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Review: 2010 Audi R8 V-10 Supercar

2010 Audi R8

Base Price
$146,000

The R8 was awarded Best Handling Car and Fastest Car In The World of 2007.

As AUDI AG owns Lamborghini (Automobili Lamborghini S.p.A.), some of the R8 is shared with the Lamborghini Gallardo, including some of the chassis and floorpan, transmissions, and the revised V10 engine. The R8 is made distinct by its Germanic exterior styling, cabin, smaller V8 engine, magnetic dampers, and pricing.

With a very superior 4.2L DOHC 32-Valve V8 Engine and a six-speed manual transmission with a dry double-plate clutch, this car can really be taken out to the track for some thrills. The Audi R8 comes with the Quattro All-Wheel drive system, also an Electronic differential lock The transmission options are either a Lamborghini sourced six-speed manual gearbox with metal gate for the shift lever, or an Audi-developed R tronic gearbox – which is a single-clutch semi-automatic electrohydraulic manual transmission, without a traditional clutch pedal. These options are the same as those available on the Lamborghini Gallardo. A double clutch Direct-Shift Gearbox (DSG), now badged by Audi as S tronic. The Audi R8 Supercar has a Ride adaptive damping system: 

Audi R8 V10

Audi’s Magnetic Ride system is based on a magneto-rheological principle. When in a magnetic field, small iron particles in the suspension fluid align themselves in the direction of the magnetic flux. The electromagnetic coil is integrated into the damper piston in such a way that when it is energized the magnetic flux runs exactly transversely to the admission ports in the damper piston. If the piston moves, the aligned iron particles create flow resistance in the flowing suspension fluid.

The greater the energy applied and the stronger the magnetic field, the greater the resistance and damping power. The energy is controlled in relation to driving dynamics and impulses from the road. This means for every road situation optimal damping power is available. This damping power produces – according to OEM desire – a more comfortable feel or sport style vehicle handling.

What about the V-12 diesel version?

V12 TDI Concept

Audi would like to build it, as it links directly to the Le Mans-winning diesel-powered R10 race car. But Audi engineers are having trouble packaging the particulate trap-required to meet stringent U.S. emissions standards-and the bumper beam needed to meet U.S. crash standards at the rear of the car. One solution being looked at is lengthening the rear of the car, but cost is a problem.

Engineers have considered installing a 4.2-liter V-8 diesel, but reportedly can’t get the power they want. The problem is that If Audi were to build an R8 diesel-the world’s first diesel-powered supercar-it would need to deliver more performance than the V-10. And without the 500-horsepower, 737-pound-foot V-12 TDI engine, that’s a tall order.

The R8 TDI Le Mans has modified suspension settings and brakes, to cope with the additional power and weight (300 kg (661.4 lb)), resulting from replacing the standard V8 engine with the V12 TDI. The V12 TDI requires more cooling than the standard R8, hence the NACA duct in the roof to feed additional air in to the engine. The vents on the front and back of the car have also been increased by 20% in size. The headlights are all-LED. For its appearance at the Detroit Motor Show, Audi fitted 20 inch alloy wheels. The rear bulkhead has been moved forward in order to accommodate the physically larger V12 engine, meaning it loses the space behind the rear seats usually found on the standard R8.

In May 2009, Audi decided to halt plans to produce the R8 TDI, citing “the cost of re-engineering the petrol R8 to accommodate the massive twin-turbocharged diesel engine is simply too great – and that it would be unable to recoup its investment through sales alone”.

Does this mean the Audi R8 lineup will eventually include V8, V10, and V12 powerplants? It’s too soon to know for sure, but we can hope.

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