Audi R8 LMS MY2016 Handbook v1-2018

Handbook
Audi R8 LMS
MODIFIED TO COVER 2018
Contents
Contents
List of Images ........................................................................................ 4

List of Abbreviations ............................................................................... 6
Miscellaneous ........................................................................................ 7
Car Views .............................................................................................. 8
000 – Air Jack and Fire Extinguisher ........................................................ 11
000 - 1 Air Jack System ............................................................................ 11
000 - 2 Fire Extinguisher System 596 ........................................................ 14
100 – Engine Ancillaries, Oil Tank and Water Cooler ................................. 18
100 - 1 Drivetrain .................................................................................... 18
100 - 1.1 Engine ................................................................................... 18
100 – 1.2 Engine Lubrication ................................................................. 20
100 – 1.3 Engine Cooling System ........................................................... 24
100 - 1.3 Clutch - Flywheel .................................................................... 29
200 – Fuel Cell and Exhaust System ........................................................ 30
200 - 1 Fuel Cell ...................................................................................... 30
200 – 1.1 Refuelling Valve Service Instructions ....................................... 30
200 – 1-2 Service Instructions Refuelling Coupling .................................. 33
300 – Gearbox, Drive Shafts and Ancillary Components ............................ 36
400 – Front Axle, Anti-Roll Bar, Dampers and Steering ............................. 40
400 – 1 Filling / Bleeding Steering System ................................................. 40
400 – 2 Miscellaneous .............................................................................. 42
400 – 2.1 Suspension Geometry Curves .................................................. 44
400 – 2.2 Springs ................................................................................. 46
400 – 2.3 Anti-roll Bars ......................................................................... 47
400 – 2.4 Damper / Ride Height Adjustment ........................................... 49
400 – 2.5 Camber Adjustment ............................................................... 54
400 – 2.6 Toe Rods / Toe Adjustment ..................................................... 56
400 – 2.7 Brake discs ............................................................................ 57
500- Rear Axle, Anti-roll Bar and Dampers .............................................. 63
600- Brake Pipes, Brake Cooling Ducts, Wheels and Tyres ......................... 64
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Contents
700- Pneumatic Gearshift and Pedals ..................................................... 65

700 - 1 Pedals ......................................................................................... 65
700 - 1.1 Longitudinal Adjustment Pedal Unit ........................................ 65
700 - 1.2 Throttle Pedal ........................................................................ 69
700 - 1.3 Brake Pedal ............................................................................ 74
800- Bodywork, Chassis Parts, Seat and Air Conditioning .......................... 77
800 - 1 Seat ............................................................................................ 77
800 - 1.1 Homologation ........................................................................ 77
800 - 1.2 Seat Sizes .............................................................................. 79
800 - 1.3 Cushions ................................................................................ 80
800 - 1.4 Additional Inserts................................................................... 81
800 - 1.5 Shoulder Strap Mounting ........................................................ 82
801- Aerodynamics .............................................................................. 83
801 - 1 Aero Set-Up Sheet ........................................................................ 83
900- Electric and Data Acquisition .......................................................... 87
900 - 1 Software...................................................................................... 87
900 - 2 Diagnosis ..................................................................................... 95
901- Engine Warm-Up Procedure / Engine Start ...................................... 98
901 - 1 Preparation before Engine Start .................................................... 98
901 - 1.1 Checking / Adjusting Gearbox Potentiometer............................ 98
901 - 1.2 Checking Engine Oil Level ...................................................... 100
901 - 1.3 Checking Gearbox Oil Level .................................................... 101
901 - 1.4 Fuel, Coolant and Coolant Additive, Steering Oil and Brake Fluid
................................................................................................ 102
901 - 1.5 Preparation Warm Up Procedure / ‘Warm up’ ......................... 104
901 - 2 Warming up / Cooling down the Engine and Gearbox .................... 105
901 - 2.1 Warm up Procedure .............................................................. 105
901 - 2.2 Cooling Down Procedure ....................................................... 106
902 – Service and Maintenance Contacts ............................................... 107
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List of Images
List of Images
Image 1: Adding Engine Oil during Endurance Races ..................................... 22

Image 2: Scheme of Cooling System ............................................................ 24
Image 3: Expansion Reservoir ...................................................................... 28
Image 4: Refuelling Coupling, Service Tool and Molykote 1292 Grease ........... 30
Image 5: Using Service Tool, Refuelling Coupling in Service Position .............. 31
Image 6: Using Service Tool, Lubricating O-rings ........................................... 31
Image 7: Refuelling Coupling and Molykote 1292 Grease .............................. 33
Image 8: Service Tool Decoupled and Unlocked ............................................. 34
Image 9: Service Tool Fitted, Locked and Open ............................................. 34
Image 10: Gearbox – FIA Homolagated Gear Ratios ...................................... 36
Image 11: Gearbox – Clutch Bleed Nipple, Oil Level Check, Inspection Openings
................................................................................................ 38
Image 12: Screw Plug, Adjustable Differential Preload .................................. 39
Image 13: Adjustable Preload ..................................................................... 39
Image 14: Push Rod Thread With Groove Marking......................................... 51
Image 15: Lower Damper Eye in Maximum Permitted Position ....................... 51
Image 16: Characteristic Curve Front Damper 4SA 412 019 B ........................ 53
Image 17: Characteristic Curve Rear Damper 4SA 512 019 C ......................... 53
Image 18: Front Axle Brake Cooling Duct Without Blanking ........................... 61
Image 19: Front Axle Brake Cooling Duct With Blanking ................................ 61
Image 20: Rails with Ratchet and Detent Mechanism .................................... 65
Image 21: Centre Console with Button to Disengage Pedal Unit and Main Switch
to Activate Compressor .............................................................. 66
Image 22: Push Surface on the Pedal Unit Cover ........................................... 67
Image 23: The Two Possible Throttle Pedal Plate Positions ............................ 69
Image 24: Nut to Adjust Spring Preload on Throttle Pedal ............................. 70
Image 25: Standard Setting and Adjustment Direction for Spring Preload on
Throttle Pedal............................................................................ 70
Image 26: Pedal Assembly – Throttle Pedal Damper...................................... 71
Image 27: Adjusting the Throttle Pedal Damper ........................................... 73
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List of Images
Image 28: Basic Setting: Brake Pedal Plate 10 mm in Font of Throttle Pedal
Plate ......................................................................................... 74
Image 29: Setting Brake Pedal Plate 20 mm in Front of Throttle Pedal Plate .. 74
Image 30: Brake Pedal Plate Long Side Left .................................................. 75
Image 31: Brake Pedal Plate Long Side Right ................................................ 75
Image 32: Brake Pedal Plate Height Adjustment ........................................... 76
Image 33: Brake Pedal Plate Angle Adjustment ............................................ 76
Image 34: Audi Safety Seat PS1 ................................................................... 77
Image 35: Shoulder Strap Mounting Below Roll-Cage Tube............................ 82
Image 36: Shoulder Strap Mounting Above Roll-Cage Tube ........................... 82
Image 37: Rear Wing Adjustment Range ...................................................... 83
Image 38: Shift Barrel in Neutral (N) Position ............................................... 99
Image 39: Adjusting the Gearbox Potentiometer .......................................... 99
.............................................................................................. 101
Image 41: Coolant Expansion Reservoir ..................................................... 102
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List of Abbreviations
List of Abbreviations
ARB anti-roll bar

aps Throttle pedal
ath butterfly
cam Camshaft
DDU Digital Display Unit
ECU Electronic Control Unit
FIA Fédération Internationale de l’Automobile
KL Design Position
PDM Product Detail Assembly Instructions
POM Polyoxymethylene
RP Reference Page
TC Traction Control
VO Variant Option
WP Work page
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Miscellaneous
Miscellaneous
The Audi R8 LMS race car was designed and built in accordance with the FIA
technical regulations for GT3 category cars and in accordance with the FIA
homologation.
Homologation number: GT3-038

Homologation date: 01.05.2015
The specification corresponds with the current version of the regulations at the
time of delivery.
The car, including its components and add-on parts, is manufactured exclusively
for the defined purpose in motorsport and must not be used for other purposes
– especially not on public roads.
Information about the handbook
This handbook is for the R8 LMS Generation II and describes the possibilities for
adjustment and certain maintenance work.
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Car Views
Car Views
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Car Views
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Car Views
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000 – Air Jack and Fire Extinguisher
000 - 1 Air Jack System
- When driving, the bleed valve must be open (pulled out) in order to
ensure the air jack piston is fully retracted.
- Working under the car supported only by the air jacks without the chocks
(safeties) is forbidden.
- To prevent damage to the end stops on the piston rods, the air jack should
never be pressurised without lifting the car or alternatively the pressure
must be increased very slowly and in a controlled manner.
- Recommended operating pressure: 40 bar
- Never use cleaning products containing mineral oil.
- Do not dismantle the air jack – the system is pressurised even when
retracted!
- The tightening torque for the grooved nut (to secure the air jack) must
always be checked during a normal car check (spanner check).
- Tightening procedure grooved nut: see PDM 4SA 011 001
- If a loose or incorrectly mounted air jack is identified it must be replaced
immediately.
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- If a new pressure line is fitted to the car, the insertion depth of the tube
must be marked before tightening the union nut.
- Recommended air jack service interval: see PDM 4SA 011 001
- Contact Krontec for service and maintenance (see chapter 902 – Service
and Maintenance Contacts)
- Please refer to the manufacturer’s product description (Krontec) for
additional safety guidelines.
Car lift system
- Car lifting systems can be bought directly from the product manufacturer
Krontec (for contact details see chapter 902 – Service and Maintenance
Contacts).
- ONLY use original parts otherwise damage can occur to the air jack’s
bottom cover or piston rod.
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Lifting the car
- It is recommended to lift the car to the desired level for working using
ONLY a Car lift System.
- Only in exceptional circumstances such as during a race should the car be
lifted on the flat bottom.
In this case, it is necessary to lift the car on the points intended for this purpose
(see red marks).
Front axle: only at the rear mounting point of the front splitter
Rear axle: only at the areas marked yellow on the rear diffusor
Please ensure that a lifting device with a sufficiently large plate is used!
Lifting the car using a vehicle hoist
- The car can be lifted using a vehicle hoist with the arms positioned as
shown in the above picture.
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000 - 2 Fire Extinguisher System 596
The car is equipped with an FIA homologated fire extinguisher system. The
extinguishant is Aerosol. The fine particulate powder used is extremely efficient
and thanks to a special nozzle system is distributed evenly in the car. The
extinguishant is discharged via three nozzles – 2 in the engine bay as well as one
nozzle in the cockpit.
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Technical Data
- Extinguishant: Aerosol KD-A96
- Filling pressure: 36.5 bar / 20 °C
- Operating pressure: Min. 32.5 bar

Max. 41.5 bar
- Net extinguishant weight: 0.5 kg
- Operating temperature range: - 10 to + 60 °C
- Discharge time: Approx. 5 seconds
- Homologation number: EX.014.03 04/03
Checking the Extinguishing System
The fire extinguishing system must be checked and armed each time before an
event where the car is driven on the race track.
The following components must be checked:
- Extinguishant reservoir:
 Operating pressure must not be less than 32.5 bar or exceed 41.5
bar
 The next inspection date must not be exceeded (see service interval
extinguishing system)
- Control unit:
 Set the toggle switch on the control unit to the ‘TEST’ position
 The four LEDs should illuminate afterwards
 Small green LED --> System active
 BATTERY LED --> Battery ok (charged)
 FIRE LED --> Electric circuit to trigger ok
 EXTING LED --> Electric circuit to detonator ok
 If the BATTERY LED does not glow, the two batteries must be
changed (see ‘Changing Batteries’).
 If one of the three remaining LEDs does not glow, the wiring loom
must be checked.
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Activating Extinguishing System
- When the toggle switch on the control unit is set to ‘ON’, the
extinguishing system is operational. Only the system active LED glows.
The fire extinguisher is activated and extinguishant is discharged from the
nozzles by pressing the ‘FIRE’ button on the dashboard or by pulling out
the pip pin emergency fire extinguisher switch located in the front
cover cowling.
- When the racecar is no longer in operation, the fire extinguisher system

should be deactivated. Set the toggle switch to the ‘OFF’ position.
Changing the Control Unit Battery
- Attention: The toggle switch mounted on the control unit must be set in
the ‘OFF’ position.
- Remove the control unit cover and replace the battery. Ensure that the
battery polarity is correct.
- Use only original batteries of specification DURACELL PLUS Alkaline MN

1604 6LR61 9 V or Philipps Alkaline 6LR61 9 V.
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Service Interval Extinguisher System
- Extinguishant reservoir:
The next date for servicing the extinguishant reservoir is printed on the
service sticker (see inspection sticker). The date indicates the latest date
for servicing the extinguishant reservoir. The service interval is 2 years.
See chapter 902 – Service and Maintenance Contacts for contact
information for Kidde-Deugra regarding servicing.
- Detonator:
The detonator has a service life of 3 years after fitting to the
extinguishant reservoir, and a maximum of 5 years after the date of
manufacture.
Date of manufacture:
Script:
Mounting Instructions
- If a new discharge pipe is fitted in the car, the insertion depth of the pipe
should be marked before tightening the union nut.
- Attention: The position and alignment of the nozzles must not be

changed!
- Additional information about the extinguishing system can be found in

the KD-596 extinguisher system instruction manual.
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100 – Engine Ancillaries, Oil Tank and Water Cooler
100 - 1 Drivetrain
100 - 1.1 Engine
a) Technical Data
1. Type V10 FSI – 90 °

2. Displacement 5,204 cc
3. Power Up to 585 hp. Adjustable using air
restrictor
4. Direction of rotation Anticlockwise when looking at the clutch
5. Weight Approx. 220 kg
6. Firing order 1/6/5/10/2/7/3/8/4/9 (cylinder 1 is
front-right in direction of travel)
b) Filling Quantities
1. Engine oil Castrol 10-W60 8,500 ml

2. Coolant Min. 10 % Glycol 13,500 ml
3. Servo oil Castrol 5-W30 1,000 ml
4. Fuel Min. 98 RON
We recommend that the oil levels are checked after every session and refill if
necessary.
Complete exchange of fluids and filters after maximum 6,000 km.
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c) Service & Maintenance
1. Please refer to PDM 4SA 100 021 for 902 – Service and
Maintenance Contacts
2. 10,000 km Minor service - description
3. 20,000 km Major service – description
- The engine must be delivered in a transport box (flight case) with the
following ancillary components:
 Flywheel
 Induction system including butterflies
 Injectors wiring loom
 Engine mounts
 Generator/alternator including complete poly-V-belt system
 Oil pump including pressure (supply) and return pipes
 Fittings for cooling water supply and return
 Do not deliver the clutch, exhaust manifolds or engine wiring loom
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100 – 1.2 Engine Lubrication
The R8 LMS engine is equipped with a dry sump lubrication system. The oil tank
is located in the engine bay.
Engine cooling is made via an oil-water heat exchanger and an additional oil
cooler mounted in the sill on the left hand side of the car.
a) Engine Oil
Castrol EDGE FORMULA RS 10W-60 or Castrol EDGE TITANIUM FST 10W-60

Part number V31 748 009 --> 5 litre bundle
b) Oil Level Measurement
1. Position the car on a level, flat surface

2. Run the engine until the engine oil temperature reaches 100 °C –
110 °C (see chapter 901- Engine Warm-Up Procedure / Engine Start
3. Run the engine at idle speed for approx. 2 minutes
4. Switch off the engine and after approx. 2 minutes check the oil level
5. Oil level in ‘Fill’ range: add 1 litre oil until oil level reaches ‘Do not
fill’ range
6. The oil level should be in the upper third of the ‘Do not fill’ range
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The difference between the minimum ‘Fill’ mark and maximum ‘Do not fill’ mark
is 2 litres.
If the level is too high, oil can enter the air intake system. Do not fill higher than
the maximum ‘Do not fill’ mark.
c) Filling from empty
- Add 7 litres of engine oil

- Run the engine at idle speed for approx. 30 seconds
- Add an extra 1.5 litres of engine oil
- Run the engine until the engine oil temperature reaches 100 °C – 110 °C
(see chapter 901- Engine Warm-Up Procedure / Engine Start)
- Check engine oil level (see 901 - 1.2 Checking Engine Oil Level) and add oil
if necessary
d) Adding Oil during an Endurance Race
1 litre of engine oil should be added after every 8 hours of running in the race.
The engine consumes approx. 1 litre of engine oil per 1,000 km.
Oil pressure dropouts in the WinDarab data acquisition are a clear indication for
the engine oil level being too low.
For this reason, the oil pressure must be carefully checked and monitored in the
data. The oil pressure should not drop below 5 bar when the butterflies are fully
open.
e) Adding Oil during the Race (Accessory)
To add engine oil during the race is recommended to equip the oil tank with a
quick release coupling. Adding oil is made using a pressurised oil bottle. Refer to
the PDM (4SA 115 001) for the individual part numbers.
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Oil fill bottle Quick release coupling
O-Ring 27x1.5
Quick fill dipstick
Image 1: Adding Engine Oil during Endurance Races
After filling the oil fill bottle with engine oil (maximum 1.8 litres), pressurise
the bottle to 6 bar. This is made using a standard tyre valve on the bottom of
the oil fill bottle.
The bottle is fitted with a manometer to check the pressure.
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Attention
The oil filler cap with quick release coupling is part of the endurance
homologation VO (VO -Variant Option).
When using a system, which is homologated together with other systems in a
single VO, the full extent of the homologated components must be used.
Please check the relevant VO in the homologation to ensure the assembly
complies with the regulations.
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100 – 1.3 Engine Cooling System
The R8 LMS GT3 cooling system is specially optimised for use in a racecar.
The maximum cooler performance is only achieved when the cooler is cleaned
and the cooling fins (lamella) are realigned.
Scheme Diagram
Image 2: Scheme of Cooling System
Thermostat
The R8 LMS engine is equipped with a thermostat. The thermostat starts to

open at 85 °C. The thermostat is fully open at 95 °C.
Coolant
The capacity of the cooling system is 13.5 litres.

It is recommended that the coolant additive G13 (part number G013A8JM1) is
used.
The coolant filled at the time of delivery is frost proof to – 20 °C.
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The mixture ratio is 35 % coolant additive to 65 % water.

For all events in hot countries, Audi Sport customer racing recommends that the
additive ratio is reduced from the ex-works value to the ratio of 10 % additive
and 90 % water. This mixture ratio provides no frost protection.
The cooling system must not be operated without coolant additive.
The additive protects all the components in contact with water from corrosion,
reduces cavitation, lubricates the water pump and increases the cooling fluid’s
boiling point.
After reaching operating temperature, the expansion reservoir cap must not be
opened. The system pressure to increase the coolant boiling point would reduce!
Coolant additive mixture ratio:

- 10 % additive / 90 % water --> no frost protection!
- 25 % additive / 75 % water --> frost protection to – 12 °C
Filling the Cooling System
It is recommended that only distilled water is used to mix with cooling

additives. Using distilled water optimises the corrosion protection.
Only fill the cooling system when the engine is cold.
To fill and bleed the cooling system optimally it is recommended that the filling
device VAS 6096 is used.
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Special Tools Required
Cooling system filling device - VAS 6096

Adapter for cooling system tester - V.A.G 1274/8
- Fill the VAS 6096 coolant reservoir with approx. 20 litres of premixed
coolant in the desired ratio.
- Screw the adapter for the V.A.G 1274/8 cooling system tester onto the
coolant reservoir.
- Fit the cooling system filling device VAS 6096 to the adapter V.A.G
1274/8.
- Place the bleed hose (1) into a small container (2).
- The air extracted contains a small amount of coolant, which should be
collected.
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- Close valves A and B by turning the levers perpendicular to the flow

direction.
- Connect hose (3) to the pressurised air.
 Pressure: 6 – 10 bar
- Open valve B by turning the level in the flow direction.
 The suction pump generates negative pressure in the cooling
system, the dial indicator needle must move into the green range.
- Open valve A briefly by turning the lever in the flow direction to that the
VAS 6096 coolant reservoir hose fills with coolant.
- Close valve A.
- Leave valve B open for another 2 minutes.
 The suction pump continues to generate negative pressure in the
cooling system; the dial indicator needle must remain in the green
range.
- Close valve B.
 The dial indicator needle must remain in the green range, if so, the
negative pressure in the system is sufficient for the subsequent
filling.
 Repeat the procedure if the dial indicator needle is below the green
range. If the negative pressure falls, the cooling system must be
checked for leaks.
- Disconnect the pressure hose.
- Open valve A.
 The negative pressure in the cooling system draws the coolant out
of the coolant reservoir VAS 6096 and the cooling system fills.
- Remove the VAS 6096 cooling system filling device from the V.A.G
1274/8 adapter on the expansion reservoir.
- Disconnect quick release fitting 1 and 3.
- Open the bleed nipple on the water cooler until coolant escapes.
- Close the bleed nipple.
- Replenish coolant.
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- Tighten the expansion reservoir cap

 The cap must click audibly and noticeably into position when
closing.
- Only check the coolant level when the engine is cold.
 When the engine is cold, the coolant must be level with the ‘MAX’
mark.
 When the engine is at operating temperature, the coolant level can
be above the ‘MAX’ mark.
Image 3: Expansion Reservoir
If air is still in the system after bleeding, it is recommended that the bleed
nipple on the water cooler is opened with the engine at normal operating
temperature until coolant escapes from the bleed nipple. This procedure should
be repeated until only coolant escapes after the bleed nipple is opened.
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100 - 1.3 Clutch - Flywheel
a) Service and Maintenance
Please refer to PDM 4SA 141 000 for 902 – Service and Maintenance Contacts.
b) Bleeding
1. Attach an empty bleed bottle hose to the clutch bleed nipple

2. Fill the reservoir on the clutch actuator half-full with brake fluid
(spec DOT 3, DOT 4, DOT 4+ (plus), super DOT 4+ (plus), DOT 5.1)
3. Minimum ½ litre extra brake fluid available
4. Open the bleed nipple
5. Pull and release the clutch paddle while adding brake fluid to the
reservoir
6. When no more air escapes from the bleed nipple and after at least
½ litre of brake fluid has been added, pull and hold the clutch
paddle
7. Tighten the bleed nipple
8. Pull the paddle to check the clutch pressure (value should be
between 23 and 28 bar)
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200 – Fuel Cell and Exhaust System
200 - 1 Fuel Cell
200 – 1.1 Refuelling Valve Service Instructions
RFC-88-K-SL and RFC-88-K-FL
We recommend that the coupling O-rings are coated with “Molykote 1292”
grease after every event. Please use the RFC-88-K service tool as described in the
following procedure. The seals, the lubricant and an O-ring mounting tool are
available as kit (part number RFC-88-K service kit) from Krontec. The O-rings
supplied with the kit should be replaced after half a season or 5,000 km. In
addition, we recommend that the coupling should be completely rebuilt after a
complete season or 10,000 km by Krontec (replace all seals, etc.).
We also recommend that the coupling locking mechanism is lubricated regularly

with silicon spray.
Image 4: Refuelling Coupling, Service Tool and Molykote 1292 Grease
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Instructions
Image 5: Using Service Tool, Refuelling Coupling in Service Position
When the service tool is fitted, the valve is pushed downwards. The O-rings are
now accessible and can be lubricated / changed.
Image 6: Using Service Tool, Lubricating O-rings
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Order Number
Service tool: RFC-88-K Service Tool

Service kit: RFC-88-K Service KIT
Complete refuelling coupling service (after 10,000 km or 1 x per season):

- RFC-88-K-FL service (dump churn version)
- RFC-88-K-SL service (refuelling rig version)
Please return the refuelling coupling to Krontec for a complete rebuild.
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200 – 1-2 Service Instructions Refuelling Coupling
RFC-88-TN and RFC-88-N
We recommend that the coupling O-rings are coated with “Molykote 1292”
grease after every event. Use the RFC-88-TN service tool to depress the inner
piston down until the 2 O-rings in the housing are visible. Afterwards the O-rings
can be lubricated and / or changed as required. The seals and lubricant are
available as kit (part number RFC-88-TN service kit) from Krontec. In addition,
we recommend that the coupling should be completely rebuilt after a complete
season or 10,000 km by Krontec (replace all seals, etc.).
Image 7: Refuelling Coupling and Molykote 1292 Grease
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Instructions
Image 8: Service Tool Decoupled and Unlocked
Image 9: Service Tool Fitted, Locked and Open
After fitting the locking ring, rotate clockwise to lock the service tool.
Afterwards, the valve can be depressed. The O-rings are now accessible and can
be lubricated / changed.
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Order Number
Service tool: RFC-88-TN Service Tool

Service kit: RFC-88-TN Service KIT
Complete refuelling coupling service (after 10,000 km or 1 x per season):

- RFC-88-TN Service
Please return the refuelling coupling to Krontec for a complete rebuild.
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300 – Gearbox, Drive Shafts and Ancillary Components
300 – Gearbox, Drive Shafts and Ancillary

Components
a) Technical data
1. Type 6-speed sequential

2. Weight 65 kg
3. Transmission ratio FIA homologated
Image 10: Gearbox – FIA Homolagated Gear Ratios
b) Gearbox Oil
Castrol SAF XJ 75W-140 or Castrol Syntrax Longlife 75W-140 (previously known

as SAF XJ)
Part number V31 748 005 01L --> 1 litre bundle
It is recommended that only gearbox oil approved by Audi Sport customer racing
is used.
Differences in the quality of gearbox oil influence significantly the wear of the
idler and fixed gears as well as the crown wheel and pinion.
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c) Oil Quantities
3.2 litres when oil cooler and oil pipes empty (initial fill when new or after
rebuild).
2.9 litres when oil cooler and oil pipes full (service and maintenance work).
Changing the filter and oil is mandatory after 500 km with a new car and with a
new gearbox. Otherwise, oil and filter change during service or after a maximum
of 6,000 km.
d) Oil Level Measurement

2. To measure the oil level, remove the oil dipstick, wipe dry with a
clean cloth. Afterwards, screw the oil dipstick by hand to the final
position, then remove and check the oil level.
3. After the warming up procedure (tgear – 60°C), the oil level should
be immediately below the ‘MAX’ mark on the oil dipstick.
Attention
If the oil level is too high and/or the car is driven when the gearbox oil
temperature is too low, it is possible that a significant amount of oil will be
discharged from the gearbox breather!
e) Inspection
There are four inspection openings available (A/B/C/D).
The condition and wear of the dogs on the gears and dog rings, and the teeth on
the fixed gears, idler gears, crown wheel and pinion can be checked visibly.
The wear of the above-mentioned components should be checked regularly.
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f) Service and Maintenance
1. Please refer to PDM 4SA 300 001 for 902 – Service and
Maintenance Contacts
2. Gearboxes should be returned for a rebuild after 6,000 km
3. Alternatively, a training course at HÖR-Technologie can be
attended, which enables customers to carry out rebuilds and
maintenance work (special tools required)
4. Rebuilds and training courses are implemented and coordinated in
conjunction with Audi Sport customer racing. Please contact
Kurt Gräfenstein
Kurt1.graefenstein@audi.de
+49 (0) 151 / 421 340 05
g) Differential
1. Preload fully adjustable between 50 and 300 Nm (hot)

2. Adjustment is made via the bolt on the differential housing cover –
remove screw plug in casing – turn the output flange until the
adjustment bolt is visible. Depress preload bolt with special tool
(V03 862 291 AC) and increase preload in clockwise direction. 1 Nm
on the ratchet equals approx. 10 Nm differential preload.
3. Caution: depending on the oil level and position of car, oil can
escape when the screw plug is removed.
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Image 12: Screw Plug, Adjustable Differential Preload
Image 13: Adjustable Preload
Attention
The preload is approx. 100 – 150 Nm at delivery and with new gearbox. It
should be noted that the preload changes significantly before a certain distance
is covered with new clutch discs. Preload must always be adjusted when the
gearbox is warm.
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400 – Front Axle, Anti-Roll Bar, Dampers and Steering
400 – Front Axle, Anti-Roll Bar, Dampers and

Steering
400 – 1 Filling / Bleeding Steering System
Filling Procedure
Fill initially with engine oil (Castrol Edge 5W-30, V31 748 012) to 3 mm above
MAX 20° on dipstick
1. Steer from left to right without engine running.
2. Steer lock to lock 10 times while refilling oil level and until the oil
level remains constant.
3. Start engine (idle speed) and run until the oil level sinks in the
reservoir, afterwards switch off the engine.
4. Refill oil to 3 mm above MAX 20°
5. Repeat procedure points 3 and 4 until the oil level remains
constant.
6. Start engine (idle speed) and check the oil level.
7. When warming the engine, steer repeatedly from lock to lock while
checking the oil level at the same time. Add oil if required.
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Attention
To prevents pressure spikes in the system, do not steer hard against the steering
stops when the steering is at full lock!
Oil level at room temperature between ‘MAX 20° and MAX 20° -3 mm’. Oil level
immediately after turning off engine at operating temperature between ‘MAX
80° - 3 mm and MIN 80°’.
Attention
It is highly recommended that the steering system filling procedure is strictly
observed. Even brief operation of the steering servo pump with insufficient oil
can cause damage. The gearbox must be removed to replace the steering servo
pump.
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400 – 2 Miscellaneous
Parameter Front Rear Comment
Wheelbase 2,700 mm
Track width 1,667 mm 1,670 mm
Michelin 30/ Michelin
Standard tyres
68-18 S9L 31/71-18 S9L
Wheel width /
12.5" x 18" 13.0" x 18"
diameter
Wheel offset 45.65 mm 43 mm
Ride height at design
55 mm 75 mm
height (KL) 1)
Max. Compression 50 mm 50 mm From design level
Max. Droop 30 mm 30 mm From design level
Ratio damper to Damper travel /
0.835 0.808
wheel wheel displacement
Damper length at
436.6 mm 503.4 mm
design level
Roll-centre height at
79 mm 107 mm Above road
design level
Roll-centre change
Per 1 mm wheel
for suspension 0.8 mm 1.1 mm
displacement
movement
Static camber at
-3.0° -2.75°
design level
Camber adjustment
-2.5° to -4.0° -1.5° to -3.5°
range
Camber change for
Per 10 mm wheel
suspension 0.4° 0.4°
displacement
movement
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Anti-dive angle 11.8 ° 10.2° For 390 mm centre

of gravity height
Anti-dive percentage 87 % 50% and 60 % front
brake balance
Anti-squat angle - 0.5 °
Anti-squat percentage - 6%
Steering wheel
Steering rack ratio 6.747 °/ mm - angle / rack bar
displacement
Steering wheel
Overall steering ratio 17 - angle / wheel
angle
Limited by
Max. rack bar travel ± 41.5 mm -
mechanical stop
Max. steering angle at
18.4 ° - Left wheel to left
wheel, turning out
Max. steering angle at Right wheel to
17.7 ° -
wheel, turning in right
1)
…The front or rear standard height or ride height is the distance between the road surface and
the under floor and is given at the front and rear axle centre lines (longitudinal position).
The standard FIA heights or FIA ride heights are the distances between the road surface and the
chassis to the FIA measurement points defined in the FIA homologation.
Design level (abbreviation: KL) is the position or the set-up of the car as shown in CAD. It is only
a reference.
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400 – 2.1 Suspension Geometry Curves
Front axle: Heave
Heave in mm ( - rebound / + bump) 0,25
Toe angle in (- toe out / + toe in)

-30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50 0,20
0,0 0,15
-0,5
0,10
-1,0
-1,5 0,05
Camber angle in
-2,0 0,00
-2,5 -0,05
-3,0 -0,10
-3,5
-0,15
-4,0
-4,5 -0,20
-5,0 -0,25
-5,5 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50
-6,0 Heave in mm ( - rebound / + bump)
180 50
y = 0,8348x
160 40
Roll center height in mm
140 30
Spring travel in mm
20
120
10
100
0
80
-10
60
-20
40 -30
20 -40
0 -50
-30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50
Heave in mm ( - rebound / + bump) Heave in mm ( - rebound / + bump)
Front axle: Steer
1 50
40
0
30
Rack travel in mm
-1 20
Camber angle in
-2 10
0
-3
-10
y = -2,53x
-4 -20
-30
-5
-40
-6 -50
-16 -14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16 -16 -14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16
Steering angle in ( - out / + in) Steering angle in ( - out / + in)
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Rear axle: Heave
Heave in mm ( - rebound / + bump) 0,25
Toe angle in (- toe out / + toe in)

-30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50 0,20
0,0 0,15
-0,5
0,10
-1,0
-1,5 0,05
Camber angle in
-2,0 0,00
-2,5 -0,05
-3,0 -0,10
-3,5
-0,15
-4,0
-4,5 -0,20
-5,0 -0,25
-5,5 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50
-6,0 Heave in mm ( - rebound / + bump)
180 50
y = 0,8005x
160 40
Roll center height in mm
140 30
Spring travel in mm
120 20
10
100
0
80
-10
60
-20
40
-30
20 -40
0 -50
-30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50
Heave in mm ( - rebound / + bump) Heave in mm ( - rebound / + bump)
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400 – 2.2 Springs
The following springs for the car are defined in the FIA homologation
documentation.
Front springs
Spring
Ratio Spring rate at Axle roll Spring free block
Spring rate
(spring / the wheel in stiffness in length in length (coil
in N/ mm
wheel) in N/ mm Nm/ ° mm bound) in
mm
160 112 2,705 143 71
190 132 3,213 139 73
220 153 3,720 136 69
0.835
250 174 4,227 134 72
265 185 4,481 133 69
280 195 4,734 132 71
Rear springs
Spring
Spring
Ratio Spring rate at Axle roll block
Spring rate free
(spring / the wheel in stiffness in length (coil
in N/ mm length in
wheel) in N/ mm Nm/ ° bound) in
mm
mm
190 124 3,019 139 73
220 144 3,483 136 69
250 163 3,958 134 72
0.808
265 173 4,196 133 69
280 183 4,433 132 71
310 202 4,908 130 71
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400 – 2.3 Anti-roll Bars
The following images show the correct lengths of the anti-roll bar drop links.
Front
Rear
Anti-roll Bar Adjustment
Front anti-roll bar

Position 1 (soft) 2 (middle) 3 (hard)
Alignment
ARB rate at
16 N/ mm 28 N/ mm 40 N/ mm
the wheel 1)
Axle roll
775 Nm/ ° 1,360 Nm/ ° 1,940 Nm/ °
stiffness
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Rear anti-roll bar

Position 1 (soft) 2 (middle) 3 (hard)
Alignment
ARB rate at
49 N/ mm 60 N/ mm 69 N/ mm
the wheel 1)
Axle roll
2,385 Nm/ ° 2,920 Nm/ ° 3,360 Nm/ °
stiffness
1)
…Anti-roll bar rate at the wheel to add to the main spring rate at the wheel to determine the
axle roll stiffness (as if the anti-roll bar is rigidly clamped in the middle of the roll-bar tube).
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400 – 2.4 Damper / Ride Height Adjustment
Bump Stops and Packers
The following packers are available:
Thickness Form
2 mm
3 mm slotted
slotted full
5 mm
5 mm full
To install bump stops and packers, the push rod (part with external hex) must
be removed from the piston rod. Procedure as follows:
1. Clean the piston rod thoroughly with iso-propanol
2. Clamp the piston rod using aluminium clamp blocks V03 862 342
AB (Öhlins part number 00727-05, sold in pairs)
3. Before removing the push rod, heat it with a hot air gun.
First mount the bump stops (material: foam) on the side of the damper body. A
full packer should always be mounted between the bump stops and the slotted
packers (material: POM, polyoxymethylene).
To refit the push rod, the threads on the piston rod must be cleaned, apply
Loctite 270 and tighten the push rod to 60 Nm torque.
Damper lengths and static ride height adjustment
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The following images show the fully extended dampers. The lengths can be set
using the push rods.
Front
Rear
Listed in the following table are the maximum and minimum adjusted damper
lengths as well as the default setting for the ride heights at design level.
Front Rear
Extended length – minimum
452 mm 515 mm
adjustable length
Extended length – default 465 mm (for 55 mm 530 mm (for 75 mm

length at design level ride height) ride height)
Extended length – maximum

478 mm 557 mm
adjustable length
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Attention
- It must always be guaranteed that the ride-height is within the permitted

range when measured at the FIA measurement points!
- The maximum adjustable extended damper length must not be exceeded!

A groove on the push rod thread marks the maximum permitted position
(see Image 14). The groove must remain within the lower damper eye!
Image 14: Push Rod Thread With Groove Image 15: Lower Damper Eye in Maximum
Marking Permitted Position
The maximum droop travel can be adjusted using the spring platform on the
damper body. The thread pitch of the spring platform and locking nut is 1.5
mm.
Front axle spring platform Rear axle spring platform

On damper On damper On wheel On damper On damper On wheel
1.00 turn 1.500 mm 1.80 mm 1.00 turn 1.500 mm 1.86 mm
0.56 turns 0.835 mm 1.00 mm 0.54 turns 0.808 mm 1.00 mm
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The ride height can be set on the push rod. The thread pitch on the push rod is 1
mm.
Front axle pushrod Rear axle pushrod
On damper On damper On wheel On damper On damper On wheel
1.00 turn 1.000 mm 1.20 mm 1.00 turn 1.000 mm 1.24 mm
0.84 turns 0.835 mm 1.00 mm 0.81 turns 0.808 mm 1.00 mm
The static corner weights can be adjusted on the spring platform on the damper
body or on the push rod.
Damper Adjustment
The compression setting is adjusted on the gold wheel

marked with ‘COMP’. The rebound setting is adjusted on
the black wheel marked with ‘REB’. Rotate clockwise to
increase the damping forces.
Rotate anticlockwise to reduce the damping forces.
To reset the adjustment, the wheel must be rotated

clockwise to the mechanical stop (position 0). Afterwards,
rotate anticlockwise click by click to open the valve again.
Count the clicks until the desired value is achieved.
Attention
Do not use excessive force to rotate the adjuster wheels. Sensitive sealing
surfaces could be damaged!
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Damper Characteristic Curves

Front Damper 4SA.412.019.B
3000
2500
R1
2000
R5
1500 R9
Force in N (- bump / + rebound)
1000 R13
R17
500
R21
0
0 50 100 150 200 250 300 B1
-500
B5
-1000 B9
-1500 B13
B17
-2000
B21
-2500
-3000
Speed in mm/s
Image 16: Characteristic Curve Front Damper 4SA 412 019 B
Rear Damper 4SA.512.019.C

3000
2500
R1
2000 R5
1500 R9
Force in N (- bump / + rebound)
R13
1000
R17
500 R19
R23
0
0 50 100 150 200 250 300 B1
-500 B5
-1000 B9
B13
-1500
B17
-2000 B19
B23
-2500
-3000
Speed in mm/s
Image 17: Characteristic Curve Rear Damper 4SA 512 019 C
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400 – 2.5 Camber Adjustment
Front Axle
On the front axle, the static camber is adjusted by adding or removing camber
shims between the upper wishbone mounting and the upright. A change in
camber also influences the toe angle. For this reason, the toe angle must be
corrected by adjusting the toe rod length. See table below.
Toe rod
Camber Camber Thickness of Toe rod length
Adjustment length
change in change in adjustment correction in
shim colour correction in
degrees minutes shim flats *)
mm
blank /
0.25 ° 15' 1.0 mm 0.4 mm 1.5 flats
metallic
0.50 ° 30' Black 2.0 mm 0.8 mm 3.0 flats
1.00 ° 60' Gold 4.0 mm 1.6 mm 6.5 flats
*)…1 Flat equals 60 ° (hexagonal as reference). The values in the table are rounded to 0.5 flat.
Rear Axle
On the rear axle, the static camber is adjusted by adding or removing camber
shims between the upper wishbone mounting and the upright, and between the
toe rod mounting and the upright.
The static camber can be adjusted without influencing the toe angle. To achieve
this a pair of camber shims must be changed – which means the same coloured
shim must be fitted to the toe rod and the upper wishbone.
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Thickness of
Camber Camber Thickness of
Adjustment adjustment
change in change in adjustment shim
shim colour shim on
degrees minutes toe rod
wishbone
blank /
0.25 ° 15' 1.3 mm 0.4 mm
metallic
0.50 ° 30' Black 2.6 mm 0.8 mm
1.00 ° 60' Gold 5.2 mm 1.6 mm
Front axle Rear axle
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400 – 2.6 Toe Rods / Toe Adjustment
Toe Rod Lengths
The following images show the toe rod lengths for zero toe at design level (ride
height and static camber).
Front
Rear
Toe Adjustment
Toe rod front axle
Toe change in Toe change in

Turns Change in length
degrees minutes
1 flat 0.25 mm 0.11 ° 6.5'
1 turn 1.50 mm 0.66 ° 39.0'
Toe rod rear axle
Toe change in Toe change in

Turns Change in length
degrees minutes
1 flat 0.33 mm 0.10 ° 6.0'
1 turn 2.00 mm 0.60 ° 36.0
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400 – 2.7 Brake discs
It is highly recommended that the brake discs and pads are bedded according to
the instructions issued by Brembo (see below). Bedding should prevent the
creation of cracks in the discs and pads and increase the durability. It cannot be
guaranteed that shorter versions of the bedding procedure will produce the
same level of safety and service life of brake discs and pads.
Bedding (source: Brembo Bedding Procedure V1.6)
In contrast to normal organic materials RB330, 340 & 350 show a different
behaviour during the bedding procedure, characterised by very high initial mu
that decreases to a stable level (a bit lower than the first stops). No
modifications in bedding procedures are needed moving from standard organic
pads to these ones; the bedding is mainly useful for the preparation of the disc
rather than the pad material. For ideal bedding, we suggest a phase with a
progression of constant pressure stops (#35 - 40) at increasing speed avoiding,
as much as possible, rapid deceleration. This procedure helps to build a uniform
and stable transfer layer that will subsequently ensure the correct friction; in
this phase the pad material is not modified but works to create a deposit on the
disc surface. (This is the reason why pre-bedded pads are not as useful as pre-
bedded discs). Then, a few high energy stops (#4, 5), at higher deceleration, are
needed in order to stabilize the transfer layer and to promote a repeatable
friction profile during use.
Step 1
Check the disc before use, in particular, the surface conditions (roughness,
damages, geometry) and be sure that the fixing of the disc corresponds to the
manufacturer’s drawing (out of plane, float, etc.)
If the disc is used, it will probably be covered by a transfer layer from previous
usage, we suggest, if possible, to clean it (sandpaper above FEPA 600, brake
Version 1 2016-01-01 57 / 113

cleaner or similar) in order to avoid contamination during bedding. Normally,

this operation can be avoided because the RB330, 340 & 350 friction material
are initially very abrasive and able to clean up the disc surface automatically,
though time-to-bed will likely increase.
Step 2
The bedding is a very critical determinant of the life of brake components. An

incorrect or hasty procedure could compromise not only the life but also the
performance of components, especially brake discs. The bedding procedure is
needed essentially to prepare the disc for the race, so the processes involved are
the same if it is made on the track (GT, formula, NASCAR, etc.) or on the road
(Rally, where we suggest to bed on tarmac), it changes just the time. In order to
prevent unpredictable heat transfer on disc surface (uneven disc overheating),
and subsequent thermal deformation (cracks, vibrations) the bedding should be
achieved by application of groups of constant pressure stops (for a total of #35-
40 stops or alternatively 35 - 40 km of mileage) with gradually increasing of the
initial speed (and total brake energy). These brakings must be made well below
the tyres’ adhesion limit (50 - 60 % of the max race pedal pressure) in order to
achieve a corresponding gradually increasing of torques and temperature to the
brake system and promote a regular third layer deposit, the brake cooling must
be such to avoid overheating of the system (air ducts can be closed a bit, max 20
%, if disc temperature is too low). The maximum speed should be defined by the
track/road conditions and car features. During this phase the mu starts high
(0,8 – 0,9) and then decreases till the stabilization level, initial discs
temperatures can reach value close to 500 - 550 °C (*) (a bit less for pads, see
graph). Only at the beginning brake dust could be visible as normal consequence
of the initial bedding process. At the first stops, when the mu is still very high
(typical for RB340-RB350) and the disc/pads matching not yet optimized, the
heat transfer on disc could be uneven with small disc areas at high temperature,
despite the low energetic level of the brakings. At the beginning of the bedding
too strong brakings (high deceleration) must then be avoided, that could create
Version 1 2016-01-01 58 / 113

local overheating on the disc and subsequent distortion on it. The heat
transferred into the disc becomes however higher (high gradient of
temperature) toward the end of the bedding because the disc surface is now
completely and uniformly settled up and the friction efficiency optimized, at this
point no risk of uneven heat distribution and distortion should exist.
Step 3
After the constant pressure brakings and the subsequent layer formation (step
2) a series of #4 - 5 high deceleration stops are desirable in order to set up the
layer and guarantee a correct functioning. To ensure that the bedding has been
done properly a homogenous, dark and slightly shiny layer must cover the
rubbing surfaces of the discs (the observation of the external surface is enough).
Darker stains are allowed and close to the fixing of the disc there may be visible
purple colored areas (indicating spike temperatures above 550 °C, see picture).
Narrow grooves (imperceptible to touch) are admitted, they will not affect the
performance in use. If the disc is too bright the bedding is not completely
finished, and a second and shorter procedure must be done. Pad appearance
should not indicate any mutation except a higher polishing of rubbing surfaces,
too rough surfaces (cracks, crumbling, detachment) could be caused by an
erroneous bedding, with too high thermal gradients.
* A simple way to check the correct temperature after bedding is to use thermo-
paints that turn white when the temperature is reached. Brembo offers a kit
including 3 paints: red up to 630 °, orange 550 ° and green 430 °C (p.n.
02.5711.10).
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Temperature evolution** (sx) and friction profiles (COF vs. speed) during bedding.
** The time is only related to the brake application, it does not refer to the cooling.
Typical appearance of a correctly bedded set of disc/pads (sx) compared to a new one.
Blanking
Attention
Due to thermally induced mechanical stresses, cracks can develop despite
perfectly bedded brake discs and pads. A critical value for the magnitude of
these stresses is the minimum temperature of the brake discs at the beginning
of braking – especially at the end of a very long straight. Subject to circuit
layout, it is therefore necessary to partially blank the brake cooling air ducts.
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Attention
In the majority of racing series’, it is not permitted to use blanking on the
exterior of the bodywork (e.g. using tape on the cooler grille). The blanking
must be made on the inside of the car (see Image 19).
2/3 open
1/3 closed
Image 18: Front Axle Brake Cooling Duct Image 19: Front Axle Brake Cooling Duct
Without Blanking With Blanking
IR temperature sensors can provide information about the critical, minimum

temperatures when in operation.
Brake disc temperature paint can provide information about the maximum
temperatures of the brake discs. The Audi part number for a kit (AP Racing),
containing three colours, is V03 862 443 E.
The brake disc temperatures are in the correct operating window when:
Green > 430 °C turns white completely

Orange > 560 °C the majority turns white
Red > 610 °C slight colour change – at the edge of the brake disc friction
area
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Crack on the edge
Critical cracks (deep, long, straight and Uncritical cracks (thin, short and
continuous, cracks on the edges of the branched, distributed evenly over the
brake discs) entire surface, no cracks on the edges
of the brake discs)
Attention
Check the brake discs regularly for cracks and replace if necessary!
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500- Rear Axle, Anti-roll Bar and Dampers
500- Rear Axle, Anti-roll Bar and Dampers
For current information, see chapter 400 – Front Axle, Anti-Roll Bar, Dampers
and Steering.
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600- Brake Pipes, Brake Cooling Ducts, Wheels and Tyres
600- Brake Pipes, Brake Cooling Ducts, Wheels and

Tyres
No current information.
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700- Pneumatic Gearshift and Pedals
700 - 1 Pedals
The pedal box has a large adjustment range in order to achieve the best possible
ergonomics for drivers of different stature. The individual possibilities are
described below in details.
700 - 1.1 Longitudinal Adjustment Pedal Unit
The seat is bolted firmly to the chassis. The pedal unit is mounted to a sledge
adjustable longitudinally. The adjustment range is 60 mm in 20 mm steps.
Image 20: Rails with Ratchet and Detent Mechanism
To move the pedal unit it must be released. A pneumatic valve as button is

located in the centre console. It activates a small pneumatic cylinder that
disengages the pedal unit.
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Image 21: Centre Console with Button to Disengage Pedal Unit and Main Switch to Activate
Compressor
The compressed air is taken from the compressor for the gearshift. If the car is
not used for a long time, the compressed air reservoir will be empty. In this
case, the MAIN switch in the centre console must be switch on. The compressor
will start to run. As soon as it switches off automatically, there is sufficient
pressure stored in the reservoir to disengage the pedal unit.
The pneumatic valve takes the form of a button in the centre console. This
means that as long as the button is depressed the pedal unit disengages.
A gas pressure cylinder moves the sledge automatically to the rear towards the
driver, who can then move the sledge forwards by pushing the cover below the
throttle pedal plate with the heel of their right foot.
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Attention
Only push the pedal unit forward using the area marked in the image below.
Pushing in other positions (e.g. on the left footrest or the brake pedal) increase
the force required and can cause the unit to jam!
Image 22: Push Surface on the Pedal Unit Cover
When the button is released, two independent springs push the lock into the
detents. If the lock is between two detents, the next closest position can be
selected by releasing or pushing with the right heel. The lock then clicks audibly
into position and the pedal unit is locked in position. Pressing with heel again
checks whether the unit is locked safely and thus ready for use.
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Procedure to Adjust the Longitudinal Position of the Sledge
- Ensure that the pneumatic reservoir is charged with sufficient pressure, or

switch on the MAIN switch and wait until the compressor switches off
- Press the button valve in the centre console
- Move the sledge to the desired position by pushing below the throttle
pedal plate with the heel of the right foot
- Release the button valve in the centre console
- The next closest locking position is achieved by pushing the sledge with
the right heel or by releasing the sledge
- Check that the sledge is securely locked by pushing with the feet
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700 - 1.2 Throttle Pedal
The following adjustments can be made to the throttle pedal:
- Lateral position of the pedal plate
- Spring preload
- Damping
a) Lateral Position of Pedal Plate
There are two positions. The pedal in the left hand image shows the standard
position. The plate can be moved 10 mm to the right to create more space
between the throttle and brake pedal.
Image 23: The Two Possible Throttle Pedal Plate Positions
b) Spring Preload
A long compression spring is installed in the throttle pedal. At one end, a

plunger pushes the pedal against the foot, at the other end there is a threaded
stud with a nut.
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Image 24: Nut to Adjust Spring Preload on Throttle Pedal
By turning the nut (16 mm AF spanner), the threaded stud is moved and the
spring preload changed. The basic setting is shown in the following image. The
pin in the slot shows the actual setting. The pin at the top means the minimum
spring preload is set. The pin at the bottom means the maximum spring preload
is set.
Image 25: Standard Setting and Adjustment Direction for Spring Preload on Throttle Pedal
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c) Damping
The damper of the throttle pedal is located below the cover on the left of the
gas spring used for moving the sledge.
Image 26: Pedal Assembly – Throttle Pedal Damper
The damping is adjustable. The standard setting is completely soft. Changing

the damping is made by rotating the cylinder relative to the piston rod. When
fitted, the damping is adjusted as follows:
- Remove the pedal unit cover (4 bolts)
- Disconnect the spherical bearing of the gas spring used to adjust the
sledge
- Remove the rear mounting bolt of the damper
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- Swing the damper to the right (see Image 27)
- Rotate the damper clockwise --> stiffer damping
- Rotate the damper anticlockwise --> softer damping

While rotating pull lightly on the cylinder so that the adjustment gears engage
in the piston.
When the resistance increases noticeable while rotating stop the adjustment!
Attention
Do not use force to rotate otherwise the adjuster segment in the damper can be
damaged!
Attention
The driver’s foot can get tired if the damper is set too hard.
- Remount the damper using the bolt
- To check the pedal force required press the pedal at different speeds to
simulate throttle application
- Remount the gas spring used to adjust the sledge position
- Refit the pedal unit cover (4 bolts)
- Sit in the driver’s seat and check the force required to press the throttle
pedal. Do this at different speeds to simulate throttle application.
Version 1 2016-01-01 72 / 113

Image 27: Adjusting the Throttle Pedal Damper
Version 1 2016-01-01 73 / 113

700 - 1.3 Brake Pedal
The following adjustments can be made to the brake pedal:
- X Position (longitudinal offset between brake and throttle pedals)
- Y Position (distance to throttle pedal and to left foot rest)
- Z Position and angle (height and angle of pedal plate)
a) X Position
In the standard position, the brake pedal plate is on the same plane as the left
footrest and compared to the throttle pedal plate 10 mm closer to the driver. If
required, the brake pedal can be moved another 10 mm closer to the driver. A
second row of holes is provided in the brake pedal plate for this purpose.
Image 28: Basic Setting: Brake Pedal Plate Image 29: Setting Brake Pedal Plate 20
10 mm in Font of Throttle Pedal Plate mm in Front of Throttle Pedal Plate
Version 1 2016-01-01 74 / 113

Attention
The distance between the pedal plate and the driver should not be adjusted on
the brake master cylinder, otherwise the bell crank geometry changes and the
system can stick in the depressed position!
b) Y Position
To increase the distance to the left footrest or the throttle pedal plate to the
right, the brake pedal plate can be turned through 180°.
Image 30: Brake Pedal Plate Long Side Left Image 31: Brake Pedal Plate Long Side Right
c) Z Position and Angle
The brake pedal plate can be adjusted in both height and angle for drivers with
particularly large or small feet.
Version 1 2016-01-01 75 / 113

Image 32: Brake Pedal Plate Height Image 33: Brake Pedal Plate Angle
Adjustment Adjustment
Version 1 2016-01-01 76 / 113

800- Bodywork, Chassis Parts, Seat and Air Conditioning
800- Bodywork, Chassis Parts, Seat and Air

Conditioning
800 - 1 Seat
Audi PS1
Image 34: Audi Safety Seat PS1
800 - 1.1 Homologation
The Audi PS1 is homologated under the number AS.031.13 (M) and AS.032.13
(L).
This homologation is valid for 10 years from the date of manufacture.
Version 1 2016-01-01 77 / 113

Version 1 2016-01-01 78 / 113

800 - 1.2 Seat Sizes
The Audi PS1 is available in two sizes:
Audi PS1 M – 42A 881 023 D Audi PS1 L – 42A 881 023 E
The width of the M and L seats differs by 35 mm.
Version 1 2016-01-01 79 / 113

800 - 1.3 Cushions
The Audi PS1 is equipped with different thickness Confor CF45 cushions, which
comply with the regulations.
Attention
The cushions are an integral component of the safety concept and are important
to absorb energy during accidents. For this reason, these cushions must not be
removed when making additional inserts to fit the driver!
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800 - 1.4 Additional Inserts
If additional seat inserts must be made to fit the driver, one of the following FIA
homologated foams must be used.
FIA Technical List No. 50
Version 1 2016-01-01 81 / 113

800 - 1.5 Shoulder Strap Mounting
Adjustment Options
The angle of the shoulder straps must comply with FIA guidelines. To fulfil
these guidelines, the shoulder strap mounting must be adapted to suit the size
of the driver. Two possible options can be selected subject to the size of the
driver.
Version A Version B
Below the roll-cage tube (small Above the roll-cage tube (large drivers)
drivers)
Image 35: Shoulder Strap Mounting Below Image 36: Shoulder Strap Mounting Above
Roll-Cage Tube Roll-Cage Tube
Version 1 2016-01-01 82 / 113

801- Aerodynamics
801- Aerodynamics
801 - 1 Aero Set-Up Sheet
Rear Wing Adjustment Range
Marking Pos.
see Fehler!
Ungültiger
Eigenverweis 1 – flat
auf
Textmarke.
B 2
C 3 Image 37: Rear Wing Adjustment Range
D 4
E 5
F 6 - steep
ISO Balance – Table
Ride height
Measured
Configuration Balance Total Total
under the
axles
front rear wing @ front axle downforce drag
[mm] [mm] [Pos.] [%] [%] [%]
6-
High Downforce 55 80 0.1 6.8 4.5
steep
Medium
55 75 4 - - -
Downforce
Low Downforce 58.5 75 1 - flat 0.0 -8.1 -5.5
Version 1 2016-01-01 83 / 113

801- Aerodynamics
Balance – Ride Height Table
Ride height
Ride height set-
Measured under Balance Total Total
up
the axles
@ front
front rear wing downforce drag
axle
[mm] [mm] [Pos.] [%] [%] [%]
Standard
55 75 4 - - -
downforce
Increased FRH 57 75 4 - 1.8 - 1.8 0.0
Increased RRH 55 77 4 0.9 1.2 - 0.2
Balance – Rear Wing Table
Ride height
Rear wing set-
Measured under Balance Total Total
up
the axles
@ front
front rear wing downforce drag
axle
[mm] [mm] [Pos.] [%] [%] [%]
6-
High 55 75 - 2.1 3.8 5.9
steep
Medium 55 75 4 - - -
1-
Low 55 75 3.2 - 5.0 - 5.5
flat
Ensure that the rake (rear axle height – front axle height) is minimum 2 mm at
top speed!
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801- Aerodynamics
Minimum ride height (see chapter 800 - 1.1 Homologation)
Front Rear
- Measured on the floor beneath the axles: 54 mm 54 mm
- Measure on the FIA reference points on the 65.5 mm 128 mm
chassis:
Rear wing position (see chapter 800 - 1.1 Homologation)
Ensure that the Gurney flap – uppermost edge of the rear wing – is within the
homologated dimension at all times!
The position of the Gurney can be checked by using the rear wing jig V03 862
704 CB TEMPLATE REAR WING. If the rear wing is not in the window, the wing
supports must be tilted forwards or backwards in X around the lower mounting
point.
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801- Aerodynamics
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900- Electric and Data Acquisition
900 - 1 Software
RaceCon
BOSCH Motorsport supplies the RaceCon software with which the majority of
functions of the R8 LMS can be parameterised. This includes common functions
such as:
- Creation of display pages
- Lap trigger configuration
- Outing and lap counter configuration
- Pit speed configuration
- Suspension travel calibration (optional)
- Steering angle calibration
- Calibration of engine functions (butterflies, throttle pedal, camshafts)
The R8 LMS is delivered with a ready-to-race RaceCon configuration. Adapting

the display pages and additional functions is not necessary. If changes are
desired and teams are still unfamiliar with RaceCon, please do not hesitate to
contact customer support at Audi Sport customer racing.
a) Going online with the system
To make changes in the RaceCon project a connection with the car must be
created. This is made via the diagnostic plug at the passenger door.
Some factors can be changed offline in the project and subsequently
downloaded to the car after connecting.
The following data can be changed offline:
- Views and configuration of the DDU
- Lap trigger values
- Changes in the logger

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The following changes can only be made online:
- Every calibration or adjustment
- Adapting the pit speed (after changing the value always copy the WP,
work page, to the RP, reference page)
After connecting to the car, a status LED (green, yellow or red) is displayed for
every component listed in the system tree.
Three green status LEDs indicate that the computer configuration matches the
car.
Changes made offline, for example a modified display view, are highlighted with
the yellow status LED. A message window appears automatically and prompts
whether the values should be adjusted (DOWNLOAD) – DOWNLOAD means that
something is written from the computer to the car.
Example
- Offline display changed -> Status yellow

 DOWNLOAD CONFIGURATION
- Offline lap trigger changed -> Status yellow

- Offline logger changed -> Status yellow

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After making changes to the project, which are made online, the configuration
must be downloaded to the car in order to ensure that the computer and car
configurations match.
If the MS6.4-ECU status message is yellow after connecting to the car, this
indicates that changes were made offline, whereby the parameters between
computer and ECU differ.
Afterwards a message asks whether an UPLOAD or DOWNLOAD is desired.
Attention
In this case, a DOWNLOAD should never be implemented, but first an UPLOAD
to load the ECU dataset to the PC. Now it is necessary to make the desired
changes and to copy the work page to the reference page.
The MS6.4-ECU status LED must always be green.
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b) Adapting the lap trigger
c) Resetting the outing and lap counters
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d) Calibration and adjustment
Various elementary functions can or must be adjusted and/or calibrated. For

example, the following variables must be recalibrated after every engine or ECU
change:
- Throttle pedal (aps) via CWAPSADJ

 (also if throttle pedal changed)
- Butterflies (ath) via CWTHRADJ

 (also if one or both throttles changed)
- Camshaft (cam) via CWCAMADAP

 (also if a camshaft sensor changed)
Other variables to calibrate:
- Clutch paddles (aps) left and right via CWCLPADDLExADJ

 (also if steering wheel changed)
- Steering angle sensor CWSTEERCAL
- Damper travel (if available) CWDAMCAL
Attention
No error entries for the relevant interface may appear: E_xxx = FALSE.
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Important: When calibrating or adjusting, every calibration and adjustment can

only be made if the ECU is connected (status green). After calibration, the
calibration conditions must always be reset to FALSE and/or ‘0’.
1. Overview of engine and gearbox temperatures and pressures

2. Calibration camshaft
- Run the engine at idle speed; toil > 65 °C
- Start camshaft adaptation when calibrating condition 15 is

written in the calibration channel CWCAMADAP and
confirmed by pressing ‘enter’
- Wait until the adaptation status (cam_adapt_sate_x)

indicates successful for all camshafts
- If this is not the case, the procedure must be repeated!
- Camshaft adaptation is finished when calibrating condition

‘0’ is written in the calibration channel CWCAMADAP and
confirmed by pressing ‘enter’
3. Calibration linear potentiometer damper (‘define 0’)
- Set calibrating condition of calibration channel from FALSE

to TRUE and back to FALSE
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4. Calibration throttle pedal
- Press the throttle pedal to the mechanical stop (full throttle)

– activate status ‘calibrate full pressed pedal’
- Release throttle pedal and/or do not press – activate status

‘calibrate release pedal’
- Reset status to ‘calibration inactive’

5. Calibration clutch pedal
- Pull right clutch paddle to mechanical stop – activate status

‘calibrate full-pulled paddle’
 Do not pull clutch paddle – activate status ‘calibrate
release paddle’
 Reset status to ‘calibration inactive’
- Pull left clutch paddle to mechanical stop – activate status

‘calibrate full-pulled paddle’
 Do not pull clutch paddle – activate status ‘calibrate
release paddle’
 Reset status to ‘calibration inactive’
6. Checking / basic adjustment gearbox potentiometer
- Set the gearbox potentiometer to 1.2 volts when Neutral (N)

selected; see also chapter 901 - 1.1 Checking / Adjusting
Gearbox Potentiometer
7. Calibration butterflies
- Activate status ‘automatic calibration’
- As soon as the calibration is complete reset status to

‘calibration inactive’
8. Calibration steering angle sensor
- Rotate steering wheel 180° to the left – activate status ‘cal

left’
- Rotate steering wheel 180° to the right – activate status ‘cal

right’
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- Rotate the steering by to the straight ahead positon –

activate status ‘cal middle offset’
- Reset status to ‘off’

9. Adjusting pit speed
- Change the pit speed to the desired value
- Copy work page (WP) to reference page (RP)
Special case pit speed
If the pit speed value is changed, the work page must be copied to the reference
page afterwards.
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900 - 2 Diagnosis
The R8 LMS on-board system architecture provides complete diagnostic

capability of almost every actuator and sensor. As a result, there are several
options available to detect and diagnose errors.
One option is via the RaceCon interface when the ERROR page is selected. This
page displays every monitored variable, which is controlled or received by the
ECU. Ideally, every error entry displays FALSE, which means that there are no
errors.
Occasionally error entries can indicate TRUE, when for example the
corresponding sensor is disconnected (e.g. damper travel and exhaust
temperature).
Several errors can only be diagnosed when the engine is running.
To control single components the option exists to implement checks both before
and during the engine start. In this case, the components are organised
according to their type. In this way, all relevant signal values such as voltage,
opening angle or similar can be viewed at a glance.
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The following page view includes every component that should be checked
before the engine start. For example, calibrations can be checked if they were
successful.
To check every component, the following page view also allows every component
to be checked that requires the engine to be running.
Another option that provides an excellent monitoring function during the engine
start procedure is the information page on the display, which is usually selected
when warming up the car.
Important: Not all errors are displayed on the error page in the dashboard, but
in fact only those required for ideal operation of the car.
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Monitoring values via the display during the engine start procedure is
complemented by another page view in RaceCon. The engine’s actual status is
indicated in the left field of the page. In contrast to the previous page views, the
pressures and temperatures are listed separately, which provides improved
performance when monitoring the most important values.
In addition, the combustion process in the cylinders can be checked in the
lambda and camshaft sensor fields.
The possibility to monitor the car during the engine start procedure internally
via the display as well as externally via the page views significantly reduces the
possibility of overlooking deviating values.
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901- Engine Warm-Up Procedure / Engine Start
901 - 1 Preparation before Engine Start
901 - 1.1 Checking / Adjusting Gearbox Potentiometer
To avoid damaging the gearbox, the gearbox potentiometer setting must be

checked before running the car on track or selecting gears with the engine
running. If necessary, the gearbox potentiometer can be adjusted as described
below.
Checking gearbox potentiometer voltage
1. Turn on the main and ignition switches

2. Select neutral (N) – ‘gear’ value in display must be ‘N’ (rear wheels
can be easily turned by hand)
3. Selected display page 5 (‘startup’ page) and check ‘gearpot’ value
4. The value displayed should be 1.2 V ± 0.03 V
If the ‘gearpot’ value is outside the permitted range, the gearbox potentiometer
must be adjusted.
To check that the gearbox is in neutral (N) and not between gears, the position
of the shift barrel can be checked. The gearbox potentiometer must be removed
to do this. The groove to align the potentiometer must be set at ‘2 o’clock’.
Version 1 2016-01-01 98 / 113

Image 38: Shift Barrel in Neutral (N) Position
Adjustment
1. Loosen the bolts
2. Rotate the gearbox potentiometer until the value ‘gearbox’ in the

display shows 1.2 V
3. Retighten the bolts to 3 Nm
Image 39: Adjusting the Gearbox Potentiometer
Version 1 2016-01-01 99 / 113

901 - 1.2 Checking Engine Oil Level
See chapter 100 – 1.2 Engine Lubrication for information about engine oil
quality and fill level.
Checking engine oil level
2. Run the engine until the engine oil temperature reaches 100 °C –
110 °C (see chapter 901- Engine Warm-Up Procedure / Engine Start
3. Run the engine at idle speed for approx. 2 minutes
4. Switch off the engine and after approx. 2 minutes check the oil level
5. Oil level in ‘Fill’ range: add 1 litre oil until oil level reaches ‘Don not
fill’ range
6. The oil level should be in the upper third of the ‘Do not fill’ range
Version 1 2016-01-01 100 / 113

901 - 1.3 Checking Gearbox Oil Level
See chapter 300 – Gearbox, Drive Shafts and Ancillary Components for
information about gearbox oil quality and fill level.
Checking gearbox oil level
1. Position the car on a level, flat surface.
2. To measure the oil level, remove the oil dipstick, wipe dry with a
clean cloth. Afterwards, screw the oil dipstick by hand to the final
position, then remove and check the oil level.
3. After the warming up procedure (tgear – 60°C), the oil level should
be immediately below the ‘MAX’ mark on the oil dipstick.
Attention
If the oil level is too high and / or the car is driven when the gearbox oil
temperature is too low, it is possible that a significant amount of oil will be
discharged from the gearbox breather!
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901 - 1.4 Fuel, Coolant and Coolant Additive, Steering Oil and Brake
Fluid
Before starting the engine or running the car on track, all fluids must be checked
to ensure the level is correct.
a) Fuel
See chapter 100 - 1.1 for information about fuel quality.
b) Coolant and coolant additive
See chapter 100 – 1.3 Engine Cooling System for information about
quality and coolant levels
c) Checking coolant level

1. When the engine is cold, the coolant level must be at the ‘MAX’
mark – see arrow.
2. When the engine is at normal operating temperature, the coolant
level must be above the ‘MAX’ mark.
Image 41: Coolant Expansion Reservoir
d) Steering Oil
See chapter 400 – 1 Filling / Bleeding Steering System for information

about quality and oil level.
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e) Checking steering oil level

1. Unscrew filler cap
2. Clean the oil dipstick with a dry cloth
3. Screw in the filler cap hand and then remove again
4. Check oil level
5. Oil level at room temperature between ‘MAX 20° and MAX 20° -
3mm’. Oil level immediately after turning off engine at operating
temperature between ‘MAX 80° - 3 mm and MIN 80°’.
f) Brake fluid
See chapter 600- Brake Pipes, Brake Cooling Ducts, Wheels and Tyres for
information about brake fluid quality and fill levels.
Version 1 2016-01-01 103 / 113

901 - 1.5 Preparation Warm Up Procedure / ‘Warm up’
The following preparation must be made before starting the engine for the
warm up procedure:
- Ensure that the complete car is in a drivable condition and the car is on a
level, flat surface
- Remove the engine cover
- Lift the car with the air jack system, fit the air jack chocks (safeties)
- Check all the fluid levels (see chapter 901 - 1 Preparation before Engine
Start)
- The battery must be charged – to check the function of the battery and
alternator the battery charger should be disconnected during the engine
warm up procedure
- Fit the engine start wheel hub adapters on the rear axle
- Check the gearbox-potentiometer voltage value in neutral (N), see chapter

901 - 1.1 Checking / Adjusting Gearbox Potentiometer
- Ensure there is adequate air circulation in the pits / garage
- Switch on main switch and then ignition
- Deactivate ABS and traction control (TC) --> rotary switch to Zero (end
position left)
- Select display page 5 (‘startup’ page)
- Ensure that the gearbox is in neutral (N)
- Ensure that the butterflies (ath), throttle pedal (aps) and clutch paddle
are calibrated, see chapter 900 - 1 Software
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901 - 2 Warming up / Cooling down the Engine and Gearbox
901 - 2.1 Warm up Procedure
1. Ensure that the main switch and ignition are switched on
2. Engine start --> pull the clutch paddle, press the brakes and push
the start button
3. Run the engine at idle speed for 2 minutes
4. Pull the clutch paddle and from neutral select first gear
5. Release the clutch paddle and increase the engine speed to 3,000
rpm
6. Shift up to sixth gear by pulling the right-hand shift paddle – during

this procedure, the engine speed should be kept at a constant
3,000 rpm
7. Heat up the engine and gearbox oil in sixth gear at 3,000 rpm
8. Monitor the engine water temperature (tmot – ‘startup’ display

page), this must not exceed 110 °C (if necessary position a fan in
front of the car)
9. During the warm up procedure check the steering system oil level
while turning the steering from lock to lock, see chapter 400 – 1
Filling / Bleeding Steering System
10. Check if the fan in front of the water cooler switches on when the
engine water temperature reaches 100°C
11. Start the cooling down procedure when gearbox temperature

reaches ~ 60 °C
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901 - 2.2 Cooling Down Procedure
1. Downshift from sixth to first gear, do not apply throttle during this
procedure, with the engine at idle speed (do not activate the clutch)
2. Select neutral using the clutch
3. Check reverse gear engages. To select reverse activate the clutch

and press the ‘REVERSE’ switch in the centre console
4. Select neutral
5. Allow engine to idle for 2 minutes
6. Calibrate camshafts if necessary -> see chapter 900 - 1 Software
7. Check error codes on the display or via RaceCon
8. Switch off ignition, engine stops
9. Wait approx. 2 minutes, after check engine oil level, see chapter
100 – 1.2 Engine Lubrication or chapter 901 - 1.2 Checking Engine
Oil Level
10. Check all fluid levels
11. Check the engine for leakage, damage, electrical errors and / or
wiring loom problems
12. Switch off main switch
13. Check the logged data after the warming up procedure, reset the
outing and lap counter if required, calibrate the damper
potentiometers and steering angle sensors, see chapter 900 - 1
Software
Attention
The electronic gearshift prevents shift errors. If a ‘dog to dog’ situation occurs
during the warming up procedure, the ECU initiates an automatic throttle blip.
This is perceived audibly as the engine revs increase shortly. When downshifting
only use the shift paddle without using the clutch or throttle --> the ECU
controls the clutch and throttle.
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902 – Service and Maintenance Contacts
Service partner contacts
Contact air jack service
Krontec Maschinenbau GmbH Contact

Walhallastrasse 19 Mrs. Eugenia Lonski
93083 Obertraubling
Germany
Tel.: +49 (0) 9401 5253 0 Tel.: +49 (0) 9401 5253 25
Fax: +49 (0) 9401 5253 10
Web: www.krontec.de Email: e.lonski@krontec.de
info@krontec.de
USA
Race Parts Xpress LLC. Contact

4486 Providence Mill Road Mrs. Coleen Piraino
Maiden, NC 28650
USA
Tel.: +1 (0) 828 428 0820

Fax: +1 (0) 828 428 4761
Web: www.rpxpress.com Email: cpiraino@rpxpress.com
Version 1 2016-01-01 107 / 113

Contact fire extinguisher / firing module service
Kidde-Deugra Brandschutzsysteme Delivery address

GmbH
Harkortstr. 1
Halskestr. 30
40880 Ratingen
40880 Ratingen
Germany
Germany
Tel.: +49 (0) 2102 405 141

Fax: +49 (0) 2102 405 129
Web: www.kidde-deugra.com Email: info@kidde-

deugra@utas.utc.com
Contact engine rebuilds
Breuer Technical Development

Avenue de Norvége, 6
4960 Malmedy
Belgium
Tel.: +32 (0) 8079 1550

Fax: +32 (0) 8079 1569
Web: www.btd.be Email: nellybreuer@btd.be
martina@btd.be
Version 1 2016-01-01 108 / 113

Contact gearbox rebuild
HÖR Technologie GmbH Contact

Dr.-von-Fromm-Str. 5
Mr. Richard Grabenbauer
92637 Weiden
Germany
Tel.: +49 (0) 961 6003 0 Tel.: +49 (0) 961 6003 166
Fax: +49 (0) 961 6003 281
Web: www.hoer-technologie.de Email: r.grabenbauer@hoer-

technologie.de
Contact damper service
Öhlins Racing AB
Web: www.ohlins.com Please contact your nearest Öhlins

service partner as listed on the
http://www.ohlins.com/contact/
Öhlins homepage.
distributors/
Contact suspension link service
CP Autosport GmbH Contact

Dornierstr. 7
Mr. Christian Dönges
33142 Büren
Germany
Tel.: +49 (0) 2955 4849 500 Tel.: +49 (0) 2955 4849 515
Fax: +49 (0) 2955 4849 950 Mobile: +49 (0) 170 928 63 12
Web: www.cp-autosport.com Email: doenges@cp-autosport.com
Version 1 2016-01-01 109 / 113

Contact steering wheel service
Mayer Motorsport
Rosenbergstr. 9
92348 Berg
Germany
Tel.: +49 (0) 9189 414143 0

Fax: +49 (0) 9189 414143 9
Web: www.mayer-motorsport.com Email: info@mayer-motorsport.com
Contact brake caliper service
BREMBO S.p.A.
Web: www.brembo.com Please contact your nearest BREMBO

service partner as listed on the
http://www.brembo.com/en/car/
Brembo homepage.
racing-professionals/distributors
Contact wheel inspection
O.Z. S.p.A. Contact

Via Monte Bianco, 10 Mr. Emile Willärts
35018 San Martino di Lupari (PD)
Italy
Tel.: +39 (0) 049 942 3001

Fax: +39 (0) 049 946 9176
Web: www.ozracing.com Email: emile.willaerts
@ozracing.com
Version 1 2016-01-01 110 / 113

Contact gear shift system service
MEGA-Line RACING ELECTRONIC GmbH

Haunersdorfer Str. 3
93342 Saal
Germany
Tel.: +49 (0) 9441 6866 0

Fax: +49 (0) 9441 6866 11
Web: www.mega-line.de Email: info@mega-line.de
Version 1 2016-01-01 111 / 113

Contact clutch service
ZF Race Engineering GmbH

Ernst-Sachs-Str. 62
97424 Schweinfurt
Germany
Tel.: +49 (0) 9721 98 4300

Fax: +49 (0) 9721 98 4299
Web: www.zf.com Email: technical-

service.zre@zf.com
Australia
Triple Eight Race Engineering

40 Depot St
4014 Banyo QLD
Australia
Tel.: +61 (0) 736 35 7000

Web: www.tripleeight.com.au Email: info@tripleeight.com.au
USA
ZF Sachs Automotive of America Inc.

15811 Centennial Drive
48168 Northville, MI.
USA
Tel.: +1 (0) 734 416 6200

Web: www.zf.com
Japan
Enable/OSCN Inc.
4 – 11 – 5 Higashi Shinmachi
448 – 0031 Kariya
Version 1 2016-01-01 112 / 113

Japan
Web: www.enable-apg.jp
China As this service is not provided in

China, ZF Race Engineering
recommends that Enable/OSCN
Inc. in Japan carry out the service.
Version 1 2016-01-01 113 / 113

Audi R8 LMS MY2016 Handbook v1-2018

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List of Images ........................................................................................ 4

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700- Pneumatic Gearshift and Pedals ..................................................... 65

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Image 1: Adding Engine Oil during Endurance Races ..................................... 22

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ARB anti-roll bar

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Homologation number: GT3-038

Information about the handbook

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000 – Air Jack and Fire Extinguisher

000 - 1 Air Jack System

Car lift system

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Lifting the car

Lifting the car using a vehicle hoist

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000 - 2 Fire Extinguisher System 596

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- Extinguishant: Aerosol KD-A96

- Filling pressure: 36.5 bar / 20 °C

- Operating pressure: Min. 32.5 bar

- Net extinguishant weight: 0.5 kg

- Operating temperature range: - 10 to + 60 °C

- Discharge time: Approx. 5 seconds

- Homologation number: EX.014.03 04/03

Checking the Extinguishing System

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Activating Extinguishing System

- When the racecar is no longer in operation, the fire extinguisher system

Changing the Control Unit Battery

- Use only original batteries of specification DURACELL PLUS Alkaline MN

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Service Interval Extinguisher System

- Attention: The position and alignment of the nozzles must not be

- Additional information about the extinguishing system can be found in

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100 – Engine Ancillaries, Oil Tank and Water Cooler

100 - 1.1 Engine

1. Type V10 FSI – 90 °

1. Engine oil Castrol 10-W60 8,500 ml

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c) Service & Maintenance

 Do not deliver the clutch, exhaust manifolds or engine wiring loom

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100 – 1.2 Engine Lubrication

Castrol EDGE FORMULA RS 10W-60 or Castrol EDGE TITANIUM FST 10W-60

b) Oil Level Measurement

1. Position the car on a level, flat surface

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c) Filling from empty

- Add 7 litres of engine oil

d) Adding Oil during an Endurance Race

e) Adding Oil during the Race (Accessory)

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Oil fill bottle Quick release coupling

Quick fill dipstick