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Audi R10 TDI From Wikipedia, the free encyclopedia Jump to: navigation, search Audi R10 TDI Audi R10 TDI at the Neckarsulm AudiForum Category Sports car racing - Le Mans Prototype LMP1 Constructor Audi AG (with Dallara) Technical specifications Chassis Carbon fibre monocoque Suspension (front) Double wishbone, torsion bar with separate damper, anti-roll bar Suspension (rear) Double wishbone, torsion bar with separate damper, anti-roll bar Wheelbase 2,980 mm (117.3 in) Engine Audi 5.5 litre V12 TDI DPF twin-turbo, mid-engined, longitudinally mounted Transmission 5-speed S-tronic[1] Fuel Shell V-Power Diesel Tyres Michelin Competition history Notable entrants Audi Sport Team Joest Audi Sport North America Kolles Notable drivers Frank Biela, Marco Werner, Emanuele Pirro, Rinaldo Capello, Allan McNish, Tom Kristensen, Andrew Meyrick, Charles Zwolsman, Michael Krumm, Christian Bakkerud, Christijan Albers, Narain Karthikeyan Debut 2006 12 Hours of Sebring Races Wins Poles Fastest laps 28 14 12 13 Constructors' Championships 4 (American Le Mans 2006, 2007, 2008, Le Mans Series 2008) Drivers' Championships 4 (American Le Mans 2006, 2007, 2008, Le Mans Series 2008) 2008 Audi R10 TDI Audi R10 TDI at Goodwood Festival of Speed 2009 Problems listening to this file? See media help. The Audi R10 TDI, usually abbreviated to R10, is a racing car from the German car manufacturer Audi. The car is a classic at Le Mans, winning every year since its introduction until it was replaced by the R15. It is designed and constructed for sports car racing in the Le Mans Prototype LMP1 class of the 24 Hours of Le Mans, and other similar endurance races. The car was unveiled 13 December 2005 at 12:00 CET,[2] and went on to win both its maiden race at the 2006 12 Hours of Sebring in March, and the June 2006 24 Hours of Le Mans. It was the first diesel powered car to win either of those events. This is the most ambitious and the most expensive project ever undertaken by Audi Sport; the Audi R10 TDI project costs Audi $15 million a year.[3] Contents 1 Chassis 1.1 Weight 2 Engine 2.1 Diesels racing at Le Mans 3 Technical specifications 4 R10 Results 4.1 2006 4.2 2007 4.3 2008 4.4 2009 4.5 2010 5 See also 6 References 7 External links [edit] Chassis The Audi R10 TDI was built to supersede the Audi R8 race car, a proven model which had won five times at Le Mans since 2000 and earned a reputation as one of the most successful racing cars of all time. In later years the Automobile Club de l'Ouest (ACO), which sets the rules for racing in the Le Mans 24 Hours, had reduced the restrictor size on the engine, and stipulated the R8 carry ballast, to make the races more competitive. In response to the new level of competition, the development of a successor was necessary. Though it does show a strong resemblance to the previous model, it is a new design. The aerodynamics package is in compliance with the new regulations. A second rollover hoop is added, and the wheelbase is lengthened to accept the new, longer V12 TDI engine. The design and aerodynamics were developed by Audi, utilising the Fondtech wind tunnel. The monocoque is built by Dallara, as well with various suppliers manufacturing all the components and subassemblies. The cars are then assembled by Audi at Ingolstadt.[4] [edit] Weight At the beginning of the 2006 season, homologation rules for Le Mans Prototypes (LMP) cars were changed, for the LMP1 class, an increase in minimum weight from 900 kg to 925 kg was mandated. While officially this was to allow closed top prototypes to run with air-conditioning (as this would have added weight over open top cars), some have speculated that this was done at the behest of Audi to allow the R10 to be competitive.[5] The R10 TDI itself, as it ran during the 2006 12 Hours of Sebring was overweight at 935 kg (2,061.3 lb), meaning that the engineers did not have the ability to play around with the weight ballasts (which would have been used to bring the car up to minimum weight if it were lighter than 925 kg) to affect handling and balance.[6] [edit] Engine The R10's 5.5 litre V12 TDI engine. The two large grey pieces on the left are the diesel particulate filters developed with Audi by Dow Automotive. Unlike most racing cars competing in the LMP1 series, the R10 is powered by a diesel engine, with two turbochargers and utilizes the Turbocharged Direct Injection (TDI) technology. The engine itself is a 5.5L V12 made of aluminium, employing common rail direct fuel injection technology. The turbochargers are supplied by Garrett AiResearch, with 39.9 mm (1.57 in) restrictor plates mounted in front of the intake. The weight of this engine is a problem for Audi. The latest Audi 3.0 L V6 TDI (183 ci) weighs 220 kg (485 lb), and the 4.2 L V8 TDI 255 kg (562 lb) (256.2 ci) but their blocks are made of compacted graphite iron (CGI). The V12 is rumoured to weigh upwards of 200 kg (441 lb);[7] Audi engineers say that the weight per cylinder is the same as the preceding 3.6-litre FSI V8 of the Audi R8.[8] The wheelbase has been increased over the R8 to 2,980 mm (117.3 in) to account for it. This is unfavorable against the 130 kg (287 lb) of a concurrent Judd V10, and even the 180 kg (397 lb) of the Ricardo turbodiesel prototype based on it.[9] The restrictor is larger than necessary, the car is rumoured to produce 700 hp (522 kW; 710 PS) in qualification, limited by the fuel combustion quality. This value couldn't be maintained in race because it could clog the particulate filter. The peak pressure in the cylinder is probably around about 200 bar, compared with 85 bar for an atmospheric petrol engine.[10] [edit] Diesels racing at Le Mans Audi's decision to use a diesel engine emphasizes the commercial success of Turbocharged Direct Injection (TDI) turbodiesel engine (and its competitors) on Europe's roads. Diesels have been successfully used in other forms of racing as well, as their broad power band and fuel economy can prove advantageous, while in turn, the higher weight and lower rotational speed of the engine requiring new power transmissions are the disadvantages. The rules had to accommodate the need for a high capacity engine with a turbocharger and high boost, whereas both possibilities are no longer allowed for gasoline engines, as these had developed over 1,000 hp (746 kW; 1,014 PS) in several race series of the past. It isn't, however, the first diesel to be raced at Le Mans. The first diesel-engined car to qualify and race at the 24 h race at Le Mans was a French entry in 1949, the first race held after the Second World War. The car was the Delettrez Diesel entered by brothers Jean and Jacques Delettrez, and was a 4395 cc 6-cylinder. It did not finish, running out of fuel about half way into the race. Delettrez entered again in 1950, as did another diesel car, the MAP. Again, both cars did not finish due to engine problems, a cooling system leak in the case of the MAP. The MAP was interesting in that it was the first mid-engined car to race at Le Mans; the engine was located immediately behind the driver, and was a four-cylinder opposed piston two-stroke with rocking levers connected to a single crank, similar to the later Commer TS3 engine.[11] In 2004, a Lola equipped with a Caterpillar re-badged V10 TDI ran for a few hours before breaking its clutch. Peugeot competed with its new diesel effort in 2007 in its 908 HDi FAP race car. [edit] Technical specifications Chassis: Carbon fiber monocoque with honeycomb structure. Engine: Custom-built Audi V12 engine, 5.5 litre (5500 cc), TDI DPF, mid-engined, longitudinally mounted. Pistons: Mahle. Filter: Dow. Power output: 650 hp (485 kW)[1] ECU: Bosch. Fuel: Shell V-Power. Fuel delivery: Fuel injection. Lubrication: Shell Helix. Aspiration: twin-turbo. Gearbox: 5-speed S-tronic.[1] Drivetrain: Rear-wheel drive. Clutch: Sandtler 3-plate carbon-fibre clutch. Radiator fluid: Würth. Steering: Power assisted rack and pinion steering. Springs/Suspension: Eibach double wishbones, coil springs over dampers, anti-roll bar. Brakes: Brembo Wheels: OZ forged aluminium. Front: 10 x 18". Rear: 11 x 18". Tyres: Michelin radial slick and treaded rain tyres. Front: 33/68-18. Rear: 37/71-18. Length: 4,650 mm (183.1 in). Width: 2,000 mm (78.7 in). Height: 1,030 mm (40.6 in). Wheelbase: 2,980 mm (117.3 in). Minimum weight: 925 kg (2,040 lb) (including the driver with overall and helmet). Fuel Capacity: 13 US Gallons. Safety equipment: Sabelt 6-point seatbelt, HANS Device. Traction control: Yes. [edit] R10 Results One of three Audi R10s at the 2007 24 Hours of Le Mans [edit] 2006 On 18 March 2006, the #2 Audi R10 won the 54th annual 12 Hours of Sebring after earning pole position by setting a qualifying record. The #1 car did not finish due to an overheating problem. On the day after the Sebring victory an R10 flipped over during testing while running through Turn One. However the R10 would not complete the most of the season. The Audi R8, completed most of the season with the R10 returning to race in the different Le Mans Races (Le Mans 24 Hrs, Petit Le Mans etc.) On 18 June 2006, the #8 Audi R10 placed first at the 2006 24 Hours of Le Mans, completing 380 laps, more than the R8 did, but less than the record set in 1971. The #7 Audi R10, which set fastest lap times in practice and race, came in third after suffering injector pump damage, completing 367 laps. On 30 September 2006, the #2 Audi R10 won the 9th annual Petit Le Mans endurance race at Road Atlanta in Georgia. The win was seventh in a row for Audi in Petit Le Mans, but first for the R10 model. The #1 car was not running at the finish due to late race collision with another car resulting in damaged front suspension. #1 car was still classified in seventh place overall. [edit] 2007 Audi R10, Le Mans 2007 On 17 March 2007, the #2 Audi R10 won the 55th annual 12 Hours of Sebring. The #1 car finished 2nd in its class (LMP1) and 4th overall.[12] The R10 remained undefeated in American Le Mans Series competition until April 14, 2007 at the Long Beach Grand Prix; where it finished seventh overall to the Porsche RS Spyders of Penske and Dyson Racing. The car still won the LMP1 class. Throughout the season, the Penske Porsche RS Spyder won 8 overall victories against the Audi R10 which only won 4. It is undefeated at the 24 hours of Le Mans, having successfully defended its 2006 victory. On June 17, 2007, the #1 R10 finished first overall, overcoming the loss of two of the three team cars and defeating a new challenge from the Peugeot 908 HDi FAP diesels. The #3 Audi was put out of the race by driver error, crashing into a wall, whereas the #2 car suffered a wheel failure at approximately 300 km/h (186 mph) and collided with a barrier. Video pictures showed the car being dropped prematurely during a prior pit stop with the wheel in question not being properly attached, but Audi's official statement is that the incident was not the fault of the pitcrew, as the car had been on track for over 50 minutes since its tires were last changed. Audi will carry out full technical analysis of this incident. According to ACO's official data, the Audi R10 TDi reached a top speed of 329 km/h (204 mph) on the Mulsanne Straight in the 2006 race. In 2007, while changing their pace in order to beat Peugeot, the Audi R10 TDi hit 339 km/h (211 mph) on the Mulsanne Straight, which was faster than any other car in the race. The R10 TDi also set the best lap of the race at 3:27.176. The car seems to have managed a top speed of 354 km/h (220 mph) in practice at Le Mans in 2007, which would be the absolute speed record of an LMP car at Le Mans (since LMP's only run from the introduction of the two Mulsanne chicanes on). At the car's official launch in Paris, 2006, the Audi R10 TDi was presented as capable of reaching a top speed in the region of 370 km/h. [edit] 2008 For the 2008 season, Audi entered the Le Mans Series for the first time. Joest Racing entered two cars to compete against Peugeot's two-car entry over the five race season. Peugeot led the championships early, winning the first three races prior to the 24 Hours of Le Mans. At Le Mans, Audi won for their third consecutive time with the R10. The #2 car driven by Rinaldo Capello, Allan McNish and Tom Kristensen took the chequered flag on lap 381 ahead of the #7 Peugeot, with a margin of just over 4 minutes. The other two Audi entries finished fourth and sixth overall. Returning to the Le Mans Series for the final two races of the year, Peugeot won once again at the Nürburgring and maintaining their lead in the championships. However, accidents for Peugeot and a win by the #1 Audi of Rinaldo Capello and Allan McNish at the Silverstone finale allowed the Audi team to win the Constructors Championship, while the #2 Audi of Mike Rockenfeller and Alexandre Prémat earned the Drivers and Teams Championships. Audi also continued their participation in the American Le Mans Series. As in the year before, Audi fought against the Penske Racing Porsches for overall race wins, but unlike before they now had to contend with the multiple Acura teams. Porsche managed to end Audi's streak of seven straight victories at the 12 Hours of Sebring, but Audi rebounded with overall wins in the next two events. Three more overall victories were earned by Audi by time the series reached the Detroit Sports Car Challenge. Audi not only failed to win the race overall, but following a rule infraction, neither car finished in the LMP1 category. This was the first time that the Audi R10 failed to win in LMP1, and the first LMP1 loss by Audi since 2005. [edit] 2009 Kolles' R10 TDi competing in its debut race, the 2009 1000 km of Catalunya In the 2009 season, the R10 TDI will be replaced by the R15 TDI with a smaller, lighter, more-efficient TDI engine; however, Audi will concentrate on the 24 Hours of Le Mans and Deutsche Tourenwagen Masters (DTM; German Touring Car Masters) efforts. The new car, however, will run in the 2009 12 Hours of Sebring before preparing for Le Mans. The Audi R10's wing was limited by the 2009 regulations. In early 2009, Colin Kolles announced that his team will run privately-entered Audi R10 TDI's in this year's 24 Heures du Mans, and possibly the Le Mans Series. The deal includes factory assistance for servicing the cars.[13] At Le Mans, the Audi R10 best finished 7th overall, behind all Peugeot 908s but ahead of 2 Audi R15. [edit] 2010 Kolles fielded 2 Audi R10 in their final year at the Le Mans 24 Hours, on 14 June 2010. Unlike the factory Audi and Peugeot LMP1, the Kolles R10 was not hampered by the new restrictor regulations which should have shave off 60bhp from the diesel-powered protoypes.The cars qualified 3:30, just behind the 2 Lola Astons. Both cars failed to finish because too much strain from torque was put onto the gearbox. [edit] See also Diesel automobile racing [edit] References ^ a b c "Audi R10 TDI Race Car". rsportscars.com. http://www.rsportscars.com/audi/audi-r10-tdi-race-car/. Retrieved 2009-06-06.  ^ Audi Communication Motorsport via AudiWorld.com (2005-12-13). "Audi Competes with Diesel Sports Car at Le Mans". Press release. http://www.audiworld.com/news/05/r10/.  ^ Bill Center (2007-04-19). "San Diegan isn't discouraged about not being able to gain on rich Audi team". San Diego Union-Tribune. http://www.signonsandiego.com/sports/20070419-9999-1s19motors.html.  ^ Michael J. Fuller. "2006 Audi R10". Mulsanne's Corner. http://www.mulsannescorner.com/audir10.html.  ^ Mulsanne's Corner News, 12.12.05, Michael J. Fuller ^ Mulsanne's Corner News, 3.25.06, Michael J. Fuller ^ 2006 Audi R10, Michael J. Fuller, Mulsanne's Corner, 2006 ^ Racing Toward Relevance, Christopher A. Sawyer, Automotive Design & Production, May 2006 ^ Ricardo-Judd Diesel V10, Mulsanne's Corner, 2003 ^ John Judd interview (2007-07-17). "Compression or Spark?". Energy Efficient Motorsport. http://www.eemsonline.co.uk/articles/17-07-07_1.  ^ "The MAP Diesel". Commer Connections. http://www.commer.org.nz/Commer_Connections/MAP_diesel.html.  ^ 55th Annual Mobil 1 Twelve Hours of Sebring Final Race Results, IMSA, 03/17/07 ^ Simon Strang (2009-01-19). "Kolles to run privateer Audis in LMS". autosport.com. http://www.autosport.com/news/report.php/id/72861.  [edit] External links Wikimedia Commons has media related to: Audi R10 TDI Audi.com corporate website Audi R10 TDI [1] Mulsanne's Corner's R10 dossier [2] R10 technical review [3] R10 close up photos Awards Preceded by GP2 Series Autosport Pioneering and Innovation Award 2006 Succeeded by HANS device v • d • e Audi — a marque of the Volkswagen Group Volkswagen Group marques & companies Volkswagen Passenger Cars • Audi • quattro GmbH • SEAT • Škoda • Lamborghini • Bentley • Bugatti • Volkswagen Commercial Vehicles • Scania defunct Audi AG brands Auto Union • Horch • DKW • Wanderer • NSU see also list of Volkswagen Group factories • list of Volkswagen Group platforms • MLP • list of Volkswagen Group petrol engines • list of Volkswagen Group diesel engines • discontinued petrol engines • discontinued diesel engines • North American engines • quattro • multitronic • S tronic • procon-ten • MMI • Audi hybrid vehicles • Audi S and RS models current Audi passenger car range A1 • A3 • S3 • A4 • S4 • A4 allroad quattro • A5 • S5 • A6 • S6 • RS6 • A6 allroad quattro • A7 • A8 • S8 • TT • Q5 • Q7 • R8 historic and discontinued models Audi Front • Audi 920 • Audi F103 • Audi 50 • Audi 80/90/4000/5+5 • Audi Quattro (Ur-Quattro) • Audi Coupé GT • Audi Coupé quattro • Audi 4000CS quattro • Audi 100/200/5000 • Audi S2 • Audi RS2 Avant • Audi Ur-S4 & Ur-S6 • Audi V8 • Audi A2 • Audi Cabriolet • Audi RS4 motor racing cars rally cars: Quattro A1 & A2 • Sport Quattro • Sport Quattro S1 • LMP road race cars: R8R • R8C • R8 • R10 TDI • R15 TDI • R18 • LMS/GT road race cars: R8 LMS (R16) • Formula cars (engine suppliers): FPA • F2 concept cars Avus quattro • Rosemeyer • Steppenwolf • Avantissimo • Pikes Peak quattro • Nuvolari quattro • Le Mans quattro • RSQ • Shooting Brake • Roadjet • A3 TDI clubsport quattro • Sportback concept • R8 TDi Le Mans • e-tron (Frankfurt) • e-tron (Detroit) • e-tron Spyder • quattro concept founder: August Horch • Audi corporate website • A marque of the Volkswagen Group • Vorsprung durch Technik • Audi Channel • Audi Driving Experience v • d • e Audi timeline, European market, 1970s–present — a marque of the Volkswagen Group type / class 1970s 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 supermini 50 A2 A1 small family car A3 / S3 compact executive car F103 series 80 (B1) 80 / 90 (B2) 80 / 90 (B3) 80 (B4) A4 (B5) A4 (B6) A4 (B7) A4 (B8) S2 S4 (B5) S4 (B6) S4 (B7) S4 (B8) mid-size executive car 100 / 200 A6 (C4) A6 (C5) A6 (C6) Ur-S4 (C4) Ur-S6 (C4) S6 (C5) S6 (C6) large luxury car V8 A8 (D2) A8 (D3) A8 (D4) S8 (D2) S8 (D3) small coupé TT Coupé (8N) TT Coupé (8J) small roadster TT Roadster (8N) TT Roadster (8J) mid-size coupé 100 Coupé S Coupé GT Coupé A5 Coupé quattro S5 mid-size convertible Cabriolet (B4) A4 Cabriolet A5 Cab S4 Cab (B6) S4 Cab (B7) S5 Cab large coupé A7 executive sports car Quattro (Ur-Quattro) RS2 Avant RS4 (B5) RS4 (B7) RS6 (C5) RS6 (C6) sports car R8 crossover SUV A4 allroad quattro (B8) allroad quattro (C5) A6 allroad quattro (C6) mid-size SUV Q5 large SUV Q7 homologation road / rally car Quattro A1 & A2 Sport Quattro Sport Quattro S1 founder: August Horch • Audi corporate website • A marque of the Volkswagen Group • quattro GmbH • Audi S and RS models • Audi Centre of Excellence • Audi Channel • Audi Driving Experience || Audi R15 TDI From Wikipedia, the free encyclopedia Jump to: navigation, search Audi R15 TDI Audi R15 TDI at the 2009 24 Hours of Le Mans Category Le Mans Prototype (LMP1) Constructor Audi Technical specifications Chassis Carbon fibre monocoque Suspension (front) Double wishbone, torsion bar with separate damper, anti-roll bar Suspension (rear) Double wishbone, torsion bar with separate damper, anti-roll bar Engine Audi TDI 5.5 litre V10 turbodiesel, mid-engined, longitudinally mounted Transmission 5-speed S-tronic Weight appr. 900 kg (1,984 lb) Fuel Shell V-Power Diesel Tyres Michelin Competition history Notable entrants Audi Sport Team Joest Notable drivers Tom Kristensen Allan McNish Rinaldo Capello Marco Werner Lucas Luhr Mike Rockenfeller Timo Bernhard Romain Dumas Alexandre Prémat André Lotterer Marcel Fässler Benoît Tréluyer Debut 2009 12 Hours of Sebring Races Wins Poles Fastest laps 9 3 1 2 Constructors' Championships 0 Drivers' Championships 0 2009 Audi R15 TDI 2010 Audi R15 TDI plus Problems listening to these files? See media help. This article may require cleanup to meet Wikipedia's quality standards. Please improve this article if you can. The talk page may contain suggestions. (July 2010) The Audi R15 TDI, commonly abbreviated to the R15, is a Le Mans Prototype (LMP) racing car constructed by the German car manufacturer Audi AG. It is the successor to the Audi R10 TDI. Like its predecessor, the R15 TDI uses a turbocharged diesel engine, although the R15's V10 engine is physically smaller than the R10's V12. The smaller engine is pushed further toward the middle of the car than in the R10, resulting in a more neutral weight balance that gives the car better agility around the corners than its predecessor.[1] The car was tested for the first time in December 2008, before its official unveiling and competition debut at the 2009 12 Hours of Sebring race, 21 March 2009. Three R15 TDIs participated in the 24 Hours of Le Mans in June 2009, under the control of Joest Racing. Audi did not defend their American Le Mans Series, or Le Mans Series titles with the R15 TDI. The R15 made its competition debut at the 2009 12 Hours of Sebring in March 2009, and followed this event at the 24 Hours of Le Mans in June.[2] The R15 got off to a perfect start by winning the 12 Hours of Sebring, setting a new race record in the process, but then lost in its second entry.[3] Peugeot, its rival, with its 908 HDi FAP, took the top two spots in the 24-hour race, ending Audi's five-win streak that lasted back to 2004 with the gasoline-powered R8. The R15 TDI features a 5.5 litres (336 cu in)[4] Turbocharged Direct Injection (TDI) turbodiesel V10 engine, rated at over 600 PS (440 kW; 590 bhp) and 1,050 newton metres (774 ft·lbf) torque. The electrical system uses a lithium-ion battery, a first for Audi sports prototypes, as well as LED headlights,[5][6] and a unique system of LED rear lights that are mounted on the rear wing endplate.[7] In the week running up to the 2009 24 Hours of Le Mans, rivals Peugeot lodged a protest against the R15, claiming that its bodywork did not comply with regulations stating that parts of the bodywork cannot be fitted with the sole purpose of generating downforce. However, after the Wednesday free practice session, the ACO rejected Peugeot's protest.[8] At the 2009 Le Mans, Audi was not able to continue its winning streak that lasted back to 2004. The #3 R15 ran off at the Indianapolis corner, and the #2, driven by Luhr, crashed and retired. In the evening, the #1 Audi lost a lap to the leading Peugeot because the Peugeot were faster, and further technical issues dropped it a full 7 laps down the order. The sole surviving Audi clinched a podium win, finishing in third. Audi announced on August 25, 2009 that two R15s would race at the 2009 Petit Le Mans. Both Audis led for 90% of the race but a late spin during the final rain soaked caution handed the victory over to one of the Peugeot 908s entered by Team Peugeot Total. That loss was the first time in Audi's history in running Petit Le Mans since their first run at Road Atlanta back in 2000. Contents 1 R15 TDI Plus 1.1 Racing history 2 Future 3 Technical data 4 Additional images 5 References 6 External links [edit] R15 TDI Plus In response to losing the 24 Hours of Le Mans and the Petit Le Mans to the Peugeot 908s, Audi updated their R15 for the 2010 season, creating the R15 plus. 2010 Regulations reduced the size of diesel LMP1 air restrictors and turbocharger boost. The car's nose was removed to reveal the raw crash structures. The front fenders were also lowered in an effort to reduce drag while the concept of air running through the car was abandoned for a more conventional design. The air channel that exited to the side of the car was deleted, and a new headlight concept was introduced. Audi stated that they had improved the fuel tank and cooling system also. Because Audi had lost to the Peugeot 908 at Le Mans in the previous year, the team lost numbers 1-2-3 they had since 2006, thus contesting the year with numbers 7-8-9 instead. [edit] Racing history At the 2010 24 Hours of Le Mans, the three Joest Racing-entered R15s finished on the podium. The new vehicle was a success at the 2010 8 Hours of Le Castellet, winning 5 laps ahead of the next competitor Aston Martin. The Oreca Peugeot, which was supposedly its rival, dropped a full 8 laps down the order because of the airjacks failed to come off. Audi continue to go flat out and in the end finished 10 laps ahead of the Peugeot. Audi now believed that both the speed and reliability was there, and would enter a full squad of 3 cars at the upcoming 2010 Spa 1000km, finishing 3rd (#7, behind the two Peugeots - #3 took 1st, #2 took 2nd), 5th (#9) and 12th (#8), and the car configuration at Spa would be used for the 2010 24 Hours of Le Mans. With engine troubles for three of the Peugeots in the 2010 Le Mans race that forced the cars to retire before the end of the race, plus an early exit by the #3 due to a suspension failure, the three Audis would finish 1-2-3 (the #9 took 1st, #8 took 2nd and #7 took 3rd), with all cars exceeding the previous distance record of 5,335.313 km (3,315.210 mi) set in the 1971 race: the winning #9 car, led by Mike Rockenfeller and two Porsche "factory" drivers Timo Bernhard and Romain Dumas, set not only a record-tying number of laps around Le Mans of 397 laps, but eclipsed the distance record outright at a distance of 5,410.7 km (3,362.1 mi) despite the 3 Audi ran slower over a lap than any of the 4 Peugeot 908s. Post-Le Mans Audi did not collect any more victories and lost all 3 remaining races to the Peugeot 908, which happened to be part of the ILMC championship. Audi fielded 2 cars into the Silverstone 1000km but the #7 crashed and retired. The sole remaining #8 finished 3rd. At Petit Le Mans 2 cars were entered but both lost to a Peugeot 1-2 victory. At the R15's last race, 2 cars were entered into the Zhuhai 1000km. Both cars were leading the 908s by 30 seconds after Sebastian Bourdais make contact with a GT2 Porsche. A late safety car session saw the Audi's lead shrink to 13 seconds. Afterwards a controversial team-work by Peugeot saw the #1 908 slowed down the #7 Audi enough to let the #2 Peugeot come out of the pits just 2 seconds ahead. The race ended with Peugeot #2 winning 4 seconds ahead of the Audi. Audi did not win the LMP1 Le Mans Series team championship nor the ILMC LMP1 championship. [edit] Future Main article: Audi R18 With a change in Le Mans Prototype engine regulations planned for 2011 Audi is working on a successor to the R15 TDI, known as the R18.[9]. In interview with Autosport Magazine, the head of Audi's Motorsport programme Doctor Wolfgang Ullrich stated that the R18 will be a closed roof coupe similar to the 908, however Ullrich did not state the car would be a hybrid or what fuel it will be running on. What he did state however is that one of the advantages of an open-top prototype has been lost with the recent regulation changes: open-top prototypes often shorten pit times compared to closed coupes; however with pit times slowed down due to new rules requiring only one man with one airgun in the pits, the advantage has been negated. The R18 would be Audi's first-ever coupe since the failed Audi R8C in 1999; the Bentley Speed 8 (which won in 2003 with Audi-developed engines) were also closed prototypes. Along with the Peugeot 908 HDi FAP (to be replaced with the 90X), the R15 TDI will be replaced; however, due to developmental reasons, the R15 TDI will make its final run at the 2011 12 Hours of Sebring under the R15 plus plus configuration. [edit] Technical data Audi R 15 TDI Design Le Mans Prototype (LMP1) Motor type V10-Diesel motor with turbocharger Engine displacement 5500 cc Power over 440 kW (590 HP)[10] Torque 1050 Nm (774 lb ft) Vmax over 330 km/h (205 mph) Drive wheels Rear wheels Gearbox CFK-gearbox Transmission sequential, pneumatic actuated 5-gear Brakes 2-circuit hydraulic braking system, carbon fibre disc brakes front and back Length 4,650 mm (183.1 in) Width 2,000 mm (78.7 in) Height 1,030 mm (40.6 in) Fuel tank capacity 81 L (21 US gal; 18 imp gal) Weight min. 900 kg (1,984 lb) [edit] Additional images The Audi R15 TDI, driven by Tom Kristensen during the 2009 12 Hours of Sebring. The Audi R15 TDI, driven by Timo Bernhard during the 2009 24 Hours of Le Mans. The Audi R15 TDI, driven by Rinaldo Capello during the 2009 24 Hours of Le Mans. The Audi R15 TDI Plus, driven by Rinaldo Capello during the 2010 8 Hours of Castellet. [edit] References ^ audir15tdi.com ^ AutoBlog.com Audi R15 TDI arrives early ahead of race debut ^ AUSmotive.com Audi R15 TDI claims debut win at 12 Hours of Sebring ^ "Entry List". Automobile Club de l'Ouest. 2009-02-29. http://www.lemans.org/24heuresdumans/pages/engages_gb.html. Retrieved 2009-03-21.  ^ "Gallery". SPEEDtv.com. http://www.speedtv.com/gallery/view/948011/234541. Retrieved 2009-04-16.  ^ AutoBlog.com Audi releases more details on the R15 TDI ^ "Gallery". SPEEDtv.com. http://www.speedtv.com/gallery/view/950851/240431. Retrieved 2009-04-16.  ^ English, Steven (2009-06-11). "ACO declares Audi bodywork legal". autosport.com. http://www.autosport.com/news/report.php/id/76003.  ^ "Audi and Joest bring a plus in efficiency to Le Mans". Joest Racing. 2009-06-05. http://www.joest-racing.de/web/news/news.php?id=524&sprache=e.  ^ www.audiusa.com Audi Achieves Record Victory at Le Mans with New Technology [edit] External links Wikimedia Commons has media related to: Audi R15 TDI Audi.com - Audi R15 TDI: “second” generation diesel racing sports car MulsannesCorner.com - Mulsanne's Corner's January/February 2009 R15 observations MulsannesCorner.com - Mulsanne's Corner's March/April 2009 R15 observations v • d • e Audi — a marque of the Volkswagen Group Volkswagen Group marques & companies Volkswagen Passenger Cars • Audi • quattro GmbH • SEAT • Škoda • Lamborghini • Bentley • Bugatti • Volkswagen Commercial Vehicles • Scania defunct Audi AG brands Auto Union • Horch • DKW • Wanderer • NSU see also list of Volkswagen Group factories • list of Volkswagen Group platforms • MLP • list of Volkswagen Group petrol engines • list of Volkswagen Group diesel engines • discontinued petrol engines • discontinued diesel engines • North American engines • quattro • multitronic • S tronic • procon-ten • MMI • Audi hybrid vehicles • Audi S and RS models current Audi passenger car range A1 • A3 • S3 • A4 • S4 • A4 allroad quattro • A5 • S5 • A6 • S6 • RS6 • A6 allroad quattro • A7 • A8 • S8 • TT • Q5 • Q7 • R8 historic and discontinued models Audi Front • Audi 920 • Audi F103 • Audi 50 • Audi 80/90/4000/5+5 • Audi Quattro (Ur-Quattro) • Audi Coupé GT • Audi Coupé quattro • Audi 4000CS quattro • Audi 100/200/5000 • Audi S2 • Audi RS2 Avant • Audi Ur-S4 & Ur-S6 • Audi V8 • Audi A2 • Audi Cabriolet • Audi RS4 motor racing cars rally cars: Quattro A1 & A2 • Sport Quattro • Sport Quattro S1 • LMP road race cars: R8R • R8C • R8 • R10 TDI • R15 TDI • R18 • LMS/GT road race cars: R8 LMS (R16) • Formula cars (engine suppliers): FPA • F2 concept cars Avus quattro • Rosemeyer • Steppenwolf • Avantissimo • Pikes Peak quattro • Nuvolari quattro • Le Mans quattro • RSQ • Shooting Brake • Roadjet • A3 TDI clubsport quattro • Sportback concept • R8 TDi Le Mans • e-tron (Frankfurt) • e-tron (Detroit) • e-tron Spyder • quattro concept founder: August Horch • Audi corporate website • A marque of the Volkswagen Group • Vorsprung durch Technik • Audi Channel • Audi Driving Experience v • d • e Audi timeline, European market, 1970s–present — a marque of the Volkswagen Group type / class 1970s 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 supermini 50 A2 A1 small family car A3 / S3 compact executive car F103 series 80 (B1) 80 / 90 (B2) 80 / 90 (B3) 80 (B4) A4 (B5) A4 (B6) A4 (B7) A4 (B8) S2 S4 (B5) S4 (B6) S4 (B7) S4 (B8) mid-size executive car 100 / 200 A6 (C4) A6 (C5) A6 (C6) Ur-S4 (C4) Ur-S6 (C4) S6 (C5) S6 (C6) large luxury car V8 A8 (D2) A8 (D3) A8 (D4) S8 (D2) S8 (D3) small coupé TT Coupé (8N) TT Coupé (8J) small roadster TT Roadster (8N) TT Roadster (8J) mid-size coupé 100 Coupé S Coupé GT Coupé A5 Coupé quattro S5 mid-size convertible Cabriolet (B4) A4 Cabriolet A5 Cab S4 Cab (B6) S4 Cab (B7) S5 Cab large coupé A7 executive sports car Quattro (Ur-Quattro) RS2 Avant RS4 (B5) RS4 (B7) RS6 (C5) RS6 (C6) sports car R8 crossover SUV A4 allroad quattro (B8) allroad quattro (C5) A6 allroad quattro (C6) mid-size SUV Q5 large SUV Q7 homologation road / rally car Quattro A1 & A2 Sport Quattro Sport Quattro S1 founder: August Horch • Audi corporate website • A marque of the Volkswagen Group • quattro GmbH • Audi S and RS models • Audi Centre of Excellence • Audi Channel • Audi Driving Experience || Skip to main content A1A3A4A5A6A7A8Q5Q7TTR8RS Audi site navigationExplore modelsUsed carsOwners areaFleet salesAudi innovationAbout Audi Locate a dealer Virtual factory tourOur technologies FSI, TFSI & TDI Transmissions quattro Audi efficiencyAudi Motorsport Audi R15 TDI Audi R10 TDI Audi at the DTM Audi R8 LMS Motorsport news Concept cars quattro concept A1 e-tron Audi A8 hybrid Detroit showcar Audi e-tron Frankfurt showcar Audi e-tron Sportback concept A1 Sportback concept TT clubsport quattro R8 TDI Le Mans Concept A1 project quattro concept Cross Cabriolet quattro Cross Coupe quattro Audi Heritage Iconic cars Motorsport CompanyAudi is born Premium class Audi & Lamborghini Winning partnership Sales milestone Innovation Audi R10 TDI Audi R10 TDI – a history maker AUDI AG wrote an important chapter in the history of motor racing with its historic triumph in the 2006 Le Mans 24 Hour race. The Audi R10 TDI was the first diesel car to win arguably the toughest car race in the world. In front of a record crowd of 235,000 spectators, Frank Biela (Germany), Emanuele Pirro (Italy) and Marco Werner (Germany). Although the roll-out of the new Audi R10 TDI took place only 200 days before the race, the victorious Diesel sportscar ran as reliably for 24 hours as its predecessor, the R8 that scored five Le Mans victories. Meanwhile Dindo Capello (Italy), Tom Kristensen (Denmark) and Allan McNish (Scotland) achieved third place overall at Le Mans that year, the trio having scored a debut race win in the R10 TDI in the Sebring 12 Hours three months earlier. Audi also become the first manufacturer to win all races in a season in the LM P1 class of the American Le Mans Series. Dindo Capello and Allan McNish clinched the Drivers’ title, winning seven times outright and eight LM P1 class wins which also brought the Teams and Manufacturers titles once more in their R8 (using FSI petrol injection technology) and R10 TDI. Further race victories at Le Mans followed in 2007 & ’08 for the R10 TDI. Additionally, the Audi R10 TDI won the American Le Mans Series (2007 & ’08) and also the Manufacturer’s title in the European-based Le Mans Series in 2008. Of course, this same race-winning TDI technology is also available across the entire Audi range. See the site in all its glory To make the most of the Audi website, you need to have JavaScript enabled in your browser. Audi R15 TDI The sports prototype Victorious Audi win Le Mans 2010 Footer navigation Login Sitemap Find a Centre Merchandise shop Audi Accessories Configurator Audi offers Specialist sales Audi channel Audi Heritage Miscellany Careers Motability Environment Terms & conditions Privacy Battery Recycling © Audi 2010 All rights reserved || ", 'plr_ContentType': 'PAGESKIN', 'plr_ContentID': 'myContent', 'plr_ContentW': 994, 'plr_FrameTop': 90, 'plr_FrameSide': 130, 'plr_FrameBottom': 90, 'plr_HideElementsByID': '', 'plr_HideElementsByClass': '', 'plr_NoSkinInSkinResize': true }; var objPageSkin = new InSkin.Base('myPageSkin'); EVO NEWS CAR REVIEWS DATA VIDEOS FEATURES USED CARS BUYING GUIDES TRACKDAYS COMMUNITY WIN 3 ISSUES FOR £1 SHOP Search evo REGISTER LOGIN Free Newsletter Car Reviews: evo Car Reviews Audi A1 1.6 TDI review Rating: Is the Audi A1 any better in the UK than it was in Germany? We drive a 1.6 TDI diesel to find out. Text: Ollie Marriage / Photos: Ollie Marriage October 2010 What is it?The diesel version of Audi’s new A1 supermini. We’ve driven the turbo 1.4 petrol in Germany (and weren’t that impressed), so, with sales about to start in the UK, thought we ought to find out how it fares over here. In mid-range Sport trim it costs £16,320. Technical highlights?There’s really not much to get the juices flowing. The manual gearbox only has five forward ratios, unlike the original A2 there’s no lightweight thinking in the body frame and the 1.6 TDI 105 (PS, not bhp…) engine is familiar from earlier appearances in the Skoda Fabia and SEAT Ibiza.What’s it like to drive?Oh dear, I’m not sure how to put this. We gave the 1.4 TSI turbo petrol three stars on the German first drive and I had a sneaking suspicion that, as we’ve found with other cars, a lower spec model might actually offer a sweeter, purer driving experience. No such luck. The 1.6-litre diesel is a chugger, the noise and harshness at odds with the A1’s refined cabin ambience and although it delivers a satisfying lug of power low down, once over the initial surge, the engine settles back into providing a flat line of unassuming torque.The A1 is a nice size – it feels small and wieldy on the road and the weight is well balanced within the chassis so, provided you don’t push too hard, neither over- nor understeer is prevalent. But to drive the A1 TDI is a plodder. The suspension is so uncomfortably harsh that you find yourself bracing for manhole covers, while mid-corner steering kickback has to be experienced to be believed. It honestly feels like the development process was never properly finished.How does it compare?Cliched though it might be, I’m afraid the Mini is a comprehensively better car to drive. Its ride may have similar harshness issues, but even as a diesel the Cooper is just so much zestier and more engaging round corners. Anything else I need to know?In line with its billing, the A1 does have all the usual Audi virtues in a small package. Build and material quality is extremely good and the cabin has a grown up vibe. Not a whiff of any joie de vivre, though. And that despite the lime green interior highlights. These, I ought to stress, are optional.Also, if you really must have an A1, please buy the petrol DSG. I drove one of those too and the smoother, slicker drivetrain made it feel a much more polished product Click here and get 3 issues for just £1!For more performance car news and reviews, subscribe to evo magazine. < Previous Next > 0 Comments Bookmark this post with: More CAR REVIEWS evo Car Reviews Long Term Tests Citroen DS3 R reviewElectric Nemesis reviewNew Stratos supercar reviewDriven: Audi quattro ConceptNew BMW X3 reviewPorsche 911 Carrera GTS reviewSeat Ibiza reviewSee all evo Car Reviews Renault Clio WilliamsFord Fiesta Zetec SRadical Clubsport 1100Radical Clubsport 1100Infiniti G37S CoupeFord Fiesta Zetec SRenault Clio WilliamsSee all Long Term Tests Car Group Tests Audi R8 Spyder v supercar rivalsCitroen DS3 v hot hatch rivalsAston Martin Rapide v rivals370Z Roadster v its rivalsIbiza Cupra V Clio 200 CupMega hatch group testECOTY 2009See all Car Group Tests Advertisement Pictures EMAIL TO A FRIEND PRINT THIS evo RATING It’s a nice object Until you start moving evo SPECIFICATIONS Engine: In-line 4cyl, 1598cc, turbo Max power: 104bhp/4400rpm Max torque: 184lb ft/1500-2500rpm 0 - 60mph: 10.5secs (claimed) Top speed: 118mph On Sale: Now SPONSORED LINKS Company Website | Media Information | Contact Us | Privacy Notice | Subs InfoOur Other Websites: The First Post | Auto Express | Custom PC | IT Pro | IT Pro India | MacUser | Men's Fitness | Micro Mart | PC Pro | bit-tech | Know Your Mobile | Octane | Expert Reviews | Channel Pro | Know Your Cell | Know Your Mobile India | iGizmo | Digital SLR Photography | Den of Geek | The Week | Computer Shopper | Dennis Communications | Magazines | Mobile Phone Deals | Competitions | Health & Fitness | CarBuyer © 2010 Dennis Publishing Limited. All rights reserved.Licensed by Felden || Autocar - News and reviews from the original car experts Skip to content Home Car Reviews News Blogs Videos Forums Cars for sale 6 issues for £1 Audi A7 Sportback 3.0 TDI quattro review More Pics Email Print Your say Comments: 39 Join the discussion Audi A7 3.0 TDI 245 S line quattro First Drive Test date 07 September 2010 Price as tested £49,790 Interior style and quality are two of the A7's strong points What is it? It’s Audi’s take on the Mercedes-Benz CLS or the BMW 5-Series GT. The A7 Sportback is an even more premium alternative to a premium saloon; it sits somewhere between an A6 and an A8 in size and price, and is to the A6 what the A5 Sportback is to the A4. So, as with the A5 Sportback, the A7 Sportback has a lifting hatch rather than a conventional four-door’s boot (the 5GT’s hatch does both things, the CLS relies on its coupé-like lines to mark it out). See the first drive pics of the Audi A7 Sportback 3.0 TDI quattro Although in size the A7 sits between the A6 and A8, underneath it’s neither. Not yet, anyhow. It’s based on a new platform (mostly steel, part aluminium) that will also form the basis for the next-generation A6. At launch, three V6 engines will be offered in the UK. Two 3.0-litre diesels (with 201 or 242bhp) and a supercharged 3.0-litre petrol, the latter has quattro four-wheel drive as standard as does the more powerful diesel model – which was our test car. The A7’s interior style is also distinct but draws more – including many of its switches – from the luxury A8. That befits the A7 Sportback’s price, which starts at over £41,500. What’s it like? A lot like you’d expect a new luxurious Audi to be. Over the past few years Audi has really nailed down interior design; so you know what you’ll get and you know it’ll feel very well constructed, from seemingly high-end materials. No exception here, either. Ergonomically the A7 is sound and, as befits a car at this price, it can be had with myriad technology, comfort and communications systems – night-vision camera, radar cruise control, head-up display and the like. Particularly pleasing is a touch control pad (a bit like an iPod’s) and live connection to Google Maps, locked in to the navigation. All comes at a cost, of course. Another thing Audi has learnt from its premium rivals over recent years: how to allow its customers to spend. Do spend, though, and you’ll get an A7 that approaches the luxurious feel of an A8 – the gap is very close. A regular A8’s cabin isn’t that much more spacious, either. The A7 (a touch under five metres long) has ample space in the front, with two seats in the rear; legroom back there is good, headroom okay. Where it has an advantage over the A8, of course, is its boot – as well as the 535-litre capacity the rear seats split and fold. So what's this newly platformed Audi like to drive? Slightly disappointingly, not much different from existing-platform Audis. On the one hand, that shows it’s got a true DNA. On the other, it’s not one that is intended to delight the enthusiast. The electrically assisted steering is light and devoid of feel, though positive and responsive enough. The ride (on our non S-line test model) was pretty good in most circumstances; air-sprung as all A7s can optionally be, it was sometimes a touch noisy on broken surfaces, but the body well insulated from movement and thump, except over expansion joints. Body control if left in ‘automatic’ is pretty decent, too; a bit loose in ‘comfort’, and inevitably too harsh in ‘dynamic’. The drivetrain is a highlight of this model. Both 3.0-litre diesel engines are new; lighter than the ones they replace and quiet and smooth, too. On this quattro model it’s mated to a twin-clutch seven-speed gearbox, which makes shifts cleanly and smoothly. It’s also quick, with a claimed (and believable) 6.3sec 0-62mph time. Handling is, however, still on the inert side, despite a general 60:40 rear bias to the power. That said, none of its rivals is desperately sparkling to drive, either; the most entertaining is probably still the Mercedes CLS, ripe for replacement and dated in other areas. Perhaps the optional limited-slip rear differential will help. We haven’t tried it on the A7, but it adds much to the RS5’s cornering adjustability. Should I buy one? Maybe. Chances are those that try one will do so because they’re won over by the looks first; then they’re unlikely to be disappointed by the interior design. The drivetrains are very competitive and its pricing and equipment is on the money, too. We’d like a little more engagement in the way the A7 Sportback drives, something to match the dynamism of its appearance, but that it’s not there is too unsurprising to be that much of a disappointment. What the A7 Sportback does, it does well. What it doesn’t do, I didn’t expect it to anyway. Matt Prior Audi A7 Sportback 3.0 TDI Quattro Price: £46,180; Top speed: 155mph (limited); 0-62mph: 6.3sec; Economy: 47.0mpg; CO2: 158g/km; Engine: V6, 2967cc, turbodiesel; Power: 242bhp at 4000rpm; Torque: 369lb ft at 1400rpm; Gearbox: 7-spd auto See all the latest Audi reviews, news and video Your say Comments: 39 Join the discussion Car reviews home Ads by Google Advertisement FIND A CAR REVIEW Select a car AC Alfa Romeo Alpina Ariel Artega Ascari Aston Martin Audi Austin Bentley BMW Bristol Brooke Bugatti Cadillac Callaway Campagna Caparo Caterham Chevrolet Chrysler Citroën Corvette Dacia Daewoo Daihatsu Datsun DMS Dodge ECC Elfin Farbio Ferrari Fiat Ford Ginetta Gumpert Holden Honda Hummer Hyundai IFR Infiniti Invicta Iveco Jaguar Jeep Jensen Jetstream Ken Okuyama Kia Koenigsegg KTM Lamborghini Lancia Land Rover Leading Edge Lexus Lotus Marcos Marlin Maserati Mastretta Maybach Mazda McLaren Mercedes-Benz MG MG Motor Mini Mitsubishi Mitsuoka Monteverdi Morgan Morris NAC Nissan Noble Opel Pagani Peugeot Porsche Proton Qpod Radical Reliant Renault Roewe Rolls-Royce Rover Saab Saturn Seat Shelby Skoda Smart Spyker Ssangyong SSC Subaru Superformance Suzuki Tata Tesla Think Toyota Triumph TVR Vauxhall Veritas Volkswagen Volvo Westfield Zenvo Prices & specs Edition Price Audi A7 2.8 FSI SE quattro £45,220 Audi A7 2.8 FSI S line quattro £47,010 Audi A7 3.0 TFSI SE quattro £48,070 Audi A7 3.0 TFSI S line quattro £49,860 Audi A7 3.0 TDI 204 SE £43,755 Audi A7 3.0 TDI 204 S line £45,545 Audi A7 3.0 TDI 245 SE quattro £48,000 Audi A7 3.0 TDI 245 S line quattro £49,790 Now read this... 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