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Bosch put a lot of money into the Audis as well, we have some trick Diesel injection stuff. I'm glad to see them win!

I agree torque rules. One of my other hobby cars is a '75 Coupe Deville, 5300 lbs on the scales. The Caddy 500 (8.2L!!) moves the car very well, even with 130K on the long block. Head work (stock valves), ported intake, a cam and dual exhaust, and it runs low 15s. That's with 2.73 gears, whitewalls, fenderskirts..... It drives awesome. 2.94 posi and switch-pitch T400 are next..

It isn't the first time VW/Audi have raced a diesel. VW was racing there GOlf TDI's for years over in europe and winning. Power is power. If you have torque then you just need to gear it taller. The lower RPM definitly helps with reliability.
The question is could someone run an aircooled bug in the Leman's 24 hours and how long would it last. 400hp reliable is no problem with turbo and fuel injection.

I would LOVE to build an engine/car to try and accomplish a finish at Lemans...

The effort for any decent showing there is about a million bucks just in travel, parts and entry fees.....

Awww... come-on Jake, let's give it a try!

we'd certainly get some press!

Wonder how that would impact the TI VS TIV debate???LOL

Why don't we just start out with the 24 hours of Daytona. Lots closer and I'm sure a lot less costly. Just have to get the right car/chassis/engine combo.

Kelly(Cohibra)

And someone with a very deep set pockets....

MASSIVE TYPE IV wrote:And someone with a very deep set pockets....

I've got deep pockets...only problem is that there's nothing in 'em

I wouldn't be surprised if the entry fee, tire bill and fuel cost for one 24 hours of Daytona would cost more than I've spent on tires, fuel, and entry fees in my entire 30 years of racing.

Well, how about boiling it a bit down, and make say a 12 hrs endurance race Aircooled only.
In France they have somehting like that, only it is actually 24 hrs, but wit Citroen 2CV´s. And let me tellya, those small 650cc 2 cyl engines sounds pretty wild at 8500 rpm and 105 -110 mph down the track.

- The endurance race could be done, - with some major planning and PR. I for one, would be ringside that day, if not in a garage
T

In reality.....its really all about the gearing and tires/wheel diameter.

Here you have a direct injection, turbo diesel engine...with massive torque....but only most usable in a very short, low band of rpm.

The final drive had to be just insanely tall......or maybe even variable(?)

In the type 4...411/412...for those who have had the pleasure of driving the original 1.7 with FI...with the factory 4 speed...you get to feel exactly what really tall optimized gearing did for an engine whose torque band was exhausted around 4500 rpm. It is very quick off the line. Much quicker than any other ACVW . The mph in each gear wer a good deal higher than in a bug, type 3, ghia or van. Hitting 60+ mph right before the third gear shift point was normal. It had a 3.79:1 final drive.

Does anyone know what the final drive was on the Audi R10? Iwould wager its quite high...like 2.5:1...or higher. Ray

I would have to call Tom and ask him (!) - Just kidding
On a side note, The Corvette´s did pretty well too. In the end they wore out the Aston´s. But it was a close call.
T

Lmao so Jake Raby is boasting that a WATERCOOLED DIESEL has beaten a PETROL AIRCOOLED!!! record, I never thought I'd ever see the day


Its an amazing feat that not only was it the first diesel but also a completely new car!!

Anyone who saw the incar shots must have thought the sound track as the wrong one as it sounded so out of synch with the amazing speed and acceleration it has.

Yeah. long ago I was able to overlook the fact that Diesels have radiators...

At least aircooled power held the record for 35 years....

raygreenwood wrote:In reality.....its really all about the gearing

I was just thinking, would straight cut trans gears free up some more hp and torque. Sorta like the stright cut cam idea. I bet it would probably be a loud mother though.....