How This Diesel Audi Destroyed Everyone

Comments · 534

• MO

  @MotorLegends-stories · 2 years ago · pinned

  Consider supporting us on Ko-fi so we can keep making awesome content for you guys! :) <br><a href="https://ko-fi.com/motorlegends">https://ko-fi.com/motorlegends</a>

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• MO

  @MostlyPennyCat · 2 years ago

  &quot;Enough torque to change the rotation of the Earth&quot;<br>There i fixed it

  1.3K

• MT

  @Mtlmshr · 2 years ago

  Two things about that car, 1; how quiet it was, in my entire career I had never heard the tyres working as hard as they did! 2; the gearbox was the Achilles heel on that car but the knew that and planned accordingly and when they changed the box during the race in 5mins! I remember watching those 19 people changing it in utter amazement!

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• TE

  @tespenkr9924 · 2 years ago

  Not surprised. These are the same people who took a V10, cut 2 cylinders off, called it a V8, and put it into a sports sedan, coupe, and supercar.

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• SP

  @Spakstern · 2 years ago

  Something alot of people forget is that diesels have a huge market share in Europe and are still being developed by BMW and Mercedes especially. In the US diesel is for big trucks only, but like 40% of normal passanger cars in Europe are still diesel.

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• DZ

  @dzelpwr · 2 years ago

  All Le Mans engines of the time, since there were radical differences in engine size, aspiration, cylinder count etc, had air restrictors on them to try and equalize performance, subject to ongoing tweaks in restrictor size to maintain parity.<br><br>I asked one of the Audi mechanics at an ALMS race the car was at back then &quot;If you guys took the air restrictor off, how much power could it make?&quot;<br><br>The mechanic replied &quot;Well, I did ask one of the German engineers a similar question, and he gave me a little bit of a round about answer. He said with the air restrictors removed, they would reprofile the camshafts, re-map the engine at a minimum to get the most out of not having the restrictors. So, I asked him &quot;1,000 hp?&quot; and he pointed his thumb up and waved it as if to say it could easily do more than that, but also have to consider that the engine needs to last for a 24 hour endurance race. As you get way above the current power levels, the immense pressures generated at such power levels will have a negative impact on reliability.&quot;<br><br>Audi&apos;s LMP cars were always technological marvels, and even cooler than that is their race cars often acted as test beds for technology that were soon to make it into production cars.<br><br>The R8 began using (T)FSI in 2000, by 2004 that injection technology would be in their production gasoline cars.<br><br>Commonrail injection had been used by Audi in V8s since about 1999, but it was really limited to that one engine for a number of years until the mid 2000s. The VW Pumpe Duse injection technology could actually obtain higher injection pressures than those early commonrail systems. The R10 was their test bed for significantly higher injection pressures with commonrail engines PLUS they put particulate traps on the race car, both because those were something that would be globally required on production cars soon, but also because the rules stated the cars could not emit visible smoke. This is a big part of the reason why the cars were so quiet as well, closed-cell particulate traps are some of the most effective mufflers out there.<br><br>In a time where other racing series were either stuck in the past or in tightly controlled formulas where minimal innovation was happening (IndyCar) and F1 had wild engine technology that had very little practical use cases in a production car (expensive, exotic materials, insanely high revs with pneumatic valve closure), Le Mans prototypes were in the middle allowing very innovative engine technology that did indeed go onto be implemented into production cars.<br><br>FSI (aka GDI) was not practical in F1 because the engines revved too fast to accurately meter fuel with direct injection. They were fueled via individual throttle body injectors that could operate without pulsing the injectors at wide open loads... But clearly for lower-revving Le Mans prototypes and road cars, there is a huge advantage to direct injection: you can run substantially higher compression ratios and boost levels without pre-detonation. And it gives higher volumetric efficiency, as the engine can injest 100% air, close the intake valves and begin compressing just air prior to injecting the fuel directly into the combustion chamber.

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• SL

  @slyox66 · 2 years ago

  I&apos;ve just recently bought an Audi TT Quattro with the TDI engine, and It&apos;s incredible. The torque at low revs in 4th, 5th and 6th is staggering plus the fuel consumption, it just puts a smile on my face every time I drive it , not bad at all for a hairdressers car

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• ED

  @ederss7 · 2 years ago

  The R10 never had an engine failure. Its competitor, the 908, broke down three engines in a single race (Le Mans 2010).

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• TH

  @theo_korner · 2 years ago

  Other German engineers mocked the audi guys in testing by calling the audi car a &quot;heating oil ferrari&quot;

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• PA

  @paulreilly3904 · 2 years ago

  The great Ulrich Baretsky was the engine guy. Legend.

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• CA

  @carlsaganlives · 2 years ago

  I went to Sebring in &apos;06 with my cousin&apos;s husband who had never been to any kind of race, and to him the &apos;noise&apos; was unbearable, yet he marveled in wonder how the leading car and eventual winner - guess who - was almost silent...there were a couple Vipers chasing the equally loud ass factory Corvettes for the rest of us. 🏁

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• JN

  @jnoyanoy · 2 years ago

  I sense a good automotive story-telling channel, always loved listening to many different stories in this industry, u got yourself a new sub

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