Audi r8 Learn more about the 2012 Audi R8 luxury sportscar experience, with dramatic LED daytime running lights, tailgates, mirror indicators, and much more
The first appearance of the car was in 2006, appearing at auto shows and events all over the world. The R8 is based on the Lamborghini Gallardo platform, as Audi has full ownership of subsidiary Lamborghini S.p.A.. Audi announced in 2005 that the name of the successful Audi R8 race car would be used for a new road car in 2007, the Audi R8, based on the Audi Le Mans quattro concept car, which was based on the earlier Audi RSQ concept vehicle, appearing at the 2003 Geneva Auto Show and 2003 International Motor Show. The R8 was officially launched at the Paris Auto Show on 30 September 2006. There is some confusion with the name which the car shares with the Le Mans winning R8 LMP. Originally, many thought the car would be called the R9 (as there is a gap in numbering left when Audi announced the R8's successor, the diesel-powered R10).
Pricing for the R8 model starts at around €88,000, although in Ireland, due to high VRT the base price of the R8 is about €160,000. The base price in the US is $109,000.
The Audi R8 is equipped with a 4.2 L FSI V8 developing 420 PS (414 hp/309 kW), the same engine used in the B7 Audi RS4.
The transmission is either a manual gearbox with metal gate, or a "R-tronic" gearbox (single-clutch robotic gearbox). These options are the same that are available on the Lamborghini Gallardo. A double clutch gearbox (DSG, S-tronic) is not currently (as of January 2008) available.
The R8 has a dry weight of 1560 kg (3439 lb). Its suspension utilizes magneto rheological dampers.
As Audi AG owns Lamborghini (Automobili Lamborghini S.p.A.), 15% of the R8 is shared with the Lamborghini Gallardo, including the transmission and chassis. The R8 is made distinct by its exterior styling, cabin, engine, and pricing.
The Audi R8 also features an optional Bang & Olufsen sound system, and Carbon-Ceramic composite brakes with monobloc Brembo calipers on all four wheels.
The Audi R8[4] (Typ 42)[6] is a mid-engine, 2-seater sports car,[4][7] which uses Audi's trademark quattro permanent all-wheel drive system.[4][8] It was introduced by the German automaker Audi AG in 2006.
The car was exclusively designed, developed, and manufactured by Audi AG's high performance private subsidiary company, quattro GmbH, and is based on the Lamborghini Gallardo platform.[9] The fundamental construction of the R8 is based on the Audi Space Frame,[4] and uses an aluminium monocoque which is built around space frame principles. The car is built by quattro GmbH in a newly renovated factory at Audi's 'aluminium site' at Neckarsulm in Germany.[4]
In 2005, Audi announced that the name of the successful Audi R8 race car would be used for a new road car in 2007, the Audi R8, based on the Audi Le Mans quattro concept car, appearing at the 2003 International Geneva Motor Show, and 2003 Frankfurt International Motor Show. The R8 road car was officially launched at the Paris Auto Show on 30 September 2006. There was some confusion with the name, which the car shares with the 24 Hours of Le Mans winning R8 Le Mans Prototype (LMP). 6-time 24 Hours of Le Mans winner Jacky Ickx described the R8 as "the best handling road car today".[10] The Audi R8 is used as a safety car in Deutsche Tourenwagen Masters and British Superbike Championship racing series.
The R8 is due to be replaced with a brand new model in calendar year 2014.[11] The highest output version of Audi's new 4.0 liter V8 twin-turbocharged engine is expected to power the new car. This engine is scheduled to be previewed as a detuned version in the 2012 Audi S8—with 518 hp (386 kW) on tap.[citation needed] In the R8 application it is expected to produce about 600 hp.[citation needed] Combined with an approximate 200 lb (91 kg) weight loss, the new R8 is expected to compete well with the new Porsche 997 twin turbo model and will likely perform significantly better than the current R8 GT with a 0–60 mph time in 3.2 seconds and a quarter mile in less than 11 seconds. A dual clutch automated gearbox will be offered for the first time.
To produce the R8 at quattro GmbH, seventy workers fit 5,000 unique parts by hand. The factory at Neckarsulm, redeveloped at a cost of €28 million, usually produces between eight and fifteen cars a day, up to a maximum daily output of 29 cars.[4] Ninety-five lasers inspect the entire car in five seconds to ensure that over 220 measurements are within 0.1 millimetres of the programmed plans.[12] The two-seat coupé is currently available in Bahrain, Europe, the United States, Canada, Australia, Japan and South Africa.[13] The R8 Spyder23, an open-top roadster model, followed in 2009. In Latin America, the R8 became available at the end of 2008 at dealers in Mexico City, Bogota, Medellin, São Paulo, Rio de Janeiro, Buenos Aires, Lima, Santiago and Santo Domingo. Customers bought every unit available for 2008 within a week[14] after the R8 premiered at the Bogota International Auto Show and Auto Expo of Medellin.
The Audi R462956 was initially equipped with a 4.2 litre V8 engine. Specifically, it is an all-aluminium alloy 32-valve (four valves per cylinder) petrol engine,[4] utilising Fuel Stratified Injection (FSI),[4] and has a displacement of 4,163 cubic centimetres (254.0 cu in).[4] It develops a motive power output of 420 metric horsepower (309 kW; 414 bhp) (Directive 80/1269/EEC),[4] and generates 430 newton metres (317 ft·lbf) of torque,[4] on 98 RON 'Super Unleaded' petrol. It is basically the same engine used in the Audi B7 RS4, but is modified to use dry sump lubrication system. This V8 is a highly reworked, high-revving variant of the existing 4.2 litre V8, but includes cylinder-direct fuel injection (Fuel Stratified Injection), and four valves per cylinder, instead of five (as used on the previous non-FSI variants). It also uses two chain-driven double overhead camshafts (DOHC) per cylinder bank, and utilises variable valve timing for both inlet and exhaust camshafts.
The transmission options are either a Lamborghini sourced six-speed manual gearbox with metal gate for the shift lever, or an Audi-developed R tronic[4] gearbox—which is a semi-automatic, without a traditional clutch pedal with automatic gears shifting mode.[7][19] These options are the same as those available on the Lamborghini Gallardo. A double clutch direct-shift gearbox (DSG), now badged by Audi as S tronic, is not available (as of April 2010[update]).
AUDI AG unveiled the Audi R8 V10 on 9 December 2008. It uses a 5.2 litre FSI engine,[4] based on the unit in the Lamborghini Gallardo LP560-4 (which in turn was based on the 5.2 FSI V10 as used in the Audi C6 S6 and Audi D3 S8), but is re-tuned to produce a power output of 525 metric horsepower (386 kW; 518 bhp), and generate 530 newton metres (391 ft·lbf) of torque.[4][5] Compared to the V8 variant, the R8 V10's performance numbers are enhanced. Audi states the new 0 to 100 kilometres per hour (0 to 62.1 mph) time as only 3.9 seconds,[4] 60 to 124 miles per hour (97 to 200 km/h) in 8.1 seconds, and a top speed of 317 kilometres per hour (197.0 mph).[4] Other changes to the V10 version of the R8 include some aesthetic differences: such as all-LED headlights (a world-first),[4] interior enhancements such as Bang & Olufsen 465 watt sound system,[4] and a more aggressive body styling,[20] larger rear brakes and unique roadwheels.[4] It was initially thought that this version of the R8 was going to have the same engine as the C6 Audi RS6, a 5.0 litre V10 TFSI twin-turbo engine, which produces 580 metric horsepower (427 kW; 572 bhp). However, some components of the twin-turbo system overheated, and one prototype was destroyed by fire at the Nürburgring.[21]
The Audi e-tron concept car was unveiled at the 2009 Frankfurt motor show. Similar in appearance to the R8, but slightly smaller, it is powered by four independent electric motors,[24] two mounted within the centre of the front axle and the other two within the rear axle, each produces 79 PS (58 kW; 78 bhp) and 1,125 newton metres (830 ft·lbf) of torque. It produces a total of 317 PS (233 kW; 313 bhp) and a sceptical 4,500 newton metres (3,319 ft·lbf) of torque. However the proposed torque rating is the torque measured at the wheels, not at the output shaft—as is the industry standard, the true torque rating being around 678 newton metres (500 ft·lbf).
The prototype version of the R8 e-tron sticks closely to the original concept with a shape reminiscent of existing V8 and V10 petrol powered versions. Audi claims the production version of the R8 e-tron will be capable of a 0–100 km/h (62 mph) time of around 4.8 seconds, making it only 0.2 seconds slower than the R8 V8. Initial plans call for its top speed to be limited to 124 mph (200 km/h) to protect the charge of the battery. It is planned for launch in early 2012.
Along with the R8 e-tron, Audi is also considering small scale production of a smaller and lighter zero emission sportscar based around the second e-tron concept displayed at the 2010 Detroit Motor Show
Journalists at a tech demonstration at Audi's lightweight research and production plant in Neckarsulm, Germany were shown a teaser of an upcoming supercar, codenamed “NF” that will feature even greater usage of lightweight composites.
The vehicle identified as R8 NF was featured on a timeline showing the creation of carbon-fiber in vehicles such as the R8 and highlighted the carbon-fiber engine cover on the R8 Spyder, the roof of the R8 e-tron and a collection of pieces found on the R8 GT.
At the 2014 mark was the R8 NF, or more specifically, the passenger section. The image implied that the NF would feature a new carbon-fiber rear bulkhead between the seat backs and the engine compartment and showed the carbon-fiber piece extending into the lower B-pillar. Audi would not elaborate on the image, however, they said the prototype is up 20% (325 kg (720 lb) lighter than an aluminum-bodied R8.[25]
As Volkswagen Group owns both Audi and Lamborghini (Automobili Lamborghini S.p.A.), some of the R8 is shared with the Lamborghini Gallardo, including some of the chassis and floorpan, door handle mechanisms, transmissions, and the revised V10 engine. The R8 is made distinct by its Germanic exterior styling, cabin, smaller V8 engine, magnetic dampers, and pricing.
The R8 (with the V8 engine) has a curb weight of 1,560 kilograms (3,439 lb).[4] Its suspension uses BWI Group's[30] magneto rheological dampers.[31]
Safety features include Bosch ESP 8.0 Electronic Stability Programme [4] which includes Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Anti-Slip Regulation (ASR) and Electronic Differential Lock (EDL),[4] front dual-stage airbags, and 'sideguard' curtain airbags.[32] The R8 also features a distinctive curved bar of LED daytime running lamps (DRLs) mounted insided the xenon HID headlamp casings.
The R8, like most mid- or rear-engine designed sports cars, utilises wider roadwheels and tyres on its rear axle. For the 18 inch alloy wheels (on standard summer tyres), there is just one range of sizes—the fronts are sized at 8.5J×18H2 ET42, whilst the rears are two inches wider at 10.5Jx18H2 ET50. With the 19 inch wheels (standard fit in most markets), the theme continues—the fronts are all 8.5J×19H2 ET42, and the rears are 11.0Jx19H2 ET50.[4] 19" wheels for the winter tyre package have a ½" narrower rear compared to the summer tyre wheel package. There is also a corresponding difference in tyre sizes—18's are 235/40 ZR18 95Y XL (eXtra Load) up front and 285/35 ZR18 101Y XL at the rear. For the 19" tyres, two different options are available—all fronts are 235/35 ZR19 91Y, and the rears are either 295/30 ZR19 100Y XL or 305/30 ZR19 102Y XL.[4] Standard factory supplied tyre makes offered are either Continental SportContact3, or Pirelli P-Zero Rosso.
For 2009, Audi announced the production of an R8 LMS racing car, designed for the GT3 rules in the FIA GT3 European Championship and various national racing series. Known within Audi Sport as the 'R16', the R8 LMS features a 500 PS (368 kW; 493 bhp) V10 engine. Because the GT3 regulations prohibit the use of four-wheel drive, Audi had to drop its 'trademark' quattro four-wheel drive system, and the R8 LMS is only available with the typical rear-wheel drive setup. The torque is transmitted via a newly developed six-speed sequential sports gearbox. Despite the development of the car, Audi itself had stated not to enter any races with the new GT3 car as an official 'factory' team.[33] The car was unveiled at Essen Motor Show.[34] The first Audi R8 LMS (chassis number 101) was delivered to Audi Sport Italia in 2009.[35] In the 2009 24 Hours Nürburgring, and preceding VLN endurance races, Audi privateer teams had entered four cars, operated by the Abt Sportsline and Nürburging-based Phoenix race teams. Until the 19th hour, two of these R8 remained challengers for the lead, against two Manthey-operated Porsche GT3 in the same lap, before the leading #99 car[36] suffered suspension problems. The #97 finished 2nd,[37] and despite electrical and gearbox problems, the other two cars finished 23rd or better. Australian Mark Eddy participated in the 2010 Australian GT Championship with the first R8 LMS in the Southern Hemisphere.[38] In the 2010 24 Hours Nürburgring, the first four spots on the grid were occupied by Audi R8.
Audi's Le Mans 24 Hour team, Joest Racing ran a pair of R8 LMS GT3's in the 2011 Bathurst 12 Hour held at the Mount Panorama Circuit, Bathurst, New South Wales, Australia on 6 February 2011. The #7 R8 driven by an all-Australian crew of Mark Eddy, multiple Bathurst 1000 winner Craig Lowndes and Warren Luff qualified on pole alongside team mates Marc Basseng, Christopher Mies and Darryl O'Young in the #8 car. Bessing, Miles and O'Young won the race from Eddy, Lowndes & Luff by just 0.71 seconds with Lowndes setting the races fastest lap and a new class lap record of 2:09.0861 for the 6.213km long circuit on lap 267 of the 292 ran in the 12 hour time frame.[39] FIA GT3 and Australian GT Championship cars were included in the 12 Hour for the first time in 2011. The race had previously been the domain of
Audi doesn't have the track record of Ferrari, Lamborghini or even the Corvette, but with the R8 it's rapidly building its own reputation.
The R8 is nothing less than a supercar with a pure, clear German spirit. The ballsy, blatty Corvette and the sensual, rippling Italia have met their match in the Audi's swelling fenders and roofline, in those spot-on styling parentheses down the Coupe's sides, in its nearly faultless handling. Even if the V-10 option has roots in Italy, it's a perfect fit for the R8's subtle, suave demeanor.
The R8 pleases drivers in lots of small ways, too. It's amply big inside, so tall drivers who get cramped in a Maserati will fit with ease. The controls feel light and accurate, like those on the way-back machine of all time, the Acura NSX. Fuel economy, by supercar standards, is excellent.
Whether you opt for the R8 hardtop and its engine-under-glass voyeurism, or the Spyder's sunny demeanor, you'll get incredible handling and real supercar authority. it didn't exist five years ago at Audi, and we doubt any other brand in history has gone from zero to amazing quite so fast.
Power for the concept comes from the automakers race-derived 6.0 liter V12 diesel motor, which was first used in the R10 Le Mans competition car, and is now available in the Audi Q7. The engine produces 500 horsepower and 738 pound-feet of torque. The peak torque, reached at only 1,750 rpm.
The car sprints to 62 mph in 4.2 seconds, according to Audi. Like most German automakers, Audi is probably reporting a very conservative acceleration time for this car.
Other highlights of the show car include a glass roof, an increased use of carbon fiber, revised front and rear aprons, and larger air intakes all around.
The car also features all-LED headlights, which are visually very appealing, not to mention very energy efficient and bright. With a color temperature of 6,000 Kelvin, the light emitted resembles daylight much more closely than xenon or even halogen light.
Earlier reports suggested that Audi would equip the R8 with a diesel engine for the 2009 model year, but the latest word is that the TDI R8 may never make it into production. Audi engineers are reporting that fitting the turbochargers into the allotted space is proving impossible, and the costs associated with making it fit would make it impossible for Audi to ever turn a profit from a TDI R8.
Does this mean the R8 lineup will eventually include V8, V10, and V12 powerplants? It’s too soon to know for sure, but we can hope.
Which is strange because the original R8 coupe is one of the most useful supercars in history. You can have that coupe for thrills, and for every day. But there's one crucial detail that hobbles the Spyder as an everyday car. Where an R8 coupe has a handy space behind the seats, in the Spyder that space is used to store the folded roof. All that remains is the front boot, which, as with all R8s, is the size of a lunchbox.
So while the Spyder is on paper a relatively trifling eight per cent, or £8,690, more expensive than the coupe, in practice you'd also need to add the cost of forwarding your luggage. Say £28,250 for an S3, plus the wages of its driver.
Since as an R8 Spyder buyer you'll need to be so financially well-upholstered, you'll think nothing of forking out for two more cylinders. So Audi doesn't give you the choice and the Spyder is, for the time being at least, available only with the V10 and not the V8. And standard all-LED headlamps, magnetic ride, Bang and Olufsen hi-fi, and (nifty detail this) Bluetooth phone microphones embedded in the seatbelt fabric so that - even at big speed roof-down - you can phone your man in the S3 and tell him where to meet you with the fresh undies.
And what a time you'll be having en route to the rendezvous. We've already written thousands of words on the subject of our near-boundless love for the R8 V10. And now here's a convertible, with all the advantages that confers. A convertible is when you can't go very fast and want to enjoy the agreeable scenery and weather. A convertible is also more dramatic-looking. The absence of a roof makes a low and wide car even lower and, in consequence, wider-looking. And you hear that engine all the better.
Somewhere between a pair of TT RS straight-fives and a Formula One V10, it's a noise you just can't get enough of. There's heaps of torque too, delivered so nonchalantly that at first it's easy to miss how fast this car is. I kept shifting up at 6,000rpm. I had to remind myself to take it to 8,700. And in the region between those numbers, this thing is hectically, brutally fast. Oh yes, it's 100kg more than the coupe, so 0-62 takes just over four seconds rather than just under, but roof-down the Spyder's extra rush and noise makes it feel the more madly rapid.
The R-tronic single-clutch flappy-paddle gearbox is another £5,200. However much money you've got, I urge you not to tick that box. The manual is simply delicious, and doesn't make silly decisions. The R-tronic does - for instance, it changes down automatically as you approach a stop. Now imagine you decide it's time to go from third to second. If the moment you pull the paddle coincides with moment it decides to shift down anyway, your shift plus its shift combine to land you in first, and suddenly the car stands on its nose. Thunk.
All the R10's grip and traction are there. You can go at face-bending rates, and the R8 helps you out. But something here has been lost. The steeringremains progressive and confident, but a vital portion of the coupe's feedback and involvement has gone AWOL. It's sorely missed. The engineers say it's the extra weight that's to blame.
There was always a Spyder in the R8 plan. So I'm surprised by this marginal loss of finesse. I'm also surprised that the heater isn't more effective, and that the cockpit is actually pretty blustery at motorway speed - an MX-5 is far better in both respects.
So I came away from this drive feeling that the Spyder was a mild disappointment. Sorry. But then I'd set it such a high bar. I wanted it to be more special than the basic R8 V8 manual, and while it is in some ways, in others it's lost something. But you need to know two things to put that verdict in proper context. First I drove it on a day of relentlessly grey sky and cold wind. And secondly, I think that a basic R8 is already miraculously special.
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The first appearance of the car was in 2006, appearing at auto shows and events all over the world. The R8 is based on the Lamborghini Gallardo platform, as Audi has full ownership of subsidiary Lamborghini S.p.A.. Audi announced in 2005 that the name of the successful Audi R8 race car would be used for a new road car in 2007, the Audi R8, based on the Audi Le Mans quattro concept car, which was based on the earlier Audi RSQ concept vehicle, appearing at the 2003 Geneva Auto Show and 2003 International Motor Show. The R8 was officially launched at the Paris Auto Show on 30 September 2006. There is some confusion with the name which the car shares with the Le Mans winning R8 LMP. Originally, many thought the car would be called the R9 (as there is a gap in numbering left when Audi announced the R8's successor, the diesel-powered R10).
Pricing for the R8 model starts at around €88,000, although in Ireland, due to high VRT the base price of the R8 is about €160,000. The base price in the US is $109,000.
The Audi R8 is equipped with a 4.2 L FSI V8 developing 420 PS (414 hp/309 kW), the same engine used in the B7 Audi RS4.
The transmission is either a manual gearbox with metal gate, or a "R-tronic" gearbox (single-clutch robotic gearbox). These options are the same that are available on the Lamborghini Gallardo. A double clutch gearbox (DSG, S-tronic) is not currently (as of January 2008) available.
The R8 has a dry weight of 1560 kg (3439 lb). Its suspension utilizes magneto rheological dampers.
As Audi AG owns Lamborghini (Automobili Lamborghini S.p.A.), 15% of the R8 is shared with the Lamborghini Gallardo, including the transmission and chassis. The R8 is made distinct by its exterior styling, cabin, engine, and pricing.
The Audi R8 also features an optional Bang & Olufsen sound system, and Carbon-Ceramic composite brakes with monobloc Brembo calipers on all four wheels.
The Audi R8[4] (Typ 42)[6] is a mid-engine, 2-seater sports car,[4][7] which uses Audi's trademark quattro permanent all-wheel drive system.[4][8] It was introduced by the German automaker Audi AG in 2006.
The car was exclusively designed, developed, and manufactured by Audi AG's high performance private subsidiary company, quattro GmbH, and is based on the Lamborghini Gallardo platform.[9] The fundamental construction of the R8 is based on the Audi Space Frame,[4] and uses an aluminium monocoque which is built around space frame principles. The car is built by quattro GmbH in a newly renovated factory at Audi's 'aluminium site' at Neckarsulm in Germany.[4]
In 2005, Audi announced that the name of the successful Audi R8 race car would be used for a new road car in 2007, the Audi R8, based on the Audi Le Mans quattro concept car, appearing at the 2003 International Geneva Motor Show, and 2003 Frankfurt International Motor Show. The R8 road car was officially launched at the Paris Auto Show on 30 September 2006. There was some confusion with the name, which the car shares with the 24 Hours of Le Mans winning R8 Le Mans Prototype (LMP). 6-time 24 Hours of Le Mans winner Jacky Ickx described the R8 as "the best handling road car today".[10] The Audi R8 is used as a safety car in Deutsche Tourenwagen Masters and British Superbike Championship racing series.
The R8 is due to be replaced with a brand new model in calendar year 2014.[11] The highest output version of Audi's new 4.0 liter V8 twin-turbocharged engine is expected to power the new car. This engine is scheduled to be previewed as a detuned version in the 2012 Audi S8—with 518 hp (386 kW) on tap.[citation needed] In the R8 application it is expected to produce about 600 hp.[citation needed] Combined with an approximate 200 lb (91 kg) weight loss, the new R8 is expected to compete well with the new Porsche 997 twin turbo model and will likely perform significantly better than the current R8 GT with a 0–60 mph time in 3.2 seconds and a quarter mile in less than 11 seconds. A dual clutch automated gearbox will be offered for the first time.
To produce the R8 at quattro GmbH, seventy workers fit 5,000 unique parts by hand. The factory at Neckarsulm, redeveloped at a cost of €28 million, usually produces between eight and fifteen cars a day, up to a maximum daily output of 29 cars.[4] Ninety-five lasers inspect the entire car in five seconds to ensure that over 220 measurements are within 0.1 millimetres of the programmed plans.[12] The two-seat coupé is currently available in Bahrain, Europe, the United States, Canada, Australia, Japan and South Africa.[13] The R8 Spyder23, an open-top roadster model, followed in 2009. In Latin America, the R8 became available at the end of 2008 at dealers in Mexico City, Bogota, Medellin, São Paulo, Rio de Janeiro, Buenos Aires, Lima, Santiago and Santo Domingo. Customers bought every unit available for 2008 within a week[14] after the R8 premiered at the Bogota International Auto Show and Auto Expo of Medellin.
The Audi R462956 was initially equipped with a 4.2 litre V8 engine. Specifically, it is an all-aluminium alloy 32-valve (four valves per cylinder) petrol engine,[4] utilising Fuel Stratified Injection (FSI),[4] and has a displacement of 4,163 cubic centimetres (254.0 cu in).[4] It develops a motive power output of 420 metric horsepower (309 kW; 414 bhp) (Directive 80/1269/EEC),[4] and generates 430 newton metres (317 ft·lbf) of torque,[4] on 98 RON 'Super Unleaded' petrol. It is basically the same engine used in the Audi B7 RS4, but is modified to use dry sump lubrication system. This V8 is a highly reworked, high-revving variant of the existing 4.2 litre V8, but includes cylinder-direct fuel injection (Fuel Stratified Injection), and four valves per cylinder, instead of five (as used on the previous non-FSI variants). It also uses two chain-driven double overhead camshafts (DOHC) per cylinder bank, and utilises variable valve timing for both inlet and exhaust camshafts.
The transmission options are either a Lamborghini sourced six-speed manual gearbox with metal gate for the shift lever, or an Audi-developed R tronic[4] gearbox—which is a semi-automatic, without a traditional clutch pedal with automatic gears shifting mode.[7][19] These options are the same as those available on the Lamborghini Gallardo. A double clutch direct-shift gearbox (DSG), now badged by Audi as S tronic, is not available (as of April 2010[update]).
AUDI AG unveiled the Audi R8 V10 on 9 December 2008. It uses a 5.2 litre FSI engine,[4] based on the unit in the Lamborghini Gallardo LP560-4 (which in turn was based on the 5.2 FSI V10 as used in the Audi C6 S6 and Audi D3 S8), but is re-tuned to produce a power output of 525 metric horsepower (386 kW; 518 bhp), and generate 530 newton metres (391 ft·lbf) of torque.[4][5] Compared to the V8 variant, the R8 V10's performance numbers are enhanced. Audi states the new 0 to 100 kilometres per hour (0 to 62.1 mph) time as only 3.9 seconds,[4] 60 to 124 miles per hour (97 to 200 km/h) in 8.1 seconds, and a top speed of 317 kilometres per hour (197.0 mph).[4] Other changes to the V10 version of the R8 include some aesthetic differences: such as all-LED headlights (a world-first),[4] interior enhancements such as Bang & Olufsen 465 watt sound system,[4] and a more aggressive body styling,[20] larger rear brakes and unique roadwheels.[4] It was initially thought that this version of the R8 was going to have the same engine as the C6 Audi RS6, a 5.0 litre V10 TFSI twin-turbo engine, which produces 580 metric horsepower (427 kW; 572 bhp). However, some components of the twin-turbo system overheated, and one prototype was destroyed by fire at the Nürburgring.[21]
The Audi e-tron concept car was unveiled at the 2009 Frankfurt motor show. Similar in appearance to the R8, but slightly smaller, it is powered by four independent electric motors,[24] two mounted within the centre of the front axle and the other two within the rear axle, each produces 79 PS (58 kW; 78 bhp) and 1,125 newton metres (830 ft·lbf) of torque. It produces a total of 317 PS (233 kW; 313 bhp) and a sceptical 4,500 newton metres (3,319 ft·lbf) of torque. However the proposed torque rating is the torque measured at the wheels, not at the output shaft—as is the industry standard, the true torque rating being around 678 newton metres (500 ft·lbf).
The prototype version of the R8 e-tron sticks closely to the original concept with a shape reminiscent of existing V8 and V10 petrol powered versions. Audi claims the production version of the R8 e-tron will be capable of a 0–100 km/h (62 mph) time of around 4.8 seconds, making it only 0.2 seconds slower than the R8 V8. Initial plans call for its top speed to be limited to 124 mph (200 km/h) to protect the charge of the battery. It is planned for launch in early 2012.
Along with the R8 e-tron, Audi is also considering small scale production of a smaller and lighter zero emission sportscar based around the second e-tron concept displayed at the 2010 Detroit Motor Show
Journalists at a tech demonstration at Audi's lightweight research and production plant in Neckarsulm, Germany were shown a teaser of an upcoming supercar, codenamed “NF” that will feature even greater usage of lightweight composites.
The vehicle identified as R8 NF was featured on a timeline showing the creation of carbon-fiber in vehicles such as the R8 and highlighted the carbon-fiber engine cover on the R8 Spyder, the roof of the R8 e-tron and a collection of pieces found on the R8 GT.
At the 2014 mark was the R8 NF, or more specifically, the passenger section. The image implied that the NF would feature a new carbon-fiber rear bulkhead between the seat backs and the engine compartment and showed the carbon-fiber piece extending into the lower B-pillar. Audi would not elaborate on the image, however, they said the prototype is up 20% (325 kg (720 lb) lighter than an aluminum-bodied R8.[25]
As Volkswagen Group owns both Audi and Lamborghini (Automobili Lamborghini S.p.A.), some of the R8 is shared with the Lamborghini Gallardo, including some of the chassis and floorpan, door handle mechanisms, transmissions, and the revised V10 engine. The R8 is made distinct by its Germanic exterior styling, cabin, smaller V8 engine, magnetic dampers, and pricing.
The R8 (with the V8 engine) has a curb weight of 1,560 kilograms (3,439 lb).[4] Its suspension uses BWI Group's[30] magneto rheological dampers.[31]
Safety features include Bosch ESP 8.0 Electronic Stability Programme [4] which includes Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Anti-Slip Regulation (ASR) and Electronic Differential Lock (EDL),[4] front dual-stage airbags, and 'sideguard' curtain airbags.[32] The R8 also features a distinctive curved bar of LED daytime running lamps (DRLs) mounted insided the xenon HID headlamp casings.
The R8, like most mid- or rear-engine designed sports cars, utilises wider roadwheels and tyres on its rear axle. For the 18 inch alloy wheels (on standard summer tyres), there is just one range of sizes—the fronts are sized at 8.5J×18H2 ET42, whilst the rears are two inches wider at 10.5Jx18H2 ET50. With the 19 inch wheels (standard fit in most markets), the theme continues—the fronts are all 8.5J×19H2 ET42, and the rears are 11.0Jx19H2 ET50.[4] 19" wheels for the winter tyre package have a ½" narrower rear compared to the summer tyre wheel package. There is also a corresponding difference in tyre sizes—18's are 235/40 ZR18 95Y XL (eXtra Load) up front and 285/35 ZR18 101Y XL at the rear. For the 19" tyres, two different options are available—all fronts are 235/35 ZR19 91Y, and the rears are either 295/30 ZR19 100Y XL or 305/30 ZR19 102Y XL.[4] Standard factory supplied tyre makes offered are either Continental SportContact3, or Pirelli P-Zero Rosso.
For 2009, Audi announced the production of an R8 LMS racing car, designed for the GT3 rules in the FIA GT3 European Championship and various national racing series. Known within Audi Sport as the 'R16', the R8 LMS features a 500 PS (368 kW; 493 bhp) V10 engine. Because the GT3 regulations prohibit the use of four-wheel drive, Audi had to drop its 'trademark' quattro four-wheel drive system, and the R8 LMS is only available with the typical rear-wheel drive setup. The torque is transmitted via a newly developed six-speed sequential sports gearbox. Despite the development of the car, Audi itself had stated not to enter any races with the new GT3 car as an official 'factory' team.[33] The car was unveiled at Essen Motor Show.[34] The first Audi R8 LMS (chassis number 101) was delivered to Audi Sport Italia in 2009.[35] In the 2009 24 Hours Nürburgring, and preceding VLN endurance races, Audi privateer teams had entered four cars, operated by the Abt Sportsline and Nürburging-based Phoenix race teams. Until the 19th hour, two of these R8 remained challengers for the lead, against two Manthey-operated Porsche GT3 in the same lap, before the leading #99 car[36] suffered suspension problems. The #97 finished 2nd,[37] and despite electrical and gearbox problems, the other two cars finished 23rd or better. Australian Mark Eddy participated in the 2010 Australian GT Championship with the first R8 LMS in the Southern Hemisphere.[38] In the 2010 24 Hours Nürburgring, the first four spots on the grid were occupied by Audi R8.
Audi's Le Mans 24 Hour team, Joest Racing ran a pair of R8 LMS GT3's in the 2011 Bathurst 12 Hour held at the Mount Panorama Circuit, Bathurst, New South Wales, Australia on 6 February 2011. The #7 R8 driven by an all-Australian crew of Mark Eddy, multiple Bathurst 1000 winner Craig Lowndes and Warren Luff qualified on pole alongside team mates Marc Basseng, Christopher Mies and Darryl O'Young in the #8 car. Bessing, Miles and O'Young won the race from Eddy, Lowndes & Luff by just 0.71 seconds with Lowndes setting the races fastest lap and a new class lap record of 2:09.0861 for the 6.213km long circuit on lap 267 of the 292 ran in the 12 hour time frame.[39] FIA GT3 and Australian GT Championship cars were included in the 12 Hour for the first time in 2011. The race had previously been the domain of
Audi doesn't have the track record of Ferrari, Lamborghini or even the Corvette, but with the R8 it's rapidly building its own reputation.
The R8 is nothing less than a supercar with a pure, clear German spirit. The ballsy, blatty Corvette and the sensual, rippling Italia have met their match in the Audi's swelling fenders and roofline, in those spot-on styling parentheses down the Coupe's sides, in its nearly faultless handling. Even if the V-10 option has roots in Italy, it's a perfect fit for the R8's subtle, suave demeanor.
The R8 pleases drivers in lots of small ways, too. It's amply big inside, so tall drivers who get cramped in a Maserati will fit with ease. The controls feel light and accurate, like those on the way-back machine of all time, the Acura NSX. Fuel economy, by supercar standards, is excellent.
Whether you opt for the R8 hardtop and its engine-under-glass voyeurism, or the Spyder's sunny demeanor, you'll get incredible handling and real supercar authority. it didn't exist five years ago at Audi, and we doubt any other brand in history has gone from zero to amazing quite so fast.
Power for the concept comes from the automakers race-derived 6.0 liter V12 diesel motor, which was first used in the R10 Le Mans competition car, and is now available in the Audi Q7. The engine produces 500 horsepower and 738 pound-feet of torque. The peak torque, reached at only 1,750 rpm.
The car sprints to 62 mph in 4.2 seconds, according to Audi. Like most German automakers, Audi is probably reporting a very conservative acceleration time for this car.
Other highlights of the show car include a glass roof, an increased use of carbon fiber, revised front and rear aprons, and larger air intakes all around.
The car also features all-LED headlights, which are visually very appealing, not to mention very energy efficient and bright. With a color temperature of 6,000 Kelvin, the light emitted resembles daylight much more closely than xenon or even halogen light.
Earlier reports suggested that Audi would equip the R8 with a diesel engine for the 2009 model year, but the latest word is that the TDI R8 may never make it into production. Audi engineers are reporting that fitting the turbochargers into the allotted space is proving impossible, and the costs associated with making it fit would make it impossible for Audi to ever turn a profit from a TDI R8.
Does this mean the R8 lineup will eventually include V8, V10, and V12 powerplants? It’s too soon to know for sure, but we can hope.
Which is strange because the original R8 coupe is one of the most useful supercars in history. You can have that coupe for thrills, and for every day. But there's one crucial detail that hobbles the Spyder as an everyday car. Where an R8 coupe has a handy space behind the seats, in the Spyder that space is used to store the folded roof. All that remains is the front boot, which, as with all R8s, is the size of a lunchbox.
So while the Spyder is on paper a relatively trifling eight per cent, or £8,690, more expensive than the coupe, in practice you'd also need to add the cost of forwarding your luggage. Say £28,250 for an S3, plus the wages of its driver.
Since as an R8 Spyder buyer you'll need to be so financially well-upholstered, you'll think nothing of forking out for two more cylinders. So Audi doesn't give you the choice and the Spyder is, for the time being at least, available only with the V10 and not the V8. And standard all-LED headlamps, magnetic ride, Bang and Olufsen hi-fi, and (nifty detail this) Bluetooth phone microphones embedded in the seatbelt fabric so that - even at big speed roof-down - you can phone your man in the S3 and tell him where to meet you with the fresh undies.
And what a time you'll be having en route to the rendezvous. We've already written thousands of words on the subject of our near-boundless love for the R8 V10. And now here's a convertible, with all the advantages that confers. A convertible is when you can't go very fast and want to enjoy the agreeable scenery and weather. A convertible is also more dramatic-looking. The absence of a roof makes a low and wide car even lower and, in consequence, wider-looking. And you hear that engine all the better.
Somewhere between a pair of TT RS straight-fives and a Formula One V10, it's a noise you just can't get enough of. There's heaps of torque too, delivered so nonchalantly that at first it's easy to miss how fast this car is. I kept shifting up at 6,000rpm. I had to remind myself to take it to 8,700. And in the region between those numbers, this thing is hectically, brutally fast. Oh yes, it's 100kg more than the coupe, so 0-62 takes just over four seconds rather than just under, but roof-down the Spyder's extra rush and noise makes it feel the more madly rapid.
The R-tronic single-clutch flappy-paddle gearbox is another £5,200. However much money you've got, I urge you not to tick that box. The manual is simply delicious, and doesn't make silly decisions. The R-tronic does - for instance, it changes down automatically as you approach a stop. Now imagine you decide it's time to go from third to second. If the moment you pull the paddle coincides with moment it decides to shift down anyway, your shift plus its shift combine to land you in first, and suddenly the car stands on its nose. Thunk.
All the R10's grip and traction are there. You can go at face-bending rates, and the R8 helps you out. But something here has been lost. The steeringremains progressive and confident, but a vital portion of the coupe's feedback and involvement has gone AWOL. It's sorely missed. The engineers say it's the extra weight that's to blame.
There was always a Spyder in the R8 plan. So I'm surprised by this marginal loss of finesse. I'm also surprised that the heater isn't more effective, and that the cockpit is actually pretty blustery at motorway speed - an MX-5 is far better in both respects.
So I came away from this drive feeling that the Spyder was a mild disappointment. Sorry. But then I'd set it such a high bar. I wanted it to be more special than the basic R8 V8 manual, and while it is in some ways, in others it's lost something. But you need to know two things to put that verdict in proper context. First I drove it on a day of relentlessly grey sky and cold wind. And secondly, I think that a basic R8 is already miraculously special.
Audi r8
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