How light is the Audi R18 TDI? – Click above to watch video after the jump

Audi loves talking about the lightweight technology used to build its mighty turbodiesel LMP racers. While the last-generation R15 utilized a 590-horsepower twin-turbo 10-cylinder diesel engine, revisions to the rulebook forced Audi to alter the oil-chugging powertrain. The newer R18 TDI is powered by 3.7-liter V6 turbodiesel that pumps out around 575 horsepower, yet weighs 25-percent less than the previous mill and drinks fuel at a slower rate.

Besides the engine, Audi has employed aluminum and carbon fiber in an effort to keep the weight of the R18 TDI as low as possible. How did the four-ringed automaker fare? According to the commercial posted after the jump, the engineering team did a pretty good job.


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    • 1 Second Ago
  • 14 Comments
      Seph
      • 3 Years Ago
      these latest audi ads are impressive...
      Ak74
      • 3 Years Ago
      Stupid commercial but at least no Eminem music.
      tantareanujellob
      • 3 Years Ago
      But he still looks like a cock driving it.
      Jason Alan Sipes
      • 3 Years Ago
      Oh god please be in Forza 4 you sexy thing!
      BlakeAdams
      • 3 Years Ago
      good bearings will make anything roll with ease.
      Javanese
      • 3 Years Ago
      a 3L turbo engine and they lose only 25bhp?!! What the hell is the ACO doing, I thought their new rules suppose to make the diesel less powerful/slower than the petrol engines? A FAIL for the ACO in my book.
        foci
        • 3 Years Ago
        @Javanese
        This is not a spec racing class. It looks like the engineers did their job and developed an engine that was better than the previous versions. The rules are only there to tell you what you can not do.
        bhtooefr
        • 3 Years Ago
        @Javanese
        These regulations are assuming maximum displacement - less displacement gets more boost. 2006 LMP1 regulations for diesels, when the R10 was allegedly making 650+ hp: 5500 cc maximum displacement, 55.9 mm diameter single or 39.9 mm diameter dual restrictor plate, 2940 mbar maximum boost pressure (absolute) 2010 LMP1 regulations for diesels, so last year's regs, the last for the 5.5L diesels, and the R15 was believed to be making 590+ hp: 5500 cc maximum displacement, 52.4 mm diameter single or 37.5 mm diameter dual restrictor plate, 2590 mbar maximum boost pressure (absolute) 2011 LMP1 regulations for diesels: 3700 cc maximum displacement, 47.4 mm diameter single or 33.5 mm diameter dual restrictor plate, 3000 mbar maximum boost pressure (absolute) Grandfathered 2010 cars (these do come into play due to Oreca running an old 908 HDi FAP): 5500 cc maximum displacement, same restrictor plates as 3700 cc cars, 2000 mbar maximum boost pressure (absolute)
      Jac Zobel de Ayala
      • 3 Years Ago
      Why are the comments delayed? Are they screened?
      Jac Zobel de Ayala
      • 3 Years Ago
      Audi should ask for a refund.
      Jonathan Arena
      • 3 Years Ago
      Ahhh lemans... how I love thee
      QAZZY
      • 3 Years Ago
      I would like to see a lightweight (sub-3000lbs) R8 with a similar (550+ hp, diesel V6) engine. That would whip all the Ferraris and Lamborghinis.
      Kiiks
      • 3 Years Ago
      I bet the diesel/gas equivalency formula is pretty good. We just do t have any heavy-hitting factory prototype programs running gas engines. Until Toyota sacks up and goes on an all-out LM assault, we may never know. Also, minimum weight is mandated for all cars. The R18 in race trim is no lighter than any of the other P1s. Audi's goal IIRC, was to build the car significantly underweight so that they could ballast the remainder to their liking. I think that also factored into their engine choice. The R10's drawbacks were poor weight distribution and polar moment. The new cars should go a long ways towards rectifying those shortcomings.
      Băsceanu Vlad
      • 3 Years Ago
      Now that's something new. Cheers, Audi!
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