True, while in motorsport diesels do not challenge gasoline engines so often, and therefore each such unit deserves attention. Meet another pacer - the V12 TDI for the new Audi R10 sports car - it will be put up for 24-hour racing at Le Mans. The unit developed by the Audi Sport division is not only the first diesel engine in these competitions, but also the only passenger V12 of this type. And if so, open this heart.
FROM IDEA TO LE MANS
The idea to create a diesel car for 24-hour racing at Le Mans was born in 2002. The project received a working index "R10", which then became official for the sport prototype. In September 2003, they decided on the concept of the future diesel engine - they specified the number and diameter of cylinders, piston stroke, camber angle, engine length. In fact, the engine was not selected for the car, but the car was built around the power unit.
The first test launches of the V12 TDI at the stand took place in July 2005. By the end of the year, the engine clocked up about 1000 hours, including a cycle of life tests. But before starting in Le Mans, a diesel engine still has to wind thousands of kilometers along roads and sports tracks. The main tests will end with a trial 12-hour race in Sebring. However, nothing supernatural - the predecessor, the 3.6-liter TFSI gasoline engine with direct injection and turbocharging for the racing "Audi R8", also passed the toughest tests.
But the main test is ahead: the start of the race at Le Mans is scheduled for June 17-18 - a great chance for a new engine and car to reinforce technical refinements with decent results.
ASO (Automobile Club de l'Ouest, translated as the Western Automobile Club), which is developing the technical requirements for the Le Mans competitions, is setting increasingly stringent restrictions on sport prototypes. Therefore, the V12 TDI exhaust system is supplemented by particulate filters that reduce particulate emissions. In addition, even at maximum speed, the pilot in the cockpit practically does not feel diesel vibrations.
Additional air is injected into the cylinders by two Garrett turbochargers - one for each row of six cylinders. The technical regulation of the competition limits the boost pressure (2.94 bar) and the diameter of the air dampers (39.9 mm). By the way, the cooling system also asked for more air, therefore, compared to its predecessor R8, impressive radiators appeared under the swollen side fairings.
To match the record displacement of 5.5 l for passenger diesel engines (this is the limit allowed by the Le Mans rules), the indicators of maximum power and torque are impressive - over 650 hp. and 1100 N.m. Moreover, the main working range - 3000-5000 crankshaft revolutions - is unusually “low and wide” for sports engines, and therefore the R10 pilot shifts gears less often than his rivals on cars with gasoline engines. But the Audi R10 refueling calls almost as often as the rest of the cars. The rider goes 75% of the track with the accelerator pedal pressed to the floor, and in this mode, the diesel engine requires enhanced power.
The V12 TDI is fed by the latest generation Common Rail system developed by Audi in conjunction with Bosch. The injection pressure is higher than that of serial diesels - more than 1600 bar. Proper nutrition is monitored by electronics - Motronic MS14. Another electronic novelty resembles a multimedia interface on serial "audi". The necessary parameters of the engine and its environment are displayed on the display located at the Audi-R10 on the steering wheel.