A couple of weeks prior to the official unveiling of the second-generation Audi R8 in the 2015 Geneva auto show, we were invited to the Ascari racetrack in Spain to get a passenger ride in a R8 prototype, that can hit the showrooms later this year. We are going to not be able to get behind the wheel ourselves up until the summer, but no one within his right mind would pass up a chance to ride shotgun with Audi test driver and DTM racer Frank Stippler, who knows the new car inside out.In comparison with the already relatively light, all-aluminum first-gen R8, this new R8 has shed between 220 and 110 pounds, depending on model and spec. New vehicle architecture, called MSS (Modular Sport System), is an evolution of the previous R8 platform, which it shares using the Lamborghini Huracán. Hardly any parts are shared involving the Audi R8 and any existing Porsche model, as focus on the car had already begun before Porsche became section of the VW Group.and a few other structural parts. Audi says this halfway house between an all-carbon-fiber tub (as used by McLaren) along with an all-aluminum one (used by Ferrari on the 458) is the best cost to strength and weight compromise for a relatively low-volume car. Another weight-saving measure is the use of carbon-fiber-reinforced plastic (CFRP) suspension springs first observed in the R8 E-tron.
Feature: 2011 Audi R8 – Metal Marvel
This lightly camouflaged R8 prototype lookslow and aggressive, and contemporary. Is slightly wider and lower than before, while its more angular lines and details make the link to Audi’s current lineup, even though it retains the broad proportions of its predecessor, with similar overall length. The rakish front-end features standard-issue LED headlights. Laser lights that double the high beam range are an option; these have been homologated for the usthe 2nd-generation R8 retains strong styling links to the predecessor. One of these signature design cues will be the big, vertical blade behind the doors. Here this has been reimagined into two subtler half-blades: one below the beltline, one above. The latter is currently an air intake for cabin and engine compartment venting, as well as the visually unbroken strake that now runs from the doors to the top of the side scoops gives the new car its longer, lower, and more homogenous-looking flanks.
Standard wheel size is 19 inches, with 225/35 ZR19 rubber up front and 295/30 ZR19 at the rear. Optional 20s are shod with 245/30 ZR20 and 305/25 ZR20. Semi-slick track tires are another optionwill likely be powered by two versions of the 5.2L V-10-the V-10 and V-10 Plus-rated at 540 hp and 610 hp, with 398 lb-ft and 413 lb-ft of torque, respectively. Have cylinder deactivation and stop/start for better fuel economy and reduce emissions. A V-8, or maybe aThe state zero-to-62 mph numbers for your V-10 and V-10 Plus are 3.5 and three.2 seconds, with standstill to 124 mph taking 11.4 and 9.9 seconds. Top speed is definitely an ungoverned 200 mph for the 540hp model and an incredible 205 mph for the 610hp monster. These maximum-velocity figures are significantly better than the outgoing model and a proof ofhaving its wonderful click-clack, rifle-bolt action-has been consigned to history. Take-up rate had dropped just to 5 percent in the last year of production, its fate finally sealed by the smooth and rapid S-tronic paddle-shift transmission.
Rocketing out of the pit lane, the newest Audi R8 feels and sounds great from the passenger seat as being the naturally aspirated V-10 (in Plus form) does its classic, high-revving stuff. Throttle response feels linear, the power building smoothly and strongly as Stippler coaxes the engine to its lofty 8,850-rpm redline in the intermediate gears. This can be one rapid and charismatic machine. The increased power and lower weight are telling, and Stippler doesn’t hang around. The brand new chassis proves a match for those 610 horses, as we slide via a few bends on the absolute limit.A rather lower center of gravity helps dynamics. Turn-in seems even crisper than before. Whenever Stippler balances the automobile in varying degrees of oversteer on the way out of each bend, it’s clear the enhanced and rear-biased Quattro system is a driver’s delight. Audi has fitted a water-cooled front differential, plus a mechanical limited-slip differential from the rear to help apportion power. The assisted steering is electromechanical; variable magnetic ride suspension is surely anto observe some action,” to quote one of the engineers. Performance mode could be adjusted in line with the road surface. The main focus with this setting is not to hoon around, but rather assist the driver achieve good lap times. That said, enthusiasts will be happy to learn the stability control system can be switched off completely. The counterpoint is Comfort mode-with lower levels of noise, vibration and harshness-rendering the R8 an idealtakes a major leap forward. Quality was always top notch, and that is unchanged. However the aesthetics of your cabin architecture and infotainment system are state of the art. The flat-bottomed steering wheel (brought over from the new TT) is fitted with four additional buttons to stop and initiate the engine, select driving modes, and select the exhaust sound level. The TFT Virtual Cockpit directly while watching driver can be another TT feature. And that’s a good thing. Together with the central console-mounted screen gone, the strong driver orientation of the new R8 is emphasized.
