Audi solved the L.A. problem by arranging an "Audi Designers Night" held at the Art Center in Pasadena the evening before the opening of the car show. A room full of concept cars and projects a la the corporate design studio in nearby Simi Valley was a well-attended, invitation-only affair. This accomplished two things, one being that Audi could forgo the usual 30-minute press conference held during the show, and second, a captive audience wholly focused on the whys and wares of Ingolstadt.
The R10 was not on the agenda and had been quietly flown in along with Tom Terrific and hidden behind a faade of concept murals. Few people seemed to connect Kristensen's attendance with anything but a PR wingding promoting Audi's record at Le Mans. The stage was set in the fashion of a TV talk show, host and guests and a set of questions and answers that were well rehearsed. At the close of the various presentations, Dr. Ullrich was announced along with Tom Kristensen and the murals parted to display the new diesel, with Kristensen seated in the R10. The crowd seemed both intrigued and somewhat baffled by the program. Motorsport and the flashy concept crowd makes a curious mix. The tech geeks made a beeline for the R10, while the fashionistas passed the prototype up for the fully stocked bar located just behind. TK, as he is well known, was casual as he greeted well wishers and answered the occasional question. It was strange to see this man, who has seven Le Mans victories to his credit and attracts major attention in Europe, blend in with the crowd. The public relations move paid off; press boss Jurgen Pippig, along with R10 chassis 01, were out of there the next morning, the car returned to Germany to be prepared for the upcoming test program. With a major test at Sebring only a few days away, Audi didn't have the luxury of displaying the R10 at the L.A. show. In retrospect it would have been a waste of time if they had. The typical observer would not have thought much of the new car, its similar outward appearance to the R8, and without proven results to display or champion few would have cared. The U.S. market has a long way to go to be convinced that diesel is the right direction, and Audi's approach by showing the R10 to a select few was correct. The Paris splash proved Audi was ahead of the game. When change comes to the United States later this year in the manner of the new, higher grade European type of diesel, that will be the time for a full assault on the American psyche as to just how good a diesel can be. Audi has already made the move.
The issued technical details on the R10 show a well-thought-out approach continuing in the tradition of the all-conquering R8. One major departure is the new car has combined the monocoque and the bodywork in a more seamless manner for an increase in airflow. Wind tunnel time resulted in a flatter shape along with a more pronounced nose. The longer wheelbase was a necessity to handle the larger coolers and plumbing along with the engine itself, which weighs more than that in the R8.
The heart of the matter comes down to the incredible 5.5-liter V12 TDI that powers the new chassis. The usual production-type four valves per cylinder are mated to an entirely new aluminum crankcase that pumps out a regulated 650 bhp through a pair of Garrett turbos. Boost pressure is just below the 3-bar measure mark with a useable powerband between 3000 and 5000 rpm. What has set tongues wagging is the unbelievable torque figure of 1100 Nm. While fewer gear changes will be the result of the huge torque, this in no ways reduces the strain on the gearbox. Xtrac handled the serious work on the final drive, surprisingly over former partner Ricardo, who enjoyed such a good record with the R8. Bosch continues to supply the management system with the latest MS14 workings, and Audi continues to use usual trusted sources such as OZ wheels, Shell Oil, etc.
Of special interest is the new command center steering wheel as supplied by Megaline. A perusal of the photo shows how far the game has progressed on available data in such a confined space. Much has been made of the fuel economy of the TDI, and the ability to stretch out a few extra laps over the competition at Le Mans is a huge advantage. The one area that will make or break these advantages is the tires. Much will depend on Michelin's research and development to provide the right compound of rubber to handle the high loads even with the use of traction control. As this issue of european car was going to press, Audi had undertaken a limited amount of testing of the R10 and the results were promising. The inherent understeer problem brought on by the weight penalties of the previous R8 had greatly diminished and the powerband proved to be quite easy to adapt to. The first on-track roll out in Italy showed an increase of speed at the top end and few of the usual new car problems. We have been so accustomed to expecting nothing less than perfection from Audi in this area that it is easy to become jaded by the company's accomplishments. However, the R10 is more than just an important step for Ingolstadt. It is on the verge of setting the way motorsport technology is perceived for decades to come.
Hurry and pick up the April 2006 issue of european car magazine for the interview with Tom Kristensen, and a lot more photos