New Audi R8 ?
#1
12-10-2007, 05:07 AM
New Audi R8 ?
[align=center][:-]Audi R 8 [:-][/align][align=center]
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The genes of a winner
Audi has incorporated the name and the genes of the five-time Le Mans winner, the Audi R8, into a spectacular sports car. Three years after the unveiling of the Audi Le Mans quattro concept car, the production version will be making its debut at the Paris Motor Show in the guise of the new Audi R8 mid-engined sports model. It is a fascinating driving machine and the sporty pinnacle of the Audi brand. The mid-mounted 420 bhp V8 FSI engine, quattro permanent four-wheel drive and Audi Space Frame aluminium body form the basis for truly outstanding driving dynamics. The Audi R8 will be available to order from 28 September 2006; first deliveries will be made in the first half of 2007.
As the first Audi mid-engined sports car, the R8 combines Audi's experience gained from numerous motorsport triumphs with groundbreaking design and the acknowledged technological expertise of the brand. This expertise has led to the slogan 'Vorsprung durch Technik' becoming a byword for leading-edge technology both on the race track and on the road.
Audi has recorded countless motorsport victories on race tracks all over the world. Following the rally successes of the Ingolstadt brand in the 1980s, and its triumphs on the touring car circuit, the world of long-distance motor racing was without a doubt the biggest challenge yet faced by Audi’s motorsport engineers.
And they mastered this challenge in style too: the Audi R8 won the prestigious Le Mans 24 Hours five times – from 2000 to 2002 and in 2004 and 2005 – and on two occasions even took the first three places.
Le Mans is without doubt the toughest challenge to the Audi Sport Team's engineers because it calls for a level of engineering going far beyond the need merely to keep all the systems focussed on a short, sharp sprint. Alongside the essential virtues of top performance and optimised driving dynamics, the key requirements in long-distance racing are endurance and reliability, allied with optimum ergonomic design.
These are genes which are eminently transferable to a road-going sports car too, and which, allied to its exciting design, make the Audi R8 truly unmistakeable.
The exterior
Even at first glance, the calibre of the car is plain to see. The Audi R8 sits broad and squat on the road, the strongly accentuated rear end appearing to flex its muscles like a sprinter ready for the off.
The characteristic proportions of the vehicle are dictated by the location of the engine behind the cockpit. This layout is a typical feature of race cars. One of the most striking examples of this design – and as such one of the legitimate antecedents of the Audi R8 – was, and still is, the Auto Union Type C Grand Prix car. The central position of the engine is above all a boon to driving dynamics, as it allows for a weight distribution, as on the R8, of 44 percent to the front and 56 percent to the rear.
[font="arial, sans-serif"][size=2][b]The car's body is highly compact in appearance. The front end and the gently curved roof arc are drawn in a sweeping line; a lin
[/align][align=center]The genes of a winner
Audi has incorporated the name and the genes of the five-time Le Mans winner, the Audi R8, into a spectacular sports car. Three years after the unveiling of the Audi Le Mans quattro concept car, the production version will be making its debut at the Paris Motor Show in the guise of the new Audi R8 mid-engined sports model. It is a fascinating driving machine and the sporty pinnacle of the Audi brand. The mid-mounted 420 bhp V8 FSI engine, quattro permanent four-wheel drive and Audi Space Frame aluminium body form the basis for truly outstanding driving dynamics. The Audi R8 will be available to order from 28 September 2006; first deliveries will be made in the first half of 2007.
As the first Audi mid-engined sports car, the R8 combines Audi's experience gained from numerous motorsport triumphs with groundbreaking design and the acknowledged technological expertise of the brand. This expertise has led to the slogan 'Vorsprung durch Technik' becoming a byword for leading-edge technology both on the race track and on the road.
Audi has recorded countless motorsport victories on race tracks all over the world. Following the rally successes of the Ingolstadt brand in the 1980s, and its triumphs on the touring car circuit, the world of long-distance motor racing was without a doubt the biggest challenge yet faced by Audi’s motorsport engineers.
And they mastered this challenge in style too: the Audi R8 won the prestigious Le Mans 24 Hours five times – from 2000 to 2002 and in 2004 and 2005 – and on two occasions even took the first three places.
Le Mans is without doubt the toughest challenge to the Audi Sport Team's engineers because it calls for a level of engineering going far beyond the need merely to keep all the systems focussed on a short, sharp sprint. Alongside the essential virtues of top performance and optimised driving dynamics, the key requirements in long-distance racing are endurance and reliability, allied with optimum ergonomic design.
These are genes which are eminently transferable to a road-going sports car too, and which, allied to its exciting design, make the Audi R8 truly unmistakeable.
The exterior
Even at first glance, the calibre of the car is plain to see. The Audi R8 sits broad and squat on the road, the strongly accentuated rear end appearing to flex its muscles like a sprinter ready for the off.
The characteristic proportions of the vehicle are dictated by the location of the engine behind the cockpit. This layout is a typical feature of race cars. One of the most striking examples of this design – and as such one of the legitimate antecedents of the Audi R8 – was, and still is, the Auto Union Type C Grand Prix car. The central position of the engine is above all a boon to driving dynamics, as it allows for a weight distribution, as on the R8, of 44 percent to the front and 56 percent to the rear.
[font="arial, sans-serif"][size=2][b]The car's body is highly compact in appearance. The front end and the gently curved roof arc are drawn in a sweeping line; a lin
#2
12-10-2007, 05:13 AM
RE: New Audi R8 ?
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[/align][align=center]
First Drive: 2008 Audi R8 - Previews
First Drive: 2008 Audi R8 - Specs
[/align][align=center][align=center]
[/align][align=center]VEHICLE TYPE: mid-engine, 4-wheel-drive, 2-passenger, 2-door coupe[/align][align=center]ESTIMATED BASE PRICE: $110,000[/align][align=center]ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads,[/align][align=center]direct fuel injection
Displacement: 254 cu in, 4163cc
Power (SAE net): 420 bhp @ 7800 rpm
Torque (SAE net): 317 lb-ft @ 4500 rpm[/align][align=center]TRANSMISSIONS: 6-speed manual, 6-speed manual [/align][align=center]with automated shifting and clutch[/align][align=center]DIMENSIONS:
Wheelbase: 104.3 in
Length: 174.4 in
Width: 74.8 in
Height: 49.2 in
Curb weight: 3450 lb[/align][align=center]PERFORMANCE (MFR’S EST):
Zero to 62 mph: 4.6 sec
Top speed (drag limited): 185 mph[/align][align=center]PROJECTED FUEL ECONOMY (C/D EST):
EPA city driving: 14 mpg
EPA highway driving: 20 mpg[/align]
[align=center][/align]
[align=center]Related Content:
Spied: 2009 Audi R8-RS
[/align]
1|12
[b]We get behind the wheel to answer the question: How delicious is Audi’s new mid-engine exotic?
“We don’t want to add just another toy to the segment but a serious sports car that can be used every day,†Werner Frowein says about the Audi R8. He’s the managing director of Neckarsulm-based Quattro GmbH and is responsible for the development of Audi’s new mid-engined sports car. Frowein doesn’t want to create competition with the Lamborghini Gallardo. (VW owns both Audi and Lamborghini.) Accordingly, the interior of the R8 is not as breathtakingly aggressive as the exterior styling. The interior has design details shared with other Audis, for example, although the milled aluminum shift lever and the carbon-fiber trim in the cockpit are unique R8 pieces.
Thanks to a 104.3-inch-long wheelbase, the R8 passenger compartment has more leg-, shoulder-, and headroom than a Porsche 911 Carrera or Mercedes SL. The user-friendliness is highlighted by enough space behind the seats for two golf bags.
Continuing the civilized-sports-car theme, the engine is fired by turning a key rather than by pressing a race-car-style button. The 420-hp, 4.2-liter V-8 engine is smooth and quiet at low speeds, the steering is direct without being nervous, and wind noise is muted in everyday driving, although—as with most mid-engined sports cars— poor rear visibility makes parking a challenge.
The R8’s character changes at higher speeds on open roads, but it’s never raw, like a Porsche 911 GT3’s. Thanks to the modified air intake and exhaust system, the R8 engine delivers its maximum torque between 3500 and 7600 rpm, a higher figure than in the RS 4, which shares the same powerplant. At 5000 rpm, two valves in the intake manifold open and the engine note becomes more aggressive while the car surges forward impressively, despite a claimed curb weight of 3450 pounds.
The V-8 FSI engine sits 4.7 inches lower than in the RS 4, thanks to a dry-sump oil system. The engine is mated to a short-throw six-speed Graziano manual transmission. A hydraulic clutch system is optional, using paddles for manual shifting. Audi calls this R tronic, whereas Lamborghini names it e-gear in the Gallardo.
Like the Gallardo, the R8 has all-wheel drive. A minimum of 60 percent of the engine’s to
[/align][align=center]First Drive: 2008 Audi R8 - Previews
First Drive: 2008 Audi R8 - Specs
[/align][align=center][align=center]
[/align][align=center]VEHICLE TYPE: mid-engine, 4-wheel-drive, 2-passenger, 2-door coupe[/align][align=center]ESTIMATED BASE PRICE: $110,000[/align][align=center]ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads,[/align][align=center]direct fuel injection
Displacement: 254 cu in, 4163cc
Power (SAE net): 420 bhp @ 7800 rpm
Torque (SAE net): 317 lb-ft @ 4500 rpm[/align][align=center]TRANSMISSIONS: 6-speed manual, 6-speed manual [/align][align=center]with automated shifting and clutch[/align][align=center]DIMENSIONS:
Wheelbase: 104.3 in
Length: 174.4 in
Width: 74.8 in
Height: 49.2 in
Curb weight: 3450 lb[/align][align=center]PERFORMANCE (MFR’S EST):
Zero to 62 mph: 4.6 sec
Top speed (drag limited): 185 mph[/align][align=center]PROJECTED FUEL ECONOMY (C/D EST):
EPA city driving: 14 mpg
EPA highway driving: 20 mpg[/align]
[align=center][/align]
[align=center]Related Content:
Spied: 2009 Audi R8-RS
[/align]
1|12
[b]We get behind the wheel to answer the question: How delicious is Audi’s new mid-engine exotic?
“We don’t want to add just another toy to the segment but a serious sports car that can be used every day,†Werner Frowein says about the Audi R8. He’s the managing director of Neckarsulm-based Quattro GmbH and is responsible for the development of Audi’s new mid-engined sports car. Frowein doesn’t want to create competition with the Lamborghini Gallardo. (VW owns both Audi and Lamborghini.) Accordingly, the interior of the R8 is not as breathtakingly aggressive as the exterior styling. The interior has design details shared with other Audis, for example, although the milled aluminum shift lever and the carbon-fiber trim in the cockpit are unique R8 pieces.
Thanks to a 104.3-inch-long wheelbase, the R8 passenger compartment has more leg-, shoulder-, and headroom than a Porsche 911 Carrera or Mercedes SL. The user-friendliness is highlighted by enough space behind the seats for two golf bags.
Continuing the civilized-sports-car theme, the engine is fired by turning a key rather than by pressing a race-car-style button. The 420-hp, 4.2-liter V-8 engine is smooth and quiet at low speeds, the steering is direct without being nervous, and wind noise is muted in everyday driving, although—as with most mid-engined sports cars— poor rear visibility makes parking a challenge.
The R8’s character changes at higher speeds on open roads, but it’s never raw, like a Porsche 911 GT3’s. Thanks to the modified air intake and exhaust system, the R8 engine delivers its maximum torque between 3500 and 7600 rpm, a higher figure than in the RS 4, which shares the same powerplant. At 5000 rpm, two valves in the intake manifold open and the engine note becomes more aggressive while the car surges forward impressively, despite a claimed curb weight of 3450 pounds.
The V-8 FSI engine sits 4.7 inches lower than in the RS 4, thanks to a dry-sump oil system. The engine is mated to a short-throw six-speed Graziano manual transmission. A hydraulic clutch system is optional, using paddles for manual shifting. Audi calls this R tronic, whereas Lamborghini names it e-gear in the Gallardo.
Like the Gallardo, the R8 has all-wheel drive. A minimum of 60 percent of the engine’s to
#3
12-10-2007, 05:36 AM
RE: New Audi R8 ?
Is that a vertical white stripe on the side? Or is that just a trick of the light reflecting off the body panel? If that's a stripe, I'm not crazy about it. But the rest of the car is nice.
#4
12-10-2007, 05:46 AM
RE: New Audi R8 ?
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[/align][align=center]Moderator `Taz, It is a painted stripe : )[/align][align=center]I seen a review of the R8 on MotorWeek and it really looks sweet.[/align][align=center]I can't wait to see one in person.[/align][align=center][:-][/align][align=center]The stripe is painted[/align][align=center]Behind the doors, a large-surface 'sideblade' air deflector sweeps between the wheel arch and the roof section, delivering air for the V8 to breathe as well as for cooling. The paint finish of the sideblades is coordinated with the body colour.
[/align][align=center]It only takes one lotto ticket 2 win : )[/align][align=center]
"2 `Dare, 2 `Dream" 
[/align][align=center]
[:-]
Photo Gallery
Spied: 2009 Audi R8-RS - Car News
Audi preps an Italian stallion for duty in its R8 supercar.
Word’s been flying around for months that a V-10 would eventually find its way under the glass canopy of Audi’s R8 supercar, and these spy shots seem to finally confirm it.
With larger air intakes along its flanks—the “regular†V-8–powered R8’s side blades are flat, without the sculpted rise behind the door handle—and sportier rocker panels, there’s almost no doubt that there’s a 10-cylinder mine field exploding behind the test driver’s head in these spy shots.
The base R8’s 420-hp, 4.2-liter V-8 and $110,000 starting price place the über-Audi safely downrange from corporate brother Lamborghini, but adding the 5.0-liter V-10—Audi will swipe it from the $175,000 Lambo Gallardo, as it did to create a version for the S6 and S8 sedans—would seem to make the two cars direct competitors. The Audi is expected to pump out at least 500 horsepower, whereas the Gallardo gets 512 horsepower from what is essentially the same engine.
Since there’s no way Lamborghini president Stephan Winkelmann would stand for anything to cut that closely to the Gallardo in performance—and at what will likely be a noticeably cheaper sticker price—expect the Bolognese company to seriously upgrade its baby bull very soon.
There’s no word on whether this R8 will wear either of Audi’s high-performance S or RS monikers—if so, the car would likely be called the R8-S or R8-RS—but you can be sure that the Audi R8 V-10 will offer the same spine-meltingly awesome handling as its eight-cylinder sibling to go along with the increased performance.[/align]
ORIGINAL: Taz
Is that a vertical white stripe on the side? Or is that just a trick of the light reflecting off the body panel? If that's a stripe, I'm not crazy about it. But the rest of the car is nice.
Is that a vertical white stripe on the side? Or is that just a trick of the light reflecting off the body panel? If that's a stripe, I'm not crazy about it. But the rest of the car is nice.
[/align][align=center]It only takes one lotto ticket 2 win : )[/align][align=center]
"2 `Dare, 2 `Dream" [/align][align=center][:-]
Photo Gallery
Spied: 2009 Audi R8-RS - Car News
Audi preps an Italian stallion for duty in its R8 supercar.
Word’s been flying around for months that a V-10 would eventually find its way under the glass canopy of Audi’s R8 supercar, and these spy shots seem to finally confirm it.
With larger air intakes along its flanks—the “regular†V-8–powered R8’s side blades are flat, without the sculpted rise behind the door handle—and sportier rocker panels, there’s almost no doubt that there’s a 10-cylinder mine field exploding behind the test driver’s head in these spy shots.
The base R8’s 420-hp, 4.2-liter V-8 and $110,000 starting price place the über-Audi safely downrange from corporate brother Lamborghini, but adding the 5.0-liter V-10—Audi will swipe it from the $175,000 Lambo Gallardo, as it did to create a version for the S6 and S8 sedans—would seem to make the two cars direct competitors. The Audi is expected to pump out at least 500 horsepower, whereas the Gallardo gets 512 horsepower from what is essentially the same engine.
Since there’s no way Lamborghini president Stephan Winkelmann would stand for anything to cut that closely to the Gallardo in performance—and at what will likely be a noticeably cheaper sticker price—expect the Bolognese company to seriously upgrade its baby bull very soon.
There’s no word on whether this R8 will wear either of Audi’s high-performance S or RS monikers—if so, the car would likely be called the R8-S or R8-RS—but you can be sure that the Audi R8 V-10 will offer the same spine-meltingly awesome handling as its eight-cylinder sibling to go along with the increased performance.[/align]
#10
12-10-2007, 10:01 AM
RE: New Audi R8 ?
Let me introduce you to the Tesla Roadster 100% Electric Car
Starting Price $98,000 -- Fully loaded $124,000
0-60 in less than 4-seconds (faster than the Audi R8)
245-miles on One Charge (costs $0.02 a mile to operate)
Acceleration & Torque
Instant Freedom
The first time you drive the Tesla Roadster, prepare to be surprised. You're at freeway speed in seconds without even thinking about it. There is no clutch pedal to contend with and no race-car driving techniques to perform. Just the touch of your foot and you're off, without any of the sluggishness of an automatic.
How powerful is the acceleration? A quick story to illustrate. A favorite trick here at Tesla Motors is to invite a passenger along and ask him to turn on the radio. At the precise moment we ask, we accelerate. Our passenger simply can't sit forward enough to reach the dials. But who needs music when you're experiencing such a symphony of motion.
Rest assured that this responsiveness works at all speeds, as noticeable when you're inching your way through parking lots as when flying along freeways.
100% Torque, 100% of the Time
The Tesla Roadster delivers full availability of performance every moment you are in the car, even while at a stoplight. Its peak torque begins at 0 rpm and stays powerful at 13,000 rpm.
This is the precise opposite of what you experience with a gasoline engine, which has very little torque at a low rpm and only reaches peak torque in a narrow rpm range. This forces you to make frequent gear changes to maintain optimal torque. With the Tesla Roadster, you get great acceleration and the highest energy efficiency at the same time. All while requiring no special driving skills to enjoy it. This makes the Tesla Roadster six times as efficient as the best sports cars while producing one-tenth of the pollution.
[/align]
How It Works
When you build a car that's electric, you start with one built-in advantage: Electric cars just don't have to be as complex mechanically as the car you're probably driving now. Sophisticated electronics and software take the place of the pounds and pounds of machinery required to introduce a spark and ignite the fuel that powers an internal combustion engine.
For example, the typical four-cylinder engine of a conventional car comprises over a hundred moving parts. By comparison, the motor of the Tesla Roadster has just one: the rotor. So there's less weight to drive around and fewer parts that could break or wear down over time.
But the comparison doesn't end with the counting of moving parts. The engine and transmission of a conventional car also need lubricating oils, filters, coolant, clutches, spark plugs and wires, a PCV valve, oxygen sensors, a timing belt, a fan belt, a water pump and hoses, a catalytic converter, and a muffler — all items requiring service, and all items that aren't needed in an electric car.
The Tesla Roadster's elegantly designed powertrain consists of just the four main components discussed below. Mind you, these aren't "off-the-shelf" components, and each includes innovations, both small and large. But when you build a car from the ground up, you have the luxury of questioning every assumption — and to distill as you reinvent.
The Energy Storage System (ESS)
When we set out to build a high-performance electric car, the biggest challenge was obvious from the start: the battery. Its co
Starting Price $98,000 -- Fully loaded $124,000
0-60 in less than 4-seconds (faster than the Audi R8)
245-miles on One Charge (costs $0.02 a mile to operate)
Acceleration & Torque
Instant Freedom
The first time you drive the Tesla Roadster, prepare to be surprised. You're at freeway speed in seconds without even thinking about it. There is no clutch pedal to contend with and no race-car driving techniques to perform. Just the touch of your foot and you're off, without any of the sluggishness of an automatic.
How powerful is the acceleration? A quick story to illustrate. A favorite trick here at Tesla Motors is to invite a passenger along and ask him to turn on the radio. At the precise moment we ask, we accelerate. Our passenger simply can't sit forward enough to reach the dials. But who needs music when you're experiencing such a symphony of motion.
Rest assured that this responsiveness works at all speeds, as noticeable when you're inching your way through parking lots as when flying along freeways.
100% Torque, 100% of the Time
The Tesla Roadster delivers full availability of performance every moment you are in the car, even while at a stoplight. Its peak torque begins at 0 rpm and stays powerful at 13,000 rpm.
This is the precise opposite of what you experience with a gasoline engine, which has very little torque at a low rpm and only reaches peak torque in a narrow rpm range. This forces you to make frequent gear changes to maintain optimal torque. With the Tesla Roadster, you get great acceleration and the highest energy efficiency at the same time. All while requiring no special driving skills to enjoy it. This makes the Tesla Roadster six times as efficient as the best sports cars while producing one-tenth of the pollution.
[/align]How It Works
When you build a car that's electric, you start with one built-in advantage: Electric cars just don't have to be as complex mechanically as the car you're probably driving now. Sophisticated electronics and software take the place of the pounds and pounds of machinery required to introduce a spark and ignite the fuel that powers an internal combustion engine.
For example, the typical four-cylinder engine of a conventional car comprises over a hundred moving parts. By comparison, the motor of the Tesla Roadster has just one: the rotor. So there's less weight to drive around and fewer parts that could break or wear down over time.
But the comparison doesn't end with the counting of moving parts. The engine and transmission of a conventional car also need lubricating oils, filters, coolant, clutches, spark plugs and wires, a PCV valve, oxygen sensors, a timing belt, a fan belt, a water pump and hoses, a catalytic converter, and a muffler — all items requiring service, and all items that aren't needed in an electric car.
The Tesla Roadster's elegantly designed powertrain consists of just the four main components discussed below. Mind you, these aren't "off-the-shelf" components, and each includes innovations, both small and large. But when you build a car from the ground up, you have the luxury of questioning every assumption — and to distill as you reinvent.
The Energy Storage System (ESS)
When we set out to build a high-performance electric car, the biggest challenge was obvious from the start: the battery. Its co