2007 Audi R10 TDI

The fastest way to lose a dynasty is to do nothing to maintain or defend it. After ruling the first half of the first decade in the new millennium Audi Sport did not sit back and deceive itself into thinking it would continue on into infinity. The team, from the designers and engineers to other seemingly less important members of the team, worked hard day and night to make sure the dynasty would continue. And, in 2006, its next and perhaps most powerful generation of dynasty ruler was introduced, it was the R10.

Audi's R8 had established the royal lineage. With the exception of the 2003 running of the 24 Hours of Le Mans, Audi's R8 won every overall victory between 2000 and 2005. Interestingly, it was the same V8 turbo engine used in the R8 that powered the Bentley Speed 8 to the overall victory. Toward the later part of the R8's career it was obvious the Automobile Club de l'Ouest (ACO) had the chassis in its crosshairs. The organizers would stipulate reductions in the restrictors for the engine and would even mandate the chassis carry extra weight. Audi knew the R8's time had drawn to a close, but was unwilling to part with its dominant ways. However, the R8 had proven so dominant that to merely carry on would not offer the same kind of incentive. So, instead, Audi Sport determined to make what seemed to be the impossible, the Holy Grail of endurance racing, become reality. Not too surprising, it was a goal the team had set before themselves years prior.

Diesel engines in motor racing, especially Le Mans, were not a new idea. A diesel engine actually capable of finishing the 24 hour race…now that was something new. In Audi's case, a diesel engine capable of not merely finishing, but maintaining a dynasty…now that was a daydream. But sometimes great ideas come from daydreams.

The benefits of a diesel engine were obvious. For one, the greater torque offered allowed for quicker acceleration. In addition to the torque, the diesel also has better fuel economy. And that leads into the third benefit. A major focus of sports car racing is the special relationship between sports cars and road going production cars. The endeavor to take race-proven technology and implement it into production cars only helps car sales and reputations. Since diesel-powered cars in Europe outsell petrol-powered ones, to race a diesel in Le Mans Series racing would promote diesel engines and Audi. However, to race with a diesel engine did come with its penalties and drawbacks.

To start with, Audi transitioned from a V8 to a V12. The extra length would need to be accounted for in the most aerodynamically efficient way. Secondly, the injection pressures and the twin-turbos would cause much greater stress than the same arrangement on a production car. In fact, the high combustion pressures inside the V12 TDI created forces never seen before in a racing engine. One very important penalty the diesel poses is found in its weight. Judd's customer petrol-powered engines routinely weigh in at under 300 pounds. Audi's special V12 diesel would weigh in at over 100 pounds heavier. In addition to the weight, the black smoke associated with oil-burning diesel engines is a particularly detestable aspect. Most surprisingly, this was hugely detestable to Head of Audi Motorsport's Director Dr. Wolfgang Ullrich. Therefore, in association with DOW, chemically treated ceramic honeycomb particulate filters needed to be included under the bodywork of the new chassis design.

Dr. Wolfgang Ullrich understood full-well the challenge presented Audi: 'The R10 TDI project is the biggest challenge ever to have been handed to Audi Sport. TDI technology has not been pushed to its limits in motorsport yet. We are the first to confront the challenge of a race diesel engine for a sport-prototype according to the new ACO regulations…We have the chance to write new chapters in the history books of motorsport and diesel technology.'

Head of Engine Technology at Audi Sport, and the creator of the V12 diesel engine, Ulrich Baretzky stated the challenges even more clearly when he said, 'There has never been anything remotely comparable. We started development with a clean sheet of paper.' Given all of the potential, the challenges and drawbacks, engineers and designers set to work to design a car around the V12 twin-turbo diesel that had been created by Ulrich Baretzky.

To help with the chassis design, Audi turned to Fondtech in order to use their wind tunnel for model testing. Audi AG, with the help of racing car manufacturer Dallara, designed and built the carbon fiber monocoque body.

Though bearing similarities with its dominant R8 predecessor, the R10 would be a clean sheet design in its own right. The design attributes that carried over from the R8 to the R10 are only a testament to the truly splendid aerodynamic R8 design and were not as much out of nostalgia.

The R10's nose design has many similarities, and yet, differences with its R8 predecessor. The raised nose remains for the R10 but has been redesigned with a more narrow shape. The front splitter, required by the regulations, includes a step-up design that reduces the speed of airflow going underneath the car, and therefore, helps to reduce overall downforce levels for the car. This was a particular aim of the ACO heading into the 2006 season.

The front wheel fairings feature an arcing leading edge up over the wheel well. The sides of the front wheel fairing leading edges are pulled in slightly at the bottom, which allows small wing elements to be added to help with downforce and stability at the front of the car.

One change between the R10 and R8 in the area around the cockpit was the inclusion of a second roll-hoop. Regulations for the 2006 season mandated the use of twin roll-hoops in order to provide greater safety to the driver should the car roll.

Not surprising for modern prototypes, the cockpit features a full array of buttons, switches and dials. Of course, some of the more important controls that affect the car's running throughout the course of a race can be found on the steering wheel. Complete with LCD and digital displays, the steering wheel provides the driver with a vast array of important data and performance information. Littered all over the steering wheel are a number of buttons that control the radio, headlight flashing, pitlane speed-limiter and a number of other important features. The powerful engine's powerful torque enabled Audi to only have to use a 5-speed gearbox. The XTrac 5-speed sequential gearbox is actuated by steering wheel mounted shifting-paddles. The power-steering for the R10 has changed from hydraulic to electric actuation and should help to increase driver comfort.

Travelling back outside of the cockpit, there are two very important vents incorporated into the leading edge and on the top of the rear wheel fairing. The smaller, square-shaped vent designed into the leading edge provides air to help cool the rear brakes. The larger intake on the top of the fairing provides airflow into the intercoolers and through the air-restrictors mandated by the regulations.

The bodywork around the engine was designed tight and sloped dramatically downward heading aft. Covering the rear suspension springs and dampers, the bodywork creates a channel between it and the rear wheel fairings. This provides smooth airflow to the rear of the car.

The rear wheel fairings are pulled in slightly on their sides. This creates a space between its edge and the dimensional lines that regulate the car's width. This enabled the car's designers to create a curved endplate for the rear wing and that attached to the sides of the bodywork that extended aft from the wheel well. This opened the area up under the rear wing and helped reduce disturbances to the airflow in the area. Disturbances near the rear wing induce drag and instability at the rear of the car. This design feature helped to reduce that. It also helped to control the airflow travelling aft. The design helps keep the airflow within the wing's endplates and blends it into the airflow as it leaves the back of the car.

The rear wing remained a conventionally straight wing with twin-pillars for support. Between the extended rear wheel fairing bodywork, the bodywork runs low, covering the double wishbone suspension and gearbox. At its edge, the bodywork features a bit of a ramp to help increase downforce at the rear of the car. Small gurney-flaps, undoubtedly, could even be included to further add downforce.

Sandwiched between the rear bodywork and the all-important diffuser that generates the majority of the car's downforce utilizing the air flowing under the car, the double exhaust protrude. Cleaned by the particulate filters, the exhaust from the big 5.5-liter 650 bhp V12 comes out almost as clean as the exhaust from a petrol-powered car. Also, Audi is one of the leading teams to use LED lighting for low-beam applications. The car's taillights feature a set of four rectangular-shaped brake and taillights.

Anticipation ran high when Audi announced its intention to build a diesel-powered Le Mans competitor. Then, when the R10 was officially introduced to the public in December of 2005, speculation and anticipation of what the car could do, what would happen, abounded all the more. A little over three months later, the sports car world would get their first glimpses of the R10 in anger and were in awe over the way in which it silently went about carving up its competition.

Although the R10 went through a preliminary shakedown test by long-time Audi driver Frank Biela, the car didn't undergo official tests until the very early part of 2006. During those tests the drivers found they had a number of things to get used to with the diesel-powered machine. Practically from idling, the incredible torque from the engine was available to the driver. An amazed Frank Biela said, 'It's impressive just how the engine keeps on pushing even in the high gears.'

The R10's traction control system (ASR) ended up playing a very important role with the addition of the diesel engine. The traction control reduces high loads on the rear wheels created by the torque from the engine. This helps to control the diesel engine's power, which becomes extremely important during wet conditions. The excessive torque, and the need to regulate its effects on the rear wheels via a dial in the cockpit became a new dimension the drivers had never experienced before, even those with vast racing experience.

In addition to new controls and effects caused by the engine on other components within the car, the driver was presented sounds never heard before outside of the car, at least not a car with any petrol-powered engine.

Despite developing upwards of 650bhp, the sound of the wind rushing when at speeds was actually louder than the sound of the engine. This made squealing of the tires in the high-speed turns more apparent, as well as the sound of the transmission and drive-train. Though requiring some getting-used-to, the lack of the engine noise provided drivers with an important benefit. Engine noise wears down drivers over time, and in the course of a 24 hour event, the quieter diesel would enable drivers to remain fresher when in the cockpit. In addition to the lower noise levels adding to the driver's comfort, the diesel engine provided a smoother ride throughout its acceleration. All-in-all, what Audi managed to create with its R10 was an absolutely powerful beast that would silently stalk and devour its prey.

Audi truly had found its champion to fight for both its honor and its rule.

Sources:
'Audi R10 TDI Motorsport', (http://www.audiusa.com/us/brand/en/exp/motorsport/r10_tdi.html). Audi: Truth in Engineering. http://www.audiusa.com/us/brand/en/exp/motorsport/r10_tdi.html. Retrieved 9 February 2011.

'2006 Audi R10', (http://www.supercars.net/cars/3335.html). Supercars.net. http://www.supercars.net/cars/3335.html. Retrieved 9 February 2011.

'2006 Audi R10', (http://www.topspeed.com/cars/audi/2006-audi-r10-ar13988.html). TopSpeed: No Boring Cars. http://www.topspeed.com/cars/audi/2006-audi-r10-ar13988.html. Retrieved 9 February 2011.

'Audi R10 TDI', (http://www.ultimatecarpage.com/car/2611/Audi-R10-TDI.html). Ultimatecarpage.com: Powered by Knowledge, Driven by Passion. http://www.ultimatecarpage.com/car/2611/Audi-R10-TDI.html. Retrieved 9 February 2011.

Wikipedia contributors, 'Audi R10 TDI', Wikipedia, The Free Encyclopedia, 3 February 2011, 18:59 UTC, http://en.wikipedia.org/w/index.php?title=Audi_R10_TDI&oldid=411828528 accessed 9 February 2011

Wikipedia contributors, '24 Hours of Le Mans', Wikipedia, The Free Encyclopedia, 7 February 2011, 22:43 UTC, http://en.wikipedia.org/w/index.php?title=24_Hours_of_Le_Mans&oldid=412617511 accessed 9 February 2011

By Jeremy McMullen

Audi stays in the victory lane at Le Mans

• Seventh success for Audi in endurance classic

• Audi TDI Power dominates again

• Extremely difficult conditions in jubilee race


AÚDI AG has continued its impressive series of victories in the Le Mans 24 Hour race in extremely difficult conditions. Frank Biela (Germany), Emanuele Pirro (Italy) and Marco Werner (Germany) repeated their success from last year thus giving Audi their seventh victory in the French endurance classic. For the second consecutive time, the Audi R10 TDI claimed victory. The revolutionary diesel sportscar from Ingolstadt remains unbeaten at Le Mans.

In the 75th edition of the Le Mans 24 Hour race, Audi again gave an impressive proof of 'Vorsprung durch Technik'. The Audi R10 TDI was the fastest and the most reliable car in the field. From the first to the last lap, one of the three diesel sportscars from Ingolstadt headed the field.

More than 260,000 spectators witnessed one of the most exciting 24 Hour races in the history of Le Mans. Changing weather conditions at the beginning claimed the Audi R10 TDI with start number 3 when Mike Rockenfeller left the rain-soaked track on his third lap and collided backwards into the armco barriers.

The impressive showing of Dindo Capello, Le Mans record winner Tom Kristensen and Allan McNish came to a premature end as well: After having controlled the race with a considerable margin for more than 16 hours, the left rear wheel of their Audi R10 TDI loosened on Sunday morning. Dindo Capello who celebrated his 43rd birthday on Sunday was behind the wheel of the car. He had no chance of avoiding the accident.

Thus, during the last seven-and-a-half hours, all hopes for Audi were left on the shoulders of the Audi R10 TDI with start number 1 of Frank Biela, Emanuele Pirro and Marco Werner. Conditions were extremely difficult owing to torrential rain in the final phase of the race, however, the established Audi drivers mastered this task with bravado. The impressive winning margin of Marco Werner over the second-placed Peugeot was ten laps at the finish line.

After its seventh Le Mans triumph, Audi has moved up to third place in the historic records during the 75th edition of the French endurance classic. Only Porsche and Ferrari have won at Le Mans more often than Audi.

'This was certainly the most difficult race that we have ever contested at Le Mans', said Rupert Stadler, Chairman of the Board of Management of AÚDI AG after the finish. 'So this victory counts even more. On the race track, we have shown once more that we have the best technology, the best drivers and the best team. Everybody within Audi can be proud of this success.'

Source - Audi

Kolles Racing: 2010 24 Hours of Le Mans

In 2009, Kolles took over the ever-successful Audi R10 and competed in its first Le Mans Series season. Proving the petrol-powered cars had closed some of the performance gap, Kolles could only manage a 7th place finish in the 2009 championship.

Headed into the 2010 season, Colin Kolles, who had been a Principal Manager with Jordan and Force India back in the first part of the new millennium, ended up coming on board with Hispana Racing in order for the team to compete in the 2010 Formula One season. As a result of Kolles's time and money being invested in the new Formula One team, the Kolles entry was removed from the 2010 Le Mans Series. However, it would again field two cars for the 24 Hours of Le Mans.

2008 marked the last year the R10 had competed as Audi Sport's principal car. Colin Kolles, whose racing operations are close to Audi's Ingolstadt factory, had always been a fan of Audi and endurance racing. Unbeaten in its three races at Le Mans, Kolles Racing was given the rights to keep the R10 flying. Backed by Audi's factory for technical support and other vital services, Kolles entered two R10s for the 24 hour race, but also took part the Le Mans Series for the first time.
Hoping to pull off an upset through reliability, Kolles' 2009 24 Hours of Le Mans wasn't meant to be. For the first time, an R10 entered in the famous race, didn't win. But the R10's success is hard to just cast aside, especially when the car utilizes powerful diesel engine technology. Therefore, once again, two R10s were entered in the 24 hour race by Kolles.

The previous year, the identical R10 chassis were differentiated from Audi by being painted a black and red color. For 2010, the Kolles R10's received a new livery. Painted in an overall silver, as when it was run by Audi, the R10 features flashy neon orange designs over the silver.

The driver line-up also received an update. The number 14 car would be driven by American Scott Tucker, along with Manuel Rodrigues and Christophe Bouchut. The second car, number 15, consisted of Kolles regulars. Christian Bakkerud was joined by Olivier Jarvis and former Formula One driver Christijan Albers. Colin Kolles was very familiar with Christijan Albers as he drove under Kolles while with Spyker in Formula One.

Without the benefit of running in any races prior to the toughest endurance test, the Kolles cars were unable to get down into the times, even in qualifying, that it had routinely done even during its last 24 hour race with Audi over two years prior.

During the first day of qualifying, the number 14 of Bouchut, Tucker and Rodrigues recorded the best time of the entire team with a lap of 3:30.907. This lap time provisionally put the number 14 12th on the overall starting grid. Unfortunately though, this time was still over eight tenths slower than the petrol-powered Oreca 01.

The times after the second qualifying round weren't any better. In fact, they were worse. The faster number 14 car would only be able to turn a fast lap of 3:31.870. This time was a second slower than during the previous qualifying session. Car 15 was much more slower during the second qualifying session. The best lap the 15 car would post would be 3:34.401.

Based upon the two cars and their best times, car number 14 would start the race from 12th on the grid, which was the sixth row. The number 15 car would start 13th, which was the first position on the seventh row of the grid.

The 78th running of the 24 Hours of Le Mans got underway with diesels leading the way. But not all of the diesels in the race were in line at the front. Throughout the first lap of the race, the two Kolles cars held station in 12th and 13th. However, the early battling between the petrol-powered Signature-Plus Aston Martin and the Team Oreca Matmut Oreca 01 allowed the number 14 Kolles to be tucked right into their draft throughout the first couple of laps. During the first hour of the race, the Kolles diesels had managed to move its way up the order.

Throughout the first quarter of the race, the two Kolles entries continued to battle amongst the petrol-powered cars toward the rear of the LMP1 category. Then, during the night, problems visited the team.

At a little past four in the morning misfortune hit the Kolles racing team. The fastest of the two Kolles was forced to retire from the race after problems were reported with the car. The car had only been able to complete 182 laps.

The number 15 car continued to soldier on. Though not challenging toward the top of the overall standings as it had the previous year, one of Kolles' remaining cars continued to complete lap-after-lap. The 24 Hours of Le Mans is an absolutely punishing race. Components repeatedly get beaten time-and-time again. One of the components that take some of the most abuse is the gearbox. At over three and a half minutes per lap, a single lap around the Circuit de la Sarthe requires dozens of shifts in the gearbox.

With the failure of its sole remaining car, Kolles Racing's 2010 Le Mans campaign came to a very unfortunate end. It was a truly unfortunate end to the venerable three-time Le Mans winner, the Audi R10 chassis.

After its one and only event during the 2010 season, and given a vast list of regulation changes set for 2011, Kolles' participation in the 2011 season was put in serious doubt. Many had hoped because there was a close relationship between Kolles and Audi, Audi would allow Kolles to run one of their R15's into the 2011 season.

The questions were answered when the ACO announced the participation list for both the 2011 Le Mans Series and 24 Hours of Le Mans. Kolles Racing was absent from both lists.

Sources:
'Kolles to Join Le Mans Series', (http://www.kolles.biz/le-mans/newsarticle.php?newsID=5). Kolles.biz. http://www.kolles.biz/le-mans/newsarticle.php?newsID=5. Retrieved 10 February 2011.

Wikipedia contributors, '2010 24 Hours of Le Mans', Wikipedia, The Free Encyclopedia, 30 January 2011, 13:59 UTC, http://en.wikipedia.org/w/index.php?title=2010_24_Hours_of_Le_Mans&oldid=410962920 accessed 10 February 2011

Wikipedia contributors, 'Colin Kolles', Wikipedia, The Free Encyclopedia, 23 January 2011, 06:14 UTC, http://en.wikipedia.org/w/index.php?title=Colin_Kolles&oldid=409507569 accessed 10 February 2011

Wikipedia contributors, '2009 Le Mans Series season', Wikipedia, The Free Encyclopedia, 23 December 2010, 04:32 UTC, http://en.wikipedia.org/w/index.php?title=2009_Le_Mans_Series_season&oldid=403823588 accessed 10 February 2011

'ACO Announces 2011 24 Hours of Le Mans and ILMC Participant List. Kolles Audis and Audi-powered Spykers Absent'. (http://forums.vwvortex.com/entry.php?421-ACO-Announces-2011-24-Hours-of-Le-Mans-and-ILMC-Participant-List.-Kolles-Audis-and-Audi-Powered-Spykers-Absent.. VWVortex: The Volkswagon Enthusiast Website. http://forums.vwvortex.com/entry.php?421-ACO-Announces-2011-24-Hours-of-Le-Mans-and-ILMC-Participant-List.-Kolles-Audis-and-Audi-Powered-Spykers-Absent.. Retrieved 10 February 2011.

By Jeremy McMullen