 The
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. |
 Towards
the end of the 2007 season the R10's rear brake duct was enlarged. |
 The
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. |
 By 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the R10's aluminum inlet plenums had been
replaced by carbon fiber versions (shown here at the Salt Lake City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). |
 The
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. |
