FEATUREAUDI R18 TDI w Seeing the light A
udi’s R18 is the first Le Mans Sportscar to feature full LED headlights, which offer drivers better visibility and the mechanics one less headache. Light Emitting Diodes were used
alongside standard Xenon headlights on the R15 TDI that won in 2010, without a single failure, so the company has adopted them completely for the 2011 R18. ‘The light is stronger, and they vibrate
less than a normal headlight,’ says eight- time Le Mans winner Tom Kristensen. ‘This is a clear advantage, particularly at Le Mans, a track that has many dark braking points in the night.’ The standard electric cooling system
used on the R15 and Audi’s road cars has been replaced, and instead airflow keeps light temperatures down. ‘Our colleagues
lightweight car. Everything is lighter, and more fragile, which could make a difference this year. ‘In the past you can hit the wall, or anybody, and you
can still carry on, on three wheels,’ says Dumas. ‘[With the R18], there are smaller details everywhere, and while we don’t want to hit anyone as drivers, I am not so convinced that the car is as strong as the old car, but that is also why it is quicker.’
Crystal ball Te decision to go with the V6 was also influenced slightly by Baretzky’s crystal ball. During the life of the V10 diesel engine between 2008 and 2010, turbo boost pressure was reduced by 12 per cent, and the pressure on each cylinder was relieved. ‘I am convinced that long term the ACO will restrict
the performance of the cars – of the engines because of the speed of the cars, and the barrier of 3m30,’ says Baretzky, referring to the ACO’s notional lap time limit that it has set for the Le Mans course, and which forms that basis of its performance balancing. ‘Te concept of the V6 is better than the V8, because
in the V8 it is too big for the performance you are getting from it. ‘We had the same with the V10 against the V12. When
you make 100 per cent performance, you distribute it to more cylinders so every cylinder has to work less. If the power goes from 100 to 90, the load per cylinder is reduced by 10 per cent. Ten you come to a point where the amount of cylinders is too big, so the efficiency of each cylinder is not high enough, and that is why we went with a V6. ‘It is a bit risky. It has 25 per cent more load than a
V8 has but, if the restriction comes, we are in a better position than with a V8.’ Te shorter, smaller engine and packaging suited
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www.racecarengineering.com • August 2011
Above: Light fantastic. The R18’s headlights use the most powerful LEDs currently available, with the main beam using three extra LEDs to create the effect of a high beam by illuminating the track additionally through reflectors
in production car development are very interested to see how we implement this,’ says Christopher Reinke, technical project leader for the R18 TDI. ‘We have the advantage in motorsport that the car spends less time at a standstill. On the highway, the lights mustn’t go out, even if the car is in a traffic jam.’ The R18 is credited with having the
brightest diodes currently in use, and these are not at present registered for production car use on the road. Interestingly, the main beam, which is comprised of five LEDs per side, is not brighter than the normal low beam, but uses three extra LEDs to create the effect of a high beam by illuminating the track differently through the positioning of the various integral reflectors.
all parties, with the aerodynamicists able to work on a sleeker, more aerodynamically efficient rear, while the engine department will look forward to introducing new technologies to improve efficiency through future ‘electrification of the engine’.
Leave it open ‘Looking at 2014, Formula 1 is all looking in the same direction – go down with consumption and increase efficiency,’ says Baretzky. ‘Our demand on the ACO is don’t describe any technology by rules. Leave it open. It is expensive, but when we are in motorsport we have to give something back to production, and to do that we have to increase efficiency to reduce consumption. What type of electrification we will have to see. ‘You can recover energy from the exhaust gasses.
Tere are a huge variety of systems and you have to find the right solution. If we have something that improves
“our testing has been both very extensive and exceedingly thorough”
our performance or consumption, then we will use it before 2014. If it is not in the existing rules we have to talk to the ACO, and they are generally open to new ideas, as long as they are going in the same direction. ‘If there is a maximum energy allowance, and a
minimum weight, and there is a little room for systems beyond an engine, that helps the privateers. If they cannot afford to make these systems, they can afford to make a nice lightweight car and a reasonable small engine, and then you are not in a bad situat lightweight car and a reasonable small engine, and then you are not in a bad situation. If you invest money as much as you want to fill this little gap.
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