TECHNOLOGY - ENGINES DUCTING
Due to the air ducting, the installation of a
5. The engine in the car
The development of a diesel engine as thoroughbred race engine makes high demands. The task is further complicated by the necessity to integrate the engine perfectly in the very small overall package of a sports prototype.
turbocharged engine is significantly more complex than a normally aspirated engine. The charge air and water cooler are located on both sides of the monocoque in close proximity to the engine, resulting in low loss flow for low duct volumes. The car-side cooling air ducts to these were optimised in the wind tunnel to ensure very efficient cooling of the charge air and water. The unfiltered air side of the
As with the R10, engine and car were designed as harmonic unit without weak points.
engine intake system is as per the predecessor. The snorkels, with integrated air filters
The air is compressed to the permitted boost pressure in the compressor and enters the intercooler at temperatures of up to 200degC. After cooling, it reaches the intake system through a short carbon fibre connecting pipe. The intake manifolds and plenum chambers are also manufactured from carbon fibre for weight reasons.
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protruding from the bodywork, provide excellent flow to the restrictors, while exploiting the dynamic pressure at high vehicle speeds causes a marginal increase in mass flow rate.
gears, with an idler gear and ratio step integrated to achieve the required ratio change. The needle roller bearing steel gears are supported in the housing with floating axles, one per cylinder bank, simultaneously assuming the function of compensating for tolerances and height differences in the cylinder head. The two Bosch high-pressure fuel pumps are mounted above the oil pumps, no longer driven by the camshaft drive idler gear, but by the oil pump drive gear. Scavenge ports for the windage trays for dry sump / oil pump system components are on the right-hand side of the bed plate, while the oil and water pumps are located on both sides of the crankcase. The external gear pressure stage is
positioned on the left, together with a scavenge stage for the turbocharger and gear shaft, while all scavenge pump stages for the crankcase, gear shaft and turbochargers are arranged on the right-hand side. The cylinder heads are scavenged via the gear shaft. The subsequent intermediate gear to the water pump allows the spiral housing to be positioned close to the engine, permitting easy adjustment of water pump speed. The alternator is positioned behind the oil tank on the front side in the v, with the drive output from the camshaft gear drive made by a short poly v belt. As a result, the unit is decoupled from crankshaft vibrations. The starter motor is found on the engine’s left-hand side, where it can be changed easily in an emergency through an access panel in the under floor. ‘The new Bosch Motronik MS 14.1 was operated for the first time with the new engine, with testing taking place in both steady state and transient condition, including a race-like endurance test. ‘Owing to all this preliminary
- 20 - Comparison of ancillaries in R10 TDI and R15 TDI engine bay Picture 17: Comparison of R10 TDI and R15 TDI engine bay
work, the first roll out and vehicle test was completed without problems, then the short period of time that remained before the Sebring race was used for vehicle tests to implement the final modifications in dynamic operation. Final production of the race engines consumed the short time frame afterwards before Le Mans. During this time, development of the 2010 engine began.’
In 2010 the R15+ won the
Le Mans 24 Hours, setting a new distance record of 5,410.7km in the race. Including practice and qualifying at Le Mans, the engine completed 6,239km.
Picture 18: R15 installed in the car Front view of engine with oil tank
www.racecar-engineering.com • Le Mans
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