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19 May 2011, 15:33 (Ref:2882681) | #1601 | ||
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19 May 2011, 16:00 (Ref:2882699) | #1602 | ||
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And what's up with the louvers over the engine bay on the R18? At Sebring and Paul Ricard, the R18's ran with the louvers opened. At the LM test, Spa, and Monza, the R18s ran with them closed. A better safe than sorry measure?
And I wonder what Mike can make of the R18 photos from Monza? I can't tell if Audi are going for simply reduced drag, or trying to produce more downforce while minimizing drag--the front fender profile of the #2 R18 is more like the R8 and R10 from the side, the the rear deck has a raised trailing edge across it's entirety. Also seems to be newly manufactured parts (completed after Spa?), as there was duct tape covering the holes in the front fenders for whatever Audi may attach there at a later date, probably dive planes (and over the LED air intakes it seems, too). Maybe Audi simply appreciate that Peugeot aren't gonna sit still and watching the 908's at Spa may've lead to to the new aero kit being tested. And the fact that it was tested alongside the old spec means that Audi is likely trying to find out if one's better than the other, and may lead to standardizing on one over the other, or a hybrid of the specs? Last edited by chernaudi; 19 May 2011 at 16:11. |
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19 May 2011, 16:24 (Ref:2882713) | #1603 | ||
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BTW, interesting analysis Mike. I wonder where Audi found inspiration for this, because I don't even think that F1 teams have taken it this far (yes, I'm aware that they use CFC gearbox casing, or at least ones partly constructed from CFC). If what Mike has said is correct (and only Audi Sport know for sure the motivation behind this), could the R18's gearbox be probably the lightest out there on an prototype right now?
And if this does suitably reduce stresses on the gearbox casing, they can have a lighter gearbox without sacrificing reliability, which opens doors for servicing (someone has to carry it, even to a dolly sitting next to the car--at least that guy's job is easier!), as well as it just being lighter (more room to play with ballast, more weight up front, etc). Only concern for me is durablitly--not in an of itself under race conditions, but in an accident, though I suppose that a normal magnesium or aluminum casing would be just as prone to damage if the car hits something hard enough. |
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19 May 2011, 18:56 (Ref:2882786) | #1604 | ||
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Whats new to it? I think i remember that ate least in Gr. C Allard had a carbon structure around th e gearbox... and i think it was not a lone exemple.. mmmm.
Found it Reynard 2KQ(thanks mike) It seems to be to big of a setup for F1. Last edited by RJC_pt; 19 May 2011 at 19:03. |
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19 May 2011, 20:08 (Ref:2882813) | #1605 | ||
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19 May 2011, 20:50 (Ref:2882824) | #1606 | ||
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Yet another video from the Monza test: http://www.youtube.com/watch?v=sSzs3pPFQg4 |
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19 May 2011, 21:23 (Ref:2882834) | #1607 | |
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Audi is clearly testing new aero parts. I guess they are preparing the high downforce package.
Look at the rear wing on these two pictures: Note that the #1 car is running with 2 full size dive planes. On other pictures the #1 is running with a single dive plane. It also seems that the bodywork between the front wheel arch and the nose has been opened on the #2 car: |
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19 May 2011, 21:31 (Ref:2882838) | #1608 | ||
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Strange that Audi would be testing high downforce aero at Monza. This close to LM, I'd think that Audi would testing for LM almost exclusivly.
But Imola is only about 3 weeks after LM, and is definently a high downforce track. Either that, or they're doing this because Monza offers up more fast corners that EuroSpeedway does--it might be a good track for DTM and touring cars, but not for LMPs and the high speeds that they can acheive. Maybe Audi is trying to cover all the bases to try and win some ILMC races after LM win lose or draw there. |
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19 May 2011, 21:35 (Ref:2882841) | #1609 | ||
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Excellent notes gwyllion
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19 May 2011, 21:38 (Ref:2882843) | #1610 | |||
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__________________
Hvil i Fred Allan. (Rest in Peace Allan) |
19 May 2011, 21:42 (Ref:2882845) | #1611 | |
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19 May 2011, 21:42 (Ref:2882846) | #1612 | ||
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That is a great looking car, can't wait to see it at Le Mans
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-Peder Baeckman- 2017 695 Abarth XSR 180hp Brembo, Koni |
19 May 2011, 21:45 (Ref:2882848) | #1613 | |
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Looking at the high res flickr images it most certainly is the case of rear wing main plain assembly angle.
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19 May 2011, 21:57 (Ref:2882849) | #1614 | ||
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On this video the #1 is blasting by the #2. That suggest that the #1 car is doing the endurance run (i.e., long runs lapping in the 1:28s) and that the #2 car is used for aero development (i.e., short runs). At this rate of development you have the archive your news section every month, instead of every 2 months Last edited by gwyllion; 19 May 2011 at 22:19. |
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19 May 2011, 22:27 (Ref:2882862) | #1615 | ||
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That seems to be why Audi have had at least two cars at each test they've done (and three at Paul Ricard)--one car to do primarily endurance runs, and another to do R&D work.
Other than the #2 pulling out of the way of the #1 being an indicator of which is doing what type of testing, but the #2, like at Paul Ricard and LM, had the tire sensors on it. And could the #1 Audi with the twin diveplanes be an intermediate/medium downforce package? Last edited by chernaudi; 19 May 2011 at 22:32. |
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19 May 2011, 22:51 (Ref:2882869) | #1616 | |||
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19 May 2011, 23:17 (Ref:2882876) | #1617 | ||
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HPD claim that their twin diveplane nose is for an intermediate/medium downforce package. The HPD cars, though have only the LM and some higher downforce package for LMP2 has only two packages that the teams can run.
I wouldn't hold it against Audi that the LM nose and tail with the diveplanes/taller tail gurney could be an intermediate/medium downforce package, but could just be a test to see how it would work. Remember, Audi are testing this at Monza (and without the chicane on the front straight), which on face value alone seems to be an odd choice, but Audi know what their motives are, and we can only guess until they say something about the test (which I think that we won't hear much until the Paul Ricard test). Odd also how it's almost always the "#2" that has the tire sensors on it. |
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19 May 2011, 23:27 (Ref:2882879) | #1618 | |
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Why is this odd? According to Radio Le Mans Audi has at least 6 chassis. There are the 3 race chassis that have the paint jobs. So there are probably 3 test/development chassis in black carbon. The chances are high that the 2 cars in Monza are the same as in the Sebring tests.
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20 May 2011, 01:02 (Ref:2882900) | #1619 | ||
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According to http://www.422race.com/2011/le-foto-...-audi-a-monza/ the #1 Audi was doing long stints (lapping low 1:28s) and the #2 Audi did shorter stints with a slower pace. |
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20 May 2011, 08:04 (Ref:2882973) | #1620 | |
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Mike's analysis of the new aero: http://www.mulsannescorner.com/newsmay11.html
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21 May 2011, 19:03 (Ref:2883591) | #1621 | ||
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Design drawings and sketches on the Pannullo blog: http://lemansprototypes.over-blog.it/
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22 May 2011, 18:47 (Ref:2884036) | #1622 | ||
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Short interview with Dr. Ullrich: http://www.lemans.org/en/races/24h/u...air-_3769.html
An interesting comment: Quote:
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22 May 2011, 19:34 (Ref:2884058) | #1623 | ||
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Only reasons why I can see Audi going with a hybrid version of the R18 is:
1--marketing of their hybrid road cars and trying to improve them, or 2--if Peugeot can get the 908 HY working and can get some fuel mileage advantage out of it, which the 908 may already have for all we know from the test day. If Peugeot can get it to work, look for Audi to follow suit with their own hybrid system--after all, it took years of the Pugs being nearly 10mph faster down the straights at LM for Audi to adopt a closed car. |
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22 May 2011, 23:49 (Ref:2884163) | #1624 | ||||||
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That comment of Ullrich contradicts what Audi said earlier about the R18.
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I predict that Audi has a big surprise for next year: the R18 will get a waste energy recovery system instead of a kinetic energy recovery system! A KERS works very well when there are a lot of braking zones, which is not the case in Le Mans. Waste heat recovery on the other hand works best with full throttle. In interviews about his global race engine concept Baretzky has repeatedly mentioned this type of technology: Quote:
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The marketing people might not have allowed Baretzky to build the engine he wanted to (2.0 liter 4 cilinder turbo). With his "hot side inside" V6 TDI engine, he can still apply his favorite waste energy recovery system. I wonder which technology Baretzky will chose: electric turbo-compounding, mechanical turbo-compounding, thermo-electricity, ... If they use an electric system they can use it to replace the alternator or to power an electric motor connected to the wheels. BTW there is a French company called heat2power that promotes a solution for racing and they explicitely mention Le Mans: Quote:
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23 May 2011, 00:16 (Ref:2884170) | #1625 | |
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In case you are wondering, the current LMP1 rules allow "recovery from the heat of the exhaust fumes" (article 1.13). However, I have no clue how the ACO can regulate such system.
There is a rule which says "the amount of energy used between 2 braking must not exceed 0.5 MJ". Waste heat recovery is working all the time and does not rely on braking energy. And there is the "famous 400 meter at 60 km/h on hybrid only" rule. The engine needs to be running in order to produce enough waste heat. |
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