I let Thomas Kräuter drive first. His surname is pronounced 'Kroyter'. His surname is pronounced 'Kroyter', and he's one of the car industry's many unsung heroes - a backroom wizard creating masterworks of engineering and not getting much credit for it.

There are hundreds like him, and they're happy to beaver away at the things they love, knowing they've got some of the best jobs imaginable. And what a job his is. He's the technical project leader on the Audi R8 V12 TDI Le Mans concept you see here, which - although this hasn't been confirmed officially - will soon become the greatest Audi road car of all.

"This is something new," says Thomas, as I motion him to take the driver's seat. He's been asked the same boring questions over and over by the stampede of journalists from all over the world who have decamped to Miami for a spin in this thing, so it was refreshing to do some driving instead.

I have other reasons for being happy riding shotgun. I don't want any distractions from the single aspect of this car I am most curious about - its sound. We're stepping into the unknown here, the first supercar of its kind. Much of it might seem 'normal'; it has a six-litre, 60-degree V12 mounted amidships, with two massive turbochargers fed by a big NACA duct on the roof. Excellent.

It develops 500bhp and 738lb ft of torque, which is 86bhp and 421lb ft more than the standard V8 petrol R8. Decent. The engine, lifted straight from the V12 TDI Touareg, is an exceptional one. But this is a supercar, and it's a diesel. How must it sound?

Thomas punches the starter button, mounted Ferrari mannetino-like on the steering wheel, and there is a brief whirr and then a zimmy sound. Don't know how to describe it other than 'zimmy sound', like a giant, extremely powerful sewing machine.

It's coming from behind our heads, and though it's by no means as intrusive as most mid-engined supercars, you're in no doubt that something significant is lurking back there.

The zimmy sound is accompanied by heavy breathing from the induction system, a compressed, hollow whoosh. And in the dim distance, like a far-away moan of some giant owl, is a deeper whine, very subtle but unmistakably a big-engine note.

Thomas's take on it is just as surreal as mine: "It's like 12 dwarves working, the cylinders, though they are not so small these dwarves." They certainly aren't. There isn't a hint of 'dieselness' or clatter, other than a very faint stuttering rhythm to the note at higher revs.

Thomas gives it no revs as we roll away on our brief journey down a quiet road near the harbour in Miami. Then he gives it more revs when he gets into third. Engine noise builds, but it's still a high-pitched mechanical zim dominating, along with a monstrous pipe-hitting breathing from the turbos.

The turbo whoosh dominates everything when you start to move along at pace. It's all turbo, this engine. It's a massive hollow pipe rush, like hearing white noise played at full blast down a two-foot-wide metal pipe.

Thomas grins. Then he says something. And when you read the next line, read it in a German accent because it works better. I'm not poking fun, I'm just remembering what he said and how he said it. And he's German, like a human embodiment of Vorsprung durch Technic. So, get that accent ready...

"Something strange is working behind us."

Strange. And fantastic. I think I almost like it.

Now it's my turn to slot behind that beautiful flat-bottomed wheel. Thomas has turned the wick right down for our run here, so only half the torque is on tap. The A4 gearbox fitted to the concept is at fault.

I know this because I asked Thomas to turn the wick right up, get his laptop out just for me, so that I could feel The Torque. I explained that I didn't need to drive it at full snap, but would be happy to feel it working at über-boost from the passenger seat.

"See that sign over there?" he answered, pointing to a road sign about 50 yards away. Yep. "The gearbox would be disintegrated entirely before we reached it."

A new gearbox design will be needed for this car, then, an investment I hope Audi decides to sign off. For now, we need to be gentle. I leave the engine ticking over, let the clutch out, and clack up through the R8's metal open-gate gearbox without touching the throttle pedal.

There's probably 60 per cent of max torque available at the 600rpm tickover, so I use it, and am in top gear before I know it, doing about 21mph at 600rpm. At tickover. Astonishing torque, even at half-wick.
Got to remember this is only half of it: 738lb ft must be really something, because 370 feels grunty enough, though there's nothing much to be learned on this silly low-speed drive. Thomas says the gearing will go higher with the production car.

You need to recalibrate your head with this thing. I floor the throttle at 600rpm in sixth and it pulls smoothly and cleanly, with a deep bellow and a hardening of the engine note as the revs build v-e-r-y slowly. Drop two gears, and you have awesome acceleration on tap - apparently, it will pull away in fourth gear without drama.

Later, when I am doing the 'driving photo', I let the thing run almost to the red line at full throttle - sorry Thomas - and by God, the thrust is alien at higher revs (read my full confession in my blog).

It seems to come from nowhere as those turbos spool up effortlessly. That red line happens at a low 4,500rpm, at which speed a Ferrari engine would only just be coming on cam.

Recalibrate your brain, BT. What would this thing be like to live with? Effing incredible, is the answer. The engine is only 89kg heavier than the R8's petrol V8, and it's mounted further forward, which helps the handling.

Serious drivers haven't driven it yet, but Thomas says they will like it, says it's a real bruiser on the track, with no discernible difference in balance to the petrol car. I believe him.

The big unit feels light and revvy. There is almost no flywheel effect - this is a blippy, sporty, light-feeling engine. Thomas says the flywheel had to be small, given the space restriction of the layout. Precise heel-and-toe driving on a track would be a doddle.

The real wonder of this car will be its breadth of abilities. Unbelievable flexibility and effortless acceleration at all speeds with its monstrous torque output. Relatively good fuel-efficiency and quiet long-distance cruising, with the knowledge of the torque being there when you need it. So that'll make it a proper GT.

And, last but not least, four-wheel-drive quattro grip in bad weather, combined with a nimble, light-footed, mid-engined feel on twistier stuff - direct, sharp steering, clamped-to-the-road grip, easy oversteer on demand, supercar fun. Oh, and carbon-ceramic brakes to rein in all that speed.

The car will do 186mph, passing 62mph in only 4.2 seconds and 100mph in about 10 seconds. And it'll return up to 29mpg in normal driving.

The bigger picture is interesting. Why does this car exist? To be the ultimate Audi, probably - one that will be more expensive and more exclusive than any other R8, and built in smaller numbers. Given that the normally aspirated V10 from the S6 and Audi-owned Lamborghini Gallardo will soon be used to create the new RS8, probably running at around 480bhp and 430lb ft, this mighty diesel powerplant neatly takes the car in a new direction.

Importantly, it provides Audi a cool, high-tech marketing tool to attract those all-important US customers to the brand and, crucially, to a new type of fuel.
Diesel hasn't caught on in the States yet - but as fuel prices rise, no doubt it will. Audi will be right there, with a range of efficient, economical Bluetech diesels that will fly off the forecourts with a little help from this monster, linked as it is to the R10 racer hissing around the American Le Mans series and winning everything in sight. Or not winning...

Expect the TDI to be differentiated from 'normal' R8s in all sorts of ways other than its engine. Big duct on the roof, big engine ducting visible through the rear glass, different nose and tail and skirts like this concept, which has more intake area up front and different mesh, maybe different wheels and cabin. The ultimate Audi.

We'll have to wait for a drive in the production car to be sure, but I suspect Audi has created something special here. The diesel supercar has arrived, and it'll worry those old-school, high-revving, inefficient, noisy supercars out there.

"Something strange is working behind us." You're not wrong, Thomas. But it's something extraordinary, too.

Date posted: 07-15-2008


SANTA MONICA, California — With the launch of the elusive 2008 Audi R8 coupe in full swing and a high-powered V10 model on the way shortly, it's no surprise that an open-top model is in the works for 2009.

In order to preserve the Audi R8's superior handling characteristics, expect the future open-air R8 to use a removable targa top instead of a full convertible like the Lamborghini Gallardo Spyder.

The R8 targa will likely share the coupe's mechanicals, including a 420-horsepower 4.2-liter V8 engine.

What this means to you: At least a year away from production, the R8 targa is sure to be as popular as the sold-out coupe. — Kelly Toepke, News Editor

Audi is launching the next variant of its top-of-the-line model. With the R8, the brand has established itself at the forefront of high-end sports cars from the very start – and now comes the R8 V10. Its 5.2-liter, ten-cylinder engine churns out 386 kW (525 hp) and 530 Nm (390.91 lb-ft) of torque, which makes for breathtaking performance. With superior Audi technologies such as quattro all-wheel drive, the lightweight aluminum body, the innovative all-LED headlights, and its striking design, the
R8 V10 takes pole position against the competition.

The R8 V10 is the result of cumulative know-how from Audi's string of Le Mans victories. Its naturally aspirated engine combines racing technology such as dry sump lubrication with FSI gasoline direct injection. The ten-cylinder design is the perfect synthesis for impressive top performance, mighty pulling power, and low weight. Starting in 2009, this engine will also prove its potential on the world's racetracks – in the new R8 racing car Audi is developing for customer teams in conformance with the GT3 rules.

The V10 engine in the production sports car will be almost identical in construction to the one in the racing version. Its displacement is 5,204 cc, at 6,500 rpm it delivers 530 Nm (390.91 lb-ft) of torque, at 8,000 rpm its power tops out at 386 kW (525 hp).

The specific power output is 100.9 hp per liter of displacement – and each hp has to propel only 3.09 kilograms (6.91 lb) of weight, because the Audi R8 V10 in the version with the six-speed manual gearshift weighs only 1,620 kilograms (3571 lb). The engine accounts for 258 of these kilograms (569 lb) – that's only 31 kilos (68 lb) more than the V8.

The Audi R8 5.2 FSI quattro rockets from zero to 100 km/h (62.14 mph) in 3.9 seconds. In the version with the sequentially shifting R tronic it reaches 200 km/h (124.27 mph) in another 8.1 seconds. Even then its propulsive power hardly lessens: it's sufficient to reach a top speed of 316 km/h (196.35 mph). The immense force, the spontaneity and the thrust of the acceleration, plus the sound of the engine – all these impressions coalesce into a breathtaking sports car experience. The V10 plays a concert with growling bass tones and powerful high notes, which grows into a grandiose fortissimo as the engine revs up. This sonorous acceleration doesn't reach its limit until 8,700 rpm.

The 5.2-liter powerplant uses direct injection according to the FSI principle developed by Audi. A common rail system injects the fuel into the combustion chambers with up to 120 bar of pressure. Direct injection reduces the susceptibility to knocking and provides a certain amount of cooling through the evaporation of the fuel, which in turn supports a high compression ratio of 12.5:1. This in turn contributes to superior performance and improves fuel economy. The R8 V10 with R tronic gets by on an average of 13.7 liters per 100 km (17.17 US mpg).

For maximum dynamics: low center of gravity engine

The technical refinements of the long-stroke ten-cylinder engine include dry sump lubrication, which allows the engine to be mounted low within the chassis. The wide cylinder angle of 90 degrees also makes for a low center of gravity. The crankcase is a high-strength aluminum-alloy casting produced in a complex process. The connecting rods are made of forged steel, the pistons of aluminum. The four camshafts are chain-driven and each is adjustable through 42 degrees. This provides great latitude in controlling the valve timing. In combination with the straight, flow-optimized ducts of the intake manifold, this improves the charge throughout the entire speed range.

The R8 5.2 FSI quattro has a six-speed transmission. A precise and smooth-shifting manual transmission comes as standard equipment. The sequential R tronic is available as an option. The high-tech gearshift conveys an authentic racing feel – with the rocker switches at the steering wheel and the short shifting times of usually less than one-tenth of a second. When the driver actuates the Launch Control program by pressing a button, the R8 V10 takes off in a vehement quick-start with electronically controlled tire slip – both with the R tronic and with the manual transmission.

A contributing factor to the wide lead in traction and driving safety of the Audi R8 V10 over the competition is quattro all-wheel drive – it's the superior technology especially for a high-performance sports car. Four powered wheels get more grip than two. They enable the driver to step on the gas sooner when coming out of a curve. It's not only the traction that benefits, but also the transverse dynamics and the stability.

44 to 56 percent – the ideal axle load distribution

The Audi R8 chassis offers both dynamic performance and astonishing levels of comfort on long distances. This high-performance sports car from Audi eagerly responds to any steering action with instant ease, achieves lateral acceleration of up to 1.2 g, and handles any situation with superb driving safety. Its mid-engine design provides an ideal axle load distribution of 44 to
56 percent.

The wheel suspensions on dual aluminum wishbones front and rear – a classic racing technology – are optimized for neutral self-steering characteristics. Even more than in the eight-cylinder R8, this setup is designed for maximum performance. 19-inch wheels equipped with tire pressure monitoring display are standard equipment. Their 10-spoke Y design is exclusive to the R8 V10. Tire sizes are 235/35 front and 295/30 rear.

The car features a high-end damper technology as standard: Audi magnetic ride adapts the characteristics of the suspension in milliseconds to the nature of the road surface and to the driving style. Suspended in the oil of the shock absorbers are tiny magnetic particles which, when a voltage is applied, rearrange themselves so as to slow down the flow of oil through the valves.

In the R8 V10, deceleration is provided by an extremely muscular braking system – eight brake pistons at the front and four at the rear grasp the brake disks, which are ventilated and perforated to ensure unimpeded heat transfer. The brake disks on the front axle have a diameter of 380 millimeters (15 in); the rear discs span 356 millimeters (14 in).

The R8 5.2 FSI quattro is optionally available with a ceramic brake system whose disks are made of a composite material containing high-strength carbon fibers and abrasion-resistant silicon carbide. These are especially light: their combined weight is nine kilograms (19.84 lb) less than the weight of equivalent steel disks. The ceramic brakes can easily cope with the harsher requirements of racing, won't corrode, and have a typical service life of 300,000 kilometers (186,400 miles). Their calipers are painted charcoal gray and emblazoned with the inscription "Audi ceramic".

Typically Audi: Sharp lines and an elegantly curved roof

The wide, full shape of the R8 5.2 FSI quattro seems to hug the road. The brawny proportions and prominent wheel wells underscore its potential. The high-precision styling of the lines and the elegant curve of the roof are typical Audi features. A continuous contour optically connects the front, the wheel wells, the sides and the rear. Located well forward, the cab visually expresses the mid-engine design. The vertical air scoops (sideblades) on the sides are also indicative of the engine location. The massive aluminum gas cap is mounted flush within the right sideblade.

The design of the Audi R8 has already impressed experts, as evidenced by the double victory in the "World Car of the Year Awards 2008". In the ten-cylinder model, the styling has been sharpened up even more.

The front air inlets, which feed air to the coolers, and the lip of the front apron are painted in high-gloss black. The number of cross-braces has been reduced from four to two. The vanes of the single-frame grille have a striking chrome finish.

A very distinctive highlight of the R8 V10 are the all-LED headlights as standard equipment. Audi is the world's first automaker to use LEDs for the high beam, low beam, daytime running lights, and turn signals. Each headlight integrates 54 of these high-tech light sources. With a color temperature of 6,000 Kelvin the LED light closely resembles daylight, which is less tiring to the eyes in night driving. Further advantages of the LEDs include brilliant illumination, low energy consumption, and a virtually unlimited service life.

Special details also distinguish the body of the R8 V10. Its sideblades are more accentuated than in the eight-cylinder version. The side sills are more striking and wider; the exhaust grilles at the rear windows have a matt aluminum look. Through the large rear window, the ten-cylinder engine is clearly visible in its consummate technical beauty.

When in motion, this Audi high-performance sports car creates a downforce that keeps it in firm contact with the road – thanks to a rear spoiler which deploys automatically at 100 km/h and the fully enclosed underbody, which terminates in a sharply upward-curved diffuser. The dominant color at the rear end is high-gloss black, including the settings of the LED tail lights. The air outlets at the rear end also have only two cross-braces, and the exhaust system terminates in two large oval tailpipes.

Audi sets the example – in body weight and rigidity

The body of a sports car must be especially lightweight and rigid. Audi meets these requirements with the technology of the Audi Space Frame (ASF) and its high-tech aluminum construction. The body-in-white of the R8 V10, which includes an engine frame made of ultra-light magnesium, weighs only 210 kilograms (463 lb), and the quality of its lightweight design – the relation of weight to torsional rigidity – is the best in the sports car segment. The body is composed of profile extrusions, sheet aluminum and very complex gusset castings, all held together by 99 meters (325 ft) of welding seams, 782 rivets, and 308 special screws.

The interior of the R8 V10 provides a unique racing ambience at the luxury level. Its dominant element is the so-called monoposto – a wide arc that contains the steering wheel and the cockpit. As always in an Audi, the workmanship is of the highest quality. The surfaces of the dashboard and doors are lined with fine materials and adorned with precisely stitched decorative seams. Many customizing solutions are available: Audi supplies leather in a wide range of colors, packages with a carbon and piano-lacquer finish, or a made-to-measure luggage set. quattro GmbH, which has developed and is producing the R8 V10, also provides solutions for unconventional requirements.

The great everyday utility of the Audi R8 V10 is based in part on its spacious interior made possible by the long wheelbase of 2.65 meters (8.69 ft). Drivers and passengers of any size will always find a perfect sitting position. Visibility too is surprisingly good. Slender hinge pillars optimize the obliquely forward field of view. Another advantage for convenient everyday use is the luggage space: 100 liters (3.53 cu ft) fit under the front hood, another 90 liters (3.18 cu ft) can be stowed behind the seats. There is also room for two golf bags.

The Audi R8 5.2 FSI quattro combines its colossal performance with a generous complement of standard equipment. Highlights include heatable seat covers made of Fine Nappa leather, a driver information system, the navigation system plus and the Bang & Olufsen sound system along with deluxe automatic air conditioning and an alarm system. The instruments and the gearshift knob are decorated with red rings; the footrests and the rocker switches of the R tronic have an aluminum finish.

The list of options includes other highly attractive features – such as the Audi parking system advanced with its integrated rearview camera or numerous Audi exclusive customization options. Various leather packages provide a luxurious touch, while the bucket seats from the Audi exclusive program bring a highly concentrated racing atmosphere into the R8 V10.

The Audi R8 5.2 FSI quattro will be rolled out in Germany in the second quarter of 2009 at a basic price of EUR 142,400.