[Show as slideshow]

[View with PicLens]

12►

Check out the press release below for more information.

(from Audi Press Release) Aggressive power and Audi ultra – the Audi R8 GT Spyder

• Open limited-production, top-of-the-line version of the high-performance sports car
• 85 kilograms lighter, body parts in carbon
• V10 FSI with 412 kW (560 hp), 0 – 100 km/h in 3.8 seconds

Even lighter, even more powerful, even more captivating: The Audi R8 GT Spyder delivers breathtaking performance. The open-top flagship version of the high-performance sports car develops 412 kW (560 hp) and – thanks to Audi ultra – has trimmed a full 85 kilograms (187.39 lb) from an already low weight. The R8 GT Spyder accelerates from zero to 100 km/h (62.14 mph) in 3.8 seconds and reaches a top speed of 317 km/h (196.97 mph).

One year ago, Audi unveiled the R8 GT in coupe form as the new flagship model of the R8 model line. It wasn’t long before all 333 units in the limited series were sold out. Now the open-top version of the high-performance sports car is being launched, with production again capped at 333 units. Each car sports a tag with its individual number on the gear lever knob.

The Audi ultra lightweight technology is the key to the R8 GT Spyder’s weight of just 1,640 kilograms (3,615.58 lb). That’s 85 kilograms (187.39 lb) less than its technical basis, the R8 Spyder 5.2 FSI quattro. The Audi Space Frame (ASF) body, consisting of cast nodes, extruded sections and aluminum panels, accounts for just 214 kilograms (471.79 lb) of the total weight. The body is assembled predominantly by hand in the R8 workshop at the Neckarsulm plant. Final assembly of the car takes place in the same way.

The engine frame is made of ultra-light magnesium; the long cover over the soft-top compartment and the large side panels at the rear are made of carbon fiber-reinforced polymer (CFRP). CFRP is also used for the modified front spoiler, the fixed rear spoiler and the new rear bumper. Together, these components provide a weight saving of 5.5 kilograms (12.13 lb).

Visual modifications accentuate the styling of the R8 GT Spyder. These include add-on parts in contrasting titanium gray, a front splitter with a dual lip, flics at the sides of the front bumper, red GT badges, round exhaust tailpipes, an enlarged diffuser and dark LED tail lights in a clear-glass design. Audi offers an optional windshield frame in matt CFRP.

Audi engineers also trimmed weight from the technical components in the area of the transmission, wheels and brakes. In the interior, the bucket seats alone, with their chassis of glass fiber-reinforced polymer (GFRP), saved 31.5 kilograms (69.45 lb) of weight.

In classic Audi fashion, the R8 GT Spyder features a lightweight fabric soft top that is extremely quiet and fully suitable for highway cruising. Its electrohydraulic drive brings it up or down in 19 seconds, even at speeds up to 50 km/h (31.07 mph). The extendible glass rear window is nestled in the bulkhead, separate from the soft top. Integrated in the bulkhead is a rollover protection system comprising two pretensioned plates.

Prodigious power: the drivetrain

The performance offered by the new top-of-the-line model in the R8 family is formidable. The 5.2-liter V10 with an aluminum crankcase draws its fuel from an FSI direct injection system. Dry-sump lubrication ensures a reliable supply of oil even under maximum lateral or straight-line acceleration.

With its modified electronic management, the long-stroke engine produces 540 Nm (398.28 lb-ft) of torque at 6,500 rpm, and its peak output is 412 kW (560 hp). Each unit of horsepower has only 2.93 kilograms (6.46 lb) to move.

The R8 GT Spyder catapults from zero to 100 km/h (62.14 mph) in 3.8 seconds and reaches a top speed of 317 km/h (196.97 mph). In every situation, the engine impresses with its thrust and bite – and that unmistakable sound of an Audi ten-cylinder.

The R8 GT Spyder comes standard with an automated six-speed R tronic transmission with two fully automatic modes. In the additional manual mode, the driver can shift gears using the paddles on the steering wheel or by flicking the joystick. At high load and revs, gear changes take only one-tenth of a second. The launch control program manages the starting sprint with high engine speed and precision-control of the tire slip.

The quattro permanent all-wheel drive has a strong rear-wheel bias, granted by the axle load distribution. If the situation calls for it, the system sends additional torque to the front axle. In tandem with the limited slip differential at the rear, it provides an added measure of traction, stability and cornering speed, giving it a strong lead over the rear-wheel-drive competition.

The suspension, too, is unrivaled in its performance. Aluminum double wishbones locate the wheels, and the rack-and-pinion power steering provides intimate contact with the road. Taut tuning lowers the body by approximately 10 millimeters (0.39 in). The open high-performance sports car has 19-inch wheels, with 235/35 tires up front and 295/30 tires at the rear. The large, lightweight carbon-fiber ceramic brake discs decelerate the car with supreme ease. The ESP stabilization program has a sport mode and can also be deactivated entirely.

Pure comfort: the interior and equipment

Great attention to detail is evident in the materials and workmanship inside the car. The salient aspect of the controls is their logically structured design. The open two-seater offers a roomy interior, and its front end can accommodate up to 100 liters (3.53 cu. ft) of cargo. The rear bulkhead houses three storage compartments.

The interior is black and can be adorned with stitching in a choice of titanium gray or crimson for added refinement. Alcantara upholstery comes standard – on the sport steering wheel and windshield frame, too.

Audi also offers leather in Fine Nappa quality. Numerous details – including white dials and R8 GT logos – provide classy accents. The distinctive R8 “monoposto,” a large arch encircling the driver’s cockpit, is made of matt CFRP.

Audi ultra requires no sacrifice on the part of R8 GT Spyder owners. The standard equipment includes LED headlights, LED tail lights, an automatic air conditioning system, the navigation system plus, an alarm system and the driver information system with a built-in laptimer.

Audi also offers a sophisticated sound system from Bang & Olufsen and a Bluetooth interface including a seatbelt microphone for carrying on a phone conversation conveniently. Options specific to the R8 GT include bucket seats with a carbon-fiber composite chassis, matt CFRP applications and embroidered logos on the seat upholstery.

The R8 GT Spyder will have a base price in Germany of 207,800 euros.

ABT has done their own unique touches to the 2010 Audi R8. From new front and rear fascias to carbon fiber accents, ABT has added a more aggressive look to the R8. Check out the high resolution pictures below to see how they turn the Auti R8 into a mean looking beast.

[Show as slideshow]

[View with PicLens]

[Show as slideshow]

[View with PicLens]

(from Audi Press Release) Green light for evolution version of the Audi R8 LMS

• GT3 race sports car has undergone further technical development
• Delivery to customer teams has started
• Annual production for 2010 is already sold out

Ingolstadt, March 8, 2010 – With the delivery of the first customer cars, Audi AG’S GT3 customer sport program has reached the next phase. By mid-April, 20 Audi R8 LMS vehicles will have been handed over to the teams that are planning to run the GT3 race sports car in various national and international racing series and in the two 24-hour races at the Nürburging and at Spa-Francorchamps in the 2010 season.

After its successful 2009 debut year in which Audi Sport partners clinched three champions titles and 23 victories in 76 racing commitments the Audi R8 LMS will now be handed over to customers for its second season, as planned. Last week United Autosport from Great Britain was the first team to receive its two R8 LMS cars.

To offer customer teams a perfect a race car as possible, Audi Sport is making use of the opportunity offered by the GT3 regulations and will obtain FIA homologation of an evolution-version of the R8 LMS which features numerous technical improvements compared with last year’s model. The previous vehicles will be brought up to the current level by an update kit and teams can thus continue to run them.

“During our evolution project we primarily focused on service life and maintenance-friendliness,” explains Head of Audi Motorsport Dr. Wolfgang Ullrich. “All the experience we gathered last season with the help of our partners has been fed into the evolution-version. We’re convinced that we’re handing over a reliable and easy to handle vehicle to our customers that embodies the high quality standards of the Audi brand.”

Certain details of the chassis and suspension have been revised. The capacity of the engine’s cooling system has been improved even further so that the R8 LMS can also be used in extreme ambient temperatures without any problems. The complex electronics as well as the exhaust system have been optimized for use in racing. The newly developed six-speed racing transmission is particularly maintenance-friendly. It allows wearing parts to be inspected through an opening in the housing. The transmission does not have to be dismantled for this purpose.

Over the past few months the evolution-version of the Audi R8 LMS was extensively tested on various race tracks and rigs and its durability proved in several endurance tests.

The final version of the Audi R8 LMS is available at a price of 298,000 euros plus VAT. The annual production for 2010 is already sold out. The delivery of vehicles for the 2011 season will start at the end of this year.

[Show as slideshow]

[View with PicLens]

(from Wheelsandmore Press Release) Audi R8 v10 .6

Wheelsandmore from Germany, individual luxury tuner for sports- and supersportscars presents their latest conversion with the inconspicuous code v10 .6

To increase serial power of the V10 engine they handcrafted a special stainless steel, valve controlled exhaust system, combined with an ECU upgrade obtaining enormous 600 hp and 590 lb of torque.

Wheelsandmore achieved even more agility by installing their new 3-piece wheels, available with unlimited colour and surface combinations. For the perfect visual appearance and handling they customized their „C-Sport“ model sizing 9,0×20“ with Continental Sport Contact III tyres 235/30/20 in the front and a 11,0×20“ with 295/25/20” tyres in the rear.

To lent the german sportscar a sportier performance, combined with more aggressive occurrence, the tuner adapted a KW race established special coilover with adjustable rebound and compression, hydraulically liftable around 1.77 inch.

More informations and more highlights at www.wheelsandmore.de

[Show as slideshow]

[View with PicLens]

12►

(from Audi Press Release) The Audi R8 GT

Now even more dynamic, lighter, more powerful and faster: Audi is launching a limited-production version of its R8 high-performance sports car – the R8 GT. The output of its 5.2-liter V10 has been increased to 412 kW (560 hp); vehicle weight has been reduced by roughly 100 kilograms (220.46 lb). The R8 GT accelerates from zero to 100 km/h (62.14 mph) in 3.6 seconds and reaches a top speed of 320 km/h (198.84 mph). The efficient direct-injection engine consumes only 13.9 liters of fuel per 100 km (16.92 US mpg) on average. The engineers have reduced the weight of the Audi R8 GT drastically once again compared to the R8 5.2 FSI quattro. With quattro permanent all-wheel drive (and without a driver), the Audi high-performance sports car tips the scales at just 1,525 kilograms (3,362 lb), for a power-to-weight ratio of only 2.72 kilograms (6 lb) per hp. In addition to the aluminum Audi Space Frame body, a number of new components made of carbon fiber composite play a decisive role in the car’s low weight. The R8 GT is a driving machine with breathtaking lateral acceleration and lightning-fast, nearly instantaneous reactions. The 19-inch wheels keep the car planted firmly on the asphalt, and the carbon fiber ceramic brakes easily keep the power under control. The R8 GT gives a whole new meaning to the term “high-performance sports car.”

Design and aerodynamics

The design of the Audi R8 GT is an expression of highly concentrated power and a technical sculpture. As always with Audi, it concentrates on the pure essence and remains free of unnecessary decorations. The dimensions allude to the contours of the vehicle’s dynamics – 4.43 meters (14.53 ft) long, wheelbase of 2.65 meters (8.69 ft), and 1.93 meters (6.33 ft) wide, but only 1.24 meters (4.07 ft) tall.

The Audi designers have made numerous modifications to the exterior, many of which serve to lower the weight and further improve the aerodynamics.

The R8 GT produces even more downforce when driven fast than the production model – without any increase in the Cd value of 0.36 or frontal area of 1.99 m2 (21.42 sq ft).

The frame of the single-frame grille, its struts and the slats in the air intakes are matt titanium gray; the grille is painted matt black. The front splitter under the bumper has a double lip and is made of a carbon fiber composite (CFRP). Slender, elegantly curved flics at the corners of the nose increase the downforce on the front axle and are also made of CFRP.

One characteristic highlight of the Audi R8 GT are the standard LED headlights, which use light-emitting diodes for all functions. They produce bright, homogeneous light, have a long service life and low energy consumption. The headlights also give the new top model of the R8 line an unmistakable look, day or night. The reflectors are reminiscent of open mussel shells; the daytime running lights each comprise 24 LEDs and appear as a continuous band.

The side view of the R8 GT is dominated by the sideblades, which direct air to the engine. They, too, are made of matt carbon fiber composite. The same material is used for the housings of the side mirrors with the LED turn signals. The housings are mounted on an aluminum base with broken-out slats. Audi has developed an exclusive five twin-spoke Y design in a titanium-look finish for the 19-inch wheels. The front fenders bear R8 GT badges, and the sill extensions have been widened.

The modifications to the rear of the car are particularly noticeable. The fixed wing of matt carbon fiber composite is mounted to the body with two bars and saves 1.2 kilograms (2.65 lb) of weight compared to the production solution. The ventilation louvers on both sides of the long rear hatch have been redesigned, as has the CFRP bumper, which frames the large, round tailpipes and vents for the wheel wells.

The larger diffuser is also made of carbon fiber composite; the license plate bezel and the wide slats at the rear are finished in matt titanium gray. The tail lights, which like the front headlights are designed with LED technology, have dark housings with panes of clear glass. The R8 GT is available in four body colors: Samoa Orange, metallic; Ice Silver, metallic; and Phantom Black, pearl effect; Suzuka Gray, matt is available as an option.

Body

The car on which the Audi R8 GT is based – the R8 5.2 FSI quattro – adheres strictly to Audi’s lightweight construction philosophy, weighing just 1,625 kilograms (3,583 lb) with the standard quattro drive but without the driver. In keeping with the classic ASF technology, its body is made of aluminum. Cast nodes and extruded sections form a very high-strength frame, to which the aluminum body panels are joined by means of positive and friction connections. Ultra lightweight magnesium is used as the material for the engine frame.

The space frame body, which is largely hand-built in a complex fabrication process at the production shop at the Neckarsulm site, weighs only 210 kilograms (463 lb). It is very crash-worthy, and lays the foundation for the uncompromisingly precise handling and high vibrational comfort of the Audi R8 GT.

In light of this background, the mandate to save another 100 kilograms (220 lb) of weight was a great challenge for the Audi engineers. They solved it in their own characteristic way – with high-tech expertise and an approach that incorporated every field of technology. In the end the scales came to rest at 1,525 kilograms (3,362 lb) without the driver.

The windshield of the R8 GT is made of thinner glass. The bulkhead between the passenger cell and the engine compartment is made of a strong, lightweight polycarbonate, as is the window in the rear hatch that allows the V10 engine to be seen in all its technical glory. These three modifications amount to a weight reduction of nine kilograms (19.84 lb). The Audi engineers used thinner sheet metal and additional cutouts to shave 2.6 kilograms (5.73 lb) from the aluminum hatch over the 100 liter (3.53 cu ft) luggage compartment at the front of the car.

The rear hatch of the high-performance sports car also had a lot to do with the weight reduction. It is a self-supporting structure made of carbon fiber-reinforced plastic – an advantage of 6.6 kilograms (14.55 lb). The rear bumper and the sideblades of this same material save an additional 5.2 and 1.5 kilograms (11.46 and 3.31 lb), respectively. With its minimal weight and extremely high strength, CFRP is the ideal material for a high-performance sports car, and Audi has broad-based experience in its use.

Interior

The Audi development engineers also went to great lengths to save weight in the interior of the R8 GT. The new, lightweight carpeting accounts for a weight reduction of 7.9 kilograms (17.42 lb); the bucket seats with a chassis of glass fiber-reinforced plastic (GFRP) account for 31.5 kilograms (69.45 lb).

The redesigned selector lever, which bears the serial number of the individual R8 GT, is made of CFRP and aluminum. The “monoposto,” the large arch around the ergonomically perfect and spacious cockpit, is made of matt CFRP.

As always with Audi, the interior shows great attention to detail. Rich materials treat the occupants to a fine look and feel. Sporty black and dark gray dominate. The sport steering wheel with the flat-bottomed rim, the headliner, the roof posts, the knee pad, the handbrake lever and the bucket seats are covered with Alcantara accented with contrasting stitching in a choice of three colors. Interior lighting is provided by small LEDs.

A novel synthetic material that feels slightly rough to the touch and looks like sharkskin is used on the bulkhead to the engine compartment, in the door liners, on the instrument cowl and on the dashboard. The instrument cluster contains white dials with R8 GT badges; the center tunnel and the door liners sport body-color inlays. The door sills feature trims of matt aluminum, likewise decorated with the R8 GT logo.

Engine

The V10, whose cylinder head covers are painted red, powers the Audi R8 GT like a race car. The sprint from zero to 100 km/h (62.14 mph) is a matter of 3.6 seconds; from zero to 200 km/h (124.27 mph) takes only 10.8 seconds. And acceleration remains brisk until the top speed of 320 km/h (198.84 mph) is reached.

Changes to the engine electronics coaxed an additional 26 kW (35 hp) from the high-revving ten-cylinder unit, which now produces 412 kW (560 hp) at 8,000 rpm from a displacement of 5,204 cc. The engine is electronically limited at 8,700 rpm. The torque curve peaks at 540 Nm (398.28 lb-ft) at 6,500 rpm, 10 Nm (7.38 lb-ft) more than in the production version. The specific output of the V10 is 79.2 kW (107.6 hp) per liter of displacement. The R8 GT boasts a power-to-weight ratio of only 3.70 kilograms (8.16 lb) per kW, or 2.72 kilograms (6 lb) per hp.

Among the characteristic features of the V10 is the cylinder angle of 90 degrees, which lowers the center of gravity. Dry sump lubrication allows the engine to be installed low. Its highly efficient pump module ensures that the 40-valve engine is lubricated even under extreme lateral acceleration.

The long-stroke engine (bore x stroke 84.5 x 92.8 millimeters [3.33 x 3.65 in]), which is hand-built at the factory in Györ, Hungary, weighs only 258 kilograms (569 lb). It features a crankcase made of a aluminum-silicon alloy that is both lightweight and very strong. The high silicon content makes the cylinder barrels extremely durable. The bedplate – a stable frame for the crankshaft bearing bridges – further enhances the block’s rigidity.

The crankshaft is designed as a common pin shaft in order to combine maximum rigidity with minimal weight. The connecting rods of the opposing pistons engage a common crankpin, resulting in alternating firing intervals of 54 and 90 degrees.

This unique rhythm gives the V10 its fascinating sound – a technical music that gains new facets with increasing revs, with a powerful bass foundation and sharp overtones. Two flaps in the exhaust system modulate its volume and tone as a function of load and engine speed.

The powerful, normally aspirated engine consumes an average of 13.9 liters of fuel per 100 km (16.92 US mpg) – very good fuel economy given the tremendous power. The FSI gasoline direct injection system injects the fuel into the combustion chambers at up to 120 bar of pressure. Thanks to the internal cooling, this allows a high compression ratio of 12.5:1, which once again benefits efficiency. Tumble flaps in the intake ports optimize the filling of the combustion chambers by inducing a tumbling motion in the inflowing air. The camshafts, as well as the oil pump, water pump and parts of the auxiliaries, are powered by maintenance-free chains located on the rear wall of the engine. This design principle is an exclusive feature of the V8 and V10 engines that accounts for much of the compactness of the complete drivetrain. The induction pipe is made of lightweight plastic and designed for optimized flow conditions through the ports. The engineers consciously decided not to use a variable intake system in order to optimize the engine in the upper rev range.

The Audi engineers have also rigorously shaved weight from other engine-related components. The engineers found 9.4 kilograms (20.72 lb) in the battery, 2.3 kilograms (5.07 lb) in the air intake module and 2.8 kilograms (6.17 lb) in the insulation of the engine compartment. This was accompanied by a variety of other measures, such as the use of lightweight steel for the exhaust tailpipe trims.

Drivetrain

The Audi R8 GT has the R tronic on board, which can be controlled via paddles on the steering wheel. The automated manual transmission offers the advantages of a manual gearbox – high efficiency, compact dimensions and low weight – but changes gears much faster than any driver could.

The speed at which the R tronic works varies as a function of engine speed and the shift program. Two manual and two fully automatic modes are available. At high load and revs, gear changes take only around one-tenth of a second.

The driver’s commands are transmitted electronically to the switching unit of the R tronic. Powered by an electric pump, its hydraulic fluid system provides the required pressure of 40 to 50 bar. The hydraulics actuate the clutch, which at only 215 millimeters (8.46 in) is very compact. This compactness is necessary because of the low installation position of the R8 engines. Gear changes are performed with the help of a second hydraulic block.

The R tronic also features the “Launch Control” program, which enables the R8 GT to spring into action in spectacular style. It modulates the throttle valves in conjunction with the engagement of the clutch at high startup revs so that the engine’s power is delivered to the road with minimal wheel slip.

With its longitudinally mounted mid-engine, the Audi R8 GT has a weight distribution of 43:57, and its quattro powertrain accordingly sends a majority of the power to the rear axle. The transmission is located behind the V10, and it includes an auxiliary drive for a prop shaft running below the engine to the front axle, where a viscous coupling distributes the power. In regular operation, it diverts roughly 15 percent of the torque to the front axle and can send up to an additional 15 percent to the front extremely quickly if the rear wheels begin to slip.

The primary component of the viscous coupling is a package of round clutch disks that rotate in a viscous liquid. If they rotate at greatly different speeds due to decreasing traction at the rear axle, the oil becomes more viscous as a result of its internal friction and increased torque is delivered to the front axle. A mechanically locking differential at the rear axle further improves traction. It provides up to 25 percent lockup when accelerating and up to 40 percent on the overrun.

Chassis

The handling of the Audi R8 GT is a pure joy. The high-performance sports car dazzles with breathtaking lateral acceleration and lightning-like, nearly instantaneous reactions. Its engine is mid-mounted close to the vertical axis; its mass is almost negligible during fast direction changes. The R8 GT is dynamic, highly precise and stable in every situation.

Audi follows the classic racing design when it comes to the suspension – double wishbones made of aluminum locate the wheels. The hydraulic, power-assisted rack-and-pinion steering has a direct 16.3:1 ratio for a sensitive connection between the driver and the road. The optimally tuned coilover suspension lowers the vehicle body by as much as 10 millimeters (0.39 in). Higher front and rear wheel camber rates make the handling slightly more agile than with the standard model.

The top-of-the-line R8 model rolls out of the production shop in Neckarsulm on 19-inch forged wheels. They measure 8.5 J x 19 at the front and 11 J x 19 at the rear, with 235/35 and 295/30 tires, respectively. A tire pressure indicator is standard. 305/30 tires are available at the rear in conjunction with the range of optional wheels. For racing enthusiasts, Audi offers sport tires that provide the ultimate in performance on dry roads. Because extreme power requires superb control, internally vented and drilled brake discs of carbon fiber ceramic are mounted behind the large wheels of the R8 GT.

The discs measure 380 millimeters (14.96 in) in diameter up front and 356 millimeters (14.02 in) at the rear. The friction rings are bolted to the aluminum caps via elastic elements. All together, they weigh nine kilograms (19.84 lb) less than steel bolts of the same size. The aluminum brake calipers – with six pistons up front – are anodized red and are emblazoned with “Audi ceramic.” This color scheme is exclusive to the R8 GT. In keeping with the principle of lightweight construction, the Audi engineers have also fought to eliminate every gram of superfluous weight in the brakes.

The ESP stabilization program can be switched into a Sport mode at the push of a button to allow fun, but safe, oversteer when accelerating out of a corner. The driver can deactivate the system entirely for a trip to the race track.

Equipment and trim

Despite the strict lightweight construction concept, the R8 GT does not require any sacrifices on the part of the driver. The top-of-the-line model offers automatic air conditioning, two power windows, a navigation system with MMI operating logic, a powerful sound system, a driver information system, and a parking system with acoustic and visual display. An assist function that facilitates hill starts is integrated into the ESP. Two front airbags and the integral headrest system stand guard, just in case.

Audi offers an optional 465 watt, ten-channel Bang & Olufsen sound system with 12 speakers, a CD changer and the Audi music interface for the easy integration of a mobile player. There is also a Bluetooth mobile phone interface, with the innovative seat belt microphone available as an option. Integrated into the belts are three small microphones; a fourth is mounted on the windshield frame. Other Audi options include a full leather package, power-adjustable and heated seats, a multifunction steering wheel, an Alcantara rear shelf, a storage package, controls covered in leather with contrasting stitching, cruise control and a higher-capacity 90-liter fuel tank.

The price list includes a range of exclusive features for fans of the extraordinary. Exterior options include two alternative wheels, a body-color front splitter and an engine compartment lining in matt CFRP with LED lighting. CFRP elements on the doors, the tunnel, in the cockpit and on the instrument panel are available as interior options. Others include seat belts in red, orange or gray, floor mats with the R8 GT logo and CFRP door sill trims illuminated in red. Seats with carbon fiber composite frames, which are somewhat lighter than the GFRP frames, are available as an option. The R8 GT logo can be optionally embroidered into the Alcantara seat coverings.

Audi has put together a race package for passionate racing enthusiasts. It includes a bolt-in roll bar in red or black, which is certified both for the road and for the racetrack. Also available are street-certified four-point belts in red or black, a fire extinguisher and a kill switch for the battery. A front bar module with no street certification that turns the roll bar into a full-fledged cage is also available for use on race tracks. A rotary lock for the four-point belt is also available.

Audi is selling the R8 GT in Germany for €193,000. The series is limited to 333 units. Each R8 GT has a badge with its production number on the shift lever knob.

Heres a good video of an Audi R8 V10 cruisin’ the airstrip. I can just imagine the things I would do to drive that car on a lot like that…

Audi has confirmed that it will be producing a a slightly smaller 4.2L V8 in addition to the V10 for those not looking for too much power. The R8 Spyder 4.2 will still be available with a six-speed manual in addition to the R-Tronic semi-automatic gearbox. It will still have its Quattro all-wheel drive and the top mechanism will remain the same fully-powered fabric unit found in the V10 model. With a little lesser engine you will also get a little lesser wheel package with 18 inch wheels although the eight-piston (front) and four-piston (rear) calipers remain standard with the optional carbon ceramic rotors. The 4.2 V8 Spyder goes on sale in Europe in the third quarter, but no announcement has been made about U.S. availability. We will continue to keep an eye out for pricing and availability. Pictures have also not been released yet but we are sure they are not far from the V10 model.

Ingolstadt, 2010-07-01
The Audi R8 Spyder 4.2 FSI quattro – fascinating dynamics

* V8 engine with 316 kW (430 hp), quattro all-wheel drive standard
* Lightweight and quiet cloth top with electrohydraulic drive
* Aluminum body with large components of carbon fiber composite

Audi is adding another model to its R8 high-performance sports car lineup: Hot on the heels of the R8 Spyder 5.2 FSI quattro comes another model with a V8 engine. The 4.2-liter FSI produces 316 kW (430 hp) and launches the open-top two-seater to 100 km/h (62.14 mph) in 4.8 seconds on its way to a top speed of 299 km/h (185.79 mph). The engine is mated to the R tronic sequential manual gearbox; quattro permanent all-wheel drive is standard.

The R8 Spyder 4.2 FSI quattro has a lightweight cloth top with a fully automatic drive. Its body is an aluminum Audi Space Frame with large-area components of carbon fiber composite material. A fit and finish typical of Audi, excellent everyday practicality and optional high-end technologies – from LED headlights to seatbelt microphone – complete the profile of the model athlete.

Superior power: the engine
The free-breathing 4.2 FSI is a high-performance engine such as can be found in racing. It delivers an experience that enthralls all of the senses – with spontaneous, voracious throttle response, with its easy revving, with hefty torque, prodigious power and sonorous, voluminous music.

The V8 accelerates the R8 Spyder from zero to 100 km/h (62.14 mph) in 4.8 seconds and on up to a top speed of 299 km/h (185.79 mph). Both values apply for the manual transmission and for the R tronic. At Audi, dynamics also always means efficiency. The R8 Spyder 4.2 FSI quattro with the R tronic consumes on average 13.9 liters of fuel per 100 km (16.92 US mpg); fuel consumption with the manual transmission is 14.9 liters per 100 km (15.79 US mpg). A recuperation system that recovers energy during braking is standard. The forced oil pump of the dry sump lubrication system features various suction and discharge stages for load-dependent operation.

The 4.2 FSI, which is also used in this form in the R8 Coupé, produces 316 kW (430 hp) from a displacement of 4,163 cc – 73.5 kW (103.2 hp) per liter. At the nominal engine speed of 7,900 rpm, the long-stroke (bore x stroke 84.5 x 92.8 millimeters [3.33 x 3.65 in]) engine’s eight pistons travel 24.1 meters (79 ft) each second. The electronic rev limiter kicks in at 8,250 rpm. The V8 delivers 430 Nm (317.15 lb-ft) of torque to the crankshaft between 4,500 and 6,000 rpm, with at least 90 percent of peak torque available between 3,500 and 7,500 rpm.

The compact V8, which is hand-assembled at the engine factory in Györ, Hungary, has the classic cylinder angle of 90 degrees and weighs just 216 kilograms (476 lb). Its crankcase is made of an aluminum-silicon alloy using the low-pressure die casting method, which ensures particular homogeneity. The high silicon content makes the cylinder barrels extremely resistant to wear.

A bedplate structure gives the crankcase its high rigidity and optimal vibration behavior. The cast iron bearing bridges reduce its thermal expansion and thus keep the play at the main bearings of the crankshaft within tight limits. The forged crankshaft, the forged steel connecting rods and the forged aluminum pistons are extremely lightweight, yet strong. The dry sump lubrication system with its separate oil tank enables the engine to be installed very low while also ensuring the supply of oil to the engine even under extreme lateral acceleration.

The high-revving V8 FSI draws its fuel from an FSI gasoline direct injection system – typically Audi. The common rail unit injects the fuel at up to 120 bars of pressure. The fuel mixture is swirled intensely in the combustion chambers and thus cools the walls. This allows a high compression of 12.5:1, for increased performance and efficiency. The 32 valves are actuated via roller cam followers by four camshafts, each of which can be moved through 42 degrees of crankshaft rotation. They and the ancillaries are driven by zero-maintenance chains running on the back side of the engine.

The 4.2 FSI breathes through straight aluminum velocity stacks 23 centimeters (9.06 in) in length integrated into the dual intake system. The intake plenum is made of lightweight plastic. Vacuum-actuated flaps controlled by the engine management system are integrated into the intake ports. They cause the air to move with a roller-like rotation (to “tumble”), which increases the efficiency of the combustion process.

The dual-branch exhaust system features dual tailpipes. The exhaust system components and the pipes of the manifold have been designed for low backpressure and are very light. The exhaust flaps in both tailpipes open at higher load and engine speed for an even fuller sound.

Dynamic: the drivetrain
The Audi R8 Spyder 4.2 FSI quattro comes standard with a manual six-speed transmission. It works together with a compact dual-disc clutch and can be shifted extremely precisely and easily with short throws. The shift lever is made of polished aluminum, the open gate of stainless steel.

The R8 Spyder 4.2 FSI quattro is optionally available with the R tronic, a highly efficient sequential six-speed transmission. Shift commands are transmitted electrically; a hydraulic system changes the gears and manages the clutch. The R tronic offers both an automatic and a manual mode, both of which allow the driver to choose between two shift programs.

In manual mode, the driver changes gears using the joystick on the center tunnel or with the paddles on the steering wheel. At high load and engine speed, gear changes take less than a tenth of a second. The Launch Control program ensures optimal starts. It controls the engine speed and the engagement of the clutch to accelerate the open-top two-seater with the ideal wheel slip.

The quattro permanent all-wheel drive delivers the engine’s power to all four wheels. Together with the locking differential on the rear axle, it provides significantly greater traction, stability, cornering speed and precision. The four powered wheels seem to claw into the asphalt at the exit of the corner, and the driver can get back on the throttle sooner than in a car with rear-wheel drive.

Due to the mid-engine layout, the quattro all-wheel drive system in the R8 Spyder is a special design with a strong rear bias. The transmission, which is mounted behind the longitudinally installed V8, has an auxiliary drive for a cardan shaft running past the engine to the front.

A viscous coupling distributes the torque at the front axle. During normal driving, it sends roughly 15 percent of the torque to the front wheels and 85 percent to the rear wheels. If the rear wheels begin to slip, an additional 15 percent is quickly sent to the front. A locking differential at the rear axle further improves dynamics. It provides up to 25 percent lockup when accelerating and up to 45 percent when coasting. If a wheel on one of the axles should slip, it is braked by the EDS electronic locking differential.

Highly emotional: the design
The R8 Spyder 4.2 FSI quattro is 4.43 meters (14.53 ft) long, 1.90 meters (6.23 ft) wide and 1.24 meters (4.07 ft) tall – it has a wide, hunkered-down stance on the road as if ready to pounce. Its dynamic proportions, the sculpted design and the passenger cell situated far to the front with the flat windshield visually underscore the mid-engine concept. The large vertical air intakes are athletically sculpted out of the flanks, and the shadow contour of the rear end forms a powerful wave above the wheels.

An elliptical crease encircles the long back and provides visual structure. When viewed from above, it combines the passenger compartment and the engine into a single unit. Two arched cowls in glistening silver give the back a powerful profile. They taper from the bulkhead to the spoiler lip, and each includes six integrated air vents. Another wide discharge vent is located between the cowls.

Numerous other touches – from the single-frame grille painted in high-gloss black to the exposed gas cap of solid aluminum – document the Audi designers’ great attention to detail.

The headlights are technical works of art – this applies to the standard xenon plus units and even more so for the optional LED headlights, which use light-emitting diodes for all lighting functions. Their reflectors resemble open mussel shells, and the daytime running lights appear to be a homogeneous strip extending along the lower edge of the headlight. One of Audi’s greatest innovations, the LED light, has a color temperature very similar to that of daylight, making it easier on the eyes when driving at night. It also impresses with a long service life and extremely low energy consumption.

The rear of the R8 Spyder 4.2 FSI quattro features LED tail lights as standard equipment. The exhaust system terminates in dual tailpipes on both the left and the right. The rear spoiler, which extends automatically at 100 km/h (62.14 mph), and the fully lined underbody generate a downforce that presses the high-performance sports car firmly to the road. With a drag coefficient of 0.37 and the small front surface area of 1.99 m2 (21.42 sq ft), however, the two-seater still glides easily through the wind. Audi applied a lot of the knowledge gleaned in motorsport to the flow of air around and through the body.

Audi offers the R8 Spyder 4.2 FSI quattro with a choice of three colors for the top: black, red and brown. The body is available in the solid finishes Ibis White and Brilliant Red; the metallic finishes Suzuka Gray, Teak Brown, Ice Silver, Jet Blue and Aurum Beige; and the pearl effect finishes Daytona Gray, Sepang Blue, Lava Gray and Phantom Black. The windshield frame is coated with anodized aluminum.

Just 215 kilograms (474 lb): the body
Equipped with a manual transmission, the R8 Spyder 4.2 FSI quattro weighs only 1,735 kilograms (3,825 lb) (including driver), and just five kilograms (11 lb) more with the R tronic. The decisive factor for this low weight is the aluminum body, which features an Audi Space Frame (ASF) design.

The body in white consists of three wrought components: Extruded aluminum sections comprise 75 percent; vacuum-cast nodes 8 percent; and the aluminum panels that are integrated into this skeleton with friction connections make up the remaining 17 percent. The body is largely assembled by hand with the utmost precision.

The open superstructure features special reinforcements in the area of the sills, the center tunnel, the rear bulkhead, the floor and both the A and B pillars, yet still only weighs 216 kilograms (476 lb). The high stiffness of the ASF body, which includes a co-supporting engine frame of ultra-lightweight magnesium, provides the foundation for the dynamic handling, superior crash safety and high vibrational comfort of the Audi R8 Spyder. The body tops its segment in terms of lightweight quality – the relationship between weight, size and torsional stiffness.

The side panels of the open-top two-seater are made of ultra-lightweight carbon fiber composite material (CFRP), as is the large cover over the roof compartment. They are produced using a new method called resin transfer molding (RTM). In addition to being faster and more energy-efficient than conventional production in an autoclave, RTM also yields superior surface quality. The use of carbon fiber composite enables weight savings of up to 60 percent over conventional steel components and also permits greater design freedom.

Lightweight and convenient: the cloth roof
The R8 Spyder 4.2 FSI quattro has a cloth roof – a classic feature typical of Audi and without compromise for a high-performance sports car. The soft top’s approximate weight is a mere 42 kilograms (93 lb); it thus keeps the vehicle’s weight and center of gravity low. The top takes up little space when open, and is a harmonious design element when closed. It tapers off to two long, slim fins that extend to the trailing edge of the car and have an elongated contour similar to the fixed roof of the R8 Coupé.

The outer skin of the top is a leakproof textile fabric. A headliner covers the frame, which is made primarily of die-cast magnesium and aluminum. The soft top is fully suitable for high-speed driving. When driving at moderate speeds with the top up, interior noise levels in the R8 Spyder are barely higher than in the Coupé. The cloth top has an electrohydraulic drive that uses a system of actuators, hinges and hooks to open and close the top within 19 seconds, even while driving at speeds up to 50 km/h (31.07 mph). When opened, the 1.7 square meters (18.30 sq ft) of fabric folds in a Z-shape into its storage compartment over the engine. The CFRP compartment cover moves on two seven-joint hinges. The precise mechanical interaction of the two components is a pleasure to watch.

The heated glass window, which is separate from the cloth top, is lowered into the bulkhead between the passenger compartment and the engine compartment. It can be raised and lowered at the press of a switch, with the soft top up or down. An additional wind deflector comes standard. It latches into the bulkhead behind the seats in two steps and keeps the cabin nearly draft-free at speeds of up to roughly 200 km/h (124.27 mph).

The top with its rear-window module, the storage compartment, the cover and the rollover protection system forms a premounted assembly. It is inserted into the ASF body at the manufacturing plant at Audi’s Neckarsulm site, where the R8 Spyder is built, lending the body additional stiffness.

Located in the bulkhead is a rollover protection system comprising two strong, spring-loaded sections that shoot up within 0.2 seconds when needed. In the event of a side impact, head/thorax side airbags in the backrests protect the passengers. Full-size airbags stand at the ready in the event of a head-on collision. In a rear-end collision, the integral Audi head restraint system reduces the risk of whiplash injuries.

Technical expertise: the chassis
Mesmerizing emotions embedded in perfect technical expertise – the R8 Spyder 4.2 FSI quattro is an integrated system of speed. It steers spontaneously, almost reflexively, into corners and takes them with stoic composure. The limit is very high and easily controlled. The hydraulic rack-and-pinion power steering connects the driver intimately with the road. With a steering ratio of 16:1, it is sporty and direct, but never nervous in its response.

The R8 Spyder 4.2 FSI quattro has a wheelbase of 2.65 meters (8.69 ft). Its axle load distribution is 43:57 percent; the track measures 1.64 meters (5.38 ft) up front and 1.60 meters (5.25 ft) at the rear. Forged aluminum double wishbones – a principle borrowed from race car construction – locate the wheels. Their rubber-metal bearings divert the lateral forces precisely into the body while at the same time ensuring high longitudinal elasticity. The setup provides for surprisingly good comfort in everyday driving. A dedicated sports suspension is available as an option.

Another option for the R8 Spyder 4.2 FSI is Audi magnetic ride adaptive damping. The system uses magnetic fields in the hydraulic shock absorbers to adjust their response to road conditions within milliseconds and adapt to the driver’s style. There is a choice of two basic characteristics. During fast cornering and when braking, the control unit reduces body pitch and roll through the targeted increase of damping force at the individual wheels.

The R8 Spyder 4.2 FSI quattro rolls on 18-inch wheels shod with 235/40 tires up front and 285/35 tires in the rear. A tire pressure indicator is standard. Audi offers optional 19-inch wheels in a variety of designs – monochrome or two colors, polished or in titanium look.

Behind the wheels are powerful disc brakes measuring 365 millimeters (14.37 in) in diameter up front and 356 millimeters (14.02 in) in the back. To quickly dissipate the heat, they are internally ventilated, perforated and composed of two pieces – stainless steel pins connect the steel friction rings to the aluminum caps.

Black, eight-piston calipers grab the front discs, with four-piston calipers used in the rear. The 19-inch wheels are optionally available with perforated carbon fiber-ceramic discs that are extremely lightweight, robust, long-lived and corrosion-free.

The open high-performance sports car has a specially configured stability system on board. With the touch of a button, the driver can activate a sport mode that permits exciting but safe oversteer when the gas is applied while exiting a corner. The ESP together with the anti-slip control can also be deactivated completely for dynamic driving.

Luxury and dynamics: The interior and equipment
Three strengths characterize the interior of the Audi R8 Spyder 4.2 FSI quattro: the uncompromising quality with respect to the use and finish of the materials; the generous amount of room; and the high degree of practicality.

Drivers and passengers of any size find an ideal seating position in the sport seats with their pronounced side bolsters. The ring of the leather multifunction sport steering wheel is flattened. Visibility is good, with narrow A-pillars ensuring a large diagonal view to the front. Another advantage in everyday driving is the luggage compartment – there is space under the front hatch for 100 liters (3.53 cu ft). A storage box with three bins is located behind the seats.

A large arch, the “monoposto”, encircles the interior, which is distinctly oriented toward the driver. The controls are clearly and logically structured; the standard automatic air conditioning system is specially matched to the needs of open-top driving. The driver information system integrates a lap timer for recording circuit times. Most of the interior is a sportily cool black; many controls shine in aluminum look.

Among the highlights of the standard equipment are seats covered with Fine Nappa leather, the aluminum door sills, the concert radio system with seven speakers, the xenon plus headlights, the LED tail lights, the automatic air conditioning system, the alarm system, the automatic top, the rollover protection system and the wind deflector. Metallic paint and heated seats are also standard.

Audi also offers an array of fine options – power seats, an interior lighting package, hill hold assist, cruise control, deluxe automatic air conditioning, a storage package and the high-beam assistant. All leather for the seats is colored with pigments that reflect the infrared component of sunlight, greatly reducing the heating of the interior.

Multimedia options include an excellent sound system from Bang & Olufsen with 450 watts of power, the Audi music interface for easily connecting an external player and a Bluetooth cell phone preparation. The navigation system plus is characterized by its MMI operating logic and a high-resolution 6.5-inch display. It can be combined with a reversing camera.

An enticing innovation from Audi is the seatbelt microphone for the hands-free unit and the speech dialogue system, which makes it possible to talk on the phone even with the top down on the highway. Both seatbelts house three small, flat microphones. At least one of them is ideally positioned relative to the speaker when the belt is on. There is a fourth microphone in the windshield frame.

Extreme individualists can choose from a wealth of exclusive options, the lion’s share of which are provided by quattro GmbH. These include leather seat coverings in a wide variety of colors and grades, aluminum-look pedals, the carbon package for the exterior, inlays in carbon and piano finish black, Alcantara for the headliner and the luggage compartment lining and the custom luggage set.

The R8 Spyder 4.2 FSI quattro will be rolling into German showrooms in the third quarter of 2010. Sales will be starting soon at a base price of €121,000.

This is an awesome video of great modded super cars. Dragtimes.info takes their Audi RS6 and races it against GTboard.com’s supercars including the Maserati GT, Porsche 911 GT2, and the Audi R8. Can the RS6 keep up? Check out the video to see for yourself. Turn on the full screen and turn up the volume…

[youtube=http://www.youtube.com/watch?v=Dn2BFlEL_tg]

Yes, I know this is a very odd comparison. We know the Audi is faster but they are testing handling as well.

[youtube=http://www.youtube.com/watch?v=WpA0EHSdjm0]

If you enjoyed this post, you should subscribe to our RSS feed. Also, you can subscribe by e-mail and get the latest news about cars, auto industry, concept cars, tuning in your inbox. It’s completely free! Subscribe to our Twitter to get the latest tweets

[youtube=http://www.youtube.com/watch?v=R2YmI5PMUGo]

If you enjoyed this post, you should subscribe to our RSS feed. Also, you can subscribe by e-mail and get the latest news about cars, auto industry, concept cars, tuning in your inbox. It’s completely free! Subscribe to our Twitter to get the latest tweets