New SYNC Software Update Adds Bluetooth MAP Standard; Ford Poised to Give More Drivers Safer Texting Alternatives

DEARBORN, Mich., Oct. 18, 2011 – Ford has released its latest free SYNC® software update, G1 V3.2.2, to give more SYNC users the ability to have text messages read aloud to them while driving.

Tailored for owners of select SYNC-equipped 2011 and early-release 2012 vehicles, the update includes the emerging Message Access Profile (MAP) Bluetooth® standard, which is custom-made for the automotive hands-free environment and outlines a set of features and procedures used to exchange email, SMS and MMS between devices – in this case SYNC and the smartphone.  
Last year, Ford announced it was voluntarily integrating MAP into SYNC for all 2011 MyFord Touch®-equipped vehicles and is now extending the capability to the broader SYNC user community – with thousands of 2011 and 2012 vehicles equipped with the first generation SYNC system.

“A limited population of phones has the capability to work with the text message readback feature of SYNC,” said Mark Porter, supervisor of SYNC Product Development. “With our initial adoption of MAP for our latest generation of SYNC and our recent efforts to integrate it into our previous variations of the system, we hope we are setting an example that encourages more collaboration between Ford, the phonemakers and the wireless industry to help drivers find smarter alternatives to hand-held texting while on the road.”

According to Bluetooth Special Interest Group (SIG), MAP adoption by mobile device manufacturers is still in its infancy but the growth needle is starting to quiver.

“Texting is becoming a ubiquitous part of our day, so it stands to reason the remote message access profile is an essential addition for handsets, automobiles, headsets and aftermarket car kits,” said Michael Foley, Ph.D., executive director Bluetooth SIG. “The Bluetooth MAP standard gives users the ability to simply and smartly manage incoming text messages from their vehicle while keeping their hands on the wheel and eyes on the road. We are seeing significant uptake in MAP adoption among phonemakers, in particular with recent qualifications from manufacturers such as HTC, RIM, Samsung and LG.”

Ready for an update
Since SYNC launched in 2007, Ford has offered several significant and simple software-based updates. And owners are taking advantage, with software downloads recorded on www.syncmyride.com ranging up to nearly 14,000 each month in 2011.

Major SYNC updates that have been released to date include:

• G1 V2.0 – availability of 911 Assist™ and Vehicle Health Report for 2008 SYNC-equipped vehicles (dealership installation required) (December 2008)
• G1 V3.0/V3.1 – availability of SYNC Services for Traffic, Directions and Information services for 2010 SYNC-equipped vehicles (June 2009)
• G1 V3.2 –  improved voice command structure, constant display of turn-by-turn directions and GPS coordinates for 911 Assist for 2011 SYNC-equipped vehicles (April 2010)
• G1 V4.0 – AppLink™ software application for hands-free voice control of smartphone apps for the 2011 Ford Fiesta only (December 2010)
• G1 V3.2.2 (non-AppLink)/V4.0.2 (AppLink-equipped) – increased MAP support for select 2011 and early-release 2012 SYNC-equipped vehicles with AppLink such as Ford Mustang (May 2011)

Ford owners interested in finding out if their SYNC-equipped vehicle is eligible for any of the available SYNC updates can visit www.syncmyride.com and enter their Vehicle Identification Number (VIN). If eligible, owners can simply download the update to a USB memory stick and bring into their vehicle for installation through SYNC’s USB port.

Seven Auto Manufacturers Collaborate on Harmonized Electric Vehicle Fast Charging Solution

DEARBORN, Mich., Oct. 12, 2011 – Recognizing the importance of a single international approach for DC fast charging, Audi, BMW, Daimler, Ford, General Motors, Porsche and Volkswagen have agreed on the combined charging system as an international standardized approach to charge electric vehicles (EV) in Europe and the United States.

The system is a combined charging approach integrating all charging scenarios into one vehicle inlet/charging connector and uses identical ways for the vehicle to communicate with the charging station. This allows electric vehicles from Audi, BMW, Daimler, Ford, General Motors, Porsche and Volkswagen can share the same fast charging stations.

The seven auto manufacturers believe the development of a common charging approach is good for customers, the industry and charging infrastructure providers. Standardization will reduce build complexity for manufacturers, accelerate the installation of common systems internationally and most importantly, improve the ownership experience for EV drivers.

The endorsement of the combined charging system was based on reviews and analysis of existing charging strategies, the ergonomics of the connector and the preferences of customers in both the United States and Europe. The harmonized approach – across both continents and all manufacturers - will provide a framework for future infrastructure planning as well as a communication protocol to assist in the integration of electric vehicles into the smart grids.

The seven auto manufacturers also agreed to use HomePlug Green Phy as the communication protocol. This approach will also facilitate integration of the electric vehicle into future smart grid applications.

Automakers point to the success of Level 1 and Level 2 (for 220V charging in the U.S.) as an example of how standardization will increase the adoption of electric vehicles and increase customer satisfaction. The harmonized electric vehicle charging solution is backward compatible with the J1772 connector standard in the U.S. Backward compatibility also has been achieved in Europe where the system is based on the IEC 62196 Type 2. The approval of the J1772 standard has given electric vehicle owners the comfort of knowing they can charge at all Level 2 charging stations. Prior to standardization an EV owner had no way of knowing if the charge port they were pulling up to was compatible with their vehicle.

American Le Mans Series, Round 8 in Laguna Seca, USA, Race report

Porsche 911 GT3 R Hybrid – efficiency yields success

It beat them all – on the track and at the gas pump. At its first outing on the West Coast of the USA, the Porsche 911 GT3 R Hybrid beat all other GT vehicles in Laguna Seca. With Porsche works drivers Romain Dumas (France) and Richard Lietz (Austria) at the wheel, it turned the fastest race lap on the challenging course in Monterey/California and conquered the six hour distance with just three pit stops, while its fastest opponents in the GT class had to stop five times: An impressive demonstration of Porsche Intelligent Performance.

Porsche’s strong performance at the riveting eighth round of the American Le Mans Series was rounded off by Joerg Bergmeister (Germany) and Patrick Long (USA): With the Porsche 911 GT3 RSR, the title defenders won the GT class in a photo finish final and secured their first win of the season featuring the world’s fastest sports cars. For Porsche, this marked victory number three after Mid-Ohio and Baltimore.

"Our expectations have been far exceeded"

Interest from the fans for the Porsche 911 GT3 R Hybrid was enormous in California, as well. And the way the innovative sports car from Weissach - which started from the rear of the grid and was not eligible for points - chased through the field in just a few laps to snatch the lead caused a sensation in the grandstands. The Porsche 911 GT3 R Hybrid convinced with its consistently fast lap times and low fuel consumption and finished ahead of all other GT vehicles thanks to its ground-breaking drive concept.

“The start phase was huge fun, because it was relatively easy to overtake the slower competitors,” said Romain Dumas. “But it’s even more fun because we can apply superior tactics thanks to the lower fuel consumption. We are much more flexible and we made the most of this today.” Richard Lietz stated: “We had the least pit stops of all the teams and showed clearly what the Porsche 911 GT3 R Hybrid can do. We didn’t experience one technical problem and left all the other GT vehicles behind us. Our expectations have been far exceeded.”

In a photo finish final to victory

Thrills and spills also characterised the fight for victory in the fiercely-contested GT class as always. Spectacular tussles for positions on the track and in the pits as well as frequent changes at the lead were played out over the entire race – and in the last two hours, long after darkness had fallen on the Laguna Seca Raceway, events began to heat up: In the penultimate lap, Joerg Bergmeister squeezed past a BMW into second place with his Porsche 911 GT3 RSR fielded by Flying Lizard Motorsports. But the most successful GT pilot in the American Le Mans Series wasn’t yet finished. He wanted victory – and in the final lap he pushed fast the leading Ferrari.

“That was our first win this season. We did it at last and it was high time for that,” said Joerg Bergmeister. “We didn’t have the fastest car in the field today, but we fought to the flag. That paid off. To go from third to first in the last laps – you don’t experience this every day in such a strongly-supported series.” Patrick Long added: “Joerg won the race today. Our tactic was to keep out of any squabbles as much as possible and to have the car in one piece at the end to fight for victory. This worked, but the driving style of several competitors was clearly too tough today. It almost cost us the race.”

In the second Porsche 911 GT3 RSR fielded by Flying Lizard Motorsports, Porsche factory pilot Marco Holzer (Germany) joined forces with American Seth Neiman to bring home ninth place. “The track was new for me and has to be one of the most beautiful in the USA. The race was a fantastic experience,” he said. “I’m pleased that we finished well. It was great fun.” Sascha Maassen (Germany) and Bryce Miller (USA) saw the flag in tenth with Paul Miller Racing’s Porsche 911 GT3 RSR.

After wins from Mid-Ohio and Baltimore, luck evaded Wolf Henzler in Laguna Seca. The Porsche works driver from Germany had taken over the Porsche 911 GT3 RSR from his teammate Bryan Sellers (USA) and was lying within striking distance of the top when a rival hit his rear shortly before the halfway point of the race. The impact damaged the water pump and put a stop to Falken Tire’s recent run of successes. “Such a retirement is of course hugely disappointing, especially after our wins of the last weeks,” Wolf Henzler said. “Now we have to roll up our sleeves and try to turn the best season for our team so far into a happy ending at Road Atlanta.”

The ninth and final round of the American Le Mans Series takes place on 1 October on the Road Atlanta race track at Braselton, in the US State of Georgia.

Porsche takes GT title in the Grand-Am Series

At the same time as the penultimate race of the American Le Mans Series, Porsche teams were also fighting for championship honours in the equally as popular Grand-Am Series which held its final race on the Mid-Ohio Sports Car Course in Lexington/Ohio. With the Porsche 911 GT3 Cup run by the successful customer team Brumos Racing, which is based on the lightweight 911 GT3 RS sports car, Americans Leh Keen and Andrew Davis secured the title with fourth place. The highlight of the exciting season was the Daytona 24 hour race in Florida, where Porsche kicked off the season with a double victory for the Porsche 911 GT3 Cup.

Statistics

Result GT class
1. Bergmeister/Long (D/USA), Porsche 911 GT3 RSR, 236 laps
2. Müller/Hand (D/USA), BMW M3 GT, 236
3. Melo/Vilander (BRA/SF), Ferrari F458 Italia, 236
4. Sharp/van Overbeek (USA/USA), Ferrari F458 Italia, 236
5. Werner/Auberlen (D/USA), BMW M3 GT, 236
6. Magnussen/Gavin (DK/GB), Chevrolet Corvette, 236
9. Holzer/Neiman (D/USA), Porsche 911 GT3 RSR, 230
10. Maassen/Miller (D/USA), Porsche 911 GT3 RSR, 224

Result GTC class
1. Pumpelly/Ende (USA/USA), Porsche 911 GT3 Cup, 222 laps
2. J. Bleekemolen/Pappas/S. Bleekemolen (NL/USA/NL), Porsche 911 GT3 Cup, 222
3. Le Saffre/Faulkner (USA/IRL), Porsche 911 GT3 Cup, 221

Points’ standings GT class
Drivers
1. Dirk Müller, Joey Hand, BMW, 145 points
2. Oliver Gavin, Jan Magnussen, Chevrolet, 110
3. Dirk Werner, Bill Auberlen, BMW, 101
4. Jaime Melo, Toni Vilander, Ferrari, 90
5. Wolf Henzler, Bryan Sellers, Porsche, 77
6. Jörg Bergmeister, Patrick Long, Porsche, 76

Manufacturers
1. BMW, 145 points
2. Porsche, 132
3. Chevrolet, 114
4. Ferrari, 109

Teams
1. BMW Team RLL, BMW, 145 points
2. Corvette Racing, Chevrolet, 114
3. Risi Competizione, 90
4. Team Falken Tire, Porsche, 77
5. Flying Lizard Motorsports, Porsche, 75

Porsche Cajun Green-lighted for 2013

Production to Begin in 2013 at New, 42-Acre Site

Porsche has confirmed that the Cajun crossover will go into production late in 2013 as a 2014 model at its Leipzig plant, where the Cayenne and Panamera are currently assembled.
“We are investing another 500 million euro [$684.9 million] in the production facility to build the Cajun in Leipzig. This is not just a mark of confidence in the manufacturing skills of our Leipzig colleagues, but also an important contribution to the economic development of the region,” said Matthias Müller. 

The Leipzig site, currently home to 800 employees, has been producing the Porsche Cayenne since its conception in 2002, and also produces the four-seater Porsche Panamera. Porsche has invested approximately $383 million (280 million euro) in the Leipzig site, with more than 420,000 cars produced to date.

Porsche has said the entry-level Cajun crossover, to be based on the Audi Q5 platform, will be “light and handy”, and will compete with the BMW X3, Range Rover Evoque and Mercedes-Benz GLK.

What Porsche hasn’t confirmed are the engine options; industry insiders are expecting a 2.0 litre TFSI or even possibly a supercharged, 3.0 litre V6.

The Audi A2 Concept

With the A2 concept technology study, Audi is offering a peek at electric driving in the megacities of the future. The purely electric powered A2 concept is a classic space concept: a premium vehicle for metropolitan areas featuring generous amounts of space and composed road manners.

The technology study is packed full with attractive, intelligent technologies. An innovative body technology – a further development of Audi’s ultra-lightweight construction – limits its weight to just 1,150 kilograms (2,535.32 lb). Audi connect technologies provide an Internet connection; the steering and brakes are purely electric (by-wire) systems.
Exterior design
The Audi A2 concept demonstrates the complete skill set of the Audi designers in a compact space. It is just 3,804 millimeters (149.76 in) long, 1,693 millimeters (66.65 in) wide and 1,494 millimeters (58.82 in) high; even so, it makes it makes and elegant, powerful and sporty impression on the road. As is typical for Audi, its clean appearance concentrates fully on the essentials.

The opaque glass roof of the show car finished in flat Electric White becomes transparent at the push of a button. When an electric voltage is applied, small particles integrated into the glass align so that the light can pass through the glazing unhindered. When the glass roof is darkened, however, it blocks the infrared component of the sunlight almost completely, effectively shadowing the interior. This is a further contribution to efficient temperature management in the purely electric powered Audi A2 concept.

As with every Audi, the front of the technology study is dominated by the single-frame grill, in this case, in a special version tailored to electrical operation. The upper two-thirds are designed as a closed, folding surface, behind which are the charging socket and the cooling water connection. The four Audi rings are intensively sculpted; the engine hood is permanently bolted to the body.

Mounted in the lower section of the single-frame grille, which acts as an air inlet, are highly efficient cooling elements made of graphite foam. The lightweight mineral is an excellent conductor of heat from the water to the ambient air. Eight blocks with six graphite elements each are located in the central air inlet.

Another highlight of the A2 concept are the matrix beam LED headlights. An entire bundle of small light-emitting diodes arranged one above the other produce the low beam and high beam light. Microreflectors enable the precise positioning of the light. The LEDs can be switched on and off independently to illuminate the road perfectly in any situation. Numerous mini-LEDs set in the lower section of the headlight like a pearl necklace produce the daytime running light.

The side view of the technology study is also typical Audi, with brawny wheel wells, a low greenhouse and an early-sloping roof line that ends in a long rear spoiler. Sharp lines frame tautly arched sheet metal surfaces. The dynamic line above the sills rises distinctly; the tornado line below the windows runs slightly upward. Just below the tornado line is a characteristic feature of the Audi A2 concept – the Audi dynamic light: a band of light that connects the headlights with the tail lights.

Light-emitting diodes and light guides produce the Audi dynamic light. When in standby-mode, the several centimeter-wide band appears black. When the owner of the Audi A2 concept approaches, it lights up blue in welcome and focuses on the door handles, which are inset into the band and extend when the driver swipes a hand over them.

The dynamic light shines bright orange when the A2 concept is driving. It pulses on the corresponding side when indicating a turn, and when braking, a red pulse of light runs along the flank as a warning for other road users.

The tail lights also use matrix beam technology. They are adaptive: The system uses a sensor to detect how good visibility is and adjusts the brightness accordingly.

Five laser diodes produce the rear fog light. When visibility is good, their light is invisible. In the fog or rain, however, it strikes the water particles in the air and becomes clearly visible as a floating triangle.
Interior
The interior also reflects the philosophy behind the Audi A2 concept. It is light, clean, open, and spacious with intuitive controls. The dashboard is split into two sections, with the semi-circular left section enclosing the driver’s area. The Audi dynamic light runs along the edges in two separate arcs from the doors to the cockpit. It welcomes the passengers in a manner similar to the light band on the exterior.

The architecture of the interior takes advantage of the possibilities afforded by the electric drive system. There is no center tunnel; the console between the front seats can be lowered to allow free passage through the vehicle. Heating and cooling air flows indirectly and draft-free through a perforated surface beneath the windshield.

The steering wheel of the Audi A2 concept is flattened at the top and bottom, with a single spoke connecting the ring to the impact absorber. The two large horns pointing inward have touch-sensitive surfaces used to control key functions, with only the turn signals and windshield wipers still controlled via the traditional steering column stalks.

If both touchpads are touched at the same time, the A2 concept switches into a semi-autonomous driving mode. This convenience feature is a welcome relief in slow-moving traffic, for example. The driver maintains full control of the vehicle at all times, exactly like with today’s ACC stop & go system on which the new technology is based.

An open, shell-like section serves as the steering column and extends horizontally into the cockpit. On the far end is a seven-inch display flanked by two secondary displays with the speedometer and the power meter.

When the driver pushes the button to activate the electric drive, an animated band of light encircles the driver and passenger, and two touchpads fold up to the right of the steering wheel. The small touchsurface on the left is for shifting gears (shift-by-wire); the larger one on the right is reserved for the air conditioning and media functions.

The retractable console between the seats includes an additional touchpad for entering letters and numbers and for secondary functions – a further development of today’s MMI touch. A docking station for the iPhone rounds out the control concept.

The show car has all of the Audi connect technologies on board. The Bluetooth online car phone connects it to the Internet via a UTMS module, a WLAN hotspot lets the passengers surf and e-mail from their mobile devices. The fast data connection delivers specially prepared news and information to the vehicle. The services currently offered by Audi are available for navigation: the map with images from Google Earth, Audi traffic information online, Google POI search via voice control and Google Street View.

Cutouts in the backrests of the four individual seats in the Audi A2 concept give them a sporty look and make them incredibly light. They have an aluminum chassis and the developers used a polymer blow-molding process for the shells. Three struts connect the seats with the floor for more foot room in the back, and there are storage bins beneath the fold-up seat cushions.

A console with storage bins is located between the rear seats. Folding these seats forward reveals a fixture for the fork of a special city bicycle. The luggage compartment of the Audi A2 concept has a sandwich floor. A fold-up frame with two solid, high-load nets covers the lower load level.

The colors and materials in the interior support the impression of lightness and functionality. The large areas from the door top shoulders to the floor are covered in a tough material with a neoprene surface feel. A ribbed material made from recycled polyester covers the central floor area. Aluminum elements accentuate the cockpit.

Technology
The Audi A2 concept is a purely electric vehicle. The lithium-ion battery mounted in the sandwich floor stores 31 kWh of energy, 24 kWh of which are usable. The electric motor is transversely mounted in the front of the vehicle. It delivers 85 kW (116 hp) of peak power (60 kW continuous) and 270 Nm (199.14 lb-ft) of torque (160 Nm (118.01 lb-ft continuous) to the front wheels via a single-speed transmission.

The Audi technology study has a range of 200 km (124.27 miles) in the European driving cycle. It takes roughly 1.5 hours to fully recharge the battery with 400 volt three-phase current and approximately four hours with 230 volt household current. The Audi A2 concept is also designed for the new contactless charging technology (Audi Wireless Charging).

The show car weighs less than 1,150 kilograms (2,535.32 lb). This is due primarily to its body, which features the most advanced state of Audi’s ultra-lightweight construction. The A2 concept marks the first time that the ASF has been combined with hybrid multimaterial construction, in which very different materials are combined with one another. In this case, the superstructure is made largely of aluminum components and is complemented by add-on parts of carbon fiber-reinforced polymer (CFRP).

The Audi A2 concept is an agile vehicle. It accelerates from 0 to 100 km/h (62.14 mph) in 9.3 seconds; top speed is limited to 150 km/h (93.21 mph) in the interest of range. A McPherson strut front suspension and a torsion beam axle in the back provide for agile handling. The steering and brake systems are purely electric (steer-by-wire and brake-by-wire), requiring no mechanical or hydraulic connection to the steering wheel or the pedals, respectively.

The 18-inch wheels are fabricated using cladding technology. The alloy base wheel and the cladding are manufactured separately and bonded together, greatly reducing the amount of material used. The new hybrid technology, which Audi already uses in some production models, saves roughly two kilograms (4.41 lb) per wheel. The wheels of the A2 concept combine the blade look of the e-tron family with Audi’s classic spoke design.