Audi R8 Spyder 5.2 FSI quattro
Audi R8 Spyder 5.2 FSI quattro
its sports and most exotic cars
its sports and most exotic cars
With a chassis derived from the Lamborghini Gallardo combined with the signature handling of the entire line, the R8's ride is "dumbfounding," "sublime" and the "final proof-of-concept for the Quattro Way." The latest addition to the lineup, the Audi R8 Spyder 5.2
FSI V10, "expresses everything that Audi and Quattro GmbH have been trying to accomplish all these years," according to the news source. Although the ride is nowhere near as light and crisp as the RS4, the RS6's sheer power, weight and size deliver a very different type of quattro experience - still able to handle the corners but also blow past most machines on the straightaway. For those who want true power, the news source looked at the 2008 RS6 5.0 TFSI Avant, which packs a whopping 572 horses into a V10 engine.
While the cars of yesteryear certainly handled well, none of them were able to handle 414 horsepower as "with such subtlety and poise" as the RS4. In 2006, Audi released the RS4, which at that point was the pinnacle of the technology. While the mid-nineties saw some intriguing cars using the technology, it wasn't until Quattro GmbH kicked things into high gear in the latter parts of this decade that things got interesting again for the German automaker. The news source reports easy drifting and powerslides from this 1984 classic, but it would be a few years before Audi would truly refine the technology.The Coupe was eventually replaced by the Sport Quattro, which again dominated rally races in 1984. Modern technology means that this machine would likely be left in the dust by even a budget hatchback these days, but the news source reports that the steering still retains a fun feel and its easy to see how the car was once king of the rally circuit. It all started with the Audi Quattro Coupe, also known as the ur-Quattro. While many of these vehicles have been discontinued, most can be found on the used car market. Edmunds Inside Line recently looked at some of the landmark vehicles that made the term famous.
Now, quattro lives on both as a branding for Audi's AWD and in Quattro GmbH, Audi's high-performance division dedicated to its sportiest and most exotic cars. Using the Iltis as a basis, "quattro" was born, and Audi swept rally races for the next several years using the new technology. An Audi engineer working on Audi's rally racing team noticed that an old Volkwagen army vehicle known as the Iltis could beat most of the company's high performance machines in a race due to superior handling derived from its AWD powertrain. Audi, the luxury brand of German carmaker Volkswagen, is well known not only for its high-end vehicles, but for its famous "quattro" all-wheel drive (AWD) systems.
Audi R8 Spyder 5.2 FSI quattro profilation of this cars :
Fascination taken to a new level of intensity: The Audi R8 Spyder 5.2 FSI quattro combines breathtaking performance with the experience of open-top driving. The 386 kW (525 hp) V10 engine accelerates the high-performance sports car with the lightweight cloth top to 100 km/h (62.14 mph) in 4.1 seconds on its way to a top speed of 313 km/h (194.49 mph). The Audi R8 Spyder 5.2 FSI quattro features a fascinating package of technologies, including the Audi Space Frame (ASF) made of aluminum and carbon fiber composite, quattro permanent all-wheel drive, LED headlights and the innovative seatbelt microphone.
The Audi R8 Spyder 5.2 FSI quattro captivates from the very first glance. Its lines offer a unique interpretation of the dynamics and emotion of a high-performance sports car. Two distinctive silver cowls, into which the large air intake openings are integrated, give the long back a powerful profile. Unlike the Coupé, the Audi R8 Spyder has classic air intakes behind the doors. The rear side panels and the large cover over the storage compartment for the cloth top are made of a carbon fiber composite.The Audi R8 Spyder 5.2 FSI quattro sports a cloth soft top in classic Audi style. The soft top's approximate weight is a mere 42 kilograms (92.59 lb); it thus keeps the vehicle's total weight and center of gravity low. When closed it melds harmoniously into the design line - it ends in two slim fins that extend toward the rear and have a contour similar to that of the Audi R8 Coupé hard top.
Ultra lightweight: the ASF body
The aluminum body of the Audi R8 Spyder is top in its segment when it comes to lightweight quality - the relationship between weight, size and torsional rigidity. The body in white is comprised 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 17 percent. The panels are made of alloys that cure under heat - they attain their final hardness during the painting process, which includes drying in the oven.
Audi drew on its comprehensive expertise for the construction of the body. The ASF structure integrates a semi-supporting engine frame made of ultra lightweight magnesium. The floor tunnel is reinforced with custom, particularly lightweight tailored blanks.
The thickness of the individual panels varies as needed. They are joined by means of friction stir welding - a new method characterized by outstanding tightness, high dimensional accuracy and minimal distortion.
Despite all of these reinforcements, the body tips the scales at a mere 216 kilograms (476.20 lb), just six kilograms (13.23 lb) more than the Coupé. Equipped with a manual transmission, the Audi R8 Spyder 5.2 FSI quattro weighs only 1,720 kilograms (3,791.95 lb) and just five kilograms (11.02 lb) more in the R tronic version.
The side panels and the large cover of the top storage compartment also contribute to this positive value. They are made of carbon fiber composite produced using a new method. In addition to being faster and more energy-efficient than conventional production in an autoclave, resin transfer molding (RTM) also yields superior surface quality. Fiber-reinforced plastic is used for the engine compartment cover and the rear spoiler; thermoplastics are used for the bumpers.
Much of the body is lovingly built by hand at the Neckarsulm plant. The front end, the central floor and the rear end are assembled separately from one another. After they are joined to form the substructure, the pillars and the large metal panels - primarily the roof, the side walls, the doors and the cover panels - are added. Highly qualified employees make the weld seams, which total 107 meters (351.05 ft) in length. 814 self-piercing rivets and 188 automatically placed, self-tapping screws join the structural panels with the ASF skeleton.
The work is characterized by the utmost precision. A fully-automatic measuring system checks the dimensional accuracy of each body down to a tenth of a millimeter. The scanner works without contact and uses its 95 laser sensors to check 220 points within five seconds. The computer tomograph in which Audi performs random checks measures even more precisely. Its x-rays can detect deviations on the thousandths of a meter scale.
Design
The Audi R8 Spyder 5.2 FSI quattro is 4.43 meters (14.53 ft) long, 1.90 meters (6.23 ft) wide and 1.24 meters (4.07 ft) high - it has a wide, hunkered-down stance on the road as if ready to pounce. The dynamic proportions, the sculputural design and the passenger cell situated far to the front with the flat windshield visually underscore the mid-engine concept.
As with every Audi, the single-frame grille is the distinguishing element - it is wide and low and painted in high-gloss black. Narrow chrome strips adorn the horizontal and vertical bars of the grille. The lip of the front skirt and the air inlets that direct air across the three radiators are also painted high-gloss black. The inlets have only two crossbars, which makes them look large and hungry.
An exclusive technological highlight is the standard LED headlights of the Audi R8 Spyder 5.2 FSI quattro. Audi is the world's first automaker to use light-emitting diodes for the low beams, the high beams, the daytime running lights and the turn signals. With its color temperature of 6,000 Kelvin, the LED light is very similar to daylight, which keeps the eyes alert when driving at night. The excellent light distribution and long service life of the LEDs are additional advantages, plus they consume substantially less energy than conventional halogen lamps.
The headlights are technical works of art. Each of the daytime running lights comprise 24 LEDs arranged in a wave along the lower edge of the headlights that appear as a solid strip thanks to a plastic body placed in front of the LEDs. The headlight reflectors resemble open mussel shells.
Athletically sculpted: the air intakes
In contrast to the Coupé, the Audi R8 Spyder is missing the sideblades in front of the rear wheels. Instead it has large vertical intakes that are athletically sculpted out of the flanks. The V10 breathes deeply through these intakes - theoretically 750 kilograms (1,653.47 lb) per hour each at full load. The doors have new trim strips with rising edges; the shadow contour of the rear end forms a stark, dynamic wave above the wheels.
Flared side sills set additional lighting accents and sculpt the flanks.
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 large cowls in shining silver discharge at the bulkhead. They taper as they extend to the rear and incorporate upright air openings. Another broad outlet is located between the cowls. It is open when the car is at rest and closed when driving so as not to disrupt the aerodynamics.
The airflow separates from the car very precisely at the slightly rising rear edge. The diffuser underbody sucks the Audi R8 Spyder against the road when driving - downforce placed a greater role than drag during aerodynamic development. With a drag coefficient of 0.37 and the small front surface area of 1.99 m2 (21.42 sq ft), however, the high-performance sports car still glides smoothly through the wind. Audi applied a lot of the knowledge gleaned in motorsport to the flow of air around and through the body of the Audi R8 Spyder.
The rear air intakes also have two crossbars. The exhaust system ends in two large, oval tailpipes, and the fully lined underbody ends in an upturned diffuser, which is painted black. The rear spoiler, modified somewhat from the Coupé, extends automatically at a speed of 100 km/h (62.14 mph). Its interior is designed such that when not deployed it dissipates heat from the exhaust region.
Numerous details demonstrate the love that the Audi designers poured into every detail of the Audi R8 Spyder 5.2 FSI quattro. The windshield frame sports a shining application of anodized aluminum, into which the stainless steel brackets for the top are mounted for an appealing contrast. V10 badges on the flanks allude to the power of the engine. A black surface between the tail lights emphasizes the car's width. Their chambers are colored dark red, with LEDs generating a three-dimensional light pattern.
Audi offers the Audi R8 Spyder 5.2 FSI quattro with a choice of three colors - black, red and brown - for the top. 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. Customers in search of more exclusivity can choose from roughly 100 special paint finishes or have their very own shade mixed.
Engine
Immense power, eager response and powerful acceleration, extraordinarily free-revving and a rousing sound - the Audi R8 Spyder delivers a skin-tingling sports car experience. At idle and when coasting, its 5.2 liter V10 plays a characteristic Audi song - a throaty roar. Growling bass sounds and jubilant trumpets join in as engine speed increases, rising in concert to a crescendo, to a fortissimo.
The V10, which has a displacement of 5,204 cc, has the character of a racing engine. No wonder: With minimal modifications, the engine also powers the GT3 race car, which is based on the closed R8. Its peak torque of 530 Nm (390.91 lb-ft) is available at 6,500 rpm; rated engine speed is 8,000 rpm, where it produces 386 kW (525 hp). The electronic rev limiter does not intervene until 8,700 rpm, when the pistons travel 26.91 meters (88.29 ft) every second.
The ten-cylinder has a specific power output of 100.9 hp per liter displacement. Each hp only has to move 3.28 kilograms (7.23 lb) of weight. Equipped with a manual transmission, the open-top high-performance sports car from Audi tips the scales at only 1,720 kilograms (3,791.95 lb).
Performance is breathtaking. The Audi R8 Spyder 5.2 FSI quattro launches from a standing start to 100 km/h (62.14 mph) in 4.1 seconds. The version with the R tronic sequential transmission needs only an additional 8.3 seconds to break the 200 km/h (124.27 mph) mark. And the acceleration just keeps coming up to a top speed of 313 km/h (194.49 mph).
Ten cylinders: maximum dynamics
Ten cylinders are the ideal configuration for maximum dynamics. Compared to a V8 with the same displacement, a V10 has smaller and lighter pistons and connecting rods, allowing it to rev easier and higher. Compared to a V12, on the other hand, it has fewer components, which keeps the moving masses and thus internal friction low. The V10 is extremely compact - including all bolt-on parts, it measures only 646 millimeters (25.43 in) long, 737 millimeters (29.02 in) wide and 696 millimeters (27.40 in) tall.
Like nearly all V engines from Audi, the ten-cylinder - built by hand at the plant in Györ, Hungary - has a 90 degree cylinder angle. This wide opening results in a low center of gravity. The two opposing banks are offset by 18.5 millimeters (0.73 in). The bore measures 84.5 millimeters (3.33 in) and the stroke 92.8 millimeters (3.65 in).
The forged steel crankshaft is configured as a common pin shaft - each set of two opposing connecting rods engage the same crankpin. This design combines maximum rigidity with minimal weight, and ensures that the V10 alternately ignites in 54 and 90 degree intervals, which plays a major role in its goosebump-raising sound.
The crankcase is manufactured using low-pressure die casting, a complex method that ensures a particularly homogenous structure. Its aluminum-silicon alloy combines low weight with high strength. Its high silicon content makes the cylinder barrels extremely resistant to wear. The entire engine weights only 258 kilograms (568.79 lb).
The crankcase is configured as a bedplate construction: The lower bearing bridges for the crankshaft are integrated into a common frame for maximum rigidity and optimal vibration behavior. Because they are made of cast iron, they reduce the thermal expansion of the case and thus keep the clearance at the main crankshaft bearings within tight tolerances. The forged crankshaft and the connecting rods of forged steel also combine high strength with low weight. The pistons are forged of a high-strength aluminum alloy.
Oil supply like in motorsport: dry sump lubrication
The V10 features dry sump lubrication - a design that enables a low installation position and a corresponding vehicle center of gravity. The external tank and oil pump, which works with five different suction and discharge phases in the interest of efficiency, ensures lubrication under any conditions. The pump is designed for lateral accelerations of 2 g, as occur in motorsport. It draws the motor oil separately from the crank space, the chain box and the cylinder heads, and two coolers reduce oil temperatures.
The camshafts, as well as the oil pump, water pump and several auxiliaries, are powered by maintenance-free chains located on the rear wall of the engine. All four camshafts can be moved through 42 degrees of crankshaft rotation. This allows for a wide timing range for the 40 valves, which are actuated via roller cam followers. The exhaust valves are sodium-filled, which ensures a better cooling effect.
The V10 is managed by a sophisticated engine management system that operates with two computers in a master-slave configuration. Its direct fuel injection system operates according to the FSI principle developed by Audi. It is the ideal solution for the road and for motorsport, where it has long proved its superiority: The Audi R8 racing car won the 24 Hours of Le Mans race in four of five starts with FSI power.
A common rail system is responsible for distributing the mixture. It injects the fuel into the combustion chambers at up to 120 bar of pressure through nozzles located in the side of the cylinder head. The fuel mixture is swirled intensely and thus cools the walls. This enables a very high compression ratio of 12.5:1, which contributes to the high performance and very good efficiency. Mated to the R tronic, the ten-cylinder consumes an average of 13.9 liters of fuel per 100 km (16.92 US mpg). The 80 liter (21.13 US gallons) tank provides for a long cruising range.
The air induction path has been optimized for low losses. The intake manifold, which is made of a lightweight plastic, is characterized by its flow-optimized geometry. Tumble flaps controlled by the engine management system are integrated into the intake ports. At low load and engine speed, they cause the aspirated air to move with a roller-like motion ("tumble"), which further increases the efficiency of the combustion process.
On the exhaust side, a low backpressure and a sophisticated manifold ensures gas exchange with maximum dynamics. Two vacuum-controlled sound flaps in the exhaust pipe modulate the volume and timbre of the V10 as a function of load and engine speed.
