Audi: R8 News
01-13-2010, 12:26 PM
#361
Senior Moderator
Updated pics of the e-Tron...
01-13-2010, 12:27 PM
#362
Senior Moderator
From Autoblog...
http://www.autoblog.com/2010/01/11/d...-drei-w-video/
Audi is serious about EVs. Over the last four months, the four-ringed automaker has put out three (well, really 2.5) electric vehicle concepts: the first e-tron in Frankfurt, a repainted, slightly modified version in LA, and now this, the third e-tron – easily the best iteration to date.
Slightly shorter yet just as wide as its predecessors, the Motown e-tron is a refined version of the concepts that came before it, with electric motors driving each wheel and putting out a total of 204 horsepower and 1,955 pound-feet of torque (through some creative mathematics).
Comprised of an aluminum spaceframe coupled with a smattering of carbon fiber bodywork, the e-tron tips the scales at 2,976 pounds (550 pounds less than the previous concepts). With its reduced weight, more refined packaging and reworked drivetrain, the e-tron hits 60 mph in 5.9 seconds and – more tellingly – dispatches the run from 37 to 75 in 5.1 seconds. Audi claims the e-tron can run on a single charge for 155 miles after topping up from a 230-volt socket for 11 hours.
Along with a reworked interior, a new heat pump to boost efficiency and adaptive headlamps that modify their brightness and direction based on weather and steering input. Naturally, Quattro is part of the package, with the torque-vectoring all-wheel-drive system splitting the power 40:60 front-to-rear.
Audi restated that a production version of the e-tron will go on sale in late 2012, and this most recent concept is a clearer indication of what we'll see on the road in two year's time. Not only that, but Audi insists that the name "e-tron" will be a brand within the brand – like Quattro is today – and that means more e-tron-equipped models are most definitely in our future.
Slightly shorter yet just as wide as its predecessors, the Motown e-tron is a refined version of the concepts that came before it, with electric motors driving each wheel and putting out a total of 204 horsepower and 1,955 pound-feet of torque (through some creative mathematics).
Comprised of an aluminum spaceframe coupled with a smattering of carbon fiber bodywork, the e-tron tips the scales at 2,976 pounds (550 pounds less than the previous concepts). With its reduced weight, more refined packaging and reworked drivetrain, the e-tron hits 60 mph in 5.9 seconds and – more tellingly – dispatches the run from 37 to 75 in 5.1 seconds. Audi claims the e-tron can run on a single charge for 155 miles after topping up from a 230-volt socket for 11 hours.
Along with a reworked interior, a new heat pump to boost efficiency and adaptive headlamps that modify their brightness and direction based on weather and steering input. Naturally, Quattro is part of the package, with the torque-vectoring all-wheel-drive system splitting the power 40:60 front-to-rear.
Audi restated that a production version of the e-tron will go on sale in late 2012, and this most recent concept is a clearer indication of what we'll see on the road in two year's time. Not only that, but Audi insists that the name "e-tron" will be a brand within the brand – like Quattro is today – and that means more e-tron-equipped models are most definitely in our future.
01-13-2010, 12:57 PM
#363
The sizzle in the Steak
I with the e-tron would die. 
01-14-2010, 08:42 AM
#365
Senior Moderator
Wheels 
01-14-2010, 09:25 AM
#366
I'm the Firestarter
From Autoblog...
http://www.autoblog.com/2010/01/11/d...-drei-w-video/
...
with electric motors driving each wheel ...
... Naturally, Quattro is part of the package, with the torque-vectoring all-wheel-drive system splitting the power 40:60 front-to-rear.
http://www.autoblog.com/2010/01/11/d...-drei-w-video/
...
with electric motors driving each wheel ...
... Naturally, Quattro is part of the package, with the torque-vectoring all-wheel-drive system splitting the power 40:60 front-to-rear.
04-21-2010, 02:14 AM
#367
Audi R8 GT spy pics?
http://blogs.insideline.com/straight...udi-r8-gt.html
We've heard several times now that a hotter version of the Audi R8 -- yes, hotter than the R8 5.2 FSI V10 -- is on the way. And we think this car, spotted today (with a California distributor license plate) on U.S. 101 just west of Los Angeles, might be that special R8.
Several sources suggest it will be called the Audi R8 GT.
The prototype has much the same inlet and ductwork as a normal V10-equipped R8. Same exhaust and wheels, too. But the wing is new and it looks to be a slightly larger version of the wing used on the R8 TDI Le Mans concept. The matte black paint job, too, is new and intriguing, and apparently, it has been seen before on test mules in Germany. And the exhaust tips are circles instead of ovals.
We know that the R8 GT will be all-wheel-drive, as we've been advised that Audi has no plans to do a rear-drive version a la Lamborghini Gallardo LP550-2 Balboni. But that might just mean this Audi R8 GT takes its direction from the Gallardo LP570-4 Superleggera instead.
We've heard several times now that a hotter version of the Audi R8 -- yes, hotter than the R8 5.2 FSI V10 -- is on the way. And we think this car, spotted today (with a California distributor license plate) on U.S. 101 just west of Los Angeles, might be that special R8.
Several sources suggest it will be called the Audi R8 GT.
The prototype has much the same inlet and ductwork as a normal V10-equipped R8. Same exhaust and wheels, too. But the wing is new and it looks to be a slightly larger version of the wing used on the R8 TDI Le Mans concept. The matte black paint job, too, is new and intriguing, and apparently, it has been seen before on test mules in Germany. And the exhaust tips are circles instead of ovals.
We know that the R8 GT will be all-wheel-drive, as we've been advised that Audi has no plans to do a rear-drive version a la Lamborghini Gallardo LP550-2 Balboni. But that might just mean this Audi R8 GT takes its direction from the Gallardo LP570-4 Superleggera instead.
04-22-2010, 02:19 AM
#370
http://www.autoblog.com/page/2/
Within the next two years, Audi plans to have five different variants of the R8 in production: V8- and V10-powered coupes and convertibles, and one harder-core variant tuned to play as well on the track as it does on the road. This newest, lightweight model – likely carrying either a ClubSport (CS) or GT badge – has been undergoing testing in Germany this week, and beyond the sinister matte-black paint scheme (with matching fuel door), there are a few choice modifications to the body to set it apart from its standard siblings.
The front fascia has been lowered slightly with the addition of a new splitter and reshaped winglets, while out back you'll notice the larger, round exhaust outlets, restyled rear bumper with new air outlets aft of the wheels and that shapely fixed rear wing. The rolling stock appears to have grown a bit and larger carbon ceramic brakes are fitted at all four corners.
It's likely that Audi is using a fair amount of carbon fiber bodywork to bring the ClubSport's curbweight down by a couple hundred pounds, and judging by the side-sill intakes, a V10 – possibly mated to a new dual-clutch gearbox – remains mounted amidships. Given the current pace of development, we'd suspect Audi plans to unveil its latest R8 project this year, possibly at the Paris Motor Show in the fall.
Within the next two years, Audi plans to have five different variants of the R8 in production: V8- and V10-powered coupes and convertibles, and one harder-core variant tuned to play as well on the track as it does on the road. This newest, lightweight model – likely carrying either a ClubSport (CS) or GT badge – has been undergoing testing in Germany this week, and beyond the sinister matte-black paint scheme (with matching fuel door), there are a few choice modifications to the body to set it apart from its standard siblings.
The front fascia has been lowered slightly with the addition of a new splitter and reshaped winglets, while out back you'll notice the larger, round exhaust outlets, restyled rear bumper with new air outlets aft of the wheels and that shapely fixed rear wing. The rolling stock appears to have grown a bit and larger carbon ceramic brakes are fitted at all four corners.
It's likely that Audi is using a fair amount of carbon fiber bodywork to bring the ClubSport's curbweight down by a couple hundred pounds, and judging by the side-sill intakes, a V10 – possibly mated to a new dual-clutch gearbox – remains mounted amidships. Given the current pace of development, we'd suspect Audi plans to unveil its latest R8 project this year, possibly at the Paris Motor Show in the fall.
04-22-2010, 02:21 AM
#372
Spoiler is but a matte black R8! 
but a matte black R8!
04-22-2010, 02:23 AM
#373
Canards, hmmmm...... 
04-25-2010, 01:00 PM
#376
I'd like to see how the V10 works with a dual clutch transmission. Should be something Lamborghini needs to look into.
05-02-2010, 02:52 AM
#378
Audi R8 GT revealed
http://www.autocar.co.uk/News/NewsAr...llCars/249341/
Audi will launch a hardcore 560bhp GT version of the R8 supercar to go head to head with the Porsche 911 GT3 and Lamborghini Gallardo Superleggera.
Just 33 of the hot R8 GTs are headed to the UK from a planned total production run of 333, a number Audi UK is already saying is not enough.
Three years after the R8 burst onto the supercar scene, the GT version will match a more powerful V10 engine with a stiffer chassis, revised aerodynamics and weight-saving technology.
Some of the engineering ideas have been proven on Audi’s R8 LMS racer, seen at last week’s Silverstone round of the FIA GT championship.
The GT wasn’t originally planned to be part of the R8 line-up, but Audi has responded to customer demand for a more focused version of the mid-engined coupé along the lines of the Porsche 911 GT3 RS.
As well as being a quick road car with sufficient tractability and compliance for road use, the R8 GT will also be suitable for track days and club competition events.
Optional equipment will include a bolt-in roll cage, four-point race belts, fire extinguisher and kill switch for the battery.
At the heart of the R8 GT is a modified version of the R8 V10’s naturally aspirated, direct-injection 5.2-litre petrol engine — essentially the same unit used by the Gallardo Superleggera but with a different exhaust system.
Distinguished by unique red cylinder heads, it has been tweaked to deliver an additional 42bhp, at 560bhp. That endows the R8 GT with an impressive power-to-weight ratio of 367bhp per tonne, some 39bhp per tonne more than the 911 GT3 RS. Torque has risen by 7lb ft to 398lb ft at 6500rpm.
These heady reserves are channelled to all four wheels via a beefed-up version of Audi’s six-speed R-tronic robotised manual ’box and a viscous coupling that provides a 15 per cent front/85 per cent rear torque split as standard.
When more front-end traction is needed, the viscous coupling diverts drive forward to a maximum 30/70 split. Audi has also equipped the GT with a standard mechanical locking rear differential with 25 per cent lock-up under acceleration and 40 per cent on the overrun.
Audi claims the R8 GT will hit 62mph from a standstill in just 3.6sec — 0.3sec faster than the R8 V10 and 0.4sec inside the official time of the 911 GT3 RS.
The 199mph top speed is 2mph quicker than the R8 V10 and 6mph more than the Porsche. Weight savings of 95kg have been made with a new carbonfibre liftback, fixed rear wing, modified brake calipers, reduced engine bay sound deadening and a lighter windscreen fashioned from thinner glass.
Polycarbonate replaces the glass in both the rear window and rear liftback. However, at 1525kg the GT is still 135kg heavier than the 911 GT3 and 185kg more than the Gallardo Superleggera.
The R8’s chassis has also been reworked, with firmer springs and dampers that lower the ride height by 10mm, while the ESP has been recalibrated; 19-inch alloy wheels wear 235/35 rubber up front and 295/30s at the rear.
Externally the GT is distinguished by a front splitter, carbonfibre ‘winglets’ on the corners of the front bumper and the fixed rear wing.
Standard R8 chrome features are remade in matt grey. Inside, there are unique R8 GT instrument graphics, a newly designed shift lever, a liberal splashing of Alcantara and unique door sills.
The R8 GT is expected to be priced at around £142,000 — a hefty premium over the R8 V10 FSI’s £103,265 list price. The order book opens in the summer, and the first cars will be delivered in the spring of next year.
Audi will launch a hardcore 560bhp GT version of the R8 supercar to go head to head with the Porsche 911 GT3 and Lamborghini Gallardo Superleggera.
Just 33 of the hot R8 GTs are headed to the UK from a planned total production run of 333, a number Audi UK is already saying is not enough.
Three years after the R8 burst onto the supercar scene, the GT version will match a more powerful V10 engine with a stiffer chassis, revised aerodynamics and weight-saving technology.
Some of the engineering ideas have been proven on Audi’s R8 LMS racer, seen at last week’s Silverstone round of the FIA GT championship.
The GT wasn’t originally planned to be part of the R8 line-up, but Audi has responded to customer demand for a more focused version of the mid-engined coupé along the lines of the Porsche 911 GT3 RS.
As well as being a quick road car with sufficient tractability and compliance for road use, the R8 GT will also be suitable for track days and club competition events.
Optional equipment will include a bolt-in roll cage, four-point race belts, fire extinguisher and kill switch for the battery.
At the heart of the R8 GT is a modified version of the R8 V10’s naturally aspirated, direct-injection 5.2-litre petrol engine — essentially the same unit used by the Gallardo Superleggera but with a different exhaust system.
Distinguished by unique red cylinder heads, it has been tweaked to deliver an additional 42bhp, at 560bhp. That endows the R8 GT with an impressive power-to-weight ratio of 367bhp per tonne, some 39bhp per tonne more than the 911 GT3 RS. Torque has risen by 7lb ft to 398lb ft at 6500rpm.
These heady reserves are channelled to all four wheels via a beefed-up version of Audi’s six-speed R-tronic robotised manual ’box and a viscous coupling that provides a 15 per cent front/85 per cent rear torque split as standard.
When more front-end traction is needed, the viscous coupling diverts drive forward to a maximum 30/70 split. Audi has also equipped the GT with a standard mechanical locking rear differential with 25 per cent lock-up under acceleration and 40 per cent on the overrun.
Audi claims the R8 GT will hit 62mph from a standstill in just 3.6sec — 0.3sec faster than the R8 V10 and 0.4sec inside the official time of the 911 GT3 RS.
The 199mph top speed is 2mph quicker than the R8 V10 and 6mph more than the Porsche. Weight savings of 95kg have been made with a new carbonfibre liftback, fixed rear wing, modified brake calipers, reduced engine bay sound deadening and a lighter windscreen fashioned from thinner glass.
Polycarbonate replaces the glass in both the rear window and rear liftback. However, at 1525kg the GT is still 135kg heavier than the 911 GT3 and 185kg more than the Gallardo Superleggera.
The R8’s chassis has also been reworked, with firmer springs and dampers that lower the ride height by 10mm, while the ESP has been recalibrated; 19-inch alloy wheels wear 235/35 rubber up front and 295/30s at the rear.
Externally the GT is distinguished by a front splitter, carbonfibre ‘winglets’ on the corners of the front bumper and the fixed rear wing.
Standard R8 chrome features are remade in matt grey. Inside, there are unique R8 GT instrument graphics, a newly designed shift lever, a liberal splashing of Alcantara and unique door sills.
The R8 GT is expected to be priced at around £142,000 — a hefty premium over the R8 V10 FSI’s £103,265 list price. The order book opens in the summer, and the first cars will be delivered in the spring of next year.
09-28-2010, 06:48 PM
#383
I feel the need...
Best review EVAR!
Perhaps Gasoline's Finest Hour
http://online.wsj.com/article/SB1000...887298292.html
You're a Roman senator and you're walking through the Forum. It's a cool, sunny Dies Saturni, about octava, in, let's say, Aprilis, in A.D. 125. Do you stop, look around, and muse to yourself: "This is it. This is the height of the Roman Empire. This moment is the apogee of our great and noble civilization and—oh, look, they're having a sale on Israelites…."
No, you don't. Because it is our peculiar blindness that we fail to recognize the best in real time. No Greek ever put down Euclid's "Elements" and thought, "I've just read the greatest math book in history." When Fortinbras carried Hamlet offstage for the first time, the Globe audience did not think, "Dude, best play evah!"
And as for presidents, well, just ask Mrs. Lincoln.
My point: We need to be sensitive to the fact that at some moment soon, if not already, we will see the finest gas-powered automobile in history. This is the other side of Peak Oil. Tractive technology is changing fast, and two or three decades hence, automobiles will be powered by some variety of hybrid-electric or fully electric powertrain, bottling energy from the grid, algae-spawned hydrogen or some other calorie-rich pitchblende.
Don't believe it? It's already happening. For your epoch-marking convenience, consider the 2012 Porsche 918 Spyder. Zuffenhausen's standard-bearer in the next decade will be a plug-in hybrid, a malevolent shadow of a supercar with a 3.4-liter, 500-horsepower V8 amidships and two 109-hp electric traction motors on the front and rear axles (net hp: 720). Zero-to-60 mph in 3.2 seconds, 198 mph top speed, 78 miles per gallon.
Pedigreed manufacturers from Mercedes-Benz to Ferrari are fettling the next generation of mind-blowing sports cars, and they all have some kind of whopping battery on board. The age of pouring liquid petrochemicals down the throat of a stove-hot machine will soon be over.
What car will be gasoline's Chrysler Building, its "Rhapsody in Blue," its pre-CBS-corporate-buyout Fender Stratocaster with triple single-coil pickups and a whammy bar?
It might be this car.....
No, you don't. Because it is our peculiar blindness that we fail to recognize the best in real time. No Greek ever put down Euclid's "Elements" and thought, "I've just read the greatest math book in history." When Fortinbras carried Hamlet offstage for the first time, the Globe audience did not think, "Dude, best play evah!"
And as for presidents, well, just ask Mrs. Lincoln.
My point: We need to be sensitive to the fact that at some moment soon, if not already, we will see the finest gas-powered automobile in history. This is the other side of Peak Oil. Tractive technology is changing fast, and two or three decades hence, automobiles will be powered by some variety of hybrid-electric or fully electric powertrain, bottling energy from the grid, algae-spawned hydrogen or some other calorie-rich pitchblende.
Don't believe it? It's already happening. For your epoch-marking convenience, consider the 2012 Porsche 918 Spyder. Zuffenhausen's standard-bearer in the next decade will be a plug-in hybrid, a malevolent shadow of a supercar with a 3.4-liter, 500-horsepower V8 amidships and two 109-hp electric traction motors on the front and rear axles (net hp: 720). Zero-to-60 mph in 3.2 seconds, 198 mph top speed, 78 miles per gallon.
Pedigreed manufacturers from Mercedes-Benz to Ferrari are fettling the next generation of mind-blowing sports cars, and they all have some kind of whopping battery on board. The age of pouring liquid petrochemicals down the throat of a stove-hot machine will soon be over.
What car will be gasoline's Chrysler Building, its "Rhapsody in Blue," its pre-CBS-corporate-buyout Fender Stratocaster with triple single-coil pickups and a whammy bar?
It might be this car.....
06-03-2011, 06:50 AM
#384
Safety Car
Article
Just the Facts:
Audi will build 333 examples of the R8 GT Spyder.
It's powered by a 5.2-liter V10 rated at 552 horsepower.
Audi claims a 0-to-62-mph time of 3.8 seconds.
INGOLSTADT, Germany — Audi has followed up last year's limited-edition R8 GT coupe with an even wilder 197-mph open-top version of its midengine performance flagship called the R8 GT Spyder.Audi will build 333 examples of the R8 GT Spyder.
It's powered by a 5.2-liter V10 rated at 552 horsepower.
Audi claims a 0-to-62-mph time of 3.8 seconds.
Unveiled at the annual Woerthersee meet for Audi, Seat, Skoda and Volkswagen fans in Austria, the new carbon-fiber intensive 2-seater is planned to be built in a limited run of just 333 cars at the German carmaker's Neckarsulm plant in Germany, with the 1st North American deliveries due by the end of 2011.
Power for the 3,616-pound R8 GT Spyder hails from a tuned version of Audi's naturally aspirated 5.2-liter V10 gasoline engine mounted longitudinally behind the cabin and equipped with dry sump lubrication. The direct-injection unit delivers a Porsche-911-Turbo-trouncing 552 horsepower — sufficient to provide the new 2-seater with a weight-to-power ratio of 6.5 pounds per hp. Torque peaks at 398 pound-feet at 6,500 rpm.
The heady reserves are channeled through a 6-speed R tronic sequential manual gearbox with steering-wheel-mounted paddles, a viscous coupling 4-wheel-drive system and a rear mechanical locking differential.
Audi claims 0-62 mph in 3.7 seconds — 0.3 second inside the time quoted for the standard R8 5.2 FSI Quattro Spyder. Top speed also increases incrementally to 197 mph.
The hike in performance has brought a number of detailed upgrades to the suspension, including firmer springs and dampers, beefed-up antiroll bars and a 10mm reduction in ride height, and 19-inch wheels shod with 235/35 front and 295/30 rear tires.
Among the styling changes that set the R8 GT Spyder apart from the standard R8 V10 5.2 FSI quattro visually is a dual lip front splitter, additional downforce elements on the outer edges of the front bumper, a fixed rear wing, larger diffuser incorporated into the rear bumper, round tailpipes and darkened taillamp lenses. Buyers can also option the car with a matte carbon-fiber reinforced plastic windscreen frame.
As with its standard sibling, the new Audi's fabric hood can be lowered in less than 20 seconds and at speeds up to 30 mph. The lightweight structure stows beneath a carbon-fiber reinforced plastic cover to preserve the R8 GT Spyder's dramatic lines. A separate glass rear window lowers into the rear bulkhead, which also houses two protection plates that deploy to provide roll-over protection.
The interior receives the same treatment as the R8 GT Coupe, including the adoption of hard shell seats mounted on a carbon-fiber chassis — a move that is claimed to save almost 70 pounds alone.
Audi is yet to announce U.S. pricing for the R8 GT Spyder. In Germany it is listed at 207,000 Euros.
Inside Line says: — As the R8 gets older, the special editions start to roll out at a faster pace. At home this means an all-new car is on the way soon. — Andreas Stahl, Contributor
06-06-2011, 11:08 AM
#385
Senior Moderator
Oh nice...! 
07-27-2011, 02:15 AM
#386
Audi R8 restyling in 2012
Carmagazine
The R8 supercar has been a big success story for Audi, but it’s not resting on its laurels. A facelift is coming and we hear in summer 2012, it’ll get a range of stronger engines.
The 5.2-litre V10 will be tuned to a punchier 533bhp – up from 518bhp – and our sources in Munich suggest a seven-speed dual clutch S-tronic gearbox will be launched for the first time. So far, only a delicious old-school Ferrari open-gate manual 'box has been available, or a clunky robotised R-tronic auto.
Audi plans changes to the 2012 R8 V8 too.
The entry-level Audi R8 will be revised heavily in 2012 as well: CAR has learned that its 4.2-litre V8 will be upgraded to the same spec as the Audi RS5's: it'll therefore muster a more useful 444bhp, up from 424bhp.
Ingolstadt types confirm there will be GT and GT Spyder variants again.
Although the R8 will be mildly facelifted, we suspect it'll be a very subtle model year change to the physical design of the car. Noodling with headlamp designs, millimetric changes to the LED spacing, that sort of thing.
Over at Sant'Agata, we hear there is no further facelift planned for the Lambo Gallardo, the R8's cousin. More special editions will be forthcoming, but Lambo fans will have to wait a further three years for the successor to the Gallardo.
The R8 supercar has been a big success story for Audi, but it’s not resting on its laurels. A facelift is coming and we hear in summer 2012, it’ll get a range of stronger engines.
The 5.2-litre V10 will be tuned to a punchier 533bhp – up from 518bhp – and our sources in Munich suggest a seven-speed dual clutch S-tronic gearbox will be launched for the first time. So far, only a delicious old-school Ferrari open-gate manual 'box has been available, or a clunky robotised R-tronic auto.
Audi plans changes to the 2012 R8 V8 too.
The entry-level Audi R8 will be revised heavily in 2012 as well: CAR has learned that its 4.2-litre V8 will be upgraded to the same spec as the Audi RS5's: it'll therefore muster a more useful 444bhp, up from 424bhp.
Ingolstadt types confirm there will be GT and GT Spyder variants again.
Although the R8 will be mildly facelifted, we suspect it'll be a very subtle model year change to the physical design of the car. Noodling with headlamp designs, millimetric changes to the LED spacing, that sort of thing.
Over at Sant'Agata, we hear there is no further facelift planned for the Lambo Gallardo, the R8's cousin. More special editions will be forthcoming, but Lambo fans will have to wait a further three years for the successor to the Gallardo.
12-21-2011, 12:48 PM
#387
Safety Car
Manual
Perception versus reality. It's the schism that defines so many struggles in life – sports cars among them. While we know beyond the shadow of a doubt that the latest automated dual-clutch transmissions can shift faster and smoother than any human possibly could, purists still want that manually operated clutch pedal and a proper stick to row through the gears. Sure, many will tell you, though the robotic transmission might do a better job of it, they (and by they, we include many of us here at Autoblog among them) still take pleasure in doing it the old-fashion way.
Those purists are finding themselves increasingly disappointed by many automakers who are fazing out the old 3-pedal setups. And the latest performance icon to join those ranks could very well be the next-generation Audi R8, if the latest reports are to be believed. Although the current R8 is encumbered by a lackluster automatic transmission option, later in 2012 Audi is expected to offer a 7-speed DSG that will, according to the ruminations, be the only gearbox offered once its complete replacement rolls along in 2014.
The manual won't be the only element missing from the next-gen R8, though. Britain's Car magazine also claims it on good authority that the iconic side-blade that distinguishes the current R8 will be gone from the next model, and while a V10 may be offered at the beginning, it may be fazed out for a turbo 8 with more power. Here's to progress, then, and enjoying working that clutch pedal in the meantime.
12-21-2011, 01:19 PM
#389
Senior Moderator
12-21-2011, 01:29 PM
#390
That was uncalled for...
It's only a matter of time until the only thing available with a manual transmission is a dump truck..... Hell, I think they've even got automatics in those these days too...
12-21-2011, 01:52 PM
#392
Senior Moderator
12-21-2011, 02:10 PM
#395
Team Owner
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No argument there. It's just sad that auto manufacturers are playing the marketing game with the dual clutch systems to beat out it's competitors when so many of the enthusiasts ask for manuals. However, since so many of these cars see the streets than tracks, it's no wonder why the manual is being replaced. If more enthusiasts owned these types of cars I think we'd see more manufacturers continue to make manuals.
02-07-2012, 07:32 PM
#396
Three Wheelin'
Audi plans to catapult its second-generation R8 firmly into the thick end of the supercar ranks alongside competition from Ferrari, Lamborghini and Porsche. In its bid, the new R8 will bring together some of Audi’s most advanced construction techniques, driveline engineering, aerodynamics and electronics.
Already under intense development at Audi’s headquarters in Ingolstadt, the new R8 will go on sale in coupé guise in the UK during the third quarter of 2014, with a roadster version due during the second quarter of 2015.
Once again, Audi is planning a two-model line-up, with a base 4.2-litre V8 and range-topping 5.2-litre V10. Both models receive updated versions of the first-generation R8’s engines, optimised for greater power and fuel economy. The V10 is said to develop about 550bhp and return 25.7mpg in combination with a new seven-speed, dual-clutch gearbox that is set to underpin changes on a facelifted version of today’s model, due to make its public debut at the Moscow motor show in August.
A follow-up to the limited-production GT is planned, too. It will run an even more powerful, 580bhp version of Audi’s 5.2-litre V10 and a lightweight body. It will be aimed at the upcoming Ferrari 458 Scuderia, next-gen Lamborghini Gallardo Superleggera and new Porsche 911 GT3, although it isn’t planned to see the light of day until 2016.
New look
As well as acting as a technological figurehead for the rest of the Audi line-up, the next R8 has been earmarked to usher in a new generation of exterior design. Elements of that will begin to appear on the upcoming all-electric E-Tron - a car that is set to share a large part of its structural architecture with the new R8 coupé and roadster.
Conceptually, the new Audi retains the same fundamentals as today’s model, with a predominantly aluminium structure, long (by supercar standards) wheelbase, roomy two-seat cabin, a mid-engined layout and four-wheel drive.
Despite the apparent similarities, though, essential elements of the new car already seen by Autocar reveal the new R8, known internally under the codename AU724, is a clean-sheet design. It shares only its driveline architecture with the existing model, which has been on sale in the UK since 2007.
Weight loss
Key among the developments destined for the new R8 is a weight reduction programme that sets out to bring the base model in at under 1500kg. That’s a reduction of at least 60kg on today’s R8, despite the inclusion of greater levels of both passive and active safety measures, including radar controlled anti-collision technology.
The new mid-engined Audi is once again being twinned with sister company Lamborghini’s successor to the Gallardo, codenamed LB724 and due to appear almost a year before the R8, in 2013.
Both cars have been conceived around a modular construction process. This will allow them to share vital components, including selected parts of a new lightweight carbonfibre and aluminium monocoque that, Autocar can confirm, weighs 198kg. That’s 24kg less than the all-aluminium structure used by today’s R8.
All up, Audi has included 28.1kg of carbonfibre in the new R8’s structure, including the transmission tunnel, floor, rear bulkhead and B-pillars. The remaining 169.9kg consists of aluminium and a patented bonding epoxy resin used to join the individual elements together. By comparison, Audi’s measuring methods put the steel structure of today’s 911 Turbo at 324kg.
Despite using a similar structure, the R8 and Gallardo have different wheelbases. The R8’s is 30mm longer than the Gallardo’s for greater levels of interior accommodation, including stowage space behind the seats. By using a shorter wheelbase than the Audi, the structure of the new Lamborghini is a further 3kg lighter, at just 195kg.
Improved engines
Power for the new R8 will come from updated versions of today’s naturally aspirated, 90deg 4.2-litre V8 and 5.2-litre V10. Insiders at Audi’s quattro operation describe these engines as having the potential to conform to forthcoming EU6 emissions standards, despite concerns over the levels of particulates without the inclusion of a separate filter or complex exhaust gas recycling treatment.
Detailed internal modifications — including an altered variable inlet chamber and a more efficient direct injection process boasting greater injection pressure — will aim to liberate greater reserves.
Nothing is official, but Autocar has been told to expect somewhere in the region of 450bhp for the V8 and up to 550bhp for the V10 in standard guise — up some 20bhp and 25bhp on today’s units. Other new features, such as cylinder deactivation on part-throttle loads, should help boost economy.
And in line with other recent new Audi models, the R8 is expected to receive a further host of fuel saving measures. These will include automatic stop-start, brake energy recuperation and a sailing function, similar to that adopted by Porsche on the 911, that idles the engine during prolonged periods of trailing throttle or downhill running.
The retention of naturally aspirated engines rather than adopting turbocharged units stems from a decision to provide the R8 with what one key Audi insider describes as a highly strung nature.
“It is important to retain the engine qualities which have made the current model so successful,” the insider said. “We want to keep the throttle response, the soaring nature of the delivery and the inherent sound. It is what sets our car apart from the competition, many of which are now adopting forced induction.”
Already under intense development at Audi’s headquarters in Ingolstadt, the new R8 will go on sale in coupé guise in the UK during the third quarter of 2014, with a roadster version due during the second quarter of 2015.
Once again, Audi is planning a two-model line-up, with a base 4.2-litre V8 and range-topping 5.2-litre V10. Both models receive updated versions of the first-generation R8’s engines, optimised for greater power and fuel economy. The V10 is said to develop about 550bhp and return 25.7mpg in combination with a new seven-speed, dual-clutch gearbox that is set to underpin changes on a facelifted version of today’s model, due to make its public debut at the Moscow motor show in August.
A follow-up to the limited-production GT is planned, too. It will run an even more powerful, 580bhp version of Audi’s 5.2-litre V10 and a lightweight body. It will be aimed at the upcoming Ferrari 458 Scuderia, next-gen Lamborghini Gallardo Superleggera and new Porsche 911 GT3, although it isn’t planned to see the light of day until 2016.
New look
As well as acting as a technological figurehead for the rest of the Audi line-up, the next R8 has been earmarked to usher in a new generation of exterior design. Elements of that will begin to appear on the upcoming all-electric E-Tron - a car that is set to share a large part of its structural architecture with the new R8 coupé and roadster.
Conceptually, the new Audi retains the same fundamentals as today’s model, with a predominantly aluminium structure, long (by supercar standards) wheelbase, roomy two-seat cabin, a mid-engined layout and four-wheel drive.
Despite the apparent similarities, though, essential elements of the new car already seen by Autocar reveal the new R8, known internally under the codename AU724, is a clean-sheet design. It shares only its driveline architecture with the existing model, which has been on sale in the UK since 2007.
Weight loss
Key among the developments destined for the new R8 is a weight reduction programme that sets out to bring the base model in at under 1500kg. That’s a reduction of at least 60kg on today’s R8, despite the inclusion of greater levels of both passive and active safety measures, including radar controlled anti-collision technology.
The new mid-engined Audi is once again being twinned with sister company Lamborghini’s successor to the Gallardo, codenamed LB724 and due to appear almost a year before the R8, in 2013.
Both cars have been conceived around a modular construction process. This will allow them to share vital components, including selected parts of a new lightweight carbonfibre and aluminium monocoque that, Autocar can confirm, weighs 198kg. That’s 24kg less than the all-aluminium structure used by today’s R8.
All up, Audi has included 28.1kg of carbonfibre in the new R8’s structure, including the transmission tunnel, floor, rear bulkhead and B-pillars. The remaining 169.9kg consists of aluminium and a patented bonding epoxy resin used to join the individual elements together. By comparison, Audi’s measuring methods put the steel structure of today’s 911 Turbo at 324kg.
Despite using a similar structure, the R8 and Gallardo have different wheelbases. The R8’s is 30mm longer than the Gallardo’s for greater levels of interior accommodation, including stowage space behind the seats. By using a shorter wheelbase than the Audi, the structure of the new Lamborghini is a further 3kg lighter, at just 195kg.
Improved engines
Power for the new R8 will come from updated versions of today’s naturally aspirated, 90deg 4.2-litre V8 and 5.2-litre V10. Insiders at Audi’s quattro operation describe these engines as having the potential to conform to forthcoming EU6 emissions standards, despite concerns over the levels of particulates without the inclusion of a separate filter or complex exhaust gas recycling treatment.
Detailed internal modifications — including an altered variable inlet chamber and a more efficient direct injection process boasting greater injection pressure — will aim to liberate greater reserves.
Nothing is official, but Autocar has been told to expect somewhere in the region of 450bhp for the V8 and up to 550bhp for the V10 in standard guise — up some 20bhp and 25bhp on today’s units. Other new features, such as cylinder deactivation on part-throttle loads, should help boost economy.
And in line with other recent new Audi models, the R8 is expected to receive a further host of fuel saving measures. These will include automatic stop-start, brake energy recuperation and a sailing function, similar to that adopted by Porsche on the 911, that idles the engine during prolonged periods of trailing throttle or downhill running.
The retention of naturally aspirated engines rather than adopting turbocharged units stems from a decision to provide the R8 with what one key Audi insider describes as a highly strung nature.
“It is important to retain the engine qualities which have made the current model so successful,” the insider said. “We want to keep the throttle response, the soaring nature of the delivery and the inherent sound. It is what sets our car apart from the competition, many of which are now adopting forced induction.”
07-25-2012, 08:21 AM
#398
Team Owner
iTrader: (4)
The new R8 V10 Plus represents the pinnacle of Audi’s halo supercar.
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In the seven years since Audi launched the R8, the automaker has kept their flagship sports car fresh by adding the roofless Spyder, the V10 and GT models, but this is the first time the lineup has been given a proper going over.Highlights of the revamped 2013 R8 range include subtle cosmetic tweaks, the addition of a 7-speed S-tronic dual clutch transmission across the range (replacing the awkward 6-speed automated manual R tronic), and a new range-topping V10 Plus model.
Squint and you can just about make out a revamped fascia with new LED headlamps, and a six-point single-frame grille with horizontal chrome inserts that dress the struts of the V10 model.At the rear, the refreshed R8 boasts a redesigned bumper, a new set of LED taillights, a new R8 logo, restyled diffuser, air outlets with a trio of slats on each corner and two new round tailpipes. Interior changes are limited to modifications to the shift paddles, needles in the instrument cluster and trim. Diamond-stitched leather seats, door panels and headlining are offered as an additional option. The new seven-speed S-tronic transmission is the main talking point of the refresh. Utilizing two multi-plate clutches, gears are shifted directly, resulting in seamless shifts that take mere hundredths of a second to complete. The six-speed manual remains an option for purists.
The R8 V8 coupe with S tronic sprints from 0-62 mph in 4.3 seconds, topping out at 186mph, while the R8 V10 with S tronic completes the sprint in 3.6 seconds and has a top speed of 195 mph.New brake discs reduces weight by 2 kg, and the facelifted R8 rides on larger 18-inch alloys for the V8 and 19-inch rims for the V10 models.Enthusiasts will be most enthused, however, by the new R8 V10 Plus, pictured here in matte blue. Taking its name from Audi's latest Le Mans racecars, the R8 Plus packs a tweaked version of the 5.2-liter V10 with 550 horsepower and 398 lb-ft of torque.
Essentially replacing the limited-edition R8 GT model, the new flagship is offered (at least at first) solely in coupe form and - equipped with the new dual-clutch gearbox - hits highway speeds in just 3.5 seconds en route to an increased top speed of 197 mph.Further distinguishing the V10 Plus are carbon fiber splitter, mirror housings, wider side blades and air vents, as well as special 19-inch lightweight alloys and a larger rear diffuser. Carbon-ceramic brakes, specially tuned springs and shocks, adaptive magnetic damping and LED lighting for the engine compartment complete the package.European customers will receive the overhauled Audi R8 by the end of the year, with prices starting at 113,000 Euros for the V8 coupe, 124,800 Euros for the Spyder, and 154,600 Euros and 165,900 Euros for the V10 variants, while the R8 V10 Plus comes in at 173,200 Euros. US deliveries of the revised R8 are expected at the start of the year.
Last edited by Mr. Maker; 07-25-2012 at 08:23 AM.
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ttribe (07-25-2012)
07-25-2012, 10:07 AM
#399
Senior Moderator
2013 Audi R8 V10 plus
Press release...
Audi has made its R8 high-performance sports car even more attractive and dynamic. The R8 V10 plus is a new top model in the model series, with a totally new 7-speed S tronic. The LED headlights and the new rear indicator lights with dynamicized display are standard equipment on all variants.
4.44 meters (14.44 ft) long, 1.90 meters (6.23 ft) wide and only 1.25 (4.10 ft) meters high (Spyder: 1.24 meters (4.07 ft)) – the broad Audi R8, developed and built by quattro GmbH, stands firmly on the road, ready to pounce. New details lend its design even more acuity. The single-frame grille with the beveled upper corners is painted high-gloss black, with horizontal chrome inserts adorning the struts on the V10 variants. The bumper is also new, with the air inlets bearing three crossbars each. As an option, Audi installs a front splitter made of carbon fiber reinforced plastic (CFRP). The splitter is standard on the new R8 V10 plus.
LED headlights with a new technology are now standard on all variants of the Audi R8. The light-emitting diodes for the high and low beams have been placed above and below the strip-shaped daytime running lights, which are specially actuated to serve as indicators. In addition, static turning lights are integrated in the headlights.
The housings of the outside mirrors and the side blades, the lateral air inlets on the Coupé, are made from CFRP on the new R8 V10 plus top model. In the 10-cylinder variants the blades extend outwards farther than on the V8 and have special edging; small marks of distinction also occur at the sills. The vent louvers next to the rear window have an aluminum look on the R8 V10 Coupé (matt black on the R8 V8 Coupé and R8 V10 plus). As an option, LEDs illuminate the engine compartment; in the R8 V10 plus this illumination as well as a partial CFRP lining for the engine compartment are standard.
The LED lights dominate the rear of the Audi R8. One innovation from Audi is the indicator light with dynamic display at the bottom edge of the lamp – its light always proceeds towards the outside, in the direction the driver wishes to turn. Above the high-gloss black area between the vent openings sits the new badge – the letter "R" resting partly on a red diamond, the Audi Sport signature. The large diffusor, optionally CFRP (standard on the R8 V10 plus), has been pulled far upwards. In all engine versions the exhaust system terminates in two round, glossy tailpipe trim sections, painted black on the R8 V10 plus.
Audi offers the R8 in the two solid colors Ibis White and Brilliant Red, in four metallic shades and with five pearl effect / crystal effect coatings. For the R8 V10 plus a matt effect color is available as an exclusive feature. The side blades on the Coupé come in eight colors, while the soft top of the R8 Spyder comes in black, red or brown.
The R8 embodies Audi's full expertise in ultra-lightweight design. The aluminum body with the Audi Space Frame (ASF) weighs only 210 kilograms (462.97 lb) on the Coupé, and 216 kilograms (476.20 lb) on the Spyder. The unladen R8 V8 Coupé with manual transmission registers just 1,560 kilograms (3439.21 lb) on the scales, while the open-top sports car weighs 1,660 kilograms (3659.67 lb). The R8 V10 plus, available only as a coupé, brings the needle to 1,570 kilograms (3461.26 lb). Adjustable bucket seats with glass fiber reinforced plastic (GFRP) chassis, less use of insulating materials, special light alloy wheels and chassis components, including the standard ceramic brakes, as well the CFRP add-on parts at the body all contribute to lowering the weight.
On the Audi R8 Spyder the lid on the soft top compartment and the side parts are also CFRP. The elegant, lightweight fabric top, with its largely aluminum and magnesium linkage, is the crowning touch to the ultra-lightweight design. The top opens and closes electrohydraulically in 19 seconds, and during driving at up to 50 km/h (31.07 mph). The heated window pane in the bulkhead between the passenger and engine compartments stands apart from the soft top; the window can be retracted and extended by a switch and also serves as a wind deflector. In case of a pending rollover, two strong, spring-tensioned sections shoot upwards from the seats.
As in car racing, the aerodynamics of the Audi R8 has been optimized for propulsion. The underfloor contains five NACA nozzles, along with two diffusors in the front section, which increase the propulsion at the front axle. The drag coefficient is 0.35 or 0.36 depending on the engine version and body shape; the frontal area measures 1.99 m2 (21.42 ft2).
The engines are assembled by hand. The V8 with 4,163 cc displacement and the V10 with its 5,204 cc displacement are captivating, naturally aspirated heavy-duty engines packed with power. The interplay with the new 7-speed S tronic has reduced CO2 emissions by up to 22 grams/km (35.41 g/mile) and decreased the sprint from zero to 100 km/h (62.14 mph) by three-tenths of a second. Both engines are compact and comparatively lightweight. The crankcase is an aluminum-silicon alloy; the bed plate structure provides high rigidity. The dry-sump lubrication allows low positioning of the engines; the pressure recirculation pump operates load-dependently, for increased efficiency.
The FSI direct fuel injection system allows a high compression of 12.5 : 1. Four adjustable camshafts control the valves. At low load and engine speed, flaps in the intake ducts bring about a precise, cylindrical rotation of the incoming air. The exhaust system is designed for low back pressure. The two tailpipes contain flaps; they open during sharp acceleration to produce a fuller sound.
The 4.2 FSI engine produces 316 kW (430 hp) at 7,900 rpm, with a torque of 430 Nm (317.15 lb-ft) between 4,500 and 6,000 rpm. The unit accelerates the R8 Coupé with S tronic from rest to 100 km/h (62.14 mph) in 4.3 seconds and to a top speed of 300 km/h (186.41 mph) (with manual transmission: 4.6 seconds and 302 km/h (187.65 mph)). For the R8 V8 Spyder the corresponding values are 4.5 and 4.8 seconds, respectively, and also 300 km/h (186.41 mph). On average the R8 V8 quattro as a coupé with S tronic consumes 12.4 liters of fuel per 100 km (18.97 US mpg).
The V10 engine provides a torque of 530 Nm (390.91 lb-ft) at 6,500 rpm, with 386 kW (525 hp) at 8,000 rpm. Its crankshaft is a common-pin design, yielding alternating ignition intervals of 54 and 90 degrees. This design combines maximum rigidity and low weight, while at the same time generating the unique car racing-like sound of the V10.
The Audi R8 V10 Coupé with S tronic accelerates from zero to 100 km/h (62.14 mph) in 3.6 seconds and reaches a top speed of 314 km/h (195.11 mph). With manual transmission the values are 3.9 seconds and 316 km/h (196.35 mph). The R8 V10 Spyder with S tronic completes the standard sprint in 3.8 seconds and has a top speed of 311 km/h (193.25 mph) (with manual transmission: 4.1 seconds and 313 km/h (194.49 mph)). The average consumption rate of the R8 V10 Coupé with S tronic lies at 13.1 liters of fuel per 100 km (17.96 US mpg).
The new top model of the model series is the Audi R8 V10 plus. Developing 404 kW (550 hp), its maximum torque is 540 Nm (398.28 lb-ft) at 6,500 rpm. With S tronic, the R8 V10 plus, available only as a coupé, catapults from zero to 100 km/h (62.14 mph) in 3.5 seconds and achieves a top speed of 317 km/h (196.97 mph); the average fuel consumption rate is 12.9 liters per 100 km (18.23 US mpg). The key data with manual transmission are 3.8 seconds, 319 km/h (198.22 mph) and 14.9 liters (15.79 US mpg).
Two power transmission systems are available for the overhauled Audi R8. The manual 6-speed transmission, with its lever leading into an open stainless steel gate, is standard on the V8 and optional on the V10. The new 7-speed S tronic – optional on the V8 and standard on the V10 – spaces the gears closely in a sporty mode; the final drive position has a wide gear ratio. The dual clutch transmission can be shifted at the selector lever or at the steering wheel paddles; a sports mode is alternatively available. At the press of a button the launch control manages starting at an increased initial engine speed and with optimal tire slip.
The new 7-speed S tronic, with a three-shaft layout, is less than 60 centimeters (23.62 inches) in length. Two multi-plate clutches lying behind one another (a new feature), serve two mutually independent sub-transmissions; gears are shifted directly as the clutches alternately open and close. Gearshifting occurs practically without interruption of tractive power within hundredths of a second, and so dynamically, smoothly and comfortably as to be hardly noticeable.
From the 7-speed S tronic the propeller shaft runs through the crankcase of the engine to the front axle, where a viscous coupling distributes the torque. In normal operation the coupling directs about 15 per cent of the torque to the front axle; when the rear wheels start to spin, a maximum additional 15 per cent flows to the front. A mechanical locking differential operates at the rear axle. The rear-load distribution of the forces ideally harmonizes with the mid-engined concept of the Audi R8. The axle-load distribution is 43 : 57 (front : rear), with small differences between the individual variants.
The chassis of the high-performance sports car employs technologies from car racing. Double wishbones forged from aluminum guide all four wheels. On the R8 V10 plus the springs and shock absorbers have been specially tuned and the camber values at the front axle adapted accordingly. The Audi magnetic ride adaptive damping is standard on the R8 V10 and optional for the V8 variants; it offers a normal mode and a sports mode. The power steering delivers finely differentiated, super-sensitive feedback, with sporty, direct gear ratios.
The overhauled R8 rolls along on large wheels. The V8 engine versions have the standard wheel dimensions of 8.5 J x 18 at the front and 10.5 J x 18 at the rear, with tire sizes 235/40 and 285/35. On the V10 versions Audi mounts 19-inch wheels of widths 8.5 and 11 inches; the tires come in the sizes 235/35 and 295/30 respectively. The optional wheels have especially attractive designs – polished to a high gloss, with a titanium look or (on the R8 V10 plus) in black gloss.
The steel brake disks of the high-performance sports car are internally ventilated, perforated and joined to the aluminum disk bowls by pins. The new "Wave" design of the disks – the wavy exterior contour – lowers the weight overall by about two kilograms (4.41 lb) compared with round disks of the same dimensions. The aluminum brake calipers operate at the front wheels with eight pistons each, and at the rear wheels with four pistons each. In combination with the 19-inch wheels, Audi can provide optional carbon fiber ceramic brake disks (standard on the R8 V10 plus). The electronic stabilization control system ESC offers a sports mode and can also be fully deactivated.
The Audi R8 is a sports car with excellent practical skills. The front luggage compartment has a capacity of 100 liters (3.53 cubic ft); the Coupé accommodates an additional 90 liters (3.18 cubic ft) behind the seats. The long wheelbase of 2.65 meters (8.69 cubic ft) affords generous space. The interior conveys a car racing atmosphere on the luxury level; its dominant feature is the monoposto – the long arc curve running around the cockpit in the area of the driver. The flattened rim of the optional, more contoured R8 leather-covered multifunction sports steering wheel bears the new R8 badge, which also appears at the gearshift or selector lever, at the door sill trims, in the instrument cluster and on the start screen of the on-board monitor.
The electrically adjustable sports seats are optional on the V8 engine versions and standard on the V10 variants. Depending on the model variant, the seat upholstery is an Alcantara/leather combination or Fine Nappa; on the R8 Spyder a special pigmentation reduces heating from direct sunlight. Audi also offers optional bucket seats with prominent side sections for better lateral support (standard on the R8 V10 plus).
Numerous control and trim elements shine with subdued chrome strips or with black paint; the needles in the instrument cluster and the shift paddles have been slightly modified. The center console and the handbrake lever are covered with leather, adorned by delicate seams; in the V10 models the molding around the standard navigation system plus is also leather-covered.
With the diamond-stitched, Fine Nappa full-leather equipment level, the seats and the door trim feature quilted upholstery; for the R8 Coupé a quilted Alcantara headlining is also available. More individualistic customers can choose between leather items in different colors, inlays in Carbon Sigma (standard on the R8 V10 plus) and piano finish black. A wide range of design, styling and leather packages from the Audi exclusive customization line is also available.
The R8 V10 and the R8 V10 plus come with the navigation system plus and the Bang & Olufsen Sound System as standard on-board features. Other options for all R8 variants include a high-beam assistant, a stowage package, various travel case sets, a cell phone preparation, with belt microphone and voice control, and the parking system plus with reversing camera.
The overhauled Audi R8 will roll off the line to European customers at the end of the year.
4.44 meters (14.44 ft) long, 1.90 meters (6.23 ft) wide and only 1.25 (4.10 ft) meters high (Spyder: 1.24 meters (4.07 ft)) – the broad Audi R8, developed and built by quattro GmbH, stands firmly on the road, ready to pounce. New details lend its design even more acuity. The single-frame grille with the beveled upper corners is painted high-gloss black, with horizontal chrome inserts adorning the struts on the V10 variants. The bumper is also new, with the air inlets bearing three crossbars each. As an option, Audi installs a front splitter made of carbon fiber reinforced plastic (CFRP). The splitter is standard on the new R8 V10 plus.
LED headlights with a new technology are now standard on all variants of the Audi R8. The light-emitting diodes for the high and low beams have been placed above and below the strip-shaped daytime running lights, which are specially actuated to serve as indicators. In addition, static turning lights are integrated in the headlights.
The housings of the outside mirrors and the side blades, the lateral air inlets on the Coupé, are made from CFRP on the new R8 V10 plus top model. In the 10-cylinder variants the blades extend outwards farther than on the V8 and have special edging; small marks of distinction also occur at the sills. The vent louvers next to the rear window have an aluminum look on the R8 V10 Coupé (matt black on the R8 V8 Coupé and R8 V10 plus). As an option, LEDs illuminate the engine compartment; in the R8 V10 plus this illumination as well as a partial CFRP lining for the engine compartment are standard.
The LED lights dominate the rear of the Audi R8. One innovation from Audi is the indicator light with dynamic display at the bottom edge of the lamp – its light always proceeds towards the outside, in the direction the driver wishes to turn. Above the high-gloss black area between the vent openings sits the new badge – the letter "R" resting partly on a red diamond, the Audi Sport signature. The large diffusor, optionally CFRP (standard on the R8 V10 plus), has been pulled far upwards. In all engine versions the exhaust system terminates in two round, glossy tailpipe trim sections, painted black on the R8 V10 plus.
Audi offers the R8 in the two solid colors Ibis White and Brilliant Red, in four metallic shades and with five pearl effect / crystal effect coatings. For the R8 V10 plus a matt effect color is available as an exclusive feature. The side blades on the Coupé come in eight colors, while the soft top of the R8 Spyder comes in black, red or brown.
The R8 embodies Audi's full expertise in ultra-lightweight design. The aluminum body with the Audi Space Frame (ASF) weighs only 210 kilograms (462.97 lb) on the Coupé, and 216 kilograms (476.20 lb) on the Spyder. The unladen R8 V8 Coupé with manual transmission registers just 1,560 kilograms (3439.21 lb) on the scales, while the open-top sports car weighs 1,660 kilograms (3659.67 lb). The R8 V10 plus, available only as a coupé, brings the needle to 1,570 kilograms (3461.26 lb). Adjustable bucket seats with glass fiber reinforced plastic (GFRP) chassis, less use of insulating materials, special light alloy wheels and chassis components, including the standard ceramic brakes, as well the CFRP add-on parts at the body all contribute to lowering the weight.
On the Audi R8 Spyder the lid on the soft top compartment and the side parts are also CFRP. The elegant, lightweight fabric top, with its largely aluminum and magnesium linkage, is the crowning touch to the ultra-lightweight design. The top opens and closes electrohydraulically in 19 seconds, and during driving at up to 50 km/h (31.07 mph). The heated window pane in the bulkhead between the passenger and engine compartments stands apart from the soft top; the window can be retracted and extended by a switch and also serves as a wind deflector. In case of a pending rollover, two strong, spring-tensioned sections shoot upwards from the seats.
As in car racing, the aerodynamics of the Audi R8 has been optimized for propulsion. The underfloor contains five NACA nozzles, along with two diffusors in the front section, which increase the propulsion at the front axle. The drag coefficient is 0.35 or 0.36 depending on the engine version and body shape; the frontal area measures 1.99 m2 (21.42 ft2).
The engines are assembled by hand. The V8 with 4,163 cc displacement and the V10 with its 5,204 cc displacement are captivating, naturally aspirated heavy-duty engines packed with power. The interplay with the new 7-speed S tronic has reduced CO2 emissions by up to 22 grams/km (35.41 g/mile) and decreased the sprint from zero to 100 km/h (62.14 mph) by three-tenths of a second. Both engines are compact and comparatively lightweight. The crankcase is an aluminum-silicon alloy; the bed plate structure provides high rigidity. The dry-sump lubrication allows low positioning of the engines; the pressure recirculation pump operates load-dependently, for increased efficiency.
The FSI direct fuel injection system allows a high compression of 12.5 : 1. Four adjustable camshafts control the valves. At low load and engine speed, flaps in the intake ducts bring about a precise, cylindrical rotation of the incoming air. The exhaust system is designed for low back pressure. The two tailpipes contain flaps; they open during sharp acceleration to produce a fuller sound.
The 4.2 FSI engine produces 316 kW (430 hp) at 7,900 rpm, with a torque of 430 Nm (317.15 lb-ft) between 4,500 and 6,000 rpm. The unit accelerates the R8 Coupé with S tronic from rest to 100 km/h (62.14 mph) in 4.3 seconds and to a top speed of 300 km/h (186.41 mph) (with manual transmission: 4.6 seconds and 302 km/h (187.65 mph)). For the R8 V8 Spyder the corresponding values are 4.5 and 4.8 seconds, respectively, and also 300 km/h (186.41 mph). On average the R8 V8 quattro as a coupé with S tronic consumes 12.4 liters of fuel per 100 km (18.97 US mpg).
The V10 engine provides a torque of 530 Nm (390.91 lb-ft) at 6,500 rpm, with 386 kW (525 hp) at 8,000 rpm. Its crankshaft is a common-pin design, yielding alternating ignition intervals of 54 and 90 degrees. This design combines maximum rigidity and low weight, while at the same time generating the unique car racing-like sound of the V10.
The Audi R8 V10 Coupé with S tronic accelerates from zero to 100 km/h (62.14 mph) in 3.6 seconds and reaches a top speed of 314 km/h (195.11 mph). With manual transmission the values are 3.9 seconds and 316 km/h (196.35 mph). The R8 V10 Spyder with S tronic completes the standard sprint in 3.8 seconds and has a top speed of 311 km/h (193.25 mph) (with manual transmission: 4.1 seconds and 313 km/h (194.49 mph)). The average consumption rate of the R8 V10 Coupé with S tronic lies at 13.1 liters of fuel per 100 km (17.96 US mpg).
The new top model of the model series is the Audi R8 V10 plus. Developing 404 kW (550 hp), its maximum torque is 540 Nm (398.28 lb-ft) at 6,500 rpm. With S tronic, the R8 V10 plus, available only as a coupé, catapults from zero to 100 km/h (62.14 mph) in 3.5 seconds and achieves a top speed of 317 km/h (196.97 mph); the average fuel consumption rate is 12.9 liters per 100 km (18.23 US mpg). The key data with manual transmission are 3.8 seconds, 319 km/h (198.22 mph) and 14.9 liters (15.79 US mpg).
Two power transmission systems are available for the overhauled Audi R8. The manual 6-speed transmission, with its lever leading into an open stainless steel gate, is standard on the V8 and optional on the V10. The new 7-speed S tronic – optional on the V8 and standard on the V10 – spaces the gears closely in a sporty mode; the final drive position has a wide gear ratio. The dual clutch transmission can be shifted at the selector lever or at the steering wheel paddles; a sports mode is alternatively available. At the press of a button the launch control manages starting at an increased initial engine speed and with optimal tire slip.
The new 7-speed S tronic, with a three-shaft layout, is less than 60 centimeters (23.62 inches) in length. Two multi-plate clutches lying behind one another (a new feature), serve two mutually independent sub-transmissions; gears are shifted directly as the clutches alternately open and close. Gearshifting occurs practically without interruption of tractive power within hundredths of a second, and so dynamically, smoothly and comfortably as to be hardly noticeable.
From the 7-speed S tronic the propeller shaft runs through the crankcase of the engine to the front axle, where a viscous coupling distributes the torque. In normal operation the coupling directs about 15 per cent of the torque to the front axle; when the rear wheels start to spin, a maximum additional 15 per cent flows to the front. A mechanical locking differential operates at the rear axle. The rear-load distribution of the forces ideally harmonizes with the mid-engined concept of the Audi R8. The axle-load distribution is 43 : 57 (front : rear), with small differences between the individual variants.
The chassis of the high-performance sports car employs technologies from car racing. Double wishbones forged from aluminum guide all four wheels. On the R8 V10 plus the springs and shock absorbers have been specially tuned and the camber values at the front axle adapted accordingly. The Audi magnetic ride adaptive damping is standard on the R8 V10 and optional for the V8 variants; it offers a normal mode and a sports mode. The power steering delivers finely differentiated, super-sensitive feedback, with sporty, direct gear ratios.
The overhauled R8 rolls along on large wheels. The V8 engine versions have the standard wheel dimensions of 8.5 J x 18 at the front and 10.5 J x 18 at the rear, with tire sizes 235/40 and 285/35. On the V10 versions Audi mounts 19-inch wheels of widths 8.5 and 11 inches; the tires come in the sizes 235/35 and 295/30 respectively. The optional wheels have especially attractive designs – polished to a high gloss, with a titanium look or (on the R8 V10 plus) in black gloss.
The steel brake disks of the high-performance sports car are internally ventilated, perforated and joined to the aluminum disk bowls by pins. The new "Wave" design of the disks – the wavy exterior contour – lowers the weight overall by about two kilograms (4.41 lb) compared with round disks of the same dimensions. The aluminum brake calipers operate at the front wheels with eight pistons each, and at the rear wheels with four pistons each. In combination with the 19-inch wheels, Audi can provide optional carbon fiber ceramic brake disks (standard on the R8 V10 plus). The electronic stabilization control system ESC offers a sports mode and can also be fully deactivated.
The Audi R8 is a sports car with excellent practical skills. The front luggage compartment has a capacity of 100 liters (3.53 cubic ft); the Coupé accommodates an additional 90 liters (3.18 cubic ft) behind the seats. The long wheelbase of 2.65 meters (8.69 cubic ft) affords generous space. The interior conveys a car racing atmosphere on the luxury level; its dominant feature is the monoposto – the long arc curve running around the cockpit in the area of the driver. The flattened rim of the optional, more contoured R8 leather-covered multifunction sports steering wheel bears the new R8 badge, which also appears at the gearshift or selector lever, at the door sill trims, in the instrument cluster and on the start screen of the on-board monitor.
The electrically adjustable sports seats are optional on the V8 engine versions and standard on the V10 variants. Depending on the model variant, the seat upholstery is an Alcantara/leather combination or Fine Nappa; on the R8 Spyder a special pigmentation reduces heating from direct sunlight. Audi also offers optional bucket seats with prominent side sections for better lateral support (standard on the R8 V10 plus).
Numerous control and trim elements shine with subdued chrome strips or with black paint; the needles in the instrument cluster and the shift paddles have been slightly modified. The center console and the handbrake lever are covered with leather, adorned by delicate seams; in the V10 models the molding around the standard navigation system plus is also leather-covered.
With the diamond-stitched, Fine Nappa full-leather equipment level, the seats and the door trim feature quilted upholstery; for the R8 Coupé a quilted Alcantara headlining is also available. More individualistic customers can choose between leather items in different colors, inlays in Carbon Sigma (standard on the R8 V10 plus) and piano finish black. A wide range of design, styling and leather packages from the Audi exclusive customization line is also available.
The R8 V10 and the R8 V10 plus come with the navigation system plus and the Bang & Olufsen Sound System as standard on-board features. Other options for all R8 variants include a high-beam assistant, a stowage package, various travel case sets, a cell phone preparation, with belt microphone and voice control, and the parking system plus with reversing camera.
The overhauled Audi R8 will roll off the line to European customers at the end of the year.
07-25-2012, 10:07 AM
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