Audi R10 2006 (Solo Fotos)

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racer

Le Mans Winner

13-dic-2005 17:29

Audi R10 2006

racer

Le Mans Winner

13-dic-2005 17:30

El Motor

The heart of the Audi R10 is a completely new V12 TDI engine with a cubic capacity of 5.5 litres ? the maximum permitted at Le Mans. Audi ventures into previously unexplored diesel-engine terrain with power exceeding 650 hp and torque of more than 1100 Newton metres from the V12 power plant. "This engine is the specifically most powerful diesel there is in the world and, up until now, the biggest challenge that Audi Sport has ever faced in its long history,? explains Ulrich Baretzky, Head of Engine Technology at Audi Sport. "There has never been anything remotely comparable. We started development with a clean sheet of paper.?

The V12 TDI used in the R10 is the first Audi diesel engine with an aluminium crank case. The cylinder-bank angle is 90 degrees. The V12 TDI has, like Audi production car engines, four valves per cylinder and twin overhead camshafts. The fuel induction is made by a modern "Common Rail System?. The injection pressure easily exceeds the 1600 bar achieved in production cars. The ignition pressures also reach values never previously seen in any Audi engine.

The turbo pressure produced by the two Garrett turbochargers is limited by the regulations to 2.94 bars absolute, the diameter of both engine air intake restrictors, stipulated by the regulations, is 2 x 39.9 millimetres. The engine management is controlled by the latest generation of Bosch Motronic (MS14).

The engine?s power and the high torque are available to the driver practically from idling speed ? a speciality of diesel technology, to which the Audi drivers must now become accustomed. The usable power band lies between 3000 and 5000 revs per minute.

Unfamiliar to the driver at this early stage, is the low noise level and, unique for a racing engine, the smooth running V12 TDI power unit. At high speeds the powerful 650 hp engine can not be heard from the Audi R10 prototype?s "open? cockpit while there is also hardly any vibration. On the outside, the modern twelve-cylinder produces a faint, but sonorous sound that quite possibly nobody would identify as a diesel power unit at first. The new R10 can only be recognised acoustically as a diesel-powered sportscar during the warming-up process or in the pit lane.

There are no visual signs that a diesel power unit is at work in the back of the R10. It goes without saying that the V12 TDI is equipped with a pair of diesel particle filters for the 24 Hours of Le Mans. Flashes of flame from the exhaust, which are created by unburned petrol in spark-ignition engines, are not seen coming from the R10.

One of the diesel engine?s biggest advantages is the low fuel consumption, especially at part-throttle and overrun. However, when compared to more classic circuits which demand a higher ratio of part throttle, the lower specific consumption will hardly be noticeable at Le Mans because the quota of full-throttle is almost 75 percent.

The enormous torque of over 1,100 Newton metres not only posed previously unforeseen demands in the development of the R10 drive train. Even the latest generation of engine dynamometers at Audi Sport had to be reequipped with special gearboxes capable of withstanding the unusual forces.

Inside the V12 TDI, the extremely high pressures in particular create forces never seen before in a racing engine. However, the main target of the Audi technicians is to reach the reliability level of the R8, which never recorded a single engine failure in the 77 races it has contested to date.

El Chasis

At first glance, it is visible that the new Audi R10 carries genes from the extremely successful R8. Nevertheless, the new LM P1 sportscar?s chassis is a new design, during which Audi Sport explored many new avenues. "The R8 originates from 1999, we?ve gathered a huge amount of know-how since then,? says Wolfgang Appel, Head of Vehicle Technology at Audi Sport. "All this experience found its way into the new R10.?

Audi?s target with the sports-prototype ? currently the world?s most interesting motorsport category ? is to set the standards once again and to highlight the company slogan "Vorsprung durch Technik?. Numerous innovative details and new design principles are used in the new Audi R10.

One of the most significant differences to its predecessor, the R8, is the integration of monocoque and bodywork. The R8 still had a traditional chassis clothed in synthetic bodywork, whereas the majority of the carbon-fibre parts belonging to the R10 monocoque are now suspended directly in the air flow and therefore require no additional fairings.

This leads to a significant weight saving when compared with the R8, which is of particular importance since the dimensions of the 5.5 litre V12 TDI engine mated to the R10 make it longer and heavier than the 3.6 litre V8 power plant fitted to the R8. That?s why the new R10 has a significantly longer wheelbase than its predecessor, comparable incidentally, with the new Performance SUV Audi Q7.

The modular design and serviceability known from the R8 was retained, but further refined, in the basic concept. It is not only the rear bodywork section of the R10 that can be removed at the flick of a wrist, the front section, including crash structure, is also removable to ease access to the front suspension for the mechanics. It is possible to change the gearbox and its internals within a short space of time.

The R10?s aerodynamic configuration is even more refined than that of the R8. Although the new LM P1 regulations created by the ACO (Automobile Club de l?Ouest) targeted a 15 per cent reduction in overall downforce, the Audi Sport technicians managed to regain the majority of aerodynamic efficiency lost as a result of this through intensive wind tunnel work. The R10 silhouette is five centimetres flatter than its predecessor and has a much more pointed nose.

The "steps? in the front splitter, the larger distance between the track and the side pods and the additional roll-over structure on the passenger side, which clearly distinguishes the R10 from its predecessor when viewed from the front, are stipulated by the regulations.

The bulk of the changes implemented by the rule makers were made to make the powerful sport-prototypes even safer. Included in this catalogue of changes is the use of the HANS-System (Head and Neck Support), familiar in Formula 1, that protects the driver?s spine in the event of an accident.

Although the R10 prototype?s carbon-fibre monocoque is more waisted than that of the R8, the drivers can sit comfortably in the cockpit ? a factor not to be underestimated in a 24-hour race like at Le Mans. The servo steering, which is now electric instead of hydraulic, also helps to increase comfort.

A similar direction to that taken in production, was followed with the electronics. The number of electronic control units rose considerably when compared with the R8. A "network? system (CAN-Bus) runs through the entire R10, all important functions are controlled centrally by computers. Even the indicators and headlights are no longer directly activated by the driver, he simply makes a manual impulse ? everything else is done by the on-board computers.

A new vehicle data logging system (FDE) was developed for the R10 together with electronic partner Bosch. All data is transmitted by telemetry to the pits and shown in the cockpit on a steering wheel mounted display, similar to the MMI-System found in Audi production cars. The most important functions are controlled by buttons mounted on the steering wheel, which is equipped with a micro-processor and was developed together with the specialist company Megaline.

The Megaline experts were also involved in the development of the electro-pneumatic shift mechanism, which is also activated in the R10 by two steering-wheel mounted paddles. The gearbox itself originates from X-trac and, despite the enormous torque produced by the TDI engine, is lighter than that of the R8.

Thanks to the turbo-diesel engine?s characteristics the number of gear changes made during a 24-hour race falls significantly ? an important factor concerning durability, particularly as the transmission system is subject to extremely high loads.

Because of the high level of torque produced by the V12 TDI, the forces acting on the R10 transmission system are even greater than those experienced by a Formula 1 racing car. The gearbox was conceived to withstand these forces as are the driveshafts which are thicker than the ones on the R8. The same is valid for the novel ceramic clutch that was developed together with ZF Sachs.

The greater thermal discharge and the corresponding increase in cooling requirements are also diesel specific. Higher side pods, in which the larger coolers are fitted, are the result. The wider front tyres, which were commissioned by tyre partner Michelin, are completely new to the LM P1 class. They should reduce the sport-prototype?s inherent understeer tendency, which, in theory, is increased even further through the enormous thrust produced by the TDI engine. The use of traction control (ASR) reduces the high loads created by the torque fed to the rear tyres, and helps the driver to modulate the V12 TDI engine?s power delivery, particularly in wet conditions, which represents a new dimension even for season campaigners. "It?s impressive just how the engine keeps on pushing even in the high gears,? says astonished three-time Le Mans winner Frank Biela, who was at the wheel of the R10 during the roll-out at the end of November.

The refuelling system re-developed with specialist company St?ubli, allows a fast and virtual splash-free refuelling process. In contrast to petrol, spilled diesel does not evaporate itself. As was the case with the R8, various coloured light-emitting diodes located close to the refuelling inlet vent act as initial visual information indicating the diesel, engine oil and water levels to the mechanics during a pit stop.

Fans at Le Mans will no longer be able to see glowing brake discs on the Audi R10: The carbon-fibre brakes discs are fully enclosed in a cowling, similar to the Audi A4 DTM, which optimises the air flow and, as a result, the brake cooling. Just like on Formula 1 cars, the brake discs are no longer fed with cooling air through pipes but are cooled by air channelled through carbon-fibre ducts mounted directly to the suspension. The red brake calipers on the R10 are reminiscent of those fitted to Audi RS models.

The daytime low-beam lights, consisting of a row of white light-emitting diodes, which appear to have a light blue glimmer, also originate from production. The R10 rear lights consist of very bright LED?s.

El Desarrollo

The idea to develop a diesel sportscar for the 24 Hours of Le Mans had already emerged in 2002 with the internal project name "R10” which ultimately became the new Le Mans sportscar’s official type designation – just like its successful predecessor the R8. Things became very serious in September 2003 when the concept guidelines for the new Audi R10 were determined. "That was the most important stage,” says Ulrich Baretzky, Head of Engine Technology at Audi Sport. "You have to define the number of cylinders, the engine’s length, bore and stroke. Everything else results from these basic dimensions. If you make a mistake at this stage, it is almost impossible to correct later. That’s why we considered every facet very carefully before we fixed the package.”

In Spring 2004, the decision was made to select a twelve-cylinder engine with the maximum permissible cubic capacity of 5.5 litres allowed for Le Mans, which also affected the chassis. "Compared with the R8, the engine’s length has grown through the number of cylinders, and because of a diesel’s typical power and strength,” explains Wolfgang Appel, Head of Vehicle Technology at Audi Sport. "In this respect we had to react by making everything as light as possible on the chassis side.” The R10 has a significantly longer wheelbase as a direct result of the large capacity engine.

The Le Mans V12 TDI ran for the first time on the test bed in July 2005. "It was incredibly interesting, because we really have explored completely new territory with this engine,” says Ulrich Baretzky. "Previously, together with our colleauges from the production car development, we had made basic tests with modified production engines and a single-cylinder model. That was all!”

The new power unit had already clocked-up approximately 1000 test-bench hours, including several endurance runs, before the R10 prototype’s roll-out on 29 November 2005. The V12 TDI will have almost 3000 test-bench hours to its credit and several thousand test kilometres in the back of the R10 before Le Mans.

During the test stage, Audi Sport follows the same paths that proved themselves with the R8: The dynamometer tests follow an extensive test programme carried out at various circuits and a test race, the 12-hour race in Sebring, on 18 March 2006. "The circuit's characteristics make this race one of the hardest in the world and the perfect opportunity to put a new car through its paces,” explains Wolfgang Appel. "More endurance runs are planned afterwards so we should be well prepared for the race at Le Mans in spite of time being short.”

The new Audi R10 will run for the first time around the 13.650 kilometre
"Circuit des 24 Heures” at the official test day on 4 June 2006 which, less than two weeks before the race, represents the only test opportunity at the high-speed circuit formed partly by normal public roads.

"It is one of the peculiarities of this race that you can only test on a single day each year at Le Mans,” says Head of Audi Motorsport Dr Wolfgang Ullrich. "Le Mans offers the unique combination of speed, reliability and team work – and, if you chose to describe things more extremely, the running of an entire Formula 1 season over the course of a single weekend with one and the same car.”

In spite of the intensive preparation programme, lying between the R10 presentation on 13 December 2005 in Paris and the race on 17/18 June 2006 during which every day is planned, Dr Ullrich remains cautious in his predictions: "Obviously, it is our target to have a car that is capable of winning and with which we can stand on the top step of the podium in 2006 if everything falls into place and we have a little luck. You can't guarantee victory in motorsport, least of all at Le Mans.”

Editado: 13-dic-2005 17:37 -

racer

Le Mans Winner

13-dic-2005 17:30

Presentación en Paris del
Audi R10 2006

Tom Kristensen drives the new Audi R10 in the 'Jardins du Trocadéro'

Tom Kristensen poses with the new Audi R10

Tom Kristensen poses with the new Audi R10

Prof. Dr. Martin Winterkorn, Tom Kristensen and Dr. Wolfgang Ullrich pose with the new Audi R10

Editado: 13-dic-2005 18:28 -

TonYper

ForoCoches: Miembro

13-dic-2005 17:34

ahora es diesel?? XDD es coña

maxiclio

domador de leones

13-dic-2005 17:40

lo que faltaba, 3 motores de fr pegaos.

Kidnapper

‎‎‎‎ ‎‎‎‎ ‎‎‎‎ ‎‎‎‎

13-dic-2005 17:42

Menos cachondeo... os guste o no es un pepinaco que ganará Le Mans tarde o temprano. Diesel Revolution

Cargargui

ForoCoches: Miembro

13-dic-2005 17:44

el diesel va subiendo poco a poco, algun dia todas las competiciones se haran como motores diesel

Omowree

Hasta siempre Pepe!

13-dic-2005 18:13

Tenia ganas de verlo! La verdad es que se parece mucho al R8. Es un R8 con un restyling. Lo que no se es que normativa debera cumplir, y si el ACO creara una nueva categoria o correra en la misma que los demas prototipos.
A ver que tal suena

No creo que supere a su antecesor, con cuatro victorias en Le Mans. Aunque no descarto que pueda vencer, ya que tratandose de una carrera de resistencia el motor diesel no es tan mala idea, seguramente en 2006 padecera los tipicos problemas de juventud.
Pero creo que pierde un poco la magia de la competicion que practicamente siempre ha sido territorio de los gasolina

Saludos!

Omowree

Hasta siempre Pepe!

13-dic-2005 18:16

Post 5 estrellas!!!

racer

Le Mans Winner

13-dic-2005 18:30

#10

Cita de Omowree

Post 5 estrellas!!!

Me alegro q te haya gustado Omowree

racer

Le Mans Winner

13-dic-2005 18:39

#11

Cita de Omowree

Bueno tengo entendido q existirá la categoría de los gasolina y de los diesel con las mismas restricciones e aerodinámica y chasis, también escuchado q probablemente pesaran los mismo, lo q los diferencia son los motores claro y por supuesto el consumo... no olvidemos q el R8 no era un rompe records en velocidad máxima en Le Mans, si no mas bien un coche q mantenía un ritmo gracias al excelente equilibrio de su motor el cual siempre genero muchísimo torque en comparación a sus rivales, era en las partes mas lentas de LeMans en donde andaba mas rápido y constante en las largas rectas, equilibrio q nunca pudo hacer la oposición a excepción de este año q estaban muy limitados y aun así ganaron... los R10 traerán la misma potencia de los antiguos R8 pero con un torque duplicado técnica q favorecerá increíblemente a los R10.

P.D: Omowree los R8 ganaron 5 veces en LeMans

Editado: 13-dic-2005 18:41 -

Sufitdi

ForoCoches: Miembro

13-dic-2005 18:59

#12

Diesel Power!!!!!

Os guste o no el diesel sigue avanzando, algun dia hasta la formula uno llevara diesel.... llamadme loco, pero tambien lo hicieron los que hace 10 años ni se imaginaban que el dakar lo ganarian los diesel.

jelzl

ForoCoches: Miembro

13-dic-2005 19:11

#13

Cita de Sufitdi

Pero hombre, que el repris requerido en la F1 no te lo puede dar un diesel, a la salida de curvas, etc. En carreras de resistencia de 24 horas o el Dakar, puede ser, porque hay que perder menos tiempo repostando, pero en la F1 no se dan esas condiciones. El diesel es un motor de trabajo, es una cosa que no deberíamos olvidar.

Omowree

Hasta siempre Pepe!

13-dic-2005 19:51

#14

Cita de racer

P.D: Omowree los R8 ganaron 5 veces en LeMans

Tienes toda la razon, me olvide del campeon de 2003!

Tres oficiales y dos privados, Team Goh y Champion Racing

Saludos!

hayt

Maestro espadachín

13-dic-2005 19:55

#15

que diesel ha ganado un dakar?

Sufitdi

ForoCoches: Miembro

13-dic-2005 19:57

#16

Cita de jelzl

Era por polemizar un poco, tan solo eso!

Saludos y sin acritud!

Robeck

www.robeck.es

13-dic-2005 19:57

#17

Diedel? buah, el proximo año va a ver las 24h de lemans su tia...........hasta donde vamos a llegar

rac

ForoCoches: Miembro

13-dic-2005 20:24

#18

Bueno, bueno, primero peugout dice que quiere competir en lemans con un hdi, y ahora sale audi con el R10 y su motor TDI.

espero que no se termine pagando par ver carreras de tractores a 250.

CKY

ForoCoches: Miembro

13-dic-2005 20:49

#19

Pelea Audi-Peugeot en Le Mans... dos de las marcas más legendarias en esta prueba se han decantado por el motor diesel... por algo será.

Cripton

ForoCoches: Miembro

13-dic-2005 20:54

#20

¿Ira el Leon Fr a correr a Le mans?

.....Fijo que pasa al audi este....

millandollars

ィシャ

13-dic-2005 21:01

#21

Le deberian de poner las salidas de escape hacia abajo que con la tormenta-humarea-calamar va a poner la trasera perdía de hollin jeje.

Benten

AX Genial ^^

13-dic-2005 21:51

#22

Y que competencia tendra Audi este año, aparte del Peugeot y su HDI, alguna marca mas se va a mojar este año o sera pescarolo y compañia los que le plante cara esta proxima edicion.

Sr.Kitos

Oh Yeah

13-dic-2005 23:02

#23

no entiendo el diesel en la competicion,lo siento!!aunque el coche esta wapo!!
asias racer

GTZ

*AutoBan Spam/Flood/Troll*

13-dic-2005 23:05

#24

segun algunos debe ser una mierda de coche, no debe dar apenas sensaciones, donde se ponga un gasolina...

GTZ

*AutoBan Spam/Flood/Troll*

13-dic-2005 23:07

#25

Cita de Boxster

Marketing.

efectividad... Audi lleva años arrasando en LeMans con los motores de inyeccion directa precisamente por gastar menos que los normales. Ya dijeron hace un par de años que el diesel seria el futuro.

GTZ

*AutoBan Spam/Flood/Troll*

13-dic-2005 23:10

#26

Cita de rac

Bueno, bueno, primero peugout dice que quiere competir en lemans con un hdi, y ahora sale audi con el R10 y su motor TDI.

espero que no se termine pagando par ver carreras de tractores a 250.

tu que vas a las carreras a ver adelantamientos o a escuchar los motores?

lebri

Ponme otro...

13-dic-2005 23:10

#27

con ese par tendrá que cambiar gomas mas que nadie. y la humareda no te digo... estoy deseando verlo en accion.

McCloud

Del Clan de los McCloud

13-dic-2005 23:16

#28

Muy buen artículo!

La cuestión es que hoy en día, en la inmensa mayoría de competiciones no pueden compararse los motores de gasolina y diesel. Cada uno será más rápido en función de la reglamentación que tenga, y ésta no puede ser equitativa.

Por ejemplo, ¿qué pasaría si se permitiera competir con motores gasolina turbo soplando a casi 3 bares?

La única solución es correr en categorías diferentes.

Otra cosa es el marketing, como bien apuntáis, además de que bienvenido sea todo lo que permita mejorar la técnica de los motores, sea del tipo que sea.

1 saludo