24hrs Le Mans -16-17th Junio 2012

Mensaje sin leer por **Villamas** » 17 Jun 2012 08:00

Villamas escribió:Pinchazo en la llanta trasera izquierda para el Porsche #67 que va segundo en GTE-AM

Mensaje sin leer por **Villamas** » 17 Jun 2012 08:03

Victoría para el Audi #1, repite Victoria Lotterer, Treuleyer y Fassler

Mensaje sin leer por **Villamas** » 17 Jun 2012 08:14

Resultados:

LMP!

1)Audi #1 r18 e-tron quattro
2) Audi #2 r18 e-tron quattro
3) Audi #4 r18 ultra

LMP2

1) Starworks Motorsport #44 hpd arx 03b - honda
2) Thiriet by tds racing #46 oreca 03-nissan
3) Pecom racing #49 oreca 03-nissan

GTE-Pro

1) Af corse #51 ferrari 458 italia
2) Luxury racing #59 ferrari 458 italia
3) Aston martin racing #97 aston martin vantage v8

GTE-AM

1) Larbre competition #50 chevrolet corvette c6 zr1
2) Imsa performance matmut #67 porsche 911 rsr (997)
3) Krohn racing #57 ferrari 458 italia

Mensaje sin leer por **Villamas** » 17 Jun 2012 08:14

Mensaje sin leer por **MM.COM** » 17 Jun 2012 08:18

: Captura de pantalla 2012-06-17 a la(s) 07.17.38.png (83.93 KiB) Visto 7689 veces

Mensaje sin leer por **Villamas** » 17 Jun 2012 08:22

El trabajo de Af Corse digno de una aplauso, de estar casi a fuera y hasta llegar a la victoria !!

Mensaje sin leer por **Villamas** » 17 Jun 2012 08:23

ruiz · Mensaje sin leer por **ruiz** » 17 Jun 2012 08:27

¡Gran victoria para Audi!

Mensaje sin leer por **Villamas** » 17 Jun 2012 08:39

Youtube

ruiz · Mensaje sin leer por **ruiz** » 17 Jun 2012 08:54

Lo que realizó AF Corse fue increíble, reconstruir el Ferrari en a tiempo para salir a clasificar y luego llevarse la carrera era algo que probablemente nadie se imaginaba luego del accidente del miércoles.

Otro equipo que merece un gran reconocimiento es Starworks, que durante todo el año ha venido haciendo muy bien su trabajo. Hay que recordar que terminaron segundos en las 24 Horas de Daytona luego de una intensa lucha por la punta con el equipo Michael Shank Racing y ganaron la LMP2 en las 12 Horas de Sebring (lo que también les valió un podio en la clasificación general), además están peleando por el campeonato tanto en la Grand Am como en el FIA WEC.

OscarF21 · Mensaje sin leer por **OscarF21** » 17 Jun 2012 13:01

Comunicado de prensa Audi...

Historic triumph: Audi achieves first victory of a hybrid vehicle at Le Mans

- Audi R18 e-tron quattro on the two top spots
- Eleventh success in total for Audi at Le Mans 24 Hours
- Audi R18 ultra completes one-two-three win of Audi Sport Team Joest

Ingolstadt/Le Mans, June 17, 2012 – AUDI AG has achieved another technological milestone in motorsport. On the 80th running of the famous Le Mans 24 Hours, a vehicle with hybrid drive – the Audi R18 e-tron quattro – has triumphed for the first time.

Around 200,000 spectators witnessed a fascinating race with the drama and incidents that are typical for Le Mans plus an impressive demonstration of “Vorsprung durch Technik.” The four Audi R18 cars from Audi Sport Team Joest were the quickest and most reliable vehicles and after 24 hours occupied positions one, two, three and five.

“By achieving this further success at the world’s most important endurance race our engineers demonstrated their high technological expertise in a particularly impressive way,” commented Rupert Stadler, Chairman of the Board of Management of AUDI AG, who personally watched the race on location. “With the e-tron quattro in combination with ultra lightweight design, we put a completely new technology on the grid and immediately won with it – this cannot be taken for granted by any means, particularly here at Le Mans. This weekend again showed the type of things that can happen in this race and how important perfect preparation is.”

All four Audi R18 cars had the chance to clinch what amounted to the brand’s eleventh Le Mans victory in total. After 378 laps, last year’s winners Marcel Fässler (CH), André Lotterer (D) and Benoît Tréluyer (F) at the wheel of the Audi R18 e-tron quattro designated as car number “1” were again the front runners. Dindo Capello (I), Tom Kristensen (DK) and Allan McNish (GB) as the runners-up caused the all-wheel drive of the future in which the conventional drive system is intelligently combined with an electrically driven axle to record a one-two result. Audi is already testing this technology in which the drive shaft is replaced by electric cables for use in production vehicles.

Le Mans rookie Marco Bonanomi (I), Oliver Jarvis (GB) and Mike Rockenfeller (D) in the best conventionally powered Audi R18 ultra completed the fourth one-two-three victory for Audi at the Le Mans 24 Hours after 2000, 2002 and 2010. Romain Dumas (F), Loïc Duval (F) and Marc Gené (E) at the wheel of the second R18 ultra finished in fifth place.

Operating at the rear of all four Audi R18 cars was the latest evolution of the compact V6 TDI engine with VTG mono turbocharger that was used at Le Mans for the first time in 2011. The new ultra-light transmission with a carbon fiber housing – a novelty in a Le Mans sports car – held up to the Le Mans endurance test covering a distance of 5.151 kilometers in all four vehicles without any problems as well. Like quatto all-wheel drive, ultra-lightweight design is a core competency of the company.

The two Audi R18 e-tron quattro cars embody these two technologies in a particularly extreme form – and they were the protagonists at the 80th edition of the endurance classic right from the beginning. They only had to relinquish the leading position to one of the two Toyota hybrid vehicles once for a few laps on Saturday night. After the early retirements of their fiercest rivals the two R18 e-tron quattro cars fought a thrilling duel for victory throughout the night until noon on Sunday during which the lead changed several times and the two diesel hybrid sports cars were often separated by just a few seconds.

An accident by Allan McNish in the fast Porsche corners less than three hours before the finish caused the preliminary decision. Audi Sport Team Joest managed to repair the heavy damage at the front of the R18 e-tron quattro in record time and to thus save second place. In the early phase, car number “2” had lost nearly a lap after a massive piece of rubber pick-up had gotten stuck in the area of the rear suspension.

The winning car with chassis number R18-208H nicknamed “Electra” was not spared from incidents either. Marcel Fässler touched the track barrier twice on Saturday morning: the first time after spinning at high speed and the second time when he had to evade a GT vehicle that was standing sideways in the Mulsanne corner. Benoît Tréluyer, who was suffering from a severe cold which he had caught on Friday while participating in the drivers’ parade in the rain in the center of Le Mans, spun once at the entrance to the pit lane.

The third-placed Audi R18 ultra – car number “4” – lost a lap right at the beginning of the race due to a check of the rear suspension. On late Sunday morning a gear got stuck twice which the driver was able to correct each time by switching the ignition on and off. Afterward the R18 was running perfectly again and allowed Marco Bonanomi and Oliver Jarvis to clinch the first podium place at Le Mans together with Mike Rockenfeller, who returned to the podium a year after his serious accident.

Two nearly identical slips caused the Audi R18 ultra #3 in which Loïc Duval set the fastest lap of the race to lose its chance for victory. On Saturday night, Romain Dumas in the first chicane while lapping a GT vehicle hit the dirty part of the track and slid against the track barrier. The same mishap occurred to Marc Gené on Sunday noon. In both cases, Audi Sport Team Joest managed to repair the R18 in an extremely short period of time. In total, though, twelve laps were lost.

“This was a race of the kind you can arguably experience only at Le Mans,” said Head of Audi Motorsport Dr. Wolfgang Ullrich after his four Audi R18 cars had crossed the finish line. “You should never rejoice too early at Le Mans, which was obvious again especially on Sunday noon. The whole world was already talking about a one-two-three-four victory and all of a sudden two of our cars had accidents almost simultaneously. That the squad repeatedly managed to repair the cars so quickly after the slips clearly speaks for Audi Sport Team Joest that can simply be banked on at Le Mans. On the whole, I can only take my hat off to the entire squad of Audi Sport that worked extremely hard for a year to make this triumph possible. It was a very big challenge to develop a hybrid car in such a short time that is quick and able to hold up for 24 hours. The fact that, as in 2001 with the TFSI engine and in 2006 with the TDI, we managed to be successful right on the first run simply proves the level of technological expertise that is available at Audi. This is a great day for Audi Sport, for Audi and for the e-tron quattro.”

With its eleventh victory at Le Mans, Audi has extended its lead in the World Endurance Championship. Dindo Capello, Tom Kristensen and Allan McNish as the runners-up recaptured the lead in the drivers’ world championship.

– End –

Mensaje sin leer por **Villamas** » 17 Jun 2012 13:02

4 Horas de Onboard en el Audi #1

Youtube

Restart happens at 3:11.
- 2:38:20 Very close call (and offtrack)!
- 3:12:00 Pulled into garage to replace rear body panel
- 3:31:30 Battle with Audi #2 for overall lead!
- 3:32:25 Big off-track.

Mensaje sin leer por **Villamas** » 17 Jun 2012 13:04

Mensaje sin leer por **Villamas** » 17 Jun 2012 13:09

Youtube

ruiz · Mensaje sin leer por **ruiz** » 17 Jun 2012 13:33

Al final el Corvette #74 y el Dome Judd #17 no entraron dentro de la clasificación final, además hubo 21 retiros.

OscarF21 · Mensaje sin leer por **OscarF21** » 17 Jun 2012 16:11

Hace tiempo estaba leyendo una nota de Audi sobre la tecnología que vienen utilizando en los motores V6 TDI en los R18 desde el año pasado, y bueno hoy que se da la victoria una vez más de estas máquinas me acordé y quería compartirlo con ustedes.

VTG technology for Le Mans success

- Mono turbo offers greatest opportunity in sports car engine design
- Audi uses innovative turbocharger solution
- Two more weeks to go before the start of the Le Mans 24 Hours

Ingolstadt, May 31, 2012 – Audi relies on a highly efficient engine concept in the R18. The interaction between the merely 3.7-liter V6 TDI unit with an unusually designed single turbocharger and VTG technology is both complex and intriguing. It gives the Audi factory drivers optimum opportunities to set their sights on the next success at the Le Mans 24 Hours (June 16/17, 2012).

“Actually, it’s a shame that the general public never has the opportunity to directly follow the technological progress of our engineers,” muses Head of Audi Motorsport Dr. Wolfgang Ullrich. If the work done by his staff is too effective the officials who are responsible for the regulations will regularly curb the momentum of the inventors in order to keep the lap times from becoming too fast year by year. A comparison serves to illustrate the point. When Audi won the Le Mans 24 Hours with a TDI engine for the first time in 2006 the Audi R10 TDI managed to set its fastest race lap in 3m 31.211s. Despite significant restrictions imposed by the regulations the nominally less powerful Audi R18 TDI on clinching the brand’s tenth Le Mans victory last year did its best lap around the circuit in 3m 25.289s. How much faster might it have been if the regulations had not been changed?

“Obviously, a large number of factors affect these measurable advances,” emphasizes Dr. Ullrich. “Vehicle technology as a whole, including the chassis, drive and aerodynamics, plays a role just like the weather, the driver or the racing situation. Yet the TDI race engines provide a particularly striking example of the progress that has been achieved.” In 2006, Audi won with a V12 engine which had 5.5 liters of displacement. Now, only six cylinders are operating in the most recent Audi R18. According to the regulations displacement was reduced to 3.7 liters. This means that in total the engine used in the current vehicle generation makes do with half of the cylinders, has 32 percent less cubic capacity and in the 2011 season made it possible for the R18 to improve its lap time by 2.8 percent nonetheless.

“To achieve such enormous increases the combustion chamber of the engine operates with much higher pressures and temperatures today than in the past,” explains Ulrich Baretzky, Head of Engine Development at Audi Sport. “This has resulted in considerably higher performance of the piston areas and the cylinders.” Now, each cylinder has to deliver around 60 percent more performance than it did in the Audi R10 TDI in 2006.

The engine developers at Audi Sport had to venture into new terrain for this purpose. The charging concept of the Audi R18 has been a particularly well-kept secret up to now. The engineers designed a central mono turbo system in the inside V of the engine (“hot side inside”) which in combination with the inboard exhaust manifolds makes particularly efficient use of the laws of physics. A single, large turbine increases overall efficiency, as gap losses are significantly reduced. Consolidating the entire exhaust flow in a single turbine leads to higher turbine performance and more uniform loading by exhaust gas surges. In the extremely short pipes of the exhaust system in front of the turbo clearly less thermal energy is lost. This increases performance plus the turbine’s exhaust gas temperature due to the higher energy content of the exhaust gas and makes the required capacity available on the compressor side where around 2,000 cubic meters of air per hour must be compressed for efficient combustion. The mono turbocharger thus has to put through a similar amount of charge air for over 375 kW (510 hp) as the two previous turbochargers in the V10 TDI for 404 kW (550 hp).

The unique design of this charger was kept under wraps up to now. The exhaust manifolds located on the inside of the compact V6 engine let the exhaust gas flow radially into the charger from both sides. The housing of the turbine wheel has two inlets for the exhaust gas flow and one axial outlet. The compressor side is of a very similar design. The charger aspirates air in axial direction from a central influx. After compression, the air exits again on two sides to optimally supply both cylinder banks. It is cooled down in two intercoolers before being routed to the combustion chambers of the V6 engine.

The variable turbine geometry (VTG) of the turbocharger has provided another key to this technological breakthrough. It makes it possible to guide the exhaust gas flow in a way that the turbine can continuously be adjusted to varying operating conditions such as load changes. “Without it, the entire concept of a compact downsized engine with an inboard single turbocharger would have been inconceivable,” says Ulrich Baretzky. “The response of a single, large charger without VTG would be far too low. Thanks to the variable geometry we have resolved this issue.” While guide vane ring adjustment has long become standard in Audi production vehicles the modification required to handle the high thermal loads occurring in motorsport posed a special challenge.

“The temperatures there are extreme,” says Ulrich Baretzky. “Temperatures of up to 1,050 degrees Celsius in the turbine and in the VTG can only be handled by high-temperature-resistant steel alloys.” In addition, chemical corrosion, also known as scaling, must be avoided. Bearing play and clearances are important too. “A technology that is heat-resistant and withstands large expansion must, conversely, not exhibit any increase in clearances when temperatures are low and has to remain mobile at all times,” explains the engineer. These are exactly the technologies which Audi has developed together with its long-standing turbo partner Honeywell Garrett.

Audi has successfully resolved these challenges, and the drivers continually benefit from these achievements. When during a shifting event, which lasts around 30 milliseconds without operating the clutch, injection is reduced there is a risk of charge pressure loss. However, thanks to sophisticated electronic shifting strategies and a sensitive actuator, Audi’s VTG system provides the required quick response. Even the Le Mans organizer ACO was amazed. When the ACO’s technical stewards read the engine data they did not find any indications of charge pressure having dropped during shifting events.

In the Audi R18, Audi explored numerous areas at the limit. “I’d describe the solution of a V6 with a single turbocharger as one of the greatest technical risks we’ve ever taken in engine design for the sports car project,” says Ulrich Baretzky. “It was about carefully approaching the absolute limits of what is feasible.” The production side of the house will endeavor to gain more output from downsized engines with less cubic capacity in the future as well. This means that, as in the case of the V6 TDI 3.7, ignition pressures and temperatures will increase there too. This also applies to injection pressures which in current production engines rise to around 2,000 bar, while in the Le Mans TDI engines 2,600 bar are already being surpassed by far. This has a positive influence on fuel consumption, performance and exhaust gas quality, yet increases the thermal and mechanical loads particularly in the combustion chamber. Audi Sport has developed special calculation methods for its cylinder heads operating under maximum loads that will be made available to AUDI AG’s Technical Development for future production vehicle developments. With respect to downsizing the future will see a lot more parallels where sport and volume production benefit from each other.

The fact that the V6 3.7l TDI was voted “Race Engine of the Year 2011” by a high-caliber judging panel at the beginning of the year is a nice reward for the forward-thinking work of the entire team of engineers.

– End –