in a parallel configuration in which all major assemblies are arranged in line, helping to reduce weight and energy loss, the 3.6-litre FSI V6 with its 375 Nm torque peak is boosted by up to 285Nm by the electric motor. Channelled via a six-speed tiptronic gearbox and through the quattro four-wheel-drive system with asymmetric 40% front / 60% rear torque split, this joint output enables a 0-62mph acceleration time of just 7.6 seconds (standard Q7 3.6 FSI 8.5 seconds) and combined fuel consumption of 28.8mpg (standard Q7 3.6 FSI 22.2mpg). The Q7 3.6 FSI抯 309g/km output is reduced to 237g/km thanks to the electric motor and a number of revisions to ancillaries such as the power steering pump.

Fundamentally, three driving modes are possible. The FSI engine and the electric motor can each work on their own as the drive unit, or the vehicle can combine the power of the two for acceleration. In this mode, the petrol engine is responsible for basic operation, whereby it also needs to supply energy to the battery.

Recuperation conserves energy
The electric motor on the other hand can operate independently and almost inaudibly at speeds of up to 30mph, considerably reducing exhaust and noise emissions in built up areas. It is also able to feed kinetic energy back into the system and so recharge the battery when the vehicle is braked or coasting. During this operation, known as recuperation, the motor reverses its function to become an alternator.

The capacity of the NiMH battery allows the vehicle to be driven up to 1.2 miles on purely electrical power � coasting and braking feed additional energy into the system. When the capacity limit of the battery has been reached, the combustion engine is activated to recharge the battery. Through regeneration measures such as these, the Audi Q7 hybrid recuperates about 720 kWh of energy a year � approximately a sixth of what a four-person household uses � based on an average of 12,000 miles per annum.

If the Audi Q7 hybrid is coasting without the accelerator pedal being depressed, the combustion engine is switched off � this is possible at speeds up to 74mph. It is also switched off if the vehicle remains stationary for more than three seconds. To continue the journey, all the driver has to do is to remove his foot from the brake and to depress the accelerator pedal again.

Like the standard Q7, the hybrid also has space for three rows of seats and a large luggage compartment. The battery system that supplies energy to the electric motor is located in the spare wheel recess at the rear of the vehicle. Compared to earlier generations of hybrid vehicles, the electric motor and the battery are extremely lightweight. The battery weighs 69 kg and the hybrid module with the electric motor 40 kg.

Q7 3.2FSI hybrid said:

Görseller

There’s no doubt that hybrid electric drives are an important part of the American automotive market. Though diesel technologies now encompass more than 50% of the European car market and are expected to grow in popularity here in the USA as new models become available, there’s no denying that hybrids are well entrenched as the frontrunner in green technologies in this market. Audi knows this, and is moving to make its own production hybrid models available. In fact, the company is so close in development that they’ve allowed a limited number of press to sample an early prototype fitted to a Q7 3.6 – the same car we were able to drive just last week in San Francisco, California.

Audi first started experimenting with hybrid technology in 1990 with the 100-based Duo Concept. More recently, a Q7 Hybrid Concept with production in mind was shown at the 2005 Frankfurt Motor Show, and just this week the company revealed the compact MetroProject quattro concept with a similar system for compact transverse engine applications.



With this sort of long flirtatious history with hybrids, it’s easy to see Audi’s continually increasing movement to embrace the technology. This movement is expected to spawn the first full production hybrid Audi, likely the Q5 and specifically for the American market, by the end of next year. More hybrid offerings are expected to follow

There may be no Q5 yet available for sampling by those outside of the restricted gates in Ingolstadt, but this prototype Q7 3.6 Hybrid was close enough to sample what Audi is doing.

This particular prototype uses an electric motor/generator placed between the engine and gearbox. An electronically controlled clutch manages interaction between the two power units.



The actual setup is fairly invisible to the casual consumer. Pop the hood and you’ll notice some differences, components clearly visible. At the rear, the Q7 Hybrid’s nickel-metal hydride battery can also be found underneath the deck lid in the trunk.

Unlike more commonly seen hybrids on the market today such as the Toyota Prius, the Audi is what Ingolstadt refers to as a “full hybrid”, having the flexibility to run on either electric power or spark ignition alone, as well as to utilize a combination of the two.

Like many hybrids today, the Audi system uses regenerative braking, which allows the car’s batteries to be charged when kinetic energy is converted to electrical power during coasting or braking that can later be used for forward propulsion.

Fuel consumption savings are to be expected. Audi benchmarks the performance of their own diesel models as the goal for consumption by petrol-based hybrids. This Q7 uses the 3.6 FSI, arguably not as efficient as the 3.2 FSI with Valvelift we’d expect to see used in the B8-based Q5 Hybrid, but the 3.6 Q7 is still reported to be 23% more efficient than its road-going non-hybrid equivalent. Audi reports 24 mpg combined for this setup – only 1 mpg less than reported for the Q7 3.0 TDI.



While driving, the system can be monitored via the Audi’s MMI screen. A diagram of the car shows the level of power stored in the battery via eight green bars while it also indicates the current source of power, be it the 3.6-liter engine or the batteries.

Our Q7 prototype also featured a German option button labeled “E-Fahren”, which alllows the driver to switch from hybrid to full-electric mode. Toggling to full electric, it’s easy to see that the Q7 wouldn’t get more than a few miles on the limited battery power it has. Experiencing stop and go traffic in the heart of San Francisco, those eight green bars disappeared quite rapidly.

That said, one would suspect a rural driver with a very short commute could travel mostly or even solely on electric power if their drive were short enough. If Audi paired this with a home plug-in module or a sunroof solar panel like that of the A8 but making use of the Q7’s expansive Open Sky setup, one might even repeatedly operate the car on electrical power with a short enough commute.

With just one motor/generator, the Q7 Hybrid cannot utilize its regenerative braking in creeping situations like our rush hour city center traffic. If the motor is being used for propulsion, it cannot also be generating. Kinetic energy is only captured when fully braking and not while creeping along with partial brake and partial propulsion.

In general, the driving experience is not far from a gasoline equivalent save the obsession with watching the car’s power management diagram – a habit that seems to afflict Prius owners as well. We did notice some roughness of transition when the car transferred from full electric power to the point where the gasoline engine would fire up. We’d guess and hope that this will be much more undetectable when experienced in a full production model.



Besides the obvious fuel savings, there are added benefits to this type of “parallel hybrid” system, where the two modes of power are utilized separately or simultaneously. Audi owners with a priority on performance will be pleased to know that the electric motor can and is used to augment the power of the Q7’s engine, making it faster than the standard Q7 3.6. The added battery power is good for an extra 52 hp under full throttle. Audi claims a 0-60 mph run for the hybrid to be 7.4 seconds. That’s .8 seconds faster than the 3.6 FSI and a full second ahead of the Q7 3.0 TDI.

Another benefit to the system’s parallel nature is the modularity of the design, meaning more flexibility on the number of models that can be fitted with such a setup. Considering what we know already based on the existence of a Q7 Hybrid and the Metroproject quattro Concept, along with the plans for launch in a Q5, one would assume Audi is close to having a hybrid drive system that could fit every model. This would include the transverse cars such as the A3, TT and upcoming A1, to the longitudinal offerings of A4, A6, A8 and Q7. Even the mid-engined R8 may not be much of a challenge to fit the hardware.

With the flexibility of this hybrid hardware combined with Audi’s core competency in diesel, one would think the natural conclusion would be for the company to produce a diesel hybrid model. In fact, Audi’s own 1996 Duo III Concept modeled just such a drivetrain.



Unfortunately, Audi executives say they aren’t considering a pairing of diesel and hybrid technologies any time soon. They point to the considerable cost of each of the two technologies that would make for a considerable premium in cost for such a model. Putting the two together in one vehicle would likely result in a diesel hybrid costing well more than their high performance equivalents.

Think of an A4 3.0 TDI Hybrid as likely to cost somewhere above the S4 and maybe closer to that of the RS 4. Granted, an augmented 3.0 TDI might not fall far from an S-car’s performance levels. Still, putting such a product into the market is most certainly a gamble and whether there is a wealthy clientele as willing to spend on being green as they are to go fast will determine if any product such as this would ever be built. For now, Audi says no, though we suspect demand by the public could most certainly help change those opinions internally. And, rival Mercedes-Benz might help cultivate that demand, having today debuted its own Bluetec Hybrid diesel concepts based on C and S-Class models and having divulged that the Stuttgart-based car company fully intended to put a diesel hybrid into production.

For now, Audis near-term hybrid plans are best envisioned by looking over this otherwise nondescript Q7. Without the graphics, the car would blend easily into traffic and motor luxuriously along with significantly better fuel economy – something we suspect green-savvy Californians would be more than happy to consider in their next car.

En son açılan 'Metroproject - A1 Quattro' konusunda da zaten arka aksa bağlı bir elektrik motoru yer alıyordu. Konuyu incelersen görebilirsin.

Başka hangi konularda çalışmadığını düşünüyorsun?
Emisyon konusunda zaten Mercedes ile VW birlikte diesel motorlar için ortak bir çalışma yürüttüler; BLUETEC. Bunun yansıması ise Audi'de e modelleri. Daha düşük emisyona sahip araçlar.

LeMans'da ilk FSI ile yarışan oldular sonrasında TDI motor ile aykırı bir çizgi takip ettiler ve gayet de başarılılar.

Pasif güvenlik desen aynaya yerleştirilen ve kör noktayı kontrol ederek, şerit değişikliği esnasında sürücüyü sesli ve görsel olarak uyaran sistem ile ödül aldılar.

Şimdiler iki atmosferik beslemeyi (turbo+kompresör) tek motorda birleştirip, seri üretim araç yaptılar.

Ama hala NASA ile kıyaslarsan gerideler, kabul ediyorum :( Bırak Mars'ı Ay'ı; daha atmosferi aşamadılar.

Saygılar.

[Namessar]

paramecium said:

Pasif güvenlik desen aynaya yerleştirilen ve kör noktayı kontrol ederek, şerit değişikliği esnasında sürücüyü sesli ve görsel olarak uyaran sistem ile ödül aldılar.

5 ve 7 serisinde opsiyonlar arasinda da gordum bunu ben. bu sistem tam olarak nasil calisiyor? bir de audi lisanslayip bmw ye patent mi satti, yoksa bmw benzer bir sey mi gelistirdi cevap vermek icin?

[Chaotic]

paramecium inan bunları bilseydim böyle bi iddiam olmazdı.

[paramecium]

Selam,

@Namessar :
BMW'e sattığını pek sanmıyorum. Patent gibi belgelendirme de yapmamışlardır. Bu Mercedes'in yan aynalara sinyal yerleştirmesi gibi; isteseydi faydalı model olarak belgelendirirdi ve kimse aynısını yapamazdı ama şu an irili ufaklı bir çok marka ve model bunu kullanıyor. Bu biraz da 'bunu ilk ben geliştirdim' diyebilme yarışı. Audi'nin bu konuda istediğini aldığını düşünüyorum.

Saygılar.