[Zytek_Fan]

Images copyright Bob Chapman @ Autosport Image, Pete Lyons, Photos @ Vector Trust, Pat Michl, and Michael J. Fuller
Text copyright Michael J. Fuller



Much has been made about the Audi R10's diesel power plant. The technical task that Audi has undertaken should not be underestimated and it is such an endeavor that only a well honed (and well funded) manufacturer can tackle. But Audi's design methodology is such that it is counter intuitive to a successful program. The English/Italian paradigm for chassis manufacturing typically has design, engineering, and manufacturing all under one roof with the usual utilization of out side suppliers as needed. Audi Sport does things a little differently starting with the fact that they do not have any chassis manufacturing capability in and of themselves. All design work for the R10 is done at Audi Sport though Audi routinely subcontracts some design and drafting duties to an in-house consultancy called BTZ. The R10's aerodynamics were first developed at Audi Sport in CFD, fleshed out in Fondmetal's scale wind tunnel in Italy, and then finally fine-tuned in full scale at the Audi Wind Tunnel Centre back in Germany. Italian race car manufacturer Dallara builds the R10’s monocoques and additional suppliers located throughout Europe provide everything from related ECU components to bodywork, granted all of which has been designed to Audi Sport specification and from Audi Sport CAD/CAM files. The car is then assembled at Ingolstadt.

This technique is nothing new to Audi as it was in place throughout the R8 years. That it has been successfully applied to the R10 (a car that is arguably a percentage fold more complicated) is a testament to the methodology though also perhaps to Audi's budget expenditure.

Audi obviously took a risk heading down the diesel route, the technical challenge is immense but then it comes with many readily obvious performance advantages over gasoline-powered competitors, so their decision to go diesel certainly doesn't give them many sleepless nights inasmuch as once the technical hurdles are cleared (and given their 2006 debut Sebring win one must say one large one has been). Can too much be made of the car's diesel engine? No, it is brave in concept and well executed and for now has breathed a bit of fresh air into sportscar racing's relevance to the world.

2006 Audi R10 Specifications
Designer: Chassis: Wolfgang Appel
Engine: Ulrich Baretzky
Layout: Mid-engine, rear-wheel drive
Monocoque: Carbon fiber and aluminum honeycomb monocoque
Engine: 5.5 liter, 90° V12 turbo-charged engine, 4 valves per cylinder, DOHC, 2 Garrett turbo chargers, 2 x 39.9 mm engine-air intake restrictors (defined by regulations) and maximum turbo pressure of 2.94 bar absolute, diesel direct injection TDI, stressed aluminum crankshaft case
Engine management: Bosch MS14
Engine lubrication: Dry sump, Shell Racing Oil
Horsepower: 650+ hp
Torque: 811+ lb-ft.
Gearbox: 5-speed pneumatically-actuated sequential race gearbox, partner X-trac
Clutch: Ceramic clutch
Differential: Viscous-mechanical locking differential
Driveshafts: Constant velocity tripod plunge-joint driveshafts
Steering: Electronically controlled power steering (rack and pinion)
Suspension: Independent front and rear double wishbone suspension, pushrod system with torsion bar and adjustable dampers
Brakes: Dual-circuit hydraulic braking system, mono-block light-alloy brake calipers, front and rear ventilated carbon brake discs, driver adjustable infinitely variable brake-balance
Wheels: O.Z. magnesium forged wheels,
Front: 13 x 18 inch
Rear: 14.5 x 18 inch
Tires: Michelin radial
Front: 33/68-18
Rear: 37/71-18
Length: 4650 mm (assumed)
Width: 2000 mm
Height: 1030 mm
Wheelbase: 2980 mm (calculated)
Front Overhang: 920 mm (estimated based on calculated wheelbase and assumed rear overhang)
Rear Overhang: 750 mm (assumed)
Weights: 935 kgs (Sebring '06)
Tank capacity: 90 liters