2006-2008 Audi R10

Images copyright Pat Michl and Michael J. Fuller
Text copyright Michael J. Fuller

Sebring 2006The turbo inlet is identical or nearly so to the R8's, placement is similar too.  With the rear body work being heavily louvered to cope with heat rejection for the diesel's radiators and intercoolers, rear brake cooling comes from the screened box intakes just below the turbo inlet.
Sebring 2008Towards the end of the 2007 season the R10's rear brake duct was enlarged.
Sebring 2006The heart of the matter.  The R10's diesel V12 makes for quite a difficult packaging exercise due to its length and weight (some say upwards of 200 kgs).  These parameters have driven some aspects of the car's layout such as the long wheelbase (understood to be 2980 mm+), 3rd spring suspension front and rear, as well as wider diameter front tires. 
Salt Lake City 2006By Le Mans 2006 the R10's aluminum inlet plenums had been replaced by carbon fiber versions (shown here at the Salt Lake City ALMS round).
Sebring 2006The torsion bar suspension (something else the R10 shares with the Bentley).  The pushrods actuate the torsion bars (1) via bellcranks atop the gearbox/bellhousing.   The third spring (2) is actuated off the same pivot and bridges the left and right bellcranks.  The primary dampers (3) are nearly vertical and pick up on the lower end of the bellcrank.  The anti roll bar (actuated by 4) passes through the bell housing.  The upper A-arms are of round section steel, not aero section.

ęCopyright 2008, Michael J. Fuller