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Unbelievable details. Took forever to read but I thought it was good enough to have posted here someplace.

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2010 Audi R8 V10 5.2 FSI


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Audi is launching the next variant of its top-of-the-line model. With the R8, the brand has established itself at the forefront of high-end sports cars from the very start – and now comes the R8 V10. Its 5.2-liter, ten-cylinder engine churns out 386 kW (525 hp) and 530 Nm (390.91 lb-ft) of torque, which makes for breathtaking performance. With superior Audi technologies such as quattro all-wheel drive, the lightweight aluminum body, the innovative all-LED headlights, and its striking design, the R8 V10 takes pole position against the competition.

The R8 V10 is the result of cumulative know-how from Audi’s string of Le Mans victories. Its naturally aspirated engine combines racing technology such as dry sump lubrication with FSI gasoline direct injection. The ten-cylinder design is the perfect synthesis for impressive top performance, mighty pulling power, and low weight. Starting in 2009, this engine will also prove its potential on the world’s racetracks – in the new R8 racing car Audi is developing for customer teams in conformance with the GT3 rules.

The V10 engine in the production sports car will be almost identical in construction to the one in the racing version. Its displacement is 5,204 cc, at 6,500 rpm it delivers 530 Nm (390.91 lb-ft) of torque, at 8,000 rpm its power tops out at 386 kW (525 hp).

The specific power output is 100.9 hp per liter of displacement – and each hp has to propel only 3.09 kilograms (6.91 lb) of weight, because the Audi R8 V10 in the version with the six-speed manual gearshift weighs only 1,620 kilograms (3571 lb). The engine accounts for 258 of these kilograms (569 lb) – that’s only 31 kilos (68 lb) more than the V8.

5.2 liter V10 engine; 525 hp @ 8000 rpm; 391 lbs.ft. @ 6500 rpm

The Audi R8 5.2 FSI quattro rockets from zero to 100 km/h (62.14 mph) in 3.9 seconds. In the version with the sequentially shifting R tronic it reaches 200 km/h (124.27 mph) in another 8.1 seconds. Even then its propulsive power hardly lessens: it’s sufficient to reach a top speed of 316 km/h (196.35 mph). The immense force, the spontaneity and the thrust of the acceleration, plus the sound of the engine – all these impressions coalesce into a breathtaking sports car experience. The V10 plays a concert with growling bass tones and powerful high notes, which grows into a grandiose fortissimo as the engine revs up. This sonorous acceleration doesn’t reach its limit until 8,700 rpm.

The 5.2-liter powerplant uses direct injection according to the FSI principle developed by Audi. A common rail system injects the fuel into the combustion chambers with up to 120 bar of pressure. Direct injection reduces the susceptibility to knocking and provides a certain amount of cooling through the evaporation of the fuel, which in turn supports a high compression ratio of 12.5:1. This in turn contributes to superior performance and improves fuel economy. The R8 V10 with R tronic gets by on an average of 13.7 liters per 100 km (17.17 US mpg).
For maximum dynamics: low center of gravity engine

The technical refinements of the long-stroke ten-cylinder engine include dry sump lubrication, which allows the engine to be mounted low within the chassis. The wide cylinder angle of 90 degrees also makes for a low center of gravity. The crankcase is a high-strength aluminum-alloy casting produced in a complex process. The connecting rods are made of forged steel, the pistons of aluminum. The four camshafts are chain-driven and each is adjustable through 42 degrees. This provides great latitude in controlling the valve timing. In combination with the straight, flow-optimized ducts of the intake manifold, this improves the charge throughout the entire speed range.

The R8 5.2 FSI quattro has a six-speed transmission. A precise and smooth-shifting manual transmission comes as standard equipment. The sequential R tronic is available as an option. The high-tech gearshift conveys an authentic racing feel – with the rocker switches at the steering wheel and the short shifting times of usually less than one-tenth of a second. When the driver actuates the Launch Control program by pressing a button, the R8 V10 takes off in a vehement quick-start with electronically controlled tire slip – both with the R tronic and with the manual transmission.

A contributing factor to the wide lead in traction and driving safety of the Audi R8 V10 over the competition is quattro all-wheel drive – it’s the superior technology especially for a high-performance sports car. Four powered wheels get more grip than two. They enable the driver to step on the gas sooner when coming out of a curve. It’s not only the traction that benefits, but also the transverse dynamics and the stability.
44 to 56 percent – the ideal axle load distribution

The Audi R8 chassis offers both dynamic performance and astonishing levels of comfort on long distances. This high-performance sports car from Audi eagerly responds to any steering action with instant ease, achieves lateral acceleration of up to 1.2 g, and handles any situation with superb driving safety. Its mid-engine design provides an ideal axle load distribution of 44 to
56 percent.

The wheel suspensions on dual aluminum wishbones front and rear – a classic racing technology – are optimized for neutral self-steering characteristics. Even more than in the eight-cylinder R8, this setup is designed for maximum performance. 19-inch wheels equipped with tire pressure monitoring display are standard equipment. Their 10-spoke Y design is exclusive to the R8 V10. Tire sizes are 235/35 front and 295/30 rear.

The car features a high-end damper technology as standard: Audi magnetic ride adapts the characteristics of the suspension in milliseconds to the nature of the road surface and to the driving style. Suspended in the oil of the shock absorbers are tiny magnetic particles which, when a voltage is applied, rearrange themselves so as to slow down the flow of oil through the valves.

In the R8 V10, deceleration is provided by an extremely muscular braking system – eight brake pistons at the front and four at the rear grasp the brake disks, which are ventilated and perforated to ensure unimpeded heat transfer. The brake disks on the front axle have a diameter of 380 millimeters (15 in); the rear discs span 356 millimeters (14 in).

The R8 5.2 FSI quattro is optionally available with a ceramic brake system whose disks are made of a composite material containing high-strength carbon fibers and abrasion-resistant silicon carbide. These are especially light: their combined weight is nine kilograms (19.84 lb) less than the weight of equivalent steel disks. The ceramic brakes can easily cope with the harsher requirements of racing, won’t corrode, and have a typical service life of 300,000 kilometers (186,400 miles). Their calipers are painted charcoal gray and emblazoned with the inscription "Audi ceramic".
Typically Audi: Sharp lines and an elegantly curved roof

The wide, full shape of the R8 5.2 FSI quattro seems to hug the road. The brawny proportions and prominent wheel wells underscore its potential. The high-precision styling of the lines and the elegant curve of the roof are typical Audi features. A continuous contour optically connects the front, the wheel wells, the sides and the rear. Located well forward, the cab visually expresses the mid-engine design. The vertical air scoops (sideblades) on the sides are also indicative of the engine location. The massive aluminum gas cap is mounted flush within the right sideblade.

The design of the Audi R8 has already impressed experts, as evidenced by the double victory in the "World Car of the Year Awards 2008". In the ten-cylinder model, the styling has been sharpened up even more.

The front air inlets, which feed air to the coolers, and the lip of the front apron are painted in high-gloss black. The number of cross-braces has been reduced from four to two. The vanes of the single-frame grille have a striking chrome finish.

A very distinctive highlight of the R8 V10 are the all-LED headlights as standard equipment. Audi is the world’s first automaker to use LEDs for the high beam, low beam, daytime running lights, and turn signals. Each headlight integrates 54 of these high-tech light sources. With a color temperature of 6,000 Kelvin the LED light closely resembles daylight, which is less tiring to the eyes in night driving. Further advantages of the LEDs include brilliant illumination, low energy consumption, and a virtually unlimited service life.

Special details also distinguish the body of the R8 V10. Its sideblades are more accentuated than in the eight-cylinder version. The side sills are more striking and wider; the exhaust grilles at the rear windows have a matt aluminum look. Through the large rear window, the ten-cylinder engine is clearly visible in its consummate technical beauty.

When in motion, this Audi high-performance sports car creates a downforce that keeps it in firm contact with the road – thanks to a rear spoiler which deploys automatically at 100 km/h and the fully enclosed underbody, which terminates in a sharply upward-curved diffuser. The dominant color at the rear end is high-gloss black, including the settings of the LED tail lights. The air outlets at the rear end also have only two cross-braces, and the exhaust system terminates in two large oval tailpipes.
Audi sets the example – in body weight and rigidity

The body of a sports car must be especially lightweight and rigid. Audi meets these requirements with the technology of the Audi Space Frame (ASF) and its high-tech aluminum construction. The body-in-white of the R8 V10, which includes an engine frame made of ultra-light magnesium, weighs only 210 kilograms (463 lb), and the quality of its lightweight design – the relation of weight to torsional rigidity – is the best in the sports car segment. The body is composed of profile extrusions, sheet aluminum and very complex gusset castings, all held together by 99 meters (325 ft) of welding seams, 782 rivets, and 308 special screws.

The interior of the R8 V10 provides a unique racing ambience at the luxury level. Its dominant element is the so-called monoposto – a wide arc that contains the steering wheel and the ****pit. As always in an Audi, the workmanship is of the highest quality. The surfaces of the dashboard and doors are lined with fine materials and adorned with precisely stitched decorative seams. Many customizing solutions are available: Audi supplies leather in a wide range of colors, packages with a carbon and piano-lacquer finish, or a made-to-measure luggage set. quattro GmbH, which has developed and is producing the R8 V10, also provides solutions for unconventional requirements.

The great everyday utility of the Audi R8 V10 is based in part on its spacious interior made possible by the long wheelbase of 2.65 meters (8.69 ft). Drivers and passengers of any size will always find a perfect sitting position. Visibility too is surprisingly good. Slender hinge pillars optimize the obliquely forward field of view. Another advantage for convenient everyday use is the luggage space: 100 liters (3.53 cu ft) fit under the front hood, another 90 liters (3.18 cu ft) can be stowed behind the seats. There is also room for two golf bags.

The Audi R8 5.2 FSI quattro combines its colossal performance with a generous complement of standard equipment. Highlights include heatable seat covers made of Fine Nappa leather, a driver information system, the navigation system plus and the Bang & Olufsen sound system along with deluxe automatic air conditioning and an alarm system. The instruments and the gearshift knob are decorated with red rings; the footrests and the rocker switches of the R tronic have an aluminum finish.

The list of options includes other highly attractive features – such as the Audi parking system advanced with its integrated rearview camera or numerous Audi exclusive customization options. Various leather packages provide a luxurious touch, while the bucket seats from the Audi exclusive program bring a highly concentrated racing atmosphere into the R8 V10.


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Engine

The R8 5.2 FSI quattro is a winner – its genes contain the cumulative experience of eight Le Mans triumphs and many other victories achieved by Audi over the past nine years. And the new top-of-the-line version retains these close links to motorsport: Starting in spring, its ten-cylinder engine in virtually unchanged form will display its potential on the racetrack – in the new R8 LMS racing car, which Audi is readying for the customer sports segment in accordance with the GT3 rules.

The V10, which is to a large extent a new development, exploits a total displacement of 5,204 cc and is designed to rev up easily. At 6,500 rpm it delivers 530 Nm (390.91 lb-ft) of torque and at 8,000 rpm it puts out 386 kW (525 hp). Its limit isn’t reached until 8,700 rpm – when each piston travels 26.9 meters (88 ft) per second. The specific power output is 100.9 hp per liter of displacement. And every hp only needs to propel 3.09 kilograms (6.81 lb) of weight, because the high-performance sports car in the version with the manual transmission only weighs 1,620 kilograms (3,571 lb).
0 – 200 km/h: 12.0 seconds

The Audi R8 5.2 FSI quattro provides superior performance. It rockets from zero to 100 km/h (62.14 mph) in 3.9 seconds. In the version with the sequentially shifting R tronic it passes the 200 km/h (124.27 mph) mark in another 8.1 seconds. And its powerful propulsion continues well beyond that, to a top speed of 316 km/h (196.35 mph).

The immense power, the eager response to the gas pedal, the outstanding revving ability, the palpable force of acceleration, and the thrilling sound – all these impressions combine to give a truly thrilling sports car experience. The V10 is a highly sonorous engine with growling bass tones and powerful high notes, which grows into a spectacular fortissimo as the engine revs up. Two sound baffles in the exhaust system that are controlled by underpressure modulate its volume and pitch as a function of the load and the engine speed.

The ten-cylinder layout is the ideal solution for maximum dynamism. Compared to a V8 with the same displacement, a V10 has smaller and lighter pistons and connecting rods, which makes it a free-revving engine. Compared to a V12, on the other hand, it has fewer components, resulting in lower moving masses and less internal friction. And it is very compact – even with all attached components the 10-cylinder engine is only 646 millimeters (25 in) long, 737 millimeters (29 in) wide and 696 millimeters (27 in) high.
V-angle of 90 degrees for a low center of gravity

The V10 is a member of the Audi family of V-engines with a 90 degree cylinder angle. This large cylinder angle results in a low center of gravity. The banks face each other with an offset of 18.5 millimeters (0.73 in), the bore is 84.5 millimeters (3.3 in), the stroke 92.8 millimeters (3.6 in). To achieve maximum rigidity with minimum weight, the crankshaft was designed as a common-pin shaft, which results in alternating ignition distances of 54° and 90°. This ignition sequence is one of the reasons for the racing-like sound of the V10 engine.

0-60 mph in 3.9 sec.; 0-124 mph in 12.0 sec.; top speed of 196 mph

The crank case is produced by a low-pressure diecasting method of a hypereutectic aluminum-silicon alloy – a high-tech material that combines low weight with high strength. The high silicon content of this alloy endows the cylinder tracks with the required wear resistance to withstand the very high average piston velocity of up to 26.9 m/s. The entire engine weighs only 258 kilograms (569 lb), just 31 kilograms (68 lb) more than the V8.

The bedplate design – the lower bearing brackets for the crankshaft are integrated into a single frame – provides the crankcase with maximum rigidity and optimum vibration behavior. Integrally cast iron bearing brackets reduce the thermal expansion of the aluminum housing and minimize the play in the main crankshaft bearings. The forged crankshaft and the forged-steel con rods combine high strength with low weight. The pistons are forged of a high-strength aluminum alloy.

The V10 obtains its oil, which is temperature-controlled by dual coolers, from a dry sump – a design that allows the engine to be installed very low. The external container and the oil pump module, which is designed to work very efficiently with several suction levels and pressure levels, ensure lubrication under any conditions – even during the extreme transverse acceleration exceeding 1.2 g of which the R8 5.2 FSI quattro is capable.

The camshafts, as well as the oil pump, the water pump and parts of the accessory subsystems, are powered by maintenance-free chains located on the rear wall of the engine. All four camshafts are adjustable through 42 degrees crank angle, which provides a wide range of control times for the 40 valves, which are actuated by roller-mounted cam followers. The exhaust valves are subject to a high thermal load and are lined with sodium to assist in cooling.
High Cylinder Filling and Perfect Mixture Formation

The induction pipe is made of lightweight plastic and designed for optimized flow conditions through the ports. Integrated in the intake ports are tumble flaps that are controlled by the engine management system. During low-load conditions, these tumble flaps stroke the inducted air inward to impart motion to it, which improves the efficiency of the combustion process. At full load, the tumble flaps adapt their shape to the contour of the intake ports to optimize the flow. On the exhaust side, the dynamics of the gas exchange are supported by individual elbow joints. They are precisely attuned to the operation of the ten-cylinder engine.

The ten-cylinder engine uses direct injection as per the FSI principle developed by Audi. In the Audi R8 racing car it has impressively demonstrated its superiority in five overall victories in the Le Mans 24 Hours. A common rail system injects the fuel with up to 120 bar of pressure into the combustion chambers through valves placed laterally on the cylinder. This injection strategy causes internal cooling and consequently allows a very high compression ratio of 12.5:1. It contributes both to the high power output and to high efficiency. The engine gets by on an average 13.7 liters of fuel per 100 kilometers
(17.17 US mpg).


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