A V10 Audi R8 has been rumored for months, ever since the Lamborghini on which it is based got a high performance V10 in LP560 trim based on the 10 cylinder motors from the Audi S6 and S8. For Audi's halo supercar R8 model to carry a smaller and less powerful engine than the German luxury brand's huge, cushy and overstyled largest luxury sedan was an injustice not fitting to the R8's incredible capabilities and styling. Audi R8 V10 Performance Audi R8 V10 Styling source:http://www.rsportscars.com
The R8 V10, which carries the official title Audi R8 5.2 FSI quattro though even Audi refers to it as R8 V10 at times in official documentation, carries a direct injection naturally aspirated V10 good for 525 horses at 8000 rpm and 390 lb-ft. of torque, though the torque peak comes at a stratospheric 6500 rpm.
The powerful V10 is related to the motor used in other Audi V10 models, but it has been updated with Audi's new FSI direct injection technology which has made its way into nearly the entire model range. The V10 midengine powerplant is mounted behind the rear seats but in front of the rear axle, and Audi boasts of the motor's 90 degree cylinder angle and dry sump system allowing for as low a center of gravity as possible. The V10 engine itself also only weights 68 pounds more than the current R8's 8 cylinder motor.
Styling cues between the two cars are few. Audi enthusiasts will instantly be able to pick the V10 R8 cars out of a lineup due to the widened air intakes built into the contrasting color "blades" aft of the doors. R8 V10 cars also receive single outlet huge oval exhaust tips, rather than the smaller quad exit units used in the base R8. An additional change to the R8 V10 that should trickle down is the exclusive use of LED lighting at all corners.
LED headlamps, high beams and turn signals in one unit are a first in the industry, and expect this technology to trickle down the Audi lineup. A new rear splitter and beautiful 10-spoke 19 inch wheels round out the package.
How about the price? The R8 V10, or R8 5.2 FSI quattro to be more accurate, has a confirmed base price of EUR 142,400, or USD $181,000 or so in European spec. While Audi has not announced the R8 V10's impending arrival in the states, we would bet on it because of the huge interest in the brand this car has generated. As far as Yankee pricing, there is no way the V10 will carry a price premium of nearly 100 grand over the base model. Industry estimates have the R8 V10 price at around $150,000.
The Audi R8 5.2 FSI quattro: Breathtaking Performance
Official Audi AG Press Release
- The new 5.2-liter, ten-cylinder engine puts out 525 hp
- Sprint to 100 km/h in 3.9 seconds, top speed 316 km/h
- High-performance sports car with striking design
INGOLSTADT, Germany, Dec 8, 2008 - 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.
Inside the R8 TDI Le Mans is a diesel-powered, twin turbo V12 that is derived from the motor used in the Audi R10 TDI racer, winner of multiple 24 Hours of Le Mans victories and the hottest car on the endurance racing circuit today.
With its race-bred diesel technology, the 12 cylinder diesel engine in the R8 TDI Le Mans promises staggering performance numbers unlike anything coming from an oil burner to date.
Known for their outstanding torque numbers, diesel engines are moving more and more into the mainstream beyond use in heavy trucks and anemic economy cars.With German luxury car makers Mercedes-Benz, BMW, Volkswagen and especially Audi leading the charge toward clean burning diesel engines, even the American car buying public is beginning to accept that diesel motors are not just for hauling boats or huge cargo containers of quacking chickens.
There is no reason why Audi cannot build a production version of the R8 TDI Le Mans, as this engine is fully tuned and ready to go. Build cost could be very high in the early stages of pushing through a diesel engine with this output, but this makes the R8 supercar a natural platform to try it out on. The car world is eagerly anticipating an all-but-assured announcement that a diesel-powered R8 TDI will be in showrooms sooner rather than later.
Audi R8 TDI Le Mans
[Courtesy Audi Press Release]
Audi is presenting a revolution in the top class - the first 12-cylinder diesel engine in a high-performance roadgoing sports car. The V12 TDI with a displacement of six liters powers a concept car based on the Audi R8. This unit generates a huge 500 hp and 1,000 Newton-meters (737.56 lb-ft) of torque. Audi is writing a new chapter in diesel technology with this power unit. Equipped with the expertise that Audi has built up through its motor sport activities, the R8 TDI Le Mans in Brilliant Red embodies superb road handling, pioneering technology and fascinating design.
The V12 TDI is closely related to the engine in the Audi R10, the two-time Le Mans winner - so it catapults the Audi R8 into supercar terrain concerning performance too. It sprints from zero to 100 km/h (62.14 mph) in just 4.2 seconds and its top speed is well over 300 km/h (186.41 mph). The peak torque, reached at only 1,750 rpm, paves the way for effortless acceleration that is unrivaled even at this level.
The new V12 TDI belongs to Audi's family of V engines but has the ideal included angle for this engine type of 60 degrees between cylinder banks. Its highlights include the new chain drive layout that includes the two newly developed high-pressure pumps for the common rail injection system.
Its sound is as thrilling as you'd expect in a sports car of this caliber. For all the subtle smoothness that typifies this design principle, the twelve-cylinder unit is full-bodied and equipped with energetic overtones that make no secret of its performance potential.
The Genes of the Winner
Thanks to their high performance and pulling power, all Audi TDI engines are ultra-dynamic sources of power. The brand has often enough demonstrated its sporty character in its production cars, especially the six- and eight-cylinder 3.0 TDI and 4.2 TDI. Audi has also been writing a new chapter in its success story on the racetrack since 2006. The diesel engine in the R10 sports prototype won its very first endurance race at Sebring, Florida, when it was pitted against an entire field of gasoline-engined challengers. But its most crucial victories were surely in 2006 and 2007 in the 24 Hours of Le Mans, when it simply outclassed the international elite.
The V12 TDI race engine in the R10 produces over 650 hp from a displacement of 5.5 liters, giving it the potential for a top speed as high as 330 km/h (205.05 mph) depending on the gear ratios. Its power and sturdiness immediately impressed both fans and experts, who were impressed by its restrained noise level. Unusual for a race engine, this powerful Audi diesel makes barely more than a whisper.
Long traditions of motor racing and production technology complement each other at Audi. The FSI engine of the R10's predecessor, the R8, captured five wins at Le Mans with a direct gasoline injection system. Audi is also looking to maximize the advantage by using the race-tested FSI principle in its production models. The latest examples of this are the V8 with high-revving concept in the RS 4 and the production version of the Audi R8.
The Drivetrain
The roadgoing version of the new V12 TDI is built at the Györ plant, in Hungary. And the R8 TDI Le Mans still has a massive 500 hp on tap. In developing the six-liter engine, it was a clear priority to integrate it into the current family of Audi V engines, of which many thousands of versions with 6, 8 and 10 cylinders have already been built - both gasoline and TDI.
Audi's engineers were in an ideal position to use their experience building the racing engine to develop the road version. Like the other power units in this range, the distance between cylinder bore axes on the V12 TDI is 90 mm (3.54 in.). Yet its included angle is 60 degrees, not 90 degrees. This means no free inertial forces or mass moments of inertia can occur with the V12. The results are refined in every respect.
The 83.0 mm (3.27 in.) bore and 91.4 mm (3.60 in.) stroke produce a total displacement of 5,934 cc - just like the 3.0 TDI. At only 684 mm (26.93 in.) long, this large diesel engine is very compact and just 166 mm (6.54 in.) longer than the V8 TDI. This compact length is key to accommodating the V12 in the mid-engined Audi R8.
The V12 TDI crankcase is made from gray cast iron with vermicular graphite - a high-tech material referred to as GJV-450 that is already used on the V6 and V8 TDI engines. GJV-450, made by a patented casting process, is about 40 percent more rigid and 100 percent more fatigue-resistant than gray cast iron. This enabled the developers to make its walls thinner, cutting its weight by around 15 percent compared with conventional gray cast iron.
The two cylinder heads are each made from three main elements. These are a base section made from a high-strength aluminum alloy incorporating the intake and exhaust ports, an oil-bearing upper section, and a reinforcing ladder frame supporting the two camshafts.
The valves are actuated by low-friction roller cam followers; the compression ratio is 16.0:1. Map-controlled swirl variation of the combustion air has been adopted from the V6 and V8 TDI engines. This produces permanently optimized swirl concerning both emissions and high performance.
Ultramodern Injection Technology
As is the case in the Audi V engines, the no-maintenance chain drive is mounted at the back of the engine, where it occupies little space. Its layout has changed on the new V12 TDI. The camshafts' sprocket engages in an intermediate gear via which two Simplex chains drive the camshafts. Two more chains drive the oil pump and the two high-pressure pumps actuate the common rail injection system.
The two new dual-piston high-pressure pumps form part of the common rail injection system supplied by specialty manufacturer Bosch. The two pumps build up a pressure of up to 2,000 bar in the rails. The piezo injectors with eight-hole nozzles have also been fundamentally revised.
The high pressure distributes the mixture optimally throughout the combustion chamber. The result is that the ignition process is faster, more homogeneous and more acoustically refined. The more efficient combustion process also increases power output, cuts consumption and reduces pollutant emissions.
The current generation of so-called inline injectors makes effective use of the piezo effect: piezo crystals expand in a fraction of a millisecond when an electrical voltage is applied. The number of injection processes per operating cycle can be varied across a wide range thanks to piezo technology - reaching as many as five fuel injection operations in the case of the V12 TDI.
As well as the main injection, pilot and post injections are possible. Pilot injections tone down the acoustic harshness of the combustion process. Retarded post injections are designed specifically to increase the temperature of the exhaust gas, promoting regeneration of the two standard particulate filters.
The two turbochargers are located on the outside of the engine's V, each of them supplying one bank of cylinders. Thanks to their variable turbine geometry, the full flow of exhaust gas always passes through the turbine, so the chargers respond slickly - even at low engine speeds - and operate very efficiently.
The two turbochargers, which generate up to 2.6 bar of boost pressure, play a crucial role in producing the huge torque of 1,000 Nm (737.56 lb-ft) that the V12 TDI maintains from 1,750 rpm to 3,000 rpm. In developing 368 kW (500 hp), the diesel achieves a specific output of 62.0 kW (84.3 hp) per liter displacement.
Two large intercoolers reduce the temperature of the compressed air. The V12 has a twin-pipe exhaust system with two particulate filters. The intake system is similar in structure with one air cleaner per cylinder bank, with an airflow meter behind it. Two control units, sharing the workload in a master/slave principle, manage events in the engine.
The Audi R8 TDI Le Mans already fulfills the Euro 6 emissions standard that is likely to take effect in 2014 and calls for sharply reduced nitrogen oxides. By also designing in ultra-precise fuel metering by the common rail system, Audi's engineers have made full use of current clean diesel technology.
The heart of the system is a special catalytic converter downstream of the oxidizing catalyst and the particulate filter. The second component in the system is an additional tank containing an aqueous urea solution. Small quantities of the solution, known as "AdBlue," are injected into the exhaust system. The hot exhaust gases break the solution down to form ammonia that splits the nitric oxides into nitrogen and water. The system remains effective for the entire service life of the vehicle.
The dynamic character of a sports car depends not just on its performance and torque; the transmission ratios have to be right too. In keeping with the character of a high-performance sports car with unbeatable torque potential, the transmission in the R8 TDI Le Mans has six manually operated gears.
The manual transmission is very compact in design. Together with the small-diameter double-plate clutch, this means it can be installed low down. The manual transmission has very short shift travel and utterly precise guiding of the shifter into the open gear lever gate. It is made from polished aluminum, has an agreeable feel and exquisite sports car looks.
Such a high-performance Audi also has quattro permanent all-wheel drive. In the case of this mid-engine sports car, power is distributed variably between the front and rear wheels from a starting ratio of 40:60 to optimize the handling.
The Design
The R8 TDI Le Mans with Brilliant Red bodywork looks even wider and more resolute than the core model. It shows its potential through its muscular proportions, accentuated wheel arches and even larger air apertures. The rhombus-pattern cover on the air inlets and outlets is the hallmark of Audi's sporty top models and a familiar feature of the current RS generation.
Typical of the side view of the R8 is the sideblade. Much wider in the bottom third, it visually accentuates the engine's position as well as acting as an enlarged air deflector.
The continuous aluminum spoiler lip that connects the front and rear diffusers with side air baffles below the enlarged sills also pays tribute to this version's highly developed dynamic talents.
And yet the R8 is unmistakable for its powerful, elegant basic proportions. The selective but always precise use of lines is another typical Audi characteristic, as is the curved arc of the roof. One new aspect is the glass roof of the passenger compartment with two large transparent sections. These, together with the glazed engine compartment behind, create a radically new formal element. The unmistakable NACA duct in the middle of the roof is a functional detail that is normally reserved for racing cars. Its ingenious shape accelerates the air drawn in here for the two cylinder banks of the V12 TDI engine.
The V12 TDI is displayed as the beating heart of this sports car, like a work of art inside a large showcase. Its look, underscored by the air deflectors located beneath the restyled rear glass lid, differs clearly from its production counterpart. The engine can even be seen after dark, when white light-emitting diodes illuminate the engine compartment - as on the production R8 version. This "showroom" can additionally be fully lined in genuine carbon fiber, for a particularly exclusive look.
The continuous line running from the front apron across the wheel arches and flanks to the tail end, then back down the other side, is one of the latest design hallmarks of the Audi brand. This "loop" naturally encompasses the air apertures, the headlights and the taillights.
Unmistakable Face by Day and Night
The passion expressed through the elaborate design of the lights is another typical Audi trait. Nor is anyone likely to overlook this Audi sports car from behind: the LED taillights have a three-dimensional look that can't be missed.
But the absolute highlight is the all-LED headlights of the study vehicle. With their lenses and reflectors, not only do these innovative light sources have a ground-breaking appearance, they also have an enormous functional advantage: LED light, with its color temperature of 6,000 Kelvin, resembles daylight much more closely than xenon or even halogen light. Better light means the driver will have much less fatigue when driving at night.
Ergonomic and Elegant
The interior's design is as sporty and exclusive as the exterior: the characteristic element here is the monoposto - an expansive arc running around the steering wheel and instruments, connecting the driver to the car. The interior consequently picks up on the dynamism of the R8 TDI Le Mans and gives it tactile expression in a form that is accessible the moment you climb in.
The three-spoke sport steering wheel of course remains the focal point of the car's controls. With a diameter of 365 mm (14.37 in.), it is both sportily compact and ergonomic in shape. The steering wheel rim has a flat lower edge. This is a further aspect of the auto racing feel in the Audi R8 TDI Le Mans, but one that also brings major functional benefits, facilitating entry and exit for the driver. The steering wheel is covered in fine Valcona leather, with a diecast magnesium core providing strength.
The start/stop button for the engine and the Drive Select switch with the Dynamic/ Sport/Race settings are arranged on the steering wheel. The latter controls the engine and transmission electronics as well as the magnetic ride dampeners in each of three different modes.
In Race mode, the instrument lighting changes from white to red. The navigation system shows a combined display with lap timer and navigation information for the racetrack being driven. Or supplementary information such as centrifugal force and boost pressure can be called up.
Concentrating on the essentials was the priority in the ergonomic arrangement of all Audi R8 versions. The most important consideration - particularly for high-speed driving - is short reach distances for all controls, to keep the time that the driver has only one hand on the steering wheel to a bare minimum. In typical Audi style the monitor is well within the field of view, and the elements of the MMI operating system are located directly below it.
Compared with the production version, the R8 TDI Le Mans's interior has much larger aluminum applications, especially around the center console. The many carbon fiber elements give the interior a decidedly sporty feel.
The R8's exceptional everyday practicality for a sports car is maintained in the study vehicle's spaciousness, even though the longer engine takes up more room. The two occupants have the generous wheelbase of 2.65 meters (8.69 ft.) to thank for the interior comfort. This means the driver and passenger will always be able to find their perfect seated position, whatever their build. The view is also very good for a mid-engine vehicle. Narrow A-posts optimize the field of view to the front and sides.
Light but Highly Rigid Body
The body of a sports car needs to be particularly light and rigid. Low weight permits superior road performance, and rigidity is the crucial starting point for an agile driving feel allied to high precision. The Audi Space Frame body, made from aluminum, provides the ideal basis for this.
Audi has more expertise than any other manufacturer worldwide in the design and production of vehicles based on aluminum technology, and has channeled its accumulated know-how into this area.
The entire bodyshell of the study car weighs just 210 kilograms (462.97 lbs.). In ASF technology, the body's supporting structure is made of extruded aluminum sections and die-castings. Aluminum panels are incorporated into this skeleton to form a positive connection and perform a load-bearing role. Each individual component of the ASF space frame is optimized for its specific task by the use of widely differing shapes and cross-sections, combining maximum stability with minimal weight. It adds up to a car that's particularly light and rigid, an outcome that can be felt in the R8's ultra-precise driving feel.
The aerodynamics experts at Audi have done their work so thoroughly on the study car that, as an added benefit of its elegant shape, the body actually generates downforce - unlike many other sports cars. This aids directional stability at high speeds. It is achieved partly by means of an extending rear spoiler that is much larger than on the production version, and also thanks to the fully clad diffuser underbody.
Two large-format diffuser apertures in the rear bumper demonstrate just how much aerodynamics dictate the shape of the study vehicle. The tailpipes of the exhaust system are located in pairs on the right and left above the diffuser apertures. The add-on, automatically extended rear spoiler also interacts with the air as it flows around the car. The extra downforce it provides increases the efficiency of the air intake generated by the aerodynamic design of the underbody and diffusers. At low speeds, the rear spoiler returns to its initial position.
Chassis
The precision chassis of the Audi R8 TDI Le Mans remains supremely in control of the sporty performance, but is capable of assuring relaxed driving pleasure over long distances too. The sports car is spontaneous and agile at obeying steering movements, always demonstrating exceptionally good driving safety. The suspension, with double wishbones at both the front and rear, is optimized for a neutral self-steering response and maximum ease of control.
The study car, too, has the innovative dampening technology known as Audi magnetic ride. This adapts the chassis characteristic to the profile of the road and the driver's style within milliseconds.
Ceramic Brakes with Extreme Reserves
A generously dimensioned brake system supplies the necessary braking force. It applies a total of 24 pistons to the four brake disks, combining excellent performance with minimal weight and high durability. The disks are made from carbon fiber reinforced ceramic, a material that has repeatedly proven its worth in the aviation and aerospace sectors. The basis is very hard, frictionally resistant silicon carbide, with its diamond-like crystalline structure. Embedded in it are high-strength carbon fibers that absorb the stresses occurring in the material. The intricate geometry of cooling ducts in the ventilated disks prevents extremely high temperatures. The ceramic brake disk ring is bolted by 10 spring-loaded elements to a stainless steel central element that acts as the connection with the wheel's hub.
The ceramic brakes are identifiable at a glance by the special red, six-piston monobloc aluminum calipers and the fixed calipers at the rear. The advantages of the ceramic brakes include a further reduction in weight of around 20 kilograms (44.09 lbs.), which in this case improves the handling characteristics and comfort. The high abrasion resistance permits an operating life of up to 300,000 kilometers (186,411 miles). Their key strength, however, is their ability to withstand very high loads. Even on the racetrack, for example, the ceramic brakes always maintain their full reserve performance.
0-60 mph: 4.2 seconds
0-100 mph: 10.2 seconds
0 - 1/4 Mile: 12.3 sec.
Engine: V-12 540 HP
The Ferrari 612 Scaglietti sports car allows for easy entry for the passengers in the rear seat thanks to its longer wheelbase. The sinfully luxurious cabin can accommodate four people in total comfort. Driver comfort has been taken care off in a never before manner. With fascia-mounted controls and an ergonomically designed instrument panel, every minute aspect has been taken care off, in true Ferrari tradition. This sports car has a truly large luggage compartment, all of 240 liters. You can easily place two full sets of your favorite golf clubs in the luggage compartment. With a Ferrari 612 Scaglietti you can literally never get lost, courtesy the satellite navigation system. The sports car also comes with the latest MP3 player which allows you to store and play up to 4GB of your choicest music, while you take it out for a spin. The instrumental panel is every driver’s delight. Whether it is long drives that you prefer or a short ride to your work place, this sports car is designed to perform. When it comes to parking in tight spaces, the rear parking sensors come in handy. They are offered as standard in the Ferrari 612 Scaglietti supercar.
Ferrari 612 Scaglietti is a 12-cylinder sports car, which means increased power at your disposal. The light-alloy technology that has been incorporated in the body means that despite the size of the supercar there is still a saving of around 60 kilograms when compared to the other fast cars of this segment. The technology also allows for increased structural rigidity which converts into greater safety.
The racing car boasts o the latest in traction control system. In fact this is the first time that such an advanced traction control system is making an appearance in a Ferrari. With 5748cc at your disposal the sports car leaves the competition way behind. At 7,250 rpm and 540 bhp you can accelerate to an exhilarating 100 km/h from standstill all in a matter of 4.2 seconds. Speed buffs can look forward to achieving a top speed of 315 km/h or 196 mph. Coupled with such a lively engine is the six-speed mechanical gear box. You have a choice of either manual or paddle shifts, the kind of which you find only in F-1 cares. The gear box incorporates the latest electro-hydraulic system. The system enables ultras-smooth and fast gear changes. This is yet another winning proposition among sports cars from the house of Ferrari.
Homoglamated production race cars such as the 2010 Audi R8 GT3 are an exciting consumer perk required by the rules of some race series. In the past, the rule set which calls the R8 GT3 into production has brought us such cars as the BMW M3 CSL, Mercedes-Benz 190 Evolution II and the Porsche 911 GT3 Cup. Mechanically speaking, the 2010 R8 GT3 features several changes from the production car.
As per GT3 regulations, Audi ditches the Quattro AWD system characteristic of the R8 in favor of a RWD setup. Rest assured the team at Audi Sport is putting significant attention into the RWD system used in the R8 GT3. The Le Mans racing series Audi R10 has proven, with its unprecedented record in endurance racing over the past couple of years, that Audi is committed to its motorsport division.
Rounding out known info for the performance upgrades on the 2010 Audi R8 GT3 are a menacing track-ready aerodynamics kit promising greatly increased downforce and handling prowess, a 6 speed sequential manual transmission, and a gasoline motor promising more than 500 horsepower.
Which brings us to the next question. Will the 2010 Audi R8 GT3, or Audi R16 if you prefer, be street legal? Audi has not released the official word on this yet, saying only that the R8 GT3 "will offer customers a racing sports car equipped with high-calibre technology and the typical Audi qualities, but which is nevertheless easy to handle."
Below is the first info direct from Audi AG, reprinted in full. More details on the 2010 Audi R8 GT3 will be posted as they arise.
Audi develops race version of the R8
Official Audi AG Press Release
Ingolstadt - For the first time, Audi Sport will offer a racing sports car specifically developed for customer use in the form of the powerful 500 hp plus GT3 version of the Audi R8 which will be available from autumn 2009. The logistics and factory space required for the AUDI AG customer programme will be created over the next few months in Ingolstadt, Neckarsulm and Györ.
"The R8 is the first production Audi bearing the name and genes of a successful racing sportscar and is therefore an excellent base from which to build up our first big customer sport programme," explains Head of Audi Motorsport Dr Wolfgang Ullrich. "Ever since the R8 was unveiled we've been inundated with enquiries about a race version. With the Audi R8 we will offer customers a racing sportscar equipped with high-calibre technology and the typical Audi qualities, but which is nevertheless easy to handle."
The Audi R8 conforms to the production-based GT3 regulations allowing the car to be fielded in numerous national and international race series.
Because the GT3 regulations prohibit the use of four-wheel drive the Audi R8 comes with the typical GT rear-wheel drive. The power is transmitted via a newly developed six-speed sequential sports gearbox. The suspension uses almost exclusively components from the production line. A comprehensive list of safety equipment guarantees the highest-level of passive safety. A modified front end and a large rear-wing generate the required downforce for the race track.
The Audi R8, which bears the project name "R16" within Audi Sport, was developed under the direction of Audi Sport. Mid August, the first prototype successfully completed a roll-out in the hands of Audi factory driver Frank Biela.
The first test races in various European racing series are scheduled for the 2009 season. Delivery to the customers is planned from the autumn of this coming year.
The customer cars are manufactured together by Audi Sport and the quattro GmbH, which is also responsible for production of the Audi R8 street version, and Audi Hungaria Motor Kft. (Györ).
Who knew track cars could look so good? The 2009 Pagani Zonda R, based on the Zonda and Zonda Cinque models but featuring a whole host of race only goodies, should be capable of levels of adhesion not even roadgoing Pagani cars can match. Saying a lot, considering the Zonda at one point held the production car lap record for the Nurburgring Nordschlieffe, perhaps the world's most difficult road course. There's a lot to like with the new Zonda R, starting with the Mercedes/AMG-sourced V12 bolted directly onto the rear of the chassis. The 6.0 liter firebreather outputs 750 horsepower in Pagani Zonda R trim, enough to take the car to 60 mph in less than 2.7 seconds on race tires, among the fastest acceleration of anything on four wheels, anywhere. Bosch provides a tricky two-way traction control and ABS system. Top speed is listed as 350 km/h, or a lofty 217.47 mph. In track situations where flat cornering is more important than outright speed, the 2009 Zonda R's aero system can be adjusted for a maximum of 1.500 kg of downforce. The cockpit carries two seats, though most will of course prefer to take the Zonda solo. Not drivable on the street, the new 2009 Zonda R is available for purchase by privateer racing teams, though you'll have to pay through the roof: a cool 1.46 million Euros. Expect Zonda R models to compete in endurance series worldwide this year, as well as in the annual fun and games at Nurburgring. Release date will be in time for the 2009 racing season. -RSportsCars source:http://www.rsportscars.com
Pagani Zonda R
Official Pagani Press Release
A Pagani Zonda is never shy of a drive at the racetrack, a fact that was undermined numerous times in the past with records for production vehicles at the Nurburgring Nordschleife. With the input of its avid track focused customers, the Pagani team has created the Zonda R using bespoke engineering solutions to meet the performance demands for a trackday version of the highly popular Zonda F.
The central monocoque is made of a Carbon-Titanium composite, increasing rigidity while reducing significantly the weight. Bolted directly to the chassis is the Mercedes AMG 6.0 litre race derived V12 engine, with 750 hp and 710 Nm of torque. A direct throttle actuation via mechanical cable ensures immediate throttle response.
The Xtrac Magnesium cased dog ring gearbox combined with tha Automac Engineering AMT system performs gearshifts in 20ms, triggered by the drivers input on the paddles behind the steering wheel. A 12-way Bosch Motorsport traction control and ABS system allows the driver to fully adjust the settings while driving the Zonda R.
At the pits, each driver will be able to find a suitable setup thanks to a fully adjustable suspension and wing configuration. The effectiveness of the rear is matched by a complex new front bonnet, a masterpiece realised with the help of models by Ennegi, as well as the closed underbody and rear diffusor. Aerodynamic setups rage from a high downforce setting of 1.500kg to a 350kmh top speed setting.
Aspa forged AvionAl suspension components as well as machined structural ErgAl parts holding the engine and gearbox have been designed to reduce the weight of the overall car, Poggipolini Titanium screws are used on the whole car. These measures lead to a dry weight of 1,070 kg.
The interior has been designed to offer a perfect environment for the driver. The controls are limited to the indispensable, but the quality finish reflects the usual demanding Pagani standards. The bespoke Toora seats are FIA homologated and comply to latest HANS standards, five-point safety belts and a CrMo roll-cage assure the occupants’ safety.
The lucky owners of the Zonda R will experience a level of performance on the track, that is simply not possible on the road. A power-to-weight ratio of 701 hp-per-ton will catapult them from 0 to 60 mph in less than 2.7 seconds, the Brembo carbon ceramic brakes ensure the car comes to a standstill even quicker.
The Zonda R is built in a limited production run and sold at a price of 1.460.000 Euro plus taxes, a performance machine, a track toy, a collectors item, a masterpiece signed by Horacio Pagani.
