2010 Audi R8 V10 5.2 FSI

Press release

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.


 ----

Engine

The R8 5.2 FSI quattro is a winner – its genes contain the cumulative experience of eight Le Mans triumphs and many other victories achieved by Audi over the past nine years. And the new top-of-the-line version retains these close links to motorsport: Starting in spring, its ten-cylinder engine in virtually unchanged form will display its potential on the racetrack – in the new R8 LMS racing car, which Audi is readying for the customer sports segment in accordance with the GT3 rules.

The V10, which is to a large extent a new development, exploits a total displacement of 5,204 cc and is designed to rev up easily. At 6,500 rpm it delivers 530 Nm (390.91 lb-ft) of torque and at 8,000 rpm it puts out 386 kW (525 hp). Its limit isn’t reached until 8,700 rpm – when each piston travels 26.9 meters (88 ft) per second. The specific power output is 100.9 hp per liter of displacement. And every hp only needs to propel 3.09 kilograms (6.81 lb) of weight, because the high-performance sports car in the version with the manual transmission only weighs 1,620 kilograms (3,571 lb).

0 – 200 km/h: 12.0 seconds

The Audi R8 5.2 FSI quattro provides superior performance. It rockets from zero to 100 km/h (62.14 mph) in 3.9 seconds. In the version with the sequentially shifting R tronic it passes the 200 km/h (124.27 mph) mark in another 8.1 seconds. And its powerful propulsion continues well beyond that, to a top speed of 316 km/h (196.35 mph).

The immense power, the eager response to the gas pedal, the outstanding revving ability, the palpable force of acceleration, and the thrilling sound – all these impressions combine to give a truly thrilling sports car experience. The V10 is a highly sonorous engine with growling bass tones and powerful high notes, which grows into a spectacular fortissimo as the engine revs up. Two sound baffles in the exhaust system that are controlled by underpressure modulate its volume and pitch as a function of the load and the engine speed.

The ten-cylinder layout is the ideal solution for maximum dynamism. Compared to a V8 with the same displacement, a V10 has smaller and lighter pistons and connecting rods, which makes it a free-revving engine. Compared to a V12, on the other hand, it has fewer components, resulting in lower moving masses and less internal friction. And it is very compact – even with all attached components the 10-cylinder engine is only 646 millimeters (25 in) long, 737 millimeters (29 in) wide and 696 millimeters (27 in) high.

V-angle of 90 degrees for a low center of gravity

The V10 is a member of the Audi family of V-engines with a 90 degree cylinder angle. This large cylinder angle results in a low center of gravity. The banks face each other with an offset of 18.5 millimeters (0.73 in), the bore is 84.5 millimeters (3.3 in), the stroke 92.8 millimeters (3.6 in). To achieve maximum rigidity with minimum weight, the crankshaft was designed as a common-pin shaft, which results in alternating ignition distances of 54° and 90°. This ignition sequence is one of the reasons for the racing-like sound of the V10 engine.

The crank case is produced by a low-pressure diecasting method of a hypereutectic aluminum-silicon alloy – a high-tech material that combines low weight with high strength. The high silicon content of this alloy endows the cylinder tracks with the required wear resistance to withstand the very high average piston velocity of up to 26.9 m/s. The entire engine weighs only 258 kilograms (569 lb), just 31 kilograms (68 lb) more than the V8.

The bedplate design – the lower bearing brackets for the crankshaft are integrated into a single frame – provides the crankcase with maximum rigidity and optimum vibration behavior. Integrally cast iron bearing brackets reduce the thermal expansion of the aluminum housing and minimize the play in the main crankshaft bearings. The forged crankshaft and the forged-steel con rods combine high strength with low weight. The pistons are forged of a high-strength aluminum alloy.

The V10 obtains its oil, which is temperature-controlled by dual coolers, from a dry sump – a design that allows the engine to be installed very low. The external container and the oil pump module, which is designed to work very efficiently with several suction levels and pressure levels, ensure lubrication under any conditions – even during the extreme transverse acceleration exceeding 1.2 g of which the R8 5.2 FSI quattro is capable.

The camshafts, as well as the oil pump, the water pump and parts of the accessory subsystems, are powered by maintenance-free chains located on the rear wall of the engine. All four camshafts are adjustable through 42 degrees crank angle, which provides a wide range of control times for the 40 valves, which are actuated by roller-mounted cam followers. The exhaust valves are subject to a high thermal load and are lined with sodium to assist in cooling.

High Cylinder Filling and Perfect Mixture Formation

The induction pipe is made of lightweight plastic and designed for optimized flow conditions through the ports. Integrated in the intake ports are tumble flaps that are controlled by the engine management system. During low-load conditions, these tumble flaps stroke the inducted air inward to impart motion to it, which improves the efficiency of the combustion process. At full load, the tumble flaps adapt their shape to the contour of the intake ports to optimize the flow. On the exhaust side, the dynamics of the gas exchange are supported by individual elbow joints. They are precisely attuned to the operation of the ten-cylinder engine.

The ten-cylinder engine uses direct injection as per the FSI principle developed by Audi. In the Audi R8 racing car it has impressively demonstrated its superiority in five overall victories in the Le Mans 24 Hours. A common rail system injects the fuel with up to 120 bar of pressure into the combustion chambers through valves placed laterally on the cylinder. This injection strategy causes internal cooling and consequently allows a very high compression ratio of 12.5:1. It contributes both to the high power output and to high efficiency. The engine gets by on an average 13.7 liters of fuel per 100 kilometers
(17.17 US mpg).

The V10 is managed by a highly advanced control system that employs two computers in a master-slave arrangement.

Power train

The double-disk clutch in the R8 5.2 FSI quattro is very compact, an advantage which is actually a necessity due to the low position of the engine. The standard transmission is 6-speed manual. The driver moves the shift lever in short steps through an elegant stainless steel profile, with precision and the greatest of ease – a characteristic Audi feature.

As a customer option, Audi will equip the R8 5.2 FSI quattro with the sequential R tronic. With the short selector lever and its rocker switches in an elegant aluminum finish on the steering wheel, it communicates an authentic racing feel. The shifting speed varies with the requirements: in a moderate driving style, the gear change occurs at a comfortable rate; at high load and revs it shifts extremely quickly, within a mere tenth of a second.

If desired, R tronic can also shift gears fully automatically. The driver can control its operation through four different programs – two each in the manual and in the automatic mode. The most comfortable R tronic mode is “Automatic Normal”, the most dynamic is “Manual Sport”.

R tronic is equipped with a separate hydraulic oil circuit. The integrated power unit provides the required pressure of 40 to 50 bar. The hydraulics actuates the clutch and changes the gears. The driver’s commands are transmitted “by wire”, i.e. electrically.

A standard feature of R tronic is the “Launch Control” program, which enables the R8 5.2 FSI quattro to make lightning-fast starts fully automatically. The driver activates it with a delightful little procedure: Select Shift Program S, deactivate traction control, select gear, step on brake pedal, press gas pedal to the floor, and wait until a constant engine speed is shown on the tachometer. If you now release the brake, Launch Control does the rest. It actuates clutch engagement within milliseconds, the V10 engine matches its immense power to the ideal degree of tire slip for the best possible acceleration on the road.

A contributing factor to the wide lead in traction and driving safety with which the Audi R8 V10 leaves the competition trailing is the quattro all-wheel drive – this is the superior technology for a high-performance sports car in particular.
Four powered wheels get more grip than two. They enable the driver to step on the gas sooner when coming out of a curve. Other benefits include transverse dynamics and stability: The high-performance sports car provides an entirely safe and trouble-free ride.

The R8 model series with its mid-engine concept is a special formulation of the quattro lineage. From the transmission, which is located lengthwise behind the V10, a drive shaft extends forward through the engine to the front axle differential. This is where a viscous coupling distributes the power between the front and rear wheels. In regular driving, it distributes about 85 percent of the torque to the rear axle. But if necessary it can transfer up to 30 percent to the front within a few milliseconds. At the rear axle, a mechanical limited-slip differential further increases the traction. Its locking power amounts to 25 percent in traction and 40 percent in thrust.

Chassis

For the Audi R8 5.2 FSI quattro high-performance sports car the mid-engine concept is the ideal solution. It results in an axle load distribution of 44 : 56, and it locates the engine close to the vertical axis, in the center of the car – so that the inertia of the engine’s mass hardly matters during swift direction changes. A tour over a mountain pass or an excursion on a racetrack in the R8 5.2 FSI quattro is a truly amazing experience – the very epitome of dynamism. The highperformance sports car from Audi reacts to all steering commands with lightning speed, almost instantly. It attains extreme speed in the turns while staying practically neutral, and retains poise and safety in any situation. A contributing factor is the special kinematics of the rear axle – the predefined toe-in angle of the wheels under load ensures grip and stability.

Notwithstanding the exciting dynamics, the suspension provides surprisingly good comfort on long drives. The dual wishbones that steer all four wheels – a racing car feature – are forged of aluminum to reduce the unsprung mass. Rubber-metal bearings transfer the transverse forces precisely into the body. They also provide good longitudinal elasticity and absorb much of the
undesirable vibrations from the roadway.

Developed on the North Loop: The fine-tuning

The hydraulic rack-and-pinion power steering contributes much of the feel of uncompromising precision which the R8 5.2 FSI quattro conveys. It delivers a highly differentiated, sensitive feedback via a sporty 17.3 : 1 ratio. The setup of the suspension is designed for even higher performance than in the eight-cylinder R8 – Audi has fine-tuned it with 8,000 test drive kilometers in the world’s toughest laboratory, the North Loop of the Nürburgring.

A standard high-end feature further broadens the dynamic spectrum – Audi magnetic ride adapts the operating mode of the suspension to the road’s profile and the driver’s style. The driver can switch over anytime between the comfortoriented
normal mode and the crisply firm sport mode. The pistons of the shock absorbers contain a circulating synthetic hydrocarbon oil in which small magnetic particles are suspended that measure only between three and ten thousands of a millimeter – about one-tenth the diameter of a human hair. Applying a voltage to a coil causes a magnetic field in which the orientation of the particles change: they then impede the flow of the oil through the piston channels by orienting themselves crosswise to the flow direction. This happens in just a few milliseconds, much faster than the response in conventional adaptive dampers.

Using data from a complex sensor system, a control device continually recalculates the optimum values for each individual wheel. When the R8 5.2 FSI quattro heads into a curve, the damping force at the wheel on the outside of the curve is increased, which reduces the tilt of the body and increases the spontaneity of the response.

The new top model of the R8 series relies on a big tread – 19-inch wheels complete with tire pressure monitor. They are equipped with 10 spokes in a Y arrangement designed especially for the V10 and are brilliantly polished. Tire sizes – also for the winter tires – are 235/35 front and 295/30 rear. Optionally available in the same size from quattro GmbH are wheels with a five twin-spoke design with a titanium-gray or brilliantly polished finish.

Racing performance: The braking system

Deceleration is provided by a powerful braking system with lightweight aluminum calipers. The front brakes are equipped with fixed calipers with 8 pistons each, the rear brakes with 4 pistons each. The brake disks are internally ventilated and perforated to maximize heat dissipation.

The front brake disks are 365 millimeters (14.4 in) in diameter, the rear disks 356 millimeters (14 in). Each disk consists of a steel friction ring and an aluminum hub. They are interconnected by stainless steel pins, which prevents the transfer of temperature spikes.

As a customer option, Audi will equip the R8 5.2 FSI quattro with ceramic brake disks. They are painted anthracite gray and adorned with the exclusive “Audi ceramic” logo. In front, the braking effect is generated with a six-piston monoblock aluminum caliper and a brake disk with a diameter of 380 millimeters (15 in). In the rear, floating calipers and ceramic disks with a 356- millimeter (14 in) diameter are installed. Their base material is silicon carbide, an extremely hard, abrasion-resistant material with a diamond-like crystalline structure. Embedded in it are high-strength carbon fibers that absorb mechanical stresses.

The complex geometry of the cooling ducts ensures swift heat dissipation. Ten threaded elastic pins connect the friction ring to a stainless steel hub which in turn connects to the wheel hub. These ceramic disks are especially light: their combined weight is nine kilograms less than the weight of equivalent steel disks. They also hold up very well under the stresses of more aggressive driving and always remain free of corrosion.

The boundary region of the driving dynamics of this high-performance sports car is monitored by a specially designed stabilization system. By pressing a button it can be switched into a sport mode, which allows accelerating out of a curve with spectacular but safe oversteering. For especially dynamic driving, such as on a fast lap around a racetrack, the ESP including the automatic traction control can also be completely deactivated.

To provide passive safety, the car is equipped with two front airbags with twostage triggering as well as head and chest sidebags. The integral head restraint system reduces the risk of a whiplash injury in a rear end collision.

 ----

Body

In terms of its body characteristics, too, the Audi R8 5.2 FSI quattro is at the top of its class. Built of aluminum in the Audi Space Frame (ASF) design, it weighs a mere 210 kilograms (463 lb). In the quality of its lightweight construction – the
relation of weight, size and torsional rigidity – the ASF earns the best score in the sports car segment, which lays the foundation for its precise handling and its high level of crash safety.

Since the development of the first A8 in the early 1990s Audi has held pole position in aluminum lightweight design. In the ASF technology, the weightbearing structure is composed of three groups of components, each of which combines maximum stability with minimum weight. Aluminum extrusions make up 70 percent of the body-in-white, vacuum-cast nodes 8 percent, and sheet aluminum panels, which also bear weight, make up 22 percent.

Firm connections: High-tech production

The ASF of the Audi R8, which integrates a weight-bearing engine frame of ultralight magnesium, is produced largely by hand in the Neckarsulm manufacturing plant of quattro GmbH. Maximum precision and the use of the most advanced joining techniques are taken for granted here: 99 meters of welding seams, 782 rivets and 308 self-tapping screws hold the body together. A fully automatic measuring system checks the dimensions of every single body with a precision in the one-tenth millimeter range.

An important component of the ASF is the separation wall between the passenger compartment and the engine compartment. It is lined with special materials on both sides, and the window is made of a sound-dampening glass – so the music of the ten cylinders behind the driver conveys a sense of energy but is never intrusive.

Exterior

The stance of the Audi R8 5.2 FSI quattro is broad and low, as if ready to leap. The powerful proportions and the large wheel wells underscore its potential. Typical for the brand of the four rings is the exquisite precision in handling lines, the sculpted look even of flat areas, and the elegant flow of the curved roof. Another typical Audi feature is the close relation to motorsport: The basic design of the R8 came from the same team that designed the triumphant Le Mans racing
car.
A continuous contour (the “loop”) optically connects the front, the wheel wells, the sides and the rear. Located well forward, the cab visually expresses the midengine design. The vertical air vents at the sides, called sideblades, are also indicative of the engine position and are flared further outwards. The massive aluminum gas cap is mounted flush within the right sideblade.

Distinctive details: The look of the R8 5.2 FSI quattro

The distinctive design of the Audi R8 has met with great approval among automotive professionals. The dual victory in the selection of the “World Car of the Year Awards 2008” – as “World Performance Car” and as “World Car Design” is an expression of this. In the ten-cylinder model, the styling has been sharpened up a bit more.

Audi has adopted Sepang Blue, pearl effect as a paint finish exclusive to the 5.2 FSI quattro. The customer can also choose one of eight other colors, as well as one of eight standard colors for the sideblades. The air intakes in front, providing airflow to the water coolers and the brakes, as well as the lip of the front apron, are painted in a high-gloss black. The intakes have only two instead of three cross braces – which makes them look even bigger and hungrier. The braces of the large single-frame grille, which is also painted in high-gloss black, are embellished by distinctive chrome designs. As in the eight-cylinder R8, the four rings are not mounted within the grille but on top of the front hood.

A very distinctive highlight of the R8 5.2 FSI quattro 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. In this highly complex technology, lens and reflector systems, intelligent ballasts and fandriven coolers interact. Although the chips emit so-called cool light, they actually heat up, and their temperature must be kept within a defined range.

With a color temperature of 6,000 Kelvin, the LED light closely resembles white daylight, which is less tiring to the eyes when driving at night. The excellent light distribution and virtually unlimited service life of LEDs are additional benefits.
What’s more, their energy consumption is already substantially lower than in halogen lights – an efficiency gain that will increase as a result of development in the coming years.

The look of these lights is also attractive and distinctive. The daytime running lights form a dynamic curve just below the headlights. They consist of 24 LEDs, which appear not as a chain of separate light sources but as a continuous ribbon.
And the reflectors, located toward the single-frame grille, are reminiscent of open seashells.

Like a work of art in a showcase: The engine

There are many other special details on the body of the R8 5.2 FSI quattro. V10 badges on the forward sidewalls announce the big engine. The sideblades – the air intakes for the engine, oil cooler and rear brakes – are flared outward further than in the eight-cylinder version and have an additional edge.

The side sills are significantly wider as well; the exhaust grilles at the rear windows retain their matt aluminum sheen. Well visible through the large rear window, the ten-cylinder engine displays itself like a work of art in a showcase. In connection with the coming/leaving home function, six LED light sources highlight its technological beauty.

At the tail end of the R8 5.2 FSI quattro high-gloss black is the dominant color. The housings of the taillights are also of a dark color. Here, LEDs mounted in tubular housings create three-dimensional lighting effect. The air outlets at the rear end also have only two cross braces, and the exhaust system terminates in two large, oval tailpipes. The fully enclosed underbody ends in a diffuser with a pronounced upward sweep. The rear spoiler automatically deploys at 100 km/h (62.14 mph). Its interior portion is designed to remove heat from the tailpipe area at rest.

Thanks to this well thought-out airflow pattern, the high-performance sports car develops a downforce while driving that presses it firmly against the road. Nevertheless the R8 5.2 FSI quattro has a relatively low drag coefficient of 0.36. With that and the small face of only 1.99 square meters (21.42 square ft) it glides smoothly through the breeze – up to its top speed of 316 km/h (196.35 mph).

Interior

The high level of everyday utility of the Audi R8 5.2 FSI quattro is evident in its generous interior space, which is made possible by the long wheelbase of 2.65 meters (8.69 ft) and the generous shoulder width of 1.39 meters (4.56 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 cubic ft) fit under the front hood, another 90 liters (3.18 cubic ft) can be stowed behind the seats. There is also room for two golf bags.

The interior of the R8 5.2 FSI quattro treats occupants to a racing atmosphere at the luxury level. Its most distinctive element is the so-called monoposto – a large arc that encompasses the steering wheel and the cockpit, continues to the doors and to the tall, wide center tunnel. The monoposto accentuates the cockpit character, just like the steering wheel with the flattened bottom profile.

The driver interface is clearly laid out and includes a color monitor. The standard driver information system includes two small highlights. It presents the speed as a digital read-out and serves as a lap-timer when needed. The instruments and the gearshift knob are decorated with red rings; the pedals, the footrests and the rocker switches of the R tronic have an aluminum finish, as do the door sills. 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 Sigma and piano finish, or a made-to-measure luggage set. Various classy design and leather packages as well as an Alcantara headlining are optionally available.

Equipment

The Audi R8 5.2 FSI quattro will be rolled out in Germany in the second quarter of 2009 at a base price of EUR 142,400. It combines its powerful performance with a very generous combination of standard equipment. Highlights include heated seat covers made of Fine Nappa leather, the navigation system plus, a driver information system, deluxe automatic air conditioning and an anti-theft alarm. Also standard is the 465-watt Bang & Olufsen sound system to delight passengers with breathtaking, highly precise sound from 12 optimally located speakers.

The list of options makes many other highly attractive features available – such as the Audi parking system advanced with integrated rearview camera or a Bluetooth interface for your cellphone. Adjustable bucket seats from the Audi exclusive program make the racing atmosphere on board even more palpable. Optionally available from Audi are the front spoiler, the rear diffuser, the sideblades, and the engine compartment enclosure in carbon-fiber. quattro GmbH, which has developed and is producing the R8 5.2 FSI quattro, also meets unusual customer requirements, such as a particularly striking custom paint finish.

 ----

Specifications

ENGINE:

• Type: 5.2 liter V10 spark-ignition engine with FSI direct Injection, 90 degree cylinder angle, 4-valve technology, double overhead camshafts (DOHC), intake manifold
• with charge movement flaps, naturally-aspirated high-revving setup to 8700 rpm,
• Max rpm 8700 rpm
• Arrangement Mid mounted, longitudinal
• Bore 3.33 in. 84.5 mm
• Stroke 3.65 in. 92.8 mm
• Displacement 317.6 cu. in. 5,204 ccm
• Compression ratio 12.5:1
• Fuel requirement Premium unleaded
• Horsepower (SAE) 525 hp @ 8000 rpm
• Max. Torque 391 lbs.ft. @ 6500 rpm

ENGINE DESIGN:

• Cylinder block Aluminum alloy incorporating silicon crystals
• Connecting rods Forged steel
• Pistons Aluminum
• Crank case High strength aluminum alloy casting
• Crankshaft Forged steel, 5 main bearings
• Cylinder head
• Valve train / intake Continuous intake and exhaust camshaft adjustment, DOHC chain driven
• Firing order 1-6-5-10-2-7-3-8-4-9
• Cooling system Water-cooled, thermostatically controlled radiator fan
• Lubrication system Dry sump oil system
• Fuel injection / Ignition system
• Emission system
• Fuel Super Plus ROZ 98 / Premium unlead (91 AKI)
• ELECTRICAL SYSTEM:
• Battery 110 amp/hr
• Alternator 14 volts 190 amp

DRIVETRAIN:

• Transmission 6-speed manual transmission with launch control, Available R tronic (shift times usually less than 0.1 secs) with launch control
• Gear ratios:
• 1st/2cnd 4.373/2.709 4.373/2.709
• 3rd/4th 1.925/1.502 1.925/1.502
• 5th/6th 1.239/1.035 1.239/1.035
• Reverse 3.713 3.713
• Final Drive 3.077 3.077
• Center Differential Viscous clutch

STEERING:

• Type Hydraulically assisted rack-and-pinion steering
• Ratio 17.3
• Turning circle (curb-to-curb) 38.7 ft. 11.8 m

SUSPENSION:

• Front Double aluminum wishbone front suspension (higher tuning than V8)
• Rear Double aluminum wishbone rear suspension (higher tuning than V8)

BRAKES:

• Service brake Disc brakes, internally vented, 8-piston brake callipers at front and 4-piston at rear
• Front size 14.4 in. 365 mm
• Rear size 14.0 in. 356 mm
• Parking brake Mechanically actuated at the rear wheels

WHEELS (standard only):

• Size Front: 8.5Jx19 and Rear: 11Jx19 alloy wheels

TIRES (standard only):

• Size Front: 235/35 91Y and Rear: 295/30 100Y

BODY:

• Material Audi space frame (ASF)
• Corrosion protection Multi-step anti-corrosion protection

EXTERIOR DIMENSIONS:

• Wheelbase 104.3 in. 2,650 mm
• 64.3/ 62.8 in. 1,632/ 1,595 mm
• Overall length 174.6 in. 4,435 mm
• Overall width w/o mirrors 76.0 in. 1,930 mm
• Height 49.3 in.

PERFORMANCE:

• 0-60 mph 3.7 sec.
• 0-100 km/h 3.9 sec.
• 0-200 km/h 12.0 sec.
• Top speed 196 mph
• Lateral acceleration 1.2 g

Prices

Packages

Options

 ----

Competitors and press reviews

"With the suspension set in regular mode, the car happily soaks up road imperfections, while in sport mode the whole thing tightens up, gets even more communicative, and gives you that masochistic punishment supercars are known and loved for. However, you can’t be a lazy driver when on the road with the R8 V10. If you want to go fast, you have to row the shifter. Cruising along at 70MPH in top gear, the R8 will accelerate strongly if you floor the throttle, but drop it down two cogs and it’ll explode in a chorus of V10 serenaded acceleration. Acceleration like this can’t possibly be legally contained to public streets, luckily, we had the chance to drive it at Infineon." (Jalopnik)

"In a straight line, hot throttle and braking can remind us that there’s some added weight behind our head, but that’s par for the course when you add two cylinders back there. Besides, this car feels more substantial and mighty for all of that. And the added heaps of power and torque pretty much negate any detrimental effects of additional heft anyway." (InsideLine)

"At the first 90-degree right-hander, we laid into the anchors too early (going from a daily-driver S4 to an R8 means recalibrating one’s simpleton idea of physics), but even that minor flub was instantly rectified with the prodigious thrust on tap. Half-way through the bend, we were three-quarters down on the throttle when the back end began progressively rotating left as the Quattro all-wheel drive system began shuffling 30-percent of the torque to the front, then back to 90-percent when we were finally pointed straight. If you resist the urge to go all Captain Hero, this R8 rewards. It may be more forgiving than most cars of its ilk, but drive like a buffoon and at some point in your travels, you’re bound to meet the wall in a svelte aluminum coffin. St. Peter will be humored – even if you’re forced to board a southbound elevator." (AutoBlog)

Competitors

The new DB9 is powered by a revised version of Aston Martin’s 6.0 litre V12 engine that delivers a total of 470bhp at 6,000rpm and a peak torque of 600Nmat 5,000rpm. It makes the sprint from 0 to 60 mph in 4,6 seconds and top speed goes up to 190 mph. The DB9 Coupe is priced at $186,450.

Lamborghini Gallardo LP560-4

The Gallardo LP560-4 is powered by the new 5.2 litre V10 engine with an output of 560 hp at 8000 rpm. It accelerates from 0-60 mph in 3.7 seconds, its speed at 11.8 seconds is 124 mph and its top speed lies at 201 mph. The Gallardo Lp560-4 is priced at $198,000.

Porsche 911 Turbo

The 2010 Porsche Turbo is powered by a 3,8 liters 6-cylinder engine with variable Turbine geometry (VTG) with a total output of 500 hp at 6000 rpm and a peak torque of 480 lbs (or 516 lbs-ft with Sport Chromo Package Turbo). The sprint from 0 to 60 mph is made in 3,4 seconds, while top speed goes up to 194 mph. prices for the Turbo start at $132,800.

Conclusion

The Audi R8 V10 is the perfect car for those of you who want more than a sports car, but not a supercar. Is the car that fits perfect between this two edges: an aggressive look, enough power, impressive performance, and a right price. If you want more than that, well then you should go buy a Lamborghini or a Ferrari. But we will stick with the R8.

The R8 impressed us even in the V8 version, so with the V10 version we are speechless. The car offers a smooth drive, it handles like no other, not to mention that corning is fun for the first time.

So, for us the Audi R8 V10 is the perfect sports car for under $150k.