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Tuesday, November 19, 2013

2014 Audi R8 V10 Plus

PRICE : 2014 R8 V8 Coupe $134,000
PRICE : 2014 R8 V8 Spyder $148,000
PRICE : 2014 R8 V10 Coupe $168,000
PRICE : 2014 R8 V10 Spyder $182,000
PRICE : 2014 R8 V10 Coupe plus $187,000

Though it's beginning to get on in years, the R8 remains one of more appealing supercars on the market due to a mix of stirring driving dynamics, surprising practicality and, of course, double take-inducing good looks.
The last point is especially true of the R8 V10, builds on the exotic appearance and mid-engine proportions of the V8 model with larger side air intakes, more aggressive side sills and upsized wheels. Revised headlights, taillights, bumpers and other minor stylistic updates help cognoscenti tell the latest model apart from its predecessor.
Like much else in the R8 V10, the arresting sheetmetal is constructed from aluminum in order to keep performance-sapping mass to a minimum - Audi says the car checks in at just under 3,500 pounds.

As the supercar's name suggests, it's powered by a 5.2-liter V10. Sourced from Lamborghini, the mill produces 525 horsepower at 8,000 rpm and 391 lb-ft of torque at 6,500 rpm in addition to thrilling noises throughout the rev range Maximum engine speed is a staggering 8,700 rpm. A gated six-speed manual that clacks its way through the gears like a glorious vintage Italian sports car is standard, but maximum performance times are achieved with the available seven-speed dual-clutch gearbox.
With the dual-clutch fitted, the R8 is capable of hitting 60 mph from a standstill in just 3.4 seconds. Top speed is quoted at 195 mph.
An even quicker R8 V10 Plus derivative ups the horsepower count to 550. Perhaps more importantly, it sheds 150 pounds through the use of carbon fiber for the side blades, front splitter, rear diffuser and spoiler. Also contributing to the weight savings are a smaller fuel tank reduced sound insulation and manual seats in place of the standard car's power-adjustable thrones. Audi conservatively claims a 3.4-second zero-to-60 mph sprint.

All R8 V10 models make the most of their power with a quattro four-wheel drive system that distributes output variably to the front and rear axles by way of a viscous clutch. It's a boon for acceleration and also ensure better fuel-weather performance than many other supercars.
Fuel economy - rarely a point of interest for supercar buyers - suffers due to the potent V10 and all-wheel-drive. The stick-shifted model returns 12/19 city/highway mpg, while the dual-clutch-equipped variant is good for 13/22 mpg.
Along with aluminum double wishbones at the front and rear, the suspension features an 'Audi magnetic ride' adaptive damper system that can be configured to provide sporty driving dynamics or a softer ride. The latter is cushy enough that the R8 V10 could conceivably be used as a daily driver.

Direct, hydraulic rack-and-pinion steering offers a feedback-filled, characterful counterpoint to the numb electric-assist systems that feature in many modern performance machines.


One glance is all it takes to recognize the Audi R8 as the brand's dynamic spearhead. 4.44 meters (14.57 ft) long, 1.90 meters (6.23 ft) wide and just 1.25 meters (4.10 ft) tall (Spyder: 1.24 meters [4.07 ft]), it has a wide, hunkered down road stance. Sharp lines frame sculpturally arched surfaces; new details give the high-performance sports car an even sharper, more distinctive look.

A wrap-around contour called the loop visually connects the front, the wheel wells, the flanks and the rear of the Audi R8. The cabin located far to the front visualizes the mid-engine concept. With the Coupé, the upright air intakes in front of the rear wheels - the sideblades - are also indicative of the position of the engine. The right sideblade includes the solid aluminum gas cap. Rather than the sideblades, the R8 Spyder has large air intakes athletically sculpted out of the flanks.

At the front of the car, the new Singleframe grille with the tapered top corners catches the eye. It is finished in high-gloss black; in V10 models, its struts are adorned with fine chrome strips. The four Audi rings are not on the grille, but on the hood.

The bumper has also been redesigned. In all Audi R8 models, the black air intakes that direct air to the radiator and the brakes have three crossbars.

Audi offers an optional front splitter made of carbon fiber-reinforced polymer (CFRP). The splitter is standard with the new R8 V10. The matt Titanium Gray air intakes and subtle modifications to the Singleframe grille clearly signify the special position occupied by the top model.

All versions of the high-performance sports car now come standard with all-LED headlights, a technology that Audi introduced with the Audi R8 four years ago before any other car maker in the world. Their configuration is new - a special control unit transforms the strip-like daytime running lights into turn signals. The LEDs for the high and low beams are located above and below the daytime running lights. The headlights also include a static turning light.

The all-LED headlights not only look dynamic, they also offer superior performance. At 5,500 Kelvin, their light has a color temperature similar to daylight, making it less fatiguing for the eyes while driving at night. The LED headlights feature excellent light distribution and a virtually infinite service life.


Audi Singleframe grille with Titanium finish
Full LED headlight technology
Automatic headlights
LED taillight technology
Carbon Fiber Sigma power–adjustable, auto–dimming, heated exterior side mirrors
Front fog lights
► Dual exhaust outlets with Gloss Black tips (round, one per side)
 Titanium–optic trim around exterior windows
 Adaptive rear spoiler with manual override–deploys at 75 mph and retracts at 50 mph
 LED turn indicator light technology integrated in the side mirrors
 Heated windshield washer nozzles
 LED engine compartment lighting
 Flared rocker panel
► Carbon Fiber Sigma Audi sideblades
 Gloss Black engine cover vents
 Carbon Fiber Sigma engine compartment inlays


The Audi R8 is a sports car with great every day utility. The long wheelbase of 2.65 meters (8.69 ft) offers a generous amount of space for the driver and passenger. Another strength of the R8 is the luggage capacity - 100 liters (3.53 cu ft) fit under the front hood and another 90 liters (3.18 cu ft) behind the seats of the Coupé, which can also accommodate two golf bags.

The interior of the Audi R8 conveys a luxury-level racing atmosphere. Its most distinguishing feature is the monoposto. The large arc encircles the driver's area of the cockpit. It starts in the door and ends at the center tunnel. The optional R8 leather-covered, multifunctional sport steering wheel with the rim flattened at the bottom sports the new R8 logo with the red rhombus. The logo is also found on the door sills, the shift lever (with the S tronic), in the instrument cluster and on the start screen of the on-board monitor.

Power-adjustable sports seats are available as an option for V8 models and are standard with V10 variants. Heated seats are standard in all models except the Audi R8 V8 Coupé, where they are available as an option. Depending on the model variant, the seats are covered in a combination of Alcantara and leather or in Fine Nappa leather. In the R8 Spyder, a special pigmentation prevents the seats from heating up excessively in the sun. Audi offers bucket seats with folding seat backs as an option for the Coupé (standard in the R8 V10 plus).

The controls are clearly structured. The standard driver information system displays the speed digitally and offers a lap timer for recording lap times. The instruments and the shift lever in the V10 models bear red rings to underscore their sportiness.

The shift paddles of the S tronic have been enlarged for easier operation and like the entry sills are in aluminum look. The pedals in ten-cylinder models also shine in aluminum look.


 Automatic climate control
 Flat–bottom three–spoke multifunction sport steering wheel
 Tilt and telescopic manually adjustable steering column
 Power windows with one-touch up/down operation and pinch protection
 Carbon Fiber Sigma decorative interior inlays
 Black cloth headliner
 Dual front sun visors with illuminated vanity mirrors
 Illuminated locking glove box
 Two beverage holders
 Auto–dimming interior rearview mirror with compass
 Storage compartment under seats, storage net on seatbacks and rear shelf
 Carbon Fiber Sigma door sills
 Front floor mats with fastening mechanism
 LED interior lighting technology
 Monoposto-influenced design


The updated Audi R8 showcases the full extent of Audi's expertise in ultra lightweight construction. The aluminum Audi Space Frame (ASF) of the Coupe weights just 210 kilograms (462.97 lb), that of the Spyder 216 kilograms (476.20 lb) The body, which in the model with manual transmission includes a load-bearing engine frame made of magnesium, is the basis for the dynamic handling, the vibrational comfort, the crash safety and the precision fabrication. It is the primary reason that the R8 V8 Coupe with manual transmission (without driver) tips the scales at just 1,560 kilograms (3,439.21 lb); for the Spyder this figure is 1,660 kilograms (3,659.67 lb).

The Audi R8 V10 plus, available only as a Coupé, has a curb weight of just 1,570 kilograms (3,461.26 lb), 50 kilograms (110.23 lb) less than the R8 V10. A lot of effort went into this weight reduction. Weight savings were extracted from the alloy wheels, the insulating materials, particularly in the area of the bulkhead between the cabin and the engine compartment, and from the seats. The ceramic brakes, the newly developed running gear, the front splitter and the rear diffuser also contributed to the weight reduction. The new top model has adjustable bucket seats with folding backrests and a chassis made of fiberglass-reinforced polymer (FRP).

Audi has been the leading brand in lightweight construction since the development of the first A8 in the 1990s. In ASF technology, the body's supporting structure is made up three wrought aluminum components; each component combines high strength with low weight. In the Audi R8 Coupé, extruded sections comprise 69 percent of the body-in-white. Vacuum-cast nodes comprise eight percent, and the aluminum panels that close and stiffen the framework make up 23 percent. The R8 Spyder has a higher proportion of extruded sections (75 percent) and fewer panels (17 percent).


Audi is demonstrating its expertise in ultra lightweight construction technology with the updated R8. The Audi R8 V8 with the six-speed manual gearbox (without a driver) tips the scales at just 1,560 kilograms (3,439.21 lb); the R8 V10 plus with the manual transmission weighs 1,570 kilograms (3,461.26). The Audi engineers have reduced the weight of the top model by roughly 50 kilograms (110.23 lb).

The most important component in the ultra lightweight construction concept of the Audi R8 is the body. An aluminum Audi Space Frame, it weighs just 210 kilograms (462.97 lb), roughly 40 percent less than a comparable steel structure. The body of the R8 Spyder with its electrohydraulically actuated cloth top weighs 216 kilograms (476.20 lb). The ASF body lays the foundation for the dynamic, precise and safe handling and high passive safety.

The exterior design has been honed ever further. The restructured all-LED headlights and rear lights are standard with all models. The Singleframe grille with tapered corners at the top, the redesigned diffuser and the large, round tailpipes are the most eye-catching new features. The diffuser of the Audi R8 V10 plus features a different geometry and is made of carbon fiber-reinforced polymer. The rear lights of all models include dynamic turn signals, a worldwide first from Audi. Produced by LEDs, the turn signal runs from the inside out in the direction in which the driver wants to turn.

Many bolt-on body parts of the R8 Spyder and R8 V10 plus are made of carbon fiber-reinforced polymer (CFRP). The same material is also used in the interior of the top model. The driver and passenger sit in bucket seats with folding backrests. The interior of all versions of the high-performance sports car is now even more refined. With the honeycomb-quilted Fine Nappa full-leather package, the seat covers and inserts in the door liners are quilted. This quilting is also available as an option for the Alcantara headlining.


Surprisingly, the high-performance R8 handles heavy street traffic like a trouper, tootling around benignly to a subdued engine accompaniment, evident on a transport stage from airport to island.

However, the real R8 is always on hand to use its motor muscle and slip into those gaps that often appear in a line of slow moving vehicles, to the relief of the frustrated driver.
Once on the Phillip Island track, members of the motoring media did their best to unsettle all three R8s but without much success. The trio were calling the tune through their state-of-the-art ride and handling.

We were told the V10s could clear 300 kilometres per hour. I eased off at a tad over 220 km/h at the end of the main straight before we hit the beach. Next stop Tasmania.
It was left to Audi Sport driver Markus Winkelhock, who had flown in specially for the occasion, to really wind up the rubber band on the R8 V10 plus. He said he liked the track. From my spot in the passenger seat it showed.

Winkelhock has form. He won the Nurburgring 24 Hour endurance race in 2012 in a works R8 and was within a second of the leader at Daytona when he ran out of fuel within cooee of the chequered flag.


Audi delivers the updated R8 with two closely-related engines that are hand-built at its factory in Györ, Hungary. The V8 with a displacement of 4,163 cc and the V10, which displaces 5,204 cc, are free-breathing, high-performance engines. They intrigue the driver's senses with spontaneous throttle response, by freely revving to far beyond 8,000 rpm, with ample pulling power and a sonorous, throaty sound. The model series update also reduced fuel consumption and thus CO2 emissions by as much as 22 grams per kilometer (35.41 g/mile).

The two engines have many things in common. They have a 90 degree cylinder angle, and thanks to their compact design weigh just 216 and 258 kilograms (476.20 and 568.79 lb), respectively. The bore measures a uniform 84.5 millimeters (3.33 in), the stroke 92.8 millimeters (3.65 in). The 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 construction, in which the lower bearing bridges for the crankshaft are integrated into a common frame, gives the crankcase high stiffness and optimal vibration behavior. The gray cast iron bearing bridges reduce its thermal expansion, thus minimizing play at the crankshaft's main bearings. The forged crankshaft, the forged steel connecting rods and the forged aluminum pistons combine low weight with high strength.

The dry sump lubrication with its separate oil tank behind the engine is a classic racing technology. It allows the engine to be mounted down low while at the same time ensuring the supply of lubricant even under extreme lateral acceleration. The forced oil pump features various suction and discharge stages for load-dependent operation, which improves efficiency.

A common rail system injects the fuel directly into the combustion chambers, where it is swirled intensely and cools the walls. This enables a high compression ratio of 12.5:1, which benefits both performance and efficiency.

Four camshafts, which can be adjusted through 42 degrees of crankshaft angle, actuate the valves via roller cam followers. Like the oil pump, the water pump and several auxiliaries, the camshafts are driven by chains on the rear wall of the engine.

The intake plenum of the dual intake system is made of lightweight polymer, and there are pneumatic flaps in the intake ports. Actuated by the engine management system, they induce a rolling type of motion in the incoming air at low load and engine speed. This "tumble" further increases combustion efficiency. The exhaust system is also a dual-branch system. Its components have been designed for low backpressure and are very light. Exhaust flaps in both tailpipes open by means of vacuum at higher load and engine speed for an even fuller sound.


Two transmissions are available for the updated R8. Besides the new seven-speed S tronic, there is also a manual transmission. It comes standard with the V8 and is available for the V10 at no extra charge. The six-speed gearbox features short, precise throws; its polished aluminum lever moves in an open stainless steel gate. The dual-plate clutch is very compact due to the low installation position of the engine, measuring just 215 millimeters (8.46 in) in diameter.

With the all-new seven-speed S tronic, all versions of the Audi R8 accelerate from zero to 100 km/h (62.14 mph) three-tenths of a second faster than the previous model with the R tronic. Fuel consumption is lower, too. The gears are closely spaced for a sporty response. The top gear is tall to reduce engine speed and fuel consumption - the high-performance sports car from Audi reaches its top speed in sixth gear.

Audi R8 drivers can change gears themselves using the selector lever or paddles on the steering wheel, and a fully automatic mode with Normal and Sport programs is also available. At the push of a button, the launch control program modulates the engagement of the clutch at the optimal engine speed when starting so that the engine's full power is delivered to the road with minimal wheel slip.

The new seven-speed S tronic uses a three-shaft layout. The high-end transmission with its aluminum housing is less than 60 centimeters (23.62 in) long and thus nearly 16 centimeters (6.30 in) shorter than the S tronic. The mechatronics, installed vertically on one side, controls, actuates and lubricates the dual-clutch transmission. The use of one oil pump to supply the gear sets, the clutches and the integrated differential improves efficiency. An oil-water and an oil-air heat exchanger control the temperature of the seven-speed S tronic.

Two multi-plate clutches, which in another innovation are arranged one behind the other, control two independent transmission sections. The K1 clutch sends the torque via a solid shaft to the fixed wheels of gears 1, 3, 5 and 7, which are in the rear section of the transmission housing.

The K2 clutch directs the torque via a hollow shaft encircling the solid shaft to the fixed wheels for the gears 2, 4 and 6 as well as reverse. The control wheels for the gears R, 4, 5 and 1 are mounted on output shaft 1; the wheels for the gears 2, 6, 3 and 7 are on output shaft 2.

Both transmission structures are continuously active, but only one is connected to the engine at any one time. For example, when the driver accelerates in third gear, the fourth gear is already engaged in the second transmission section. The shifting process takes place as the clutch changes - K1 opens and K2 closes. Shifting gears takes only a few hundredths of a second and is completed with almost no interruption of traction. Shifts are so fluid, dynamic and smooth as to be barely noticeable.

Mounted behind the engine, the transmission includes a link on output shaft 2 to connect to the prop shaft, which runs through the engine's crankcase to the front axle. There a viscous coupling distributes the power. Under normal driving conditions, it sends only about 15 percent of the torque to the front axle - the R8 has a heavy rear bias. If the rear wheels begin to spin, as much as an additional 15 percent flows to the front almost immediately.

The primary component of the viscous coupling is a package of round clutch discs, each with different gearing. One of each is connected to the prop shaft via the coupling housing; the other is connected to the output shaft to the front axle. The clutch plates rotate in a viscous fluid. If they rotate at greatly different speeds due to a loss of traction at the rear axle, the oil becomes more viscous as a result of its internal friction and more torque is delivered to the output shaft to the front axle. A mechanical limited-slip differential on the rear axle of the Audi R8 further improves traction; it has a locking effect of 25 percent during engine traction operation and 45 percent during engine over run.


The mid-engine concept of the Audi R8 provides for a roughly 43:57 axial load distribution, with slight differences between the individual variants. The engine is located in the center of the vehicle close to the vertical axis, rendering the inertia of its mass essentially negligible during fast direction changes.

The chassis of the high-performance sports car uses racing technologies. For example, the double triangular wishbones at all four wheels are forged aluminum to reduce the unsprung masses. Rubber-metal bearings conduct the lateral forces precisely into the chassis. They provide good elasticity in the longitudinal direction and filter out a large portion of the undesired excitation from the road, allowing the R8 to provide good ride comfort. The sport suspension on the Audi R8 V10 plus Coupé has been specially configured to enhance handling. This results from a modified spring/damper tuning with a corresponding adjustment of the camber values at the front axle. The track thus measures 1.64 meters (5.38 ft) up front and 1.60 meters (5.25 ft) in the back.

Audi magnetic ride active damping comes standard in the R8 V10 (not available for the R8 V10 plus) and is available as an option for V8 models. The driver can switch the system between the comfort-oriented Normal mode and a taut Sport mode. The shock absorber pistons contain a synthetic hydrocarbon fluid in which microscopically small magnetic particles measuring between just three and ten microns (a micron is one-thousandth of a millimeter) are incorporated.

When a current is applied to a coil, a magnetic field in which the alignment of the particles changes is generated in milliseconds. They align perpendicular to the flow of the oil and impede the flow of oil through the piston channels. A controller continuously computes the optimal values for each individual wheel. When the Audi R8 steers into a curve, the damping force on the outermost wheel is increased, which reduces the tendency of the body to roll and the reaction becomes even more spontaneous.

The hydraulic rack-and-pinion power steering also contributes to the overall sense of maximum precision conveyed by the R8. It provides highly differentiated, sensitive feedback and has a sporty, direct 16.3:1 steering ratio.

The Audi R8 rolls on large wheels with mixed-profile tires. The standard sizes with the V8 models are 8.5 J x 18 up front and 10.5 J x 18 in the back, with 235/40 and 285/35-series tires, respectively. The V10 versions have 19-inch wheels measuring 8.5 and 11-inches wide; tire sizes are 235/35 and 295/30, respectively. Audi offers optional wheels with particularly attractive designs - high-sheen titanium look or (on the R8 V10 plus) glossy black. A tire pressure indicator is standard with all models.


A powerful brake system is installed behind the large wheels. The aluminum calipers have eight pistons each up front and four pistons each in the back. The steel disks are internally vented, perforated and connected to the aluminum brake caps via pins. This concept reduces tensions, prevents the transmission of temperature peaks and quickly dissipates the heat. The discs feature a wave design - the wave-shaped outer contour reduces the weight by a total of approximately two kilograms (4.41 lb) without compromising performance.

In combination with the 19-inch wheels, Audi offers optional carbon fiber-ceramic disks (standard in the Audi R8 V10 plus). With this system, the calipers are painted anthracite gray. Up front are six-piston, monoblock calipers and discs measuring 380 millimeters (14.96 in) in diameter; in the back are four-piston fixed calipers and 360-millimeter (14.17 in) discs.

The complex geometry of the cooling channels quickly dissipates the heat. The friction ring is bolted by ten elements to an aluminum pot that provides the connection with the wheel's hub.

The complete brake system weighs a total of twelve kilograms (26.46) less than the system with steel discs. They also easily handle higher loads and never corrode.

The ESC electronic stabilization control can be switched to Sport mode, which permits safe oversteer when the gas is applied when exiting a curve. The driver can also completely deactivate the ESC for particularly dynamic driving, such as a fast lap on the race track.


 Front (in) - 14.9 (ventilated disc)
 Rear (in) - 14.0 (ventilated disc)


It has a choice of three engines, plus a new S tronic transmission replacing the R tronic of old. The result is that sprint times for both models equipped with the new seven-speed S tronic have improved by 0.3 seconds, while fuel consumption has been trimmed by up to 0.9 litres per 100 km with carbon dioxide emissions at 22 grams per kilometre.

The fast shifting dual clutch S tronic incorporates launch control that provides optimal traction when setting off. The eight-cylinder engine powering the Audi R8 V8 delivers 316 kW and 430 Nm of torque, the latter between 4500 and 6000 rpm. Running through the S tronic, it pushes the R8 Coupé from zero to 100 km/h in 4.3 seconds on its way to a top speed of 300 km/h.
The Audi R8 V10 with the S tronic does the sprint in 3.6 seconds and has a top speed of 314 km/h, the ten-cylinder engine producing 386 kW and delivering 530 Nm of torque at 6500 rpm. At the top of the model range is the new R8 V10 Plus with 404 kW of power and 540 Nm of torque.
Equipped with the S tronic, it accelerates from zero to 100 km/h in 3.5 seconds and reaches a top speed of 317 km/h. Power is put to the ground through a quattro permanent all-wheel drive system with a rear-axle bias.

The positioning of the engines amidships means the axle weight is distributed roughly 43 per cent front to 57 per cent back, perfect balance for a sports car, while dry sump lubrication enables the motors to be mounted low, giving the vehicle a low centre of gravity, a further advantage for a performance vehicle.


 Audi concert radio with seven speakers and single CD player with MP3 playback capability
 Driver information system with lap timer
 SiriusXM Satellite Radio with 90–day trial subscription2
 Cruise control with coast, resume and accelerate features
 Six–disc CD changer glove box–mounted
 BLUETOOTH wireless technology preparation for mobile phone
 Garage door opener (HomeLink)
 Parking system plus with rear view camera
 Rain/light sensor for automatic windshield wipers and headlights
 Flared rocker panel
 Carbon Fiber Sigma Audi sideblades
 Gloss Black engine cover vents
 Leather/Alcantara seating surfaces
 Audi concert radio with seven speakers and single CD player with MP3 playback capability


 Driver and front passenger dual–stage airbags, head/thorax side airbags, and knee airbags1
 Front passenger occupant detection–for airbags
 Power central locking system with safety unlock feature if airbags deploy
 Anti–lock Brake System (ABS) with Electronic Brake–pressure Distribution (EBD) and brake assist
 Electronic Stability Control (ESC) with traction control (ASR)
 Anti–theft alarm system with panic function
 Tire–pressure monitoring system
 Safety belt reminder for driver and front passenger
 Audi Backguard system with adjustable head restraints
 Manual parking brake
 Audi hill hold assist


By : Automotive News & Super Modified Sports Cars