The 2013 Le Mans 24 Hours was the twelfth victory for Audi at the legendary endurance race. A brilliant new short documentary has been released by Michelin.
A fifteen minute documentary video has been released on the MICHELIN Passion Youtube Channel. The video includes exceptional behind the scenes footage from Audi and Michelin. In-depth coverage featuring the build-up to Le Mans, including testing at Paul Ricard, the Six hours of Spa and Le Mans itself. Interviews with Audi drivers, Dr Wolfgang Ullrich and Michelin personnel are also included.
We have embedded the video below, which includes French and English, as well as the option for a number of subtitle languages.
By Tarek Ramchani The Audi R18 e-tron quattro is a double overall Le Mans 24 Hours winner, and it is now heading to Forza Motorsport 5. The first screenshots from the game are just brilliant. Here the Audi LMP1 racer is at Mazda Raceway Laguna Seca. Forza Motorsport 5 will be an exclusive for the upcoming Xbox One console from Microsoft.
Le Mans 24 Hours 2013 was another great race, witnessing the battle between the factory LMP1 heavyweights of Audi and Toyota. Ultimately Audi crossed the finish line victorious, taking their twelfth overall victory. The latest Audi Le Mans short film has gone online today.
Every year Audi produces an excellent short film featuring the race, which is revealed a few weeks after the event. The brand new video of the 2013 Le Mans 24 Hours, titled "Le Mans 2013 - Motorsport is coming home", was revealed on the official Audi Deutschland YouTube channel this morning, and it is certainly another great video.
It is also touching to see that the video has been dedicated to Allan Simonsen, who tragically passed away in an early-race crash. The video closes with the words: "For Allan. A friend of Audi Sport."
Enjoy the video which has been embedded below (English version above, followed by the German version). The previous year’s short films can be seen HERE.
The Audi R18 e-tron quattro is best known for being victorious at the 2012 and 2013 Le Mans 24 Hours, but this week it has been seen in a completely new light entirely.
An Audi R18* in the real world: taking it shopping, picking up the kids from school, going into the mountains for cycling or fishing and picking up your friends from the airport - all portrayed in this clever new RS 6 TV commercial from Audi. The video has been embedded below, wherein the Audi RS 6 is the "Perfect Fit".
*Note: The Audi R18 e-tron quattro shown in the commercial is a 2012 specification R18 fitted with the high downforce sprint bodywork.
It was the year when the Automobile Club de L'ouest celebrated the 90th anniversary of the legendary Le Mans 24 Hours. The 81st edition saw a great battle between two LMP1 giants, Audi and Toyota. Audi was victorious in the end, the twelfth overall win for the Four Rings at La Sarthe.
Our friends at l'endurance.co.uk, in collaboration with Dailysportscar, has just published their ultimate race review for the French endurance classic. A brilliant and fully detailed review class by class in LMP1, LMP2, GTE Pro and GTE Am. You can read the review right here.
l'endurance is also on social media: Their Facebook page is here, and Twitter account is here.
As 2014 is approaching with a new era in North American sportscar racing, with the birth of the United SportsCar Racing, we at the Audi Motorsport Blog start a series of posts about Audi's era of dominance in the ALMS. A fully detailed review, year by year, of the Ingolstadt brand's successes in the American Le Mans Series. We will cover the period between the years 2000 and 2008, thus meaning only the seasons when Audi took part in the ALMS as a full-season competitor. A great era it was in the US, with multiple championship titles and prestigious race victories.
Audi's legacy in the ALMS started in 1999. Audi Sport Team Joest debuted the new Audi R8R at the 12 Hours of Sebring, the first ever race in the history of the newly formed American Le Mans Series. A two-car effort from Audi with fine third and fifth overall place finishes. Audi would not continue in the ALMS during 1999, Sebring was only a big test preparing for the upcoming Le Mans 24 Hours. BMW won the race outright with their BMW V12 LMR and did the same at La Sarthe later. However things would change in the winter break.
A year later Audi joined the ALMS for the full season and with a brand new weapon: The Audi R8. A car that would dominate sportscar racing for the next six years. The 2000 ALMS season consisted of a 12-race calendar across the United States, Canada and even beyond North America with races in Europe and the finale in Australia.
The great debut of the Audi R8 was set at Sebring. Audi was challenged by arch rivals from BMW Motorsport and the strong Panoz Motorsports effort. In the end Audi scored a fantastic 1-2 victory with the win going to drivers Frank Biela, Emanuele Pirro and the newcomer to Audi...Tom Kristensen.
After Sebring and the successful shakedown of the Audi R8, Audi would not use the car again in North America until after Le Mans. The team took the cars back to Europe to prepare for Le Mans in June. Team Joest switched to the old Audi R8R for the next two ALMS races. The R8R was quick but was beaten by BMW twice at Charlotte and Silverstone. After Le Mans the R8 returned and debuted at home in Germany, at the Nürburgring. The Audi R8 was beaten by the surprising Panoz LMP-1 Roadster S. That would be the only defeat for the Audi R8 that year.
After Le Mans and the magical 1-2-3 victory in the French classic, the Audi R8 was back in America with a two-car effort. The #77 Audi R8 with Allan McNish and Dindo Capello, and the sister #78 car was driven by Frank Biela and Emanuele Pirro. BMW and Panoz were strong challengers, as epic battles took place all season long. Despite the competition, the Audi R8 was simply too strong for their rivals. Audi won all eight of the American races post Le Mans.
At Sears Point Allan McNish and Dindo Capello were victorious. Up to Canada the two drivers did it again after a breathtaking battle to the finish line with the BMW V12 LMR of Jörg Müller and JJ Lehto. Moving to Texas Speedway, Audi veterans Frank Biela and Emanuele Pirro scored their second victory of the season. At Portland Allan McNish and Dindo Capello were back to victory lane. The same story at Road Atlanta, McNish and Capello, joined by the late Michele Alboreto, dominated the Road Atlanta Petit Le Mans race. Allan McNish and Dindo Capello won a third straight race at Laguna Seca. At Las Vegas, the final American race of the season, Frank Biela and Emanuele Pirro were victorious. The season finale was a very special event. The ALMS moved Down Under, with a race at Adelaide on new year's eve, the event called the "Race of a Thousand Years". A very special livery was used for car #77, the "Crocodile" Audi R8. That car won the race with Allan McNish and Dindo Capello.
Audi simply dominated the 2000 American Le Mans Series season. Allan McNish alone won the driver's title ahead of teammate Dindo Capello in second. Audi Sport North America, which was in fact run by Audi Sport Team Joest, won the team's title. Audi won the manufacturer's title as well. BMW Motorsport and their all-conquering V12 LMR were beaten and they decided to leave the LMP900 class at the end of the season. For the year 2001 Audi would come back to defend their titles, with privateers Audi teams joining the field and the ever growing Panoz effort as well.
Twelfth Le Mans victory for Audi and fourth victory of the season for the R18
245,000 spectators attended the event
Tom Kristensen extends his record with ninth victory
Ingolstadt, June 27, 2013 – Less fuel consumption combined with higher speed – that’s how Audi won the 2013 Le Mans 24 Hours with the R18 e-tron quattro and its drivers Loïc Duval (F), Tom Kristensen (DK) and Allan McNish (GB). Key facts after the 81st running of the race.
Faster and more efficient: The victorious Audi R18 e-tron quattro of Loïc Duval/Tom Kristensen/Allan McNish (F/DK/GB) designated as car number ‘2’ made 34 pit stops at Le Mans and required 47 minutes and 14.799 seconds for them. A permitted fuel tank capacity of 58 liters theoretically made a maximum of 1,972 liters of diesel fuel available at the stops. The number ‘8’ Toyota in second place of the race required 43 minutes and 20.111 seconds for 30 stops but, due to a fuel tank capacity of 76 liters, was able to refuel up to 2,280 liters of gasoline. Audi was not only faster but the entire race car including its TDI powertrain was more efficient as well.
Best efficiency: Audi not only decided the race classification in its favor at Le Mans but theefficiency index as well. Marc Gené/Lucas di Grassi/Oliver Jarvis (E/BR/GB) in car number ‘3’ won the Michelin Green X Challenge ahead of Duval/Kristensen/McNish and the number ‘7’ Toyota.
A full dozen: Audi’s Le Mans debut was in 1999, the squad celebrated its first victory in 2000 and its twelfth in the 2013 season.
Concentrated strength: No other brand had ever before been as successful as Audi in such a short period of time. To date, the brand has won twelve of its 15 runs. This corresponds to a win rate of 80 percent. Audi’s sister brand Porsche has a tally of 16 overall victories. These wins are spread over a period of 28 years between 1970 and 1998. In absolute numbers, Porsche has clinched 16 overall victories at 63 starts.
Powerful performance: Audi engine technology even boasts a win rate of 86.7 percent at Le Mans because a V8 biturbo engine developed by Audi Sport powered the winning race car of Audi’s sister brand Bentley in 2003.
Strong team: Audi has achieved ten of its twelve victories together with Reinhold Joest’s squad. The team based in the Odenwald region had been successful prior to Audi’s entry and has now clinched its 14th triumph at La Sarthe. Furthermore, in terms of personnel, Joest Racing played an instrumental role in Dauer Racing’s victory in 1994 and Bentley’s success in 2003.
Advantage extended: In 2005, Tom Kristensen, on clinching his seventh victory, overtook the six-time winner Jacky Ickx from Belgium on the all-time winners’ list. Now, the Dane has achieved his ninth success. From the circle of the Le Mans drivers who are still active it’s his team-mate Allan McNish that trails him in this classification with a tally of three victories. Statistically, Kristensen’s record can thus be beaten in 2020 at the earliest – but for this to happen, McNish would have to remain active until his 50th year of age, win in all the years between now and then, and no longer run with Tom Kristensen ...
13 trophies: With a track record of 9 victories in 17 runs Tom Kristensen’s success rate at Le Mans amounts to 53 percent. In total, the Dane has been on the podium 13 times to date. At four starts, his car did not finish. Thus, ‘Mister Le Mans’ never finished a race in less than third place.
Large crowd: The 90th anniversary of the Le Mans 24 Hours was watched by 245,000 spectators on location – 5,000 more than the year before.
20 from 9: The nine Audi factory drivers in the current Le Mans line-up after the most recent success combine 20 victories in the epic endurance race.
Four times 30: For the 30th time a German manufacturer has won the endurance race at La Sarthe. Loïc Duval is the 30th Frenchman who has decided his home race in his favor. Race cars with a closed cockpit and turbocharged engines recorded their 30th victory as well.
29 trophies: Since 1999, Audi has clinched twelve first, six second and eleven third places – equating to 29 podium positions.
Premiere: Loïc Duval made his debut in the podium ranks. The Frenchman was on the Le Mans grid for the fifth time but, until 2013, had never finished in the top three. On achieving his first podium he immediately took victory.
2 turns into 1: Car number ‘2’ won the Le Mans 24 Hours this year. The competition’s history had previously seen a subsequent winner in car number ‘2’ six times, among them an Audi in 2008 and 2011.
Second victory: The Audi R18 e-tron quattro with chassis number ‘302’ previously decided the Silverstone 6 Hours in its favor and has now won the Le Mans 24 Hours.
Third victory: Audi has remained unbeaten in the first three WEC races of the 2013 season at Silverstone, Spa and Le Mans.
Fourth victory: Including the success at the Sebring 12 Hours the Audi R18 has clinched itsfourth sports car victory this year.
Eighth victory: For the eighth time since 2006 a race car with diesel power has won the Le Mans 24 Hours. Audi recorded seven of these wins (R10 TDI: 3; R15 TDI: 1; R18 TDI: 1; R18 e-tron quattro: 2).
22nd victory: Michelin, Audi’s tire partner, has achieved the 22nd success on home ground.
64 tires: The victorious number 2 Audi R18 e-tron quattro covered the distance on 16 sets of tires. Individual sets of tires were used for up to four stints.
Clear dominance: Whereas there were 19 race leaders last year, there were only six this year. On344 laps of the 348 ones completed, Audi was running in front. From 21:47 – in other words just before the beginning of the eighth hour of the race – number ‘2’ with Loïc Duval/Tom Kristensen/Allan McNish defended its position at the front of the field.
Another ‘grand slam’ of motorsport: As in 2011 and 2012, Audi recorded the best time in qualifying, the fastest race lap plus overall victory at Le Mans.
New technologies: The digital inside mirror with an AMOLED display and the LED headlights with matrix-beam technology and integrated cornering light are two forward-thinking technologies in the Audi R18 e-tron quattro with the potential of future use in production automobiles.
Successive effect: Since 2010, Audi has won at La Sarthe four times in succession. Only between 2004 and 2008, the brand was even more successful with a string of five wins.
Long neutralizations: Twelve times the safety car took command of the track. This amounted to a total race interruption of five hours and 27 minutes. The year before, the race had only been interrupted for 2:22 hours.
Short distance: These interruptions, combined with the unsteady weather, were the decisive reasons why the winners only covered 348 laps this year. They equate to a distance of4,742.892 kilometers and an average speed of 197.446 km/h. Ever since Audi has been competing at Le Mans, these numbers were lower only once. Due to heavy rain the race distance in 2001 was only 4,367.2 kilometers for the winners Frank Biela/Tom Kristensen/Emanuele Pirro in the Audi R8.
Eight times on pole: Audi started from the top spot on the grid at Le Mans for the eighth time. Loïc Duval achieved the best time. In the race, André Lotterer drove the fastest lap.
High arrival rate: 42 of the 56 participants that had started the race at Le Mans saw the finish line – in other words exactly three quarters of the field. Last year, the retirement rate of 41 percent was higher by 16 percentage points. At Audi, the retirement rate was 0 percent, the same as last year. All three hybrid sports cars saw the finish.
The right choice: The most hopeful French talents are rewarded with the Prix Jean Rondeau at Le Mans. In 2002, the award went to Benoît Tréluyer and in 2008 to Loïc Duval. Both subsequently became overall winners at Le Mans with Audi.
Audi has won a very emotional 81st Le Mans 24 Hours. During this past weekend Audi Sport Team Joest gave the Four Ring their twelfth overall victory at La Sarthe. The #2 R18 e-tron quattro came home first with "Mr Le Mans" Tom Kristensen, Allan McNish and Loïc Duval. The strong challengers from Toyota finished in second place with their #8 TS030 Hybrid.
The 2013 Le Mans will also be remembered for the tragic loss of one of the motorsport world's best GT drivers. Allan Simonsen's death took the whole world by surprise. The Danish driver lost his life after a severe crash with his factory run Aston Martin Racing Vantage (GTE-Am), just a few minutes into the race. The podium too was full of emotions, first Le Mans legend Jacky Ickx and later Tom Kristensen, who dedicated his ninth Le Mans victory to his fellow Danish driver.
Below we have included the highlights of the race from Audi tv.
They could hardly be any more different – the Audi RS 5 DTM and the R18 e-tron quattro. Still, there are some things which both race cars from Audi’s factory programs in the DTM and WEC have in common. Plus, both are pursuing the same aim – success.
There was a time when a touring car was an optimized production model. Audi often proved that it is possible to be successful in motorsport with such cars. In 1990 and 1991, the Audi V8 quattro won the DTM twice in succession. No other automobile manufacturer had achieved this feat before. The Group A race cars were created on the basis of a production Audi V8. The following years again showed that a good production touring car provides a viable base for great success in racing. The Audi 80 competition and the Audi A4 quattro, prepared according to Super Touring Car regulations, won titles for Audi worldwide.
Since the 2000 season, different rules have applied in the DTM – a kind of touring car prototype took the place of production concepts. Although the Audi A4 DTM resembled the volume production model it was based on a steel space frame and relied on mechanical systems strictly designed for racing in all areas such as the suspension, aerodynamics, the engine and the transmission. Audi won the DTM Championship with it five times.
In 2012, new rules were introduced yet again while the idea of a pure race car concept has been retained. A carryover-parts-principle for the three manufacturers involved in the DTM prescribes a large number of shared component assemblies. For example, the carbon fiber monocoque including the steel roll cage is identical for the Audi RS 5 DTM and its competitors.
Basically, these touring cars rely on a material in a central, stressed component that has been used as the standard material for Audi’s sports prototypes since 1999: carbon fiber reinforced plastic (CFRP). The material is comparable but the results differ. In the DTM, the monocoque consists of carbon fiber up to the belt line. Above it, a rugged steel cage protects the driver and serves as the mounting point for the bodywork and other parts. Six carbon fiber elements – one each at the front and rear – additionally absorb the impact energy in accidents. Since 2000, individual tubular steel frames and a CFRP cockpit were standard in the DTM.
In the Audi R18 e-tron quattro sports car, the entire one-piece monocoque is made of carbon. While the cost-optimized DTM design weighs around 130 kilograms, the performance-optimized sports car cell tips the scales at less than half of this weight. By taking the step in favor of an identical monocoque the DTM has clearly progressed in terms of passive safety.
Even though the number of almost 60 carryover parts between the three manufacturers in the DTM appears to be small, the effects should not be underestimated. “The monocoque is a particularly large component,” emphasizes Dr. Martin Mühlmeier, Head of Technology at Audi Sport. “The transmission and the drive shaft are identical. For the suspension, the mounting points are severely limited and the material is specified. For the engine, a minimum weight is prescribed.” By contrast, the Audi R18 e-tron quattro offers a lot of engineering freedom. There are no carryover parts, different types of internal combustion engines such as gasoline or diesel units are allowed, the number of cylinders may vary and the regulations provide a lot of latitude with respect to numerous other parameters. Similarly, the limitations imposed on the chassis are much smaller as well.
“By the same token, we’ve got a lot of freedom with the Audi R18 e-tron quattro in terms of aerodynamics too,” says Dr. Mühlmeier. “In the DTM, the underfloor is geometrically specified, from the front to the rear diffusor. The same applies to the rear wing.”
The direct comparison between both cars is crystal-clear for the Head of Technology: “The number of variables is significantly lower for a DTM race car. The regulations have deliberately reduced the complexity of the car. As a result, the manpower required to construct the race car, in simulation and in further development is clearly lower.”
At Audi Sport, both projects benefit from each other nonetheless. “We use the same programs for aerodynamics calculations by means of computational fluid dynamics (CFD) and in engineering design with the finite elements method (FEM),” explains the engineer. “The departments and the employees that deal with many of the various questions arising in the DTM and LMP are the same.” Special developments, though, are necessary to develop and test the hybrid system of the R18 e-tron quattro.
“Despite all the differences between the race cars, at Audi, we’ve repeatedly been able to use synergies benefiting both projects for years,” stresses Dr. Martin Mühlmeier.
14 years have passed since Audi competed at Le Mans for the first time. The first LMP sports car in 1999 was an Audi R8R. Today, the brand relies on the Audi R18 e-tron quattro. There is a world of difference between these two models. Dr. Martin Mühlmeier, Head of Technology at Audi Sport, has accompanied the development of the sports prototypes back then and today. A look beneath the carbon fiber skin of the race cars brings back memories of exciting developments in all areas.
Not even the mathematical calculation methods have remained the same,” says Dr. Martin Mühlmeier, Head of Technology at Audi Sport, recalling the transition period shortly before the start of the new millennium. Until 1998, all Audi race cars were still based on steel structures. Except for the 1989 Audi 90 IMSA GTO, all rally models and touring cars were directly derived from production models. “The 1999 R8R was our first concept with a stressed CFRP structure. This material exhibits a completely different behavior. While metallic materials bend or break in a crash, carbon fiber collapses. Consequently, the calculation methods used here are totally different.”
In the early phase, Dallara assisted with their experience. The Italian company acquired its expertise over many years as a constructor of ‘monoposti’ (open-wheelers) and sports prototypes. “Audi Sport subsequently entered the field of CFRP on its own,” Dr. Mühlmeier goes on to explain. “We implemented this know-how, strengthened our resources by recruiting highly skilled personnel and developed proprietary calculation methods. This soon made it possible for us to calculate structures, strength and crash behavior in-house.”
When comparing the 1999 R8R and the R18 e-tron quattro, 14 years of progress in all areas become evident – starting on the outside. The first car featuring a roadster concept, which laid the foundation for the ‘R’ being used in the name of the ‘R8’ model range abbreviation, looks pretty plain by today’s standards. But how can progress be measured?
Dr. Mühlmeier cites weight as an impressive example: “With the R8R we met the prescribed minimum weight of 900 kilograms with relatively high accuracy. Today, an R18 e-tron quattro that tips the scales at 915 kilos weighs almost the same. However, it is powered by a diesel engine, which is heavier due to its basic design, has a closed cockpit and contains a complex hybrid system. Still, it remains below the minimum weight. That’s why we can work with ballast weight on the set-up.”
How are such major strides achieved? “When we were developing our first car, a steel roll bar was typically used,” recalls Mühlmeier, who has a PhD in engineering. “As of 2000, an integrated CFRP roll bar was implemented. Since 2011, we have been fielding the R18 with a closed monocoque that is completely made of CFRP and features a one-piece design.” In the case of the body, a lot has changed as well. The first skin was designed for relatively high robustness and permitted severe body contact in duels. Now, the body consists of a very thin-layered carbon construction. The steering system is another example. In 1999, power steering was still a hydraulic system supported by the engine. Since the R10 TDI, which made its debut in 2006, the driver’s work at the wheel has been electrically assisted.
ultra-lightweight design, which achieves significant savings in current Audi production models, is desirable in all areas of racing. The suspension of the LMP sports prototypes has become notably lighter. The lithium-ion battery that has been used since the 2009 R15 TDI saved 7 kilograms of weight compared with a lead battery. One of the major single steps the engineers achieved concerned the carbon fiber transmission: Since 2012, Audi has been saving a double-digit number of kilos in just one step.
At the same time, the engineers improved the efficiency of the entire race car. Aerodynamically, the R18 e-tron quattro is a lot more efficient than the first model. Engine technology has even seen true leaps in efficiency. Not only the switch from gasoline to diesel engines in 2006 represented a major step, as the current V6 TDI engine makes very favorable fuel consumption possible. More than 20 percent fuel savings have been achieved in the diesel era. Next season, a fundamentally different set of regulations will place an even greater focus on efficiency.
But Audi has not only clearly progressed in terms of technology but also with respect to manpower. Today, a total of 250 employees are working for Audi Sport at the Ingolstadt and Neckarsulm locations. Under the direction of Audi Head of Motorsport Dr. Wolfgang Ullrich, they take care of the factory-backed motorsport commitments in the DTM and in the FIA World Endurance Championship (WEC). For 2013, new responsibilities have been established. Dieter Gass, as Head of DTM, is responsible for the program with the Audi RS 5 DTM. Chris Reinke, as Head of LMP, manages the sports car program with the Audi R18 e-tron quattro. Both report directly to Dr. Ullrich, who has overall responsibility for all factory-backed programs.
The development of the seven generations of LMP race cars
Audi R8R (1999) On its debut, Audi opted for a conventionally designed sports car. A V8 bi-turbo unit powered the mid-engine race car. Its water radiators were installed at the front. At both the Sebring 12 Hours and the Le Mans 24 Hours, Audi celebrated a podium finish with the roadster. Its opponents at La Sarthe back then were the factory teams of Mercedes-Benz, Nissan, Toyota, BMW and Panoz.
Audi R8 (2000–2005) Audi’s so far most successful sports prototype owes its list of 63 victories in 80 races to its concept, as well as to its long life. Five of the sports car’s six runs at Le Mans ended in victory, despite increasingly severe limitations imposed on power and performance by the regulations. In addition to constant further development of aerodynamics, the engine changed as well. In 2001, TFSI gasoline direct injection made its debut.
Audi R10 TDI (2006–2008) Unbeaten – this is the strong track record of the Audi R10 TDI at Le Mans. Visually, the revolutionary car still bore some resemblance to its predecessor, the R8. But the V12 TDI engine with more than 650 hp was a pioneering achievement. From the cooling system to the wheelbase, from the axle load distribution to the aerodynamic concept, every area was affected by the diesel revolution.
Audi R15 TDI (2009–2010) Audi’s last open sports car to date secured its entry in the history books. In 2010, Audi set a new distance record with the innovative roadster at the Le Mans 24 Hours. Its V10 TDI engine paved the way for VTG turbocharger technology in racing, its lithium-ion battery and LED high-beam headlights rang in a new era in other areas as well.
Audi R18 TDI (2011) Audi ultra-lightweight technology was embodied by the R18 TDI in an exemplary way. The engineers created a lot of reserves for ideal positioning of ballast weight. Thus, the sports car powered by a V6 TDI engine excelled in delivering well-balanced handling. The closed sports car won one of the most thrilling Le Mans races in recent history with a 13.854-second advantage.
Audi R18 e-tron quattro (2012) Visually a close relative of the R18 TDI, the R18 e-tron quattro carried the next revolution under its bodywork. The V6 TDI engine continued to drive the rear wheels. A hybrid system at the front axle completed the powertrain. A flywheel accumulator stored the recuperated energy and supplied it to the front wheels again on acceleration. The prototype immediately won the race.
Audi R18 e-tron quattro (2013) In 2013, Audi is relying on an evolution of the revolution. The hybrid sports car has a more efficient hybrid system, new details and modern assistance systems such as the digital inside mirror and LED headlights with matrix-beam technology. Specifically for Le Mans, Audi has developed a new overall aerodynamics concept. The long-tail body catches the eye. Now, the bodywork is flush with the rear wing.
Ingolstadt/Le Mans, June 23, 2013 – In a dramatic race, Audi achieved its twelfth victory at the Le Mans 24 Hours. Quotes on the triumph of the Audi R18 e-tron quattro in the world’s most important endurance race.
Dr. Wolfgang Ullrich (Head of Audi Motorsport): “That was the most difficult race I’ve experienced in my 15 Le Mans years. One reason, no doubt, was having to see a young race driver from Denmark lose his life this weekend. We’re feeling with his family. But the race itself was unusual too. For 24 hours straight, our drivers had to cope with changeable weather and adjust to new conditions over and over in a very short period of time. Consequently, the team in the pits and along the pit wall didn’t have any time to rest – I can’t recall ever having experienced anything quite like this. The entire squad showed an incredible performance in an extreme situation this weekend – I’m proud to be a part of it.”
Chris Reinke (Head of LMP): “After a dramatic beginning, we had a great battle on track. Various technologies competed against each other in the most difficult weather conditions and fought an open battle all the way to the final hours. We’d expected such a race and were extremely well prepared for it – so the Audi R18 e-tron quattro deserved mounting the very top of the podium today.”
Ralf Jüttner (Technical Director Audi Sport Team Joest): “This was the craziest Le Mans we’ve ever experienced in terms of the weather and the safety car periods. You never knew what the deal was. But it was an incredible thrilling race all the way to the end. We had an absolutely flawless car and that was enough to beat Toyota. We knew before the race that to beat such an opponent everything had to fit. With our number’2’ car, this was the case. Congratulations to Tom (Kristensen) on his ninth victory and to Allan (McNish) on his third success at Le Mans. I’m also happy about Loïc (Duval) being able to celebrate his first victory here. This evokes unique emotions. ‘Thank you’ to Audi Sport and of course to my whole team, including the guys from the other two cars. They all worked hard for this success. Unfortunately, number ‘3’ had enemy contact and thus dropped back. Our number ‘1’ was even the fastest car in the field but was simply unfortunate with some damage. That goes to show that it also takes luck to win here. Congratulations to Toyota, who forced us to fight a fierce battle. That deserves respect.”
Loïc Duval (Audi R18 e-tron quattro #2): “Le Mans is a great race that evokes so many emotions and is so tiring. Now I’ve really got to restrain myself to keep from shedding tears. It was a difficult race in which we unfortunately lost someone (Allan Simonsen). Since last year, the whole team has been giving everything and prepared an outstanding car for us. This is my first Le Mans victory – together with Tom Kristensen and Allan McNish. A really great moment in my career!”
Tom Kristensen (Audi R18 e-tron quattro #2): “For me, Le Mans was filled with very personal emotions this time. I’m proud to drive for the world’s best team. This applies to all team-mates, all employees in Ingolstadt and Neckarsulm and for Audi Sport Team Joest. They make it possible for us to realize a dream. Now this dream has come true again – winning the fastest and toughest race under the direction of Dr. Wolfgang Ullrich. Unfortunately, we lost someone yesterday (with Allan Simonsen) who had the same dream. He was a very modest and nice person. That’s why I’m experiencing highs and lows this time. With respect to my ninth victory: I’m driving with determination and the ambition my father inspired in me. He died in March. Before his death, he told me that I’d win Le Mans this year with my team-mates. I’m hoping that one day I’ll be able to celebrate another victory with Loïc and Allan that I can dedicate to my father. Because this Le Mans success I’m dedicating to Allan Simonsen.”
Allan McNish (Audi R18 e-tron quattro #2): “Our pace was right this year. The 2013-specification Audi R18 e-tron quattro is simply very, very good. The engineers did a perfect job in the winter. We were here on the test day. Loïc Duval’s lap time and the confidence that Tom Kristensen and I had in the car gave us a good feeling. That’s why for us it was about being careful and driving a clean race throughout – without additional pit stops. Except for a puncture on Tom’s stint our run was perfect for 24 hours straight. There aren’t too many races like that at Le Mans. And we had strong competition in the form of our ‘sister car’ and by Toyota.”
Lucas di Grassi (Audi R18 e-tron quattro #3): “I drove at Le Mans for the first time. The track is really unique. It’s very fast and incredibly difficult to learn and to understand as well. But the atmosphere, the fans and the effort that all the teams invest into this one race are impressive. You can feel the great confidence which Audi has in us. Especially for me as a newcomer, the race wasn’t easy. But I gave my best. We even finished on the podium, which is really a great feeling. I learned a lot and would very much like to run here again in the future.”
Marc Gené (Audi R18 e-tron quattro #3): “What a fantastic result for Audi. Unfortunately, our squad lost two laps at the beginning of the race due to a damaged tire valve. As a result, Oliver (Jarvis) had to complete a whole lap on three wheels. Afterward, we benefited from a safety car period to repair the car. Congratulations to our Audi winners as well as to Toyota on a great race and to my team-mates Lucas (di Grassi) and Oliver, who drove a good race in difficult conditions.”
Oliver Jarvis (Audi R18 e-tron quattro #3): “The whole race was very difficult. Fortunately, my team-mates handed the car over to me in a promising position. We knew that to finish on the podium we had to give everything. And that’s exactly what we did in the final 18 hours. We watched the distance to the Toyota and knew that we’d have to be at least 1.2–1.4 seconds faster per lap to catch up to it. I always drove at the limit, which wasn’t easy as the conditions kept changing. That was very challenging because in front of a turn you never knew what was awaiting you. It was arguably the most difficult race I’ve contested so far. I’m happy about third place. But it’s also a bit frustrating that we lost two laps due to a collision. ‘Well done’ to the team of Audi’s car number ‘2.’ Tom, Loïc and Allan They drove a flawless race. But I congratulate Toyota as well, who were a strong rival.”
Marcel Fässler (Audi R18 e-tron quattro #1): “Congratulations to the whole squad of the winning car. They had a flawless weekend, were always super-fast and therefore deserved winning. Unfortunately, we had a small technical problem that caused us to lose a lot of ground. Afterward, we attacked. The car was perfect and we really enjoyed it. We made up a bit of ground but unfortunately it wasn’t enough to be able to attack again at the very front. But that’s secondary – the most important thing is that Audi won.”
André Lotterer (Audi R18 e-tron quattro #1): “This is a great day for Audi. Congratulations to the team of number two. I’m particularly happy for Loïc (Duval), because he’s been a good friend of mine for a long time. I recommended him to Audi Sport and it’s fantastic that he managed to clinch this success. But the ninth Le Mans victory by Tom (Kristensen) is an impressive achievement as well. For us, the race took an unfortunate course. That was a shame because we had an absolutely fast car. Unfortunately, we lost the lead due to a technical problem. Afterward, Ben, Marcel and I gave everything again but with a twelve-lap gap, it’s very difficult to advance again to the far front. The main thing is that an Audi has won. We’ll try it again next year.”
Benoît Tréluyer (Audi R18 e-tron quattro #1): “This was a particularly tough 24-hour race at Le Mans this year. The entire squad did a superb job and we had an outstanding car. But to win here, simply everything’s got to fit – and it didn’t in our case this year. We were simply lacking the necessary fortune. Otherwise we could no doubt have been in contention for victory here. ‘Well done’ to the team of our sister car designated as number ‘2’ that drove a great race and clinched the well-deserved victory for Audi.”
