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This year’s Audi Summer Concerts have concluded with a performance by accordionist Martynas Levickis. Throughout the series, some 22,000 guests attended a total of 14 unique concerts held at various venues across Ingolstadt. World-renowned classical artists including star violinist Anne-Sophie Mutter and promising newcomers captivated audiences and drew widespread media attention.

A final chord met with resounding applause. Accordionist Martynas Levickis delivered a fitting finale to this year’s Audi Summer Concerts in the Ingolstadt Festival Hall. The 36-year-old Lithuanian star was celebrated by an enthusiastic audience for the captivating sounds he drew from his instrument. Earlier in the evening he presented his own arrangement of George Bizet’s Carmen Suite together with the Deutsche Kammerphilharmonie Bremen and conductor Omer Meir Wellber.

Levickis’s performance marked the conclusion of this year’s Audi Summer Concerts series, once again distinguished by its remarkable diversity and spirit of artistic exploration. In total, 14 concerts attracted roughly 22,000 visitors to various venues across Ingolstadt.

Original production in a unique setting

On the opening day of the Audi Summer Concerts on June 21, guests enjoyed a special treat in an extraordinary setting with a performance by the Arcis Saxophone Quartet and the vocal ensemble LauschWerk. The construction site of the new Museum of Concrete Art and Design Ingolstadt was transformed into a unique venue for the event.

The performance featuring star violinist Midori and the Deutsches Symphonie-Orchester Berlin also received outstanding reviews in the media. A resounding success across the board, the opening concert provided a spectacular start for the entire Audi Summer Concerts series.

Star violinist Anne-Sophie Mutter delights around 1,400 guests

The rush for tickets to see a world star of the classical music scene meant that Anne-Sophie Mutter’s concert with the Royal Philharmonic Orchestra was completely sold out within a few days. The renowned violinist delighted an audience of around 1,400 in Ingolstadt’s Festival Hall with the second violin concerto composed for her by film composer and five-time Oscar winner John Williams.

A lively atmosphere prevailed at the popular open-air classical music concerts on the second weekend of the festival. On two warm summer evenings, about 8,000 guests enjoyed world-class concerts in Klenzepark.

Inspiring the next generation

With special performances for children and young people, Audi continued its tradition of making classical music accessible to the youngest of audiences. At the family concert on July 6, the Aurora Orchestra from London presented their own version of Camille Saint-Saëns’ The Carnival of the Animals, transforming the Ingolstadt Festival Hall into a spectacular sound adventure with movement, stage design, and lighting, complete with goosebump-inducing moments. At the premiere of the commissioned work ADUI und die Kraft der magischen Ringe [“ADUI and the power of the magic rings”] with the Audi Philharmonic Wind Orchestra on July 12, the young concertgoers were actively involved in the creative search for Audi’s missing rings.

“The Audi Summer Concerts were once again an outstanding example of cultural diversity and musical excellence this year,” said Xavier Ros, Member of the Board of Management for Human Resources at AUDI AG. “We are especially delighted with the great response to the offerings for young people. With innovative concert formats, we want to bring people together and inspire the younger generation to take an interest in classical music.”

Audi Summer Concerts 2026: new original production planned

Preparations for the Audi Summer Concerts 2026 are already underway. Among the highlights, an exciting original production with the Georgian Chamber Orchestra Ingolstadt is in the works, which will once again showcase Audi’s spirit of experimentation.

Article source: www.audi-mediacenter.com

Three countries, one thousand kilometers, and pure electric power: a small group of journalists traveled through Denmark, Sweden, and Norway in the A6 Sportback e-tron performance1. They drove the high-range Audi from Copenhagen to Bergen – through charming towns, over impressive bridges, and along breathtaking waterfalls, national parks, and fjords.

Scandinavia is the perfect place to experience the benefits of all-electric travel. The fast-charging infrastructure is well developed, and electric cars are sometimes allowed to use bus lanes and park for free. On this special journey, a small group of journalists find out that a Scandinavian road trip isn’t just great for driving, but the landscapes are stunning too. For our first stage, covering around 600 kilometers, we head eastward from Copenhagen over the world’s longest cable-stayed bridge and through the nearly four-kilometer-long Drogden Tunnel. After a good 470 kilometers, it’s time for a quick recharging break: the 350 kW fast-charging station feeds 27 kWh into the A6 e-tron’s battery in just seven minutes. The Audi cruises almost silently along the remaining 140 kilometers to Oslo – our day’s destination has been reached.

On day two, the city highway gives way to well-developed country roads, which gradually become more winding and narrow – this is where the A6 e-tron can really show off its dynamic handling. “What an impressive driving experience!” says one of the participants. Hardangervidda Passage, the Vøringsfossen waterfall, and Eidfjord are simply hard to beat in terms of scenic beauty.

One last quick charging stop at kilometer 855, and then the trip in the all-electric A6 continues towards Bergen – passing over the impressive 1,380-meter-long Hardanger Bridge and through the more than 7,700-meter-long Vallavik Tunnel. When the odometer reads 1,057 kilometers, we’ve reached our destination: Bergen, the second largest city in Norway and departure port of the famous Hurtigruten mail ships. The media reps enjoy the fantastic view of the fjords surrounding Bergen, chat about their impressions of the drive, and all agree: this road trip was both varied and relaxed.

Article source: www.audi-mediacenter.com

1. Audi A6 Sportback e-tron performance: Electric power consumption (combined): 15.9–14.0 kWh/100 km; CO2 emissions (combined): 0 g/km; CO2 class: A

The A6 Sedan is arriving at authorized retailers this week. It sets standards in design and aerodynamics and makes innovation and comfort in the premium full-size class tangible in every detail. Its exceptionally low drag coefficient of 0.23 is the best value for a combustion-engine production model in Audi history.

The lower the drag, the higher the efficiency. The better the aeroacoustics, the greater the driving comfort. The A6 Sedan excels in both, because for Audi, aerodynamics in combination with background noise play a key role in vehicle development. Audi strives for aesthetic excellence equally in both areas. Strides are made through meticulous attention to detail and are, above all, the result of close collaboration between designers and aerodynamics experts. Their teamwork guarantees success so that form and function can unite in perfect harmony.

Aerodynamics developer Sebastian Weiper explains: “The aerodynamic quality of a vehicle is primarily determined by its basic shape. Thanks to their lower and therefore more aerodynamic body, plus their elongated roof, sedans have a clear advantage here. What’s more, we have used many other measures to achieve the outstanding Cd value of 0.23.”

Exterior designer Francesco d’Amore adds: “The body design of the new Audi A6 Sedan is clear and functional. Its minimalistic design combines elegance and sportiness. The most important design feature is the curve of the upper edge of the window, which flows elegantly and sweepingly from the front side windows into the fixed rear window. That is typical Audi, and it showcases the streamlined body shape of the A6 Sedan.”

Expansive surfaces paired with dynamic lines, which form the quattro blisters that powerfully emerge from the shoulder area, are a core element of Audi design DNA. These features, in combination with the wide track, embody sportiness.

Air curtains: the most important element for aerodynamics at the front

The front is characterized by the large Singleframe grille, whose low position extending to the lower edge of the bumper also contributes to excellent aerodynamics. In addition, a front spoiler in the front bumper reduces front-axle lift and ensures better airflow around the underbody.

A prime example of the collaboration between the designers and aerodynamics experts are the side air intakes at the front, the so-called air curtains. They are used to channel the airflow around the front wheels and side of the vehicle as smoothly as possible. This is not new in principle, but the developers have greatly optimized the large air curtains, which are harmoniously integrated into the front end of the A6 Sedan in terms of both form and function. The three-dimensional design of the striking air intakes improves the airflow, giving the A6 Sedan a powerful, sporty look.

Sebastian Weiper adds: “From an aerodynamics point of view, the air curtains are the most important element at the front. We get the data from Design and optimize it together if necessary for functional reasons. It’s a simultaneous process. When you’ve been working together for a while, you know very well what the other team needs in the process, and you know what solutions will be both popular and effective.”

Vehicle development is founded on close coordination between aerodynamics engineers, part developers, and designers. Intensive communication at an early stage is essential. This involves defining the proportions and concepts for the drive, chassis, and wheels. In iterative processes, the body of the vehicle is optimized – first using simulations, and later using a physical model in the wind tunnel. At Strack – the bridge between the Design and Construction departments – an exact geometric representation of all the surfaces is created digitally, with an accuracy of a hundredth of a millimeter. Computer simulations make it possible to analyze and visualize the air flow patterns around the entire vehicle. Development on the physical model in the wind tunnel and 3D simulations serve as complementary tools.

Edge integrated into the tailgate for optimum stall

In typical Audi fashion, the elongated rear of the A6 Sedan is particularly progressive. With its raised Audi rings and wide light strip, it embodies prestige. The rear has a special feature in that it curves slightly upward at the end. This design is crucial for the outstanding aerodynamics of the A6 Sedan. Together with the hollow groove in front of it, the sharp angle of the trailing edge ensures an optimal stall.

In combination with the large, wide diffuser, the wake area – that is, the airflow turbulence at and behind the rear – is minimized and kept within a perfect range for aerodynamics. The result is an ideal balance between lift at the rear axle and drag, which enhances driving dynamics.

Hidden details

In addition to the obvious functional components, there are also many hidden aerodynamic measures. For instance, two separately controllable cool-air intakes behind the Singleframe grille are part of the sophisticated aerodynamic concept. They ensure optimized airflow around the engine bay. To harness the full potential of this technology, Audi has also optimized the seal between the bumper and the cooling unit, reducing airflow losses in this area by up to 70 percent. To achieve this, the air control elements were made significantly more rigid. The unified interface for the air intake and for engine cooling also contributes to improved airflow around the body.

Furthermore, numerous panels on the underbody ensure controlled and harmonious airflow. These include wheel spoilers and specific covers on the transmission tunnel and rear axle.

With the optional adaptive air suspension, the A6 Sedan offers an additional advantage in aerodynamics. Compared to the standard suspension, the vehicle is 20 millimeters (0.79 in) lower in normal mode (balanced, efficiency, and comfort mode). In dynamic mode, the ride height is lowered by another 10 millimeters (0.39 in) for a sporty driving feel. To reduce drag, the body is also lowered to the low level at higher speeds in balanced and efficiency modes.

Reduced wind and driving noise means increased comfort

The concurrent development of aerodynamics and aeroacoustics has a positive effect on driving comfort: less wind noise enhances the sense of well-being on board. For example, sound insulation in the A6 Sedan has been improved by up to 30 percent compared to the predecessor model. More tightly sealed windows and an optimized door seal result in more pleasant acoustics in the interior and thus a greater feel-good factor. The optional range of acoustic glazing now includes the rear door windows as well as the front side windows. The use of a tailgate seal in the A6 Sedan significantly minimizes wind noise compared to its predecessor as well.

Moreover, all tires 19 inches or larger are equipped with noise absorbers. These are foam rings on the inside of the tire that reduce air vibrations there and thus have a positive effect on the noise level in the vehicle. Newly developed engine and transmission mount bushings make for a smoother and quieter ride. The shape of the gear teeth has also been optimized, which benefits the acoustics of the S tronic.

Article source: www.audi-mediacenter.com

A new era began in Ingolstadt 60 years ago: the first post-Second World War Audi rolled off the assembly line on August 13, 1965. And on that occasion, after a quarter of a century, Auto Union GmbH once again adopted the traditional Audi brand name. The name itself was intended to demonstrate the model’s status as a technical pioneer. It was, after all, Audi’s first automobile with a four-cylinder, four-stroke engine. The Audi, known internally as the F 103, was a resounding success and spawned an entire model series that – with further developments in design and technology – remained in production until 1972.

In 1965, when the “new Audi” – as it was called in the press release for its world premiere at the IAA – was launched, Auto Union GmbH, the predecessor of today’s AUDI AG, found itself in a difficult economic situation. The company was not a stranger to challenging times; launching again after the Second World War was anything but easy: Germany lay in ruins; the Saxon Auto Union AG had been dismantled and had no future. Amid the post-war turmoil, former employees of Auto Union moved west and initially established a central depot for spare parts in Ingolstadt. In 1949, they went on to found Auto Union GmbH. The young company started producing vehicles; its first models – motorcycles and vans under the DKW brand – sold well during the period of reconstruction and the economic boom of post-WWII Germany.

As the population became more affluent, people’s expectations for cars soon rose. By the mid-1960s, the DKW models, based on pre-war technology, were considered outdated – the DKW brand was “out.” In particular, the long adherence to the two-stroke engine was causing sales figures to decline steadily: Auto Union’s last two-stroke model, the DKW F 102, proved to be a shelf warmer despite its modern design. And so, the Ingolstadt-based Auto Union GmbH found itself in a crisis in the 1960s. At the same time, changes in the corporate structure were also taking place. Daimler-Benz AG, which owned Auto Union from 1958 to 1964, gradually sold its shares to Volkswagenwerk AG in Wolfsburg, which also led to better utilization of production capacity. The VW Beetle emerged as the first white knight in these difficult times. Almost 348,000 Volkswagen 1200/1300 units were assembled in Ingolstadt between 1965 and 1969.

“New Audi” catalyzes technical and economic turnaround

Even more decisive for the company’s future was a decision made by its former owner, Daimler-Benz AG, in the early 1960s. It provided its subsidiary with a four-stroke engine at the beginning of that decade. The Stuttgart-based company also sent engineer Ludwig Kraus to Ingolstadt, where he later became chief developer. Kraus brought the new engine to series production at Auto Union, paving the way for the first car from Ingolstadt with a four-stroke engine. The “new Audi” hit the market in 1965 – 25 years after the last Audi 920 had rolled off the assembly line in Zwickau, Saxony, in 1940 as a result of the war-related production stoppage, and 55 years after the first Audi automobile ever had been delivered: the Audi Type A 10/22 PS.

In Ingolstadt, they wanted to make the technical change visible with the new model’s name as well. The “DKW” brand name, which had always been closely associated with the two-stroke engine, would therefore no longer be used for Auto Union GmbH vehicles. Instead, the new car was given the familiar pre-war name “Audi” – initially without any further additions or designations. The car was marketed as an Auto Union “Audi type.” Internally, the nomenclature was simply continued: the DKW F 102 became the F 103. This “new Audi” ultimately became the founder of an entire series.

From the historian’s perspective, there is another important detail: the name of the new car was purely a model designation – the company itself was still called Auto Union GmbH in 1965. It wasn’t until 20 years later, in 1985, that AUDI AG was founded. Since that time, the company and its products have borne the same short and distinctive name: Audi.

New addition to the family: original Audi evolves into whole family of vehicles

With the arrival of further models and performance levels, the new Audi was joined by the Audi 80, Audi Super 90, Audi 75, and Audi 60. Only the first Audi was denied the “72” designation during its entire production run. It was only unofficially known to customers and the press as the “Audi 72” or “Audi (72 PS).” The new Audi rolled off the production line starting in August 1965 and was available as a station wagon as of spring 1966, called the “Variant” at Volkswagen. The sedan models were available in two- and four-door versions, with the option of upscale equipment – with the suffix “L.” In 1966, the Audi 80 with an 80 PS engine was added to the model range, followed shortly afterwards by the top-of-the-line Audi Super 90 that featured extensive equipment. One of the things that set it apart visually from the other models was its chrome-plated trim strips on the wheel arches, which came as standard. With its larger displacement 90 PS engine, it reached a top speed of more than 160 km/h, a respectable figure at the time. In 1968, the mass-market Audi 60 model with 55 PS rounded off the range, and the Audi 75 replaced the 72 and 80 PS versions.

Advertising for the post-war Audi referred to a “medium-pressure engine,” because the 1.7-liter engine with its compression ratio of 11.2:1 was somewhere between a typical gasoline engine and a diesel engine in those days. The new model was also longer than the DKW three-cylinder, which is why the DKW F 102 – which served as the basis for the new Audi – had to be lengthened by 100 millimeters and the radiator installed at an angle next to the engine on the left-hand side. Instead of the round headlights found in the chrome-plated grille of the F 102, the Audi was given rectangular headlights in a slightly wider black radiator grille. A four-speed manual transmission with column-mounted shifter came as standard; an automatic transmission was not offered in this series. Like its predecessor, the DKW F 102, the new Audi had disc brakes mounted inside the transmission. The move away from the two-stroke engine signaled a new era: 16,000 new Audis were built in the first three months alone.

During its seven-year production run, the F 103 underwent only minor changes. For the 1970 model year, all versions were fitted with a redesigned dashboard as well as parallel-action windshield wipers instead of counter-rotating ones. Customers could then also order a center-console gearshift at an extra cost in place of the standard column-mounted shifter. In the summer of 1970, the fuel filler on the sedans was relocated from the rear of the vehicle to the right rear side panel. The rear lights were styled to match those of the Audi 100, which had been in production since 1968 and established Audi’s successful C series.

The Auto Union “Audi type” continued to be produced until summer 1972. It was replaced in mid-1972 by the completely newly developed Audi 80. The smallest model in the F 103 family, the Audi 60, became the most successful; more than half of all first-generation Audi cars built (416,852 vehicles) were Audi 60 and Audi 60 L models, accounting for a total of 216,987 units. The sales figures alone demonstrate just how important this car was for the brand with the four rings. It marked a turning point both technically and economically. Between 1965 and 1972, the new Audi and its family members attracted such great interest that they not only laid the foundation for a forward-looking model range for the company but also put Auto Union back on the road to success, thus contributing to the long-term independence of the Audi brand within the Volkswagen Group.

Lecture on July 23 – the history and significance of the “F 103” for Audi

On Wednesday, July 23, Audi historian Ralf Friese will share the story of how the first Audi after World War II came into being, and why this “original Audi” would go on to play such a pivotal role in shaping the future of the brand with the four rings. This event will take place at the Audi museum mobile in Ingolstadt. Admission is free. Registration is required by email to  This email address is being protected from spambots. You need JavaScript enabled to view it.  or by telephone at 0841 89-34433. Please register by Monday, July 21. The lecture on Wednesday, July 23, begins at 6 p.m. Doors will open at 5:30 p.m.

Article source: www.audi-mediacenter.com