Armin Plietsch, Head of Technology at Audi Sport customer racing, was faced with a challenging task before the 2014 season started. The FIA regulations do not permit any further evolutions of the Audi R8 LMS ultra. The goal was, however, to implement detail improvements where it was permitted.
The GT3 model is revised in two areas. Supplier Sachs delivers a modified three- plate sinter metal clutch. The friction plates have six instead of five sinter metal elements in the future. The component’s durability is increased as a result.
Audi also introduces an innovation in the suspension area. For the first time, teams can choose between five spring combinations for both the front and rear axles. There were three variants before. The range for an optimum set-up thus increases.
Audi developed a start system specifically for the standing starts in the Pirelli World Challenge, in which the full FIA GT3 specification is allowed for the first time. This so- called ‘Launch Control,’ based on the traction control, enables constant engine revs to be held and good starts to be reproduced consistently as a result.
A new chapter starts in US motor racing after GRAND-AM and the American Le Mans Series merged to form the Tudor United SportsCar Championship (TUSC). Based on the previous race car for the USA, Audi developed a GTD version of the R8 LMS, whereby GTD stands for ‘GT Daytona.’ The biggest difference to the previous R8 GRAND-AM appears at the rear. The new rear diffuser optimizes the handling. It is divided into a central section and two channels running to both the left and right in order to achieve optimum diffusion of the air. The exhaust tail pipes are relocated to exit upwards. The aerodynamic effect of the diffuser stabilizes the road holding at the limit of adhesion on the rear axle. Another aerodynamic optimization results from the new rear wing supports. They no longer taper towards the wing, which in turn optimizes the flow dynamics.
In addition to the aerodynamics, Audi has also revised the chassis. New suspension components are tailored to suit the lower ride-heights in the TUSC. The camber on the rear axle, the roll-center height and the spring/damper travel have been better optimized to suit American race tracks and the standard tires used there.
Be it for FIA series’ or the TUSC – both race cars bear the road car’s sporting genes with which they share more than 50 per cent of the technology. The aluminum ASF chassis, the robust V10 power plant with 20,000 kilometer rebuild intervals or the sophisticated suspension incorporating double wishbones are just three examples of this.