2015 Ford Mustang Spied + More Car News
#1
11-20-2012, 04:34 PM
2015 Ford Mustang Spied + More Car News
FUTURE CARSarrow<HGROUP style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; DISPLAY: block; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px">
2015 Ford Mustang Spied with Next-Gen Bodywork
The next quintessential pony car begins to take shape.
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- NOVEMBER 2012
- BY JENS MEINERS
- MULTIPLE PHOTOGRAPHERS
What It Is: We present the latest spy shots of the next-generation Ford Mustang. The pictures don't reveal any detailing, but the heavy camouflage disguises an entirely redesigned front end. With a gaping grille and slim, rectangular headlights, the new Mustang will draw from a styling language set forward by several concept cars, including theEvos, as well as production models like the brand-new Fusion. The rear end of this prototype, however, still wears current Mustang sheetmetal. The interior is expected to once again go its own way stylistically, and should incorporate a much heavier dose of technologies. That is sure to include a new version of MyFord Touch.
Why It Matters: The quintessential pony car is so pivotal to Ford's image with enthusiasts that design staff all over the world are involved. Under the skin, we expect a turbocharged EcoBoost four-cylinder as an alternative to the usual V-6 and V-8 choices. That's big news, as Ford hasn't offered a turbocharged engine in the Mustang since 1986, when the SVO with its buzzy 2.3-liter inline-four was last offered.
Platform: The Mustang will keep its front-engine, rear-wheel-drive layout, but it will gain a more sophisticated independent rear suspension—as we saw on a next-gen Mustang mule we spied earlier this year. We hear that the new car will be slightly narrower, and that the engine bay will be slightly more cramped with the adoption of crash structures and pedestrian-safety measures more agreeable to tightening regulations. It’s possible that passenger and cargo space could increase slightly.
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Powertrains: The entry-level engine will be the 3.7-liter V-6; the turbo four will offer similar performance but ostensibly better fuel economy. There will be another 5.0-liter V-8, but nothing definite has emerged on a top-of-the-line engine that would power, say, a next-gen GT500. A twin-turbocharged 5.0-liter V-8 is a strong possibility, as it’s unlikely that thecurrent GT500's supercharged 5.8-liter monster V-8 will continue. It’s simply too large to fit in the reworked engine bay.
Competition: Chevrolet Camaro, Dodge Challenger, Hyundai Genesis coupe, Scion FR-S, Subaru BRZ.
Estimated Arrival and Price: Expect the Mustang to arrive in 2014 as a 2014.5 or 2015 model, the former designation would nicely work with the 50th anniversary of the original car’s debut as a 1964.5. Prices will begin somewhere below the $25,000 mark for the V-6, with the V-8–powered GT starting around $30,000. View Photo Gallery
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Last edited by Space; 11-21-2012 at 04:53 AM.
#2
11-20-2012, 04:38 PM
WoW a 1liter engine...Amazing power for what it is 4-Sure...
Great MPG's also....Would you buy/drive one ?
Ford Details U.S.-Spec 1.0L EcoBoost for 2014 Fiesta [2012 L.A. Auto Show]
<SMALL style="DISPLAY: inline; FONT: 8pt Arial; COLOR: rgb(136,136,136); MARGIN-LEFT: 10px; VERTICAL-ALIGN: 4px" class=post-credits>November 19, 2012 at 3:46 pm by Erik Johnson</SMALL>
Ford confirmed today that its first U.S. model to receive the 1.0-liter three-cylinder EcoBoost engine will be the 2014 Fiesta. Well, make that re-confirmed, as the company made essentially the same announcement more than a year ago. We now know a few more details, however, including output. The U.S.-market 2014 Fiesta is scheduled to make its public debut on November 28 at this year’s L.A. auto show before going on sale in the second half of next year.
Ford pegs the 999-cc three-banger at 123 hp and 148 lb-ft, which are the same numbers applied to the engine in the European-market Focus, the first vehicle to receive the three-pot. We recently tested the 1.0-liter Focus here in the U.S. and found the engine to be fairly overwhelmed by the larger car’s mass—we clocked a 0-to-60-mph run of more than 10 seconds—albeit surprisingly smooth in operation.
It should fare much better in the Fiesta, which Ford tells us weighs as much as 450 pounds less, 1.0-liter model to 1.0-liter model. The Blue Oval also promises impressive EPA fuel-efficiency numbers—it says this version of the Fiesta will be the most efficient nonhybrid model for sale in America—although we’ve observed that lofty ratings for turbo engines can be very difficult to achieve in the real world, and we saw just 27 mpg from our Focus test car. Transmission specifics weren’t being discussed, but the 1.0-liter is paired with five- and six-speed manuals in European Focuses. Whether we’ll see the engine stop-start system available across the ocean is also unknown for now.
The 1.0-liter engine will arrive concurrently with a raft of updates to the diminutive Fiesta, including a face lift, the availability of MyFord Touch, and the introduction of the sporty ST model, which will have a turbocharged version of the 1.6. While the ST’s arrival was essentially an open secret, we broke the first official confirmation of it via government documents back in October. Those documents suggested output of 160 or so horsepower, but the figure is probably more like 175-plus. Many of the updates to the 2014 Fiesta were previewed with the unveil of the European three- and five-doors at this September’s Paris auto show.
Ford also confirmed that the 1.0-liter engine will be optional in the U.S., meaning that the current naturally aspirated, 120-hp 1.6-liter four will still be available; this should help the company hold the line on base pricing despite the upgraded technology and nicer interior materials for 2014. Pricing isn’t yet set, but the company notes that opting for an EcoBoost engine currently costs about a grand in most of its models. With the 1.0-liter Fiesta, Ford hopes to capture buyers on a budget who can’t afford to jump into even the cheapest hybrid or diesel models; Honda’s Insight, for example, starts at just over $19,000, or about as much as the most expensive 2013 Fiesta.
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We’ll have full details on the U.S.-spec 2014 Fiesta lineup—as well as driving impressions of a European 1.0-liter model—the week of the L.A. show.
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Great MPG's also....Would you buy/drive one ?
Ford Details U.S.-Spec 1.0L EcoBoost for 2014 Fiesta [2012 L.A. Auto Show]
<SMALL style="DISPLAY: inline; FONT: 8pt Arial; COLOR: rgb(136,136,136); MARGIN-LEFT: 10px; VERTICAL-ALIGN: 4px" class=post-credits>November 19, 2012 at 3:46 pm by Erik Johnson</SMALL>
Ford confirmed today that its first U.S. model to receive the 1.0-liter three-cylinder EcoBoost engine will be the 2014 Fiesta. Well, make that re-confirmed, as the company made essentially the same announcement more than a year ago. We now know a few more details, however, including output. The U.S.-market 2014 Fiesta is scheduled to make its public debut on November 28 at this year’s L.A. auto show before going on sale in the second half of next year.
Ford pegs the 999-cc three-banger at 123 hp and 148 lb-ft, which are the same numbers applied to the engine in the European-market Focus, the first vehicle to receive the three-pot. We recently tested the 1.0-liter Focus here in the U.S. and found the engine to be fairly overwhelmed by the larger car’s mass—we clocked a 0-to-60-mph run of more than 10 seconds—albeit surprisingly smooth in operation.
It should fare much better in the Fiesta, which Ford tells us weighs as much as 450 pounds less, 1.0-liter model to 1.0-liter model. The Blue Oval also promises impressive EPA fuel-efficiency numbers—it says this version of the Fiesta will be the most efficient nonhybrid model for sale in America—although we’ve observed that lofty ratings for turbo engines can be very difficult to achieve in the real world, and we saw just 27 mpg from our Focus test car. Transmission specifics weren’t being discussed, but the 1.0-liter is paired with five- and six-speed manuals in European Focuses. Whether we’ll see the engine stop-start system available across the ocean is also unknown for now.
The 1.0-liter engine will arrive concurrently with a raft of updates to the diminutive Fiesta, including a face lift, the availability of MyFord Touch, and the introduction of the sporty ST model, which will have a turbocharged version of the 1.6. While the ST’s arrival was essentially an open secret, we broke the first official confirmation of it via government documents back in October. Those documents suggested output of 160 or so horsepower, but the figure is probably more like 175-plus. Many of the updates to the 2014 Fiesta were previewed with the unveil of the European three- and five-doors at this September’s Paris auto show.
Ford also confirmed that the 1.0-liter engine will be optional in the U.S., meaning that the current naturally aspirated, 120-hp 1.6-liter four will still be available; this should help the company hold the line on base pricing despite the upgraded technology and nicer interior materials for 2014. Pricing isn’t yet set, but the company notes that opting for an EcoBoost engine currently costs about a grand in most of its models. With the 1.0-liter Fiesta, Ford hopes to capture buyers on a budget who can’t afford to jump into even the cheapest hybrid or diesel models; Honda’s Insight, for example, starts at just over $19,000, or about as much as the most expensive 2013 Fiesta.
Euro-spec Fiesta with 1.0L EcoBoost engine on display at today's press event.
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- Instrumented Test: 2012 Ford Focus 1.0L EcoBoost
- Photos and Info: 2014 Ford Fiesta Hatchback
- Comparison Test: Ford Fiesta vs. Honda Fit, Mazda 2
We’ll have full details on the U.S.-spec 2014 Fiesta lineup—as well as driving impressions of a European 1.0-liter model—the week of the L.A. show.
The 1.0-liter EcoBoost three in a Euro-spec Fiesta.
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Ford Adds 305-hp, 3.7-Liter V6 to the Police Interceptor Sedan’s Engine Roster
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Arena Motorsport Presents Its 199-hp, 1.6-Powered Ford Focus WTCC Limited Edition
Marchionne Updates the Status of Alfa Romeo’s Lineup Expansion
Last edited by Space; 11-20-2012 at 04:43 PM.
#3
11-20-2012, 04:49 PM
2014 Audi R8 - First Drive
What a difference a dual-clutch makes.
By Basem Wasef
November 8, 2012
Specifications >>
With apologies to a certain metallurgically monikered superhero, the outgoing Audi R8’s kryptonite, so to speak, has long been its R tronic six-speed automated manual gearbox. Not quite simpatico with the rigors of ten tenths driving, the R tronic was a herky jerky exercise in single-clutch futility, a ringing endorsement for Audi’s manual transmission option which not only offers a Ferrariesque metal-on-metal clunk thanks to its polished aluminum shift gate, but also saves buyers $9,100 along the way.
2014 Audi R8 V10
Those paradoxical justifications for retro-technology are finally defunct: Audi’s new dual-clutch S tronic gearbox is not just one hell of a compelling reason to embrace flappy paddles, it elevates the German supercar closer to the übercar status which Audi has always envisioned.
Quicker, Thriftier, Lighter
The left brain should be pleased with Audi’s newly implemented S tronic gearbox in the R8: this robust bundle of win/win boasts more compact packaging, better fuel economy, smoother operation, and quicker shifts. The new transmission shaves 3/10ths of a second from R tronic times in 62 mph sprints when launch control is used.
2014 Audi R8 V10
The 7-speed is a modified version of the dual-clutch unit found in the 450 horsepower RS5 model, and Audi estimates that cog swaps require only .125 seconds. In keeping with Ingolstadt tradition, power is routed to four wheels via a Quattro system which, in this case, is driven by three output shafts, one of which connects to the prop shaft which runs through the engine crankcase toward the front axle. The R8’s sporty bearing is upheld by diverting only 15 percent of torque to the front wheels, and no more than 30 percent when slippage is detected.
2014 Audi R8 V10
Did We Miss Anything?
While the new dual-clutch hogs the spotlight with this sophomore update, a few other incremental improvements conspire to mildly enhance the R8’s performance. All models except those with carbon ceramic stoppers are now clad with so-called wave rotors, which echo motorcycle brakes by incorporating undulating edges intended to lower unsprung mass and increase heat dissipation, without affecting stopping distances. Restyled front and rear fascias up the visual ante, while LED headlights have been updated, and revised taillamps now incorporate a futuristic animated swipe.
2014 Audi R8 V10
V-10 models introduce numerous carbon fiber reinforced plastic components for weight savings. While engine output remains unchanged for V-8 (4.2 liter, 430 hp, 317 lb-ft) and V-10 (5.2 liter, 525 hp, 391 lb-ft) models, both of which are available in coupe or convertible form, a new coupe-only V-10 plus version offers deeper weight savings, and boosts output to 550 hp and 398 lb-ft of torque. The V-10 plus ditches the magnetorheological dampers (which come standard on the non-plus V-10 model, and are optional on V-8 versions), and features standard carbon ceramic brakes. Exclusive to the plus model is a matte Blue Sepang paint finish, and a claimed 0 to 62 mph time of 3.5 seconds.
2014 Audi R8 V8
Come Hither, Road and Track
Our R8 test drive included track time at the Misano World Circuit along Italy’s Adriatic coast and a multi-day drive through the Dolomites, into Austria, and onward to Munich. First impressions at Misano revealed an eerily quick and seamlessly smooth new gearbox which does wonders for maximizing the R8’s natural born chassis and engine strengths. Though some disdain the fact that the base R8’s mill is outpowered by the more pedestrian RS5’s 450 hp lump, the R8’s strengths lie in its low weight (as little as 3,439 lbs with a manual gearbox) and its stiff chassis. Likewise, the V-10 grafts some manliness to the V-8’s smooth-revving offerings, adding more urgent thrust and a palpably sharper exhaust note.
2014 Audi R8 V8
Tossing the R8 around the track required a bit of patience and more precise turn-in than usual, since ESP’s “Sport” mode was disabled, a choice Audi folks attributed to the track’s relatively ungrippy surface. But out on the rambling roads winding along the coast, the more permissive setting allowed just enough right pedal steering to effectively slide the car through corners. Though we did encounter uncharacteristically abrupt downshifts once or twice around town with the drivetrain set to “Sport,” the dual-clutch gearbox performed with otherwise faultless road manners, combining silky shifts with virtually no perceptible lag time between paddle taps and cog transfers. Our only other gripe? We wish “Sport” drivetrain and “Sport” ESP settings enabled automatic upshifts at redline, which would encourage keeping eyes on the apex, not the tach.
2014 Audi R8 V8
The only surprise of our 600+ mile road trip came during a 150 mph top-down run in the Spyder model, when a sudden jolt of turbulence roared through the convertible’s cabin. Later inspection revealed that the anodized aluminum skin bordering the windshield had lifted, allowing a shockwave of dirty air to tumble into the cockpit. For the record, Audi’s support crew solved the problem by applying a strip of duct tape over the offending gap—Vorsprung durch technic, indeed!
Traditionalists, Be Torn
Those who prefer manual transmissions—roughly 30 percent of past R8 sales, by Audi’s reckoning—won’t likely let go of their traditionalist ways. But drivers with a shred of practical intention will see the new 7-speed for what it is: a profoundly effective tool at extracting maximum performance and ease of use from this updated two-seater. Three pedal setups still fuel nostalgia. But based on the latest advances to Audi’s flagship, the future seems secure with dual clutches.
<CENTER><TABLE style="BORDER-BOTTOM: rgb(0,0,0) 1px solid; BORDER-LEFT: rgb(0,0,0) 1px solid; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; BORDER-SPACING: 0px; PADDING-RIGHT: 0px; BORDER-COLLAPSE: collapse; VERTICAL-ALIGN: baseline; BORDER-TOP: rgb(0,0,0) 1px solid; BORDER-RIGHT: rgb(0,0,0) 1px solid; PADDING-TOP: 0px" id=result border=0 width=400><TBODY style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM-STYLE: none; PADDING-BOTTOM: 3px; BORDER-RIGHT-WIDTH: 0px; BACKGROUND-COLOR: rgb(148,18,10); MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; BORDER-TOP-WIDTH: 0px; COLOR: rgb(255,255,255); VERTICAL-ALIGN: top; BORDER-LEFT-WIDTH: 0px; PADDING-TOP: 3px" id=heading colSpan=2><CENTER>Specifications</CENTER></TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Configuration:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Mid engine, rear drive</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Engines:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">4,163cc V-8; 5,204cc V-10</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Horsepower:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">430 bhp @ 7,900 rpm (V-8); 525 bhp @ 8,000 rpm (V-10)</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Torque:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">317 lb-ft @ 4,500-6,000 rpm (V-8); 391 lb-ft @ 6,500 rpm (V-10)</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Compression Ratio:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">12.5:1</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Transmission:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Automated sequential dual-clutch 7-speed</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Tires:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">235/40 R18 front, 285/35 R18 rear (V-8); 235/35 R19 front, 295/30 R19 rear (V-10)</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">0-62 mph:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">4.3 sec (V-8 S tronic coupe),
4.6 sec (V-8 manual coupe),
4.5 sec (V-8 S tronic convertible),
4.8 sec (V-8 manual convertible);
3.6 sec (V-10 S tronic coupe),
3.9 sec (V-10 manual coupe),
3.8 sec (V-10 S tronic convertible),
4.1 sec (V-10 manual convertible);
3.5 sec (V-10 plus S tronic coupe.),
3.8 sec (V-10 pls manual coupe)
</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Top Speed:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">186 mph (V-8 S tronic coupe),
188 mph (V-8 manual coupe),
186 mph (V-8 convertible, S tronic and manual),
195 mph (V-10 S tronic coupe),
196 mph (V-10 S tronic convertible),
193 mph (V-10 S tronic convertible),
194 mph (V-10 manual convertible),
198 mph (V-10 plus manual)</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Price:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">TBD</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px"> </TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px"> </TD></TR></TBODY></TABLE></CENTER>
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What a difference a dual-clutch makes.
By Basem Wasef
November 8, 2012
Specifications >>
With apologies to a certain metallurgically monikered superhero, the outgoing Audi R8’s kryptonite, so to speak, has long been its R tronic six-speed automated manual gearbox. Not quite simpatico with the rigors of ten tenths driving, the R tronic was a herky jerky exercise in single-clutch futility, a ringing endorsement for Audi’s manual transmission option which not only offers a Ferrariesque metal-on-metal clunk thanks to its polished aluminum shift gate, but also saves buyers $9,100 along the way.
2014 Audi R8 V10
Those paradoxical justifications for retro-technology are finally defunct: Audi’s new dual-clutch S tronic gearbox is not just one hell of a compelling reason to embrace flappy paddles, it elevates the German supercar closer to the übercar status which Audi has always envisioned.
Quicker, Thriftier, Lighter
The left brain should be pleased with Audi’s newly implemented S tronic gearbox in the R8: this robust bundle of win/win boasts more compact packaging, better fuel economy, smoother operation, and quicker shifts. The new transmission shaves 3/10ths of a second from R tronic times in 62 mph sprints when launch control is used.
2014 Audi R8 V10
The 7-speed is a modified version of the dual-clutch unit found in the 450 horsepower RS5 model, and Audi estimates that cog swaps require only .125 seconds. In keeping with Ingolstadt tradition, power is routed to four wheels via a Quattro system which, in this case, is driven by three output shafts, one of which connects to the prop shaft which runs through the engine crankcase toward the front axle. The R8’s sporty bearing is upheld by diverting only 15 percent of torque to the front wheels, and no more than 30 percent when slippage is detected.
2014 Audi R8 V10
Did We Miss Anything?
While the new dual-clutch hogs the spotlight with this sophomore update, a few other incremental improvements conspire to mildly enhance the R8’s performance. All models except those with carbon ceramic stoppers are now clad with so-called wave rotors, which echo motorcycle brakes by incorporating undulating edges intended to lower unsprung mass and increase heat dissipation, without affecting stopping distances. Restyled front and rear fascias up the visual ante, while LED headlights have been updated, and revised taillamps now incorporate a futuristic animated swipe.
2014 Audi R8 V10
V-10 models introduce numerous carbon fiber reinforced plastic components for weight savings. While engine output remains unchanged for V-8 (4.2 liter, 430 hp, 317 lb-ft) and V-10 (5.2 liter, 525 hp, 391 lb-ft) models, both of which are available in coupe or convertible form, a new coupe-only V-10 plus version offers deeper weight savings, and boosts output to 550 hp and 398 lb-ft of torque. The V-10 plus ditches the magnetorheological dampers (which come standard on the non-plus V-10 model, and are optional on V-8 versions), and features standard carbon ceramic brakes. Exclusive to the plus model is a matte Blue Sepang paint finish, and a claimed 0 to 62 mph time of 3.5 seconds.
2014 Audi R8 V8
Come Hither, Road and Track
Our R8 test drive included track time at the Misano World Circuit along Italy’s Adriatic coast and a multi-day drive through the Dolomites, into Austria, and onward to Munich. First impressions at Misano revealed an eerily quick and seamlessly smooth new gearbox which does wonders for maximizing the R8’s natural born chassis and engine strengths. Though some disdain the fact that the base R8’s mill is outpowered by the more pedestrian RS5’s 450 hp lump, the R8’s strengths lie in its low weight (as little as 3,439 lbs with a manual gearbox) and its stiff chassis. Likewise, the V-10 grafts some manliness to the V-8’s smooth-revving offerings, adding more urgent thrust and a palpably sharper exhaust note.
2014 Audi R8 V8
Tossing the R8 around the track required a bit of patience and more precise turn-in than usual, since ESP’s “Sport” mode was disabled, a choice Audi folks attributed to the track’s relatively ungrippy surface. But out on the rambling roads winding along the coast, the more permissive setting allowed just enough right pedal steering to effectively slide the car through corners. Though we did encounter uncharacteristically abrupt downshifts once or twice around town with the drivetrain set to “Sport,” the dual-clutch gearbox performed with otherwise faultless road manners, combining silky shifts with virtually no perceptible lag time between paddle taps and cog transfers. Our only other gripe? We wish “Sport” drivetrain and “Sport” ESP settings enabled automatic upshifts at redline, which would encourage keeping eyes on the apex, not the tach.
2014 Audi R8 V8
The only surprise of our 600+ mile road trip came during a 150 mph top-down run in the Spyder model, when a sudden jolt of turbulence roared through the convertible’s cabin. Later inspection revealed that the anodized aluminum skin bordering the windshield had lifted, allowing a shockwave of dirty air to tumble into the cockpit. For the record, Audi’s support crew solved the problem by applying a strip of duct tape over the offending gap—Vorsprung durch technic, indeed!
Traditionalists, Be Torn
Those who prefer manual transmissions—roughly 30 percent of past R8 sales, by Audi’s reckoning—won’t likely let go of their traditionalist ways. But drivers with a shred of practical intention will see the new 7-speed for what it is: a profoundly effective tool at extracting maximum performance and ease of use from this updated two-seater. Three pedal setups still fuel nostalgia. But based on the latest advances to Audi’s flagship, the future seems secure with dual clutches.
<CENTER><TABLE style="BORDER-BOTTOM: rgb(0,0,0) 1px solid; BORDER-LEFT: rgb(0,0,0) 1px solid; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; BORDER-SPACING: 0px; PADDING-RIGHT: 0px; BORDER-COLLAPSE: collapse; VERTICAL-ALIGN: baseline; BORDER-TOP: rgb(0,0,0) 1px solid; BORDER-RIGHT: rgb(0,0,0) 1px solid; PADDING-TOP: 0px" id=result border=0 width=400><TBODY style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM-STYLE: none; PADDING-BOTTOM: 3px; BORDER-RIGHT-WIDTH: 0px; BACKGROUND-COLOR: rgb(148,18,10); MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; BORDER-TOP-WIDTH: 0px; COLOR: rgb(255,255,255); VERTICAL-ALIGN: top; BORDER-LEFT-WIDTH: 0px; PADDING-TOP: 3px" id=heading colSpan=2><CENTER>Specifications</CENTER></TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Configuration:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Mid engine, rear drive</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Engines:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">4,163cc V-8; 5,204cc V-10</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Horsepower:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">430 bhp @ 7,900 rpm (V-8); 525 bhp @ 8,000 rpm (V-10)</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Torque:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">317 lb-ft @ 4,500-6,000 rpm (V-8); 391 lb-ft @ 6,500 rpm (V-10)</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Compression Ratio:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">12.5:1</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Transmission:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Automated sequential dual-clutch 7-speed</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Tires:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">235/40 R18 front, 285/35 R18 rear (V-8); 235/35 R19 front, 295/30 R19 rear (V-10)</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">0-62 mph:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">4.3 sec (V-8 S tronic coupe),
4.6 sec (V-8 manual coupe),
4.5 sec (V-8 S tronic convertible),
4.8 sec (V-8 manual convertible);
3.6 sec (V-10 S tronic coupe),
3.9 sec (V-10 manual coupe),
3.8 sec (V-10 S tronic convertible),
4.1 sec (V-10 manual convertible);
3.5 sec (V-10 plus S tronic coupe.),
3.8 sec (V-10 pls manual coupe)
</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Top Speed:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">186 mph (V-8 S tronic coupe),
188 mph (V-8 manual coupe),
186 mph (V-8 convertible, S tronic and manual),
195 mph (V-10 S tronic coupe),
196 mph (V-10 S tronic convertible),
193 mph (V-10 S tronic convertible),
194 mph (V-10 manual convertible),
198 mph (V-10 plus manual)</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">Price:</TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px">TBD</TD></TR><TR style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 0px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 0px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 0px; VERTICAL-ALIGN: baseline; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 0px"><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px"> </TD><TD style="BORDER-BOTTOM: 0px; BORDER-LEFT: 0px; PADDING-BOTTOM: 6px; BACKGROUND-COLOR: transparent; MARGIN: 0px; OUTLINE-STYLE: none; OUTLINE-COLOR: invert; PADDING-LEFT: 3px; OUTLINE-WIDTH: 0px; PADDING-RIGHT: 3px; VERTICAL-ALIGN: top; BORDER-TOP: 0px; BORDER-RIGHT: 0px; PADDING-TOP: 3px"> </TD></TR></TBODY></TABLE></CENTER>
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#4
11-20-2012, 05:40 PM
I really like the R8, but I sure can't afford one, but it's another good dream ride to drive while you are resting or day >auto`dream'in 
I dream a lot, but I'm work'in hard on my `dreams...Keep Giving `up 2 get there (WoW), not E.Z. sometimes
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