Audi R8 5.2 FSI quattro

Audi has now introduced the eagerly anticipated 5.2 FSI variant of the R8. The existing R8, powered by a 4.2-litre V8 producing 420bhp and 430Nm, is now joined by a 5.2 V10 rated at 525bhp and 530Nm. Featuring quattro all-wheel drive as standard, the R8 5.2 FSI can be ordered with a 6-speed manual transmission or a 6-speed sequential gearbox, dubbed the R-tronic.

The car features double wishbone suspension with electronically controlled adaptive magnetic dampers all-round – a feature that allows the driver to choose from either a sporty or a comfort-biased ride & handling characteristic. They will be suspending a set of 19″ wheels, shod in 235/35 tyres up front and massive 295/30 tyres behind. Optionally available are a set of carbon-fibre ceramic disc brakes that is claimed to reduce weight by 9kg over the standard steel discs.

The car is well-equipped inside – with heated Fine Nappa leather seats, on-board navigation, Bang & Olufsen sound system, and auto climate control all standard. The exterior features styling cues to distinguish the R8 5.2 from its 4.2-litre brethrens. They both do, however, roll out handbuilt from the same quattro GmbH plant in Neckarsulm.

Audi R8 5.2 FSI quattro

Exterior

The R8 5.2 retains the same basic shape and look of the 4.2 version, but with minor styling cues gives the 5.2 a more aggressive stance. There’s a new colour exclusive only to the 5.2, called Sepang Blue – ironic, considering that this is a model not likely to be seen in the vicinity of Sepang. I can’t show you how it looks like, as Audi did not release any official pictures of the car in this new colour.

Styling changes begin up front, with the all-LED headlight assembly. While the latest crop of Audis start to incorporate LED running lights, the R8 5.2 has high beam, low beam, daytime running lights and turn signals all in LED. While LEDs are bright and energy efficient, they provide very scattered illumination. It would have taken very intricate lens engineering to focus all the light from the LED to be properly useful as headlights.

All LED headlights a world’s first.

The massive Audi grille in front now features a chromed grid pattern compared to the 4.2’s matt black grille. The slats at the air intakes under the headlights now have two slats instead of three, and the whole unit is given a high gloss black finish. The changes are subtle, but definitely visible. Placed side-by-side, the 5.2 does appear to be the more aggressive sibling, without really shouting it out

R8 4.2(left) vs R8 5.2(right): minor changes give the 5.2 a much more aggresive face.

But, not to worry, if you really can’t differentiate, Audi has kindly slapped a pair of ‘V10′ badges at the fenders to inform you. Down the flanks, we have the distinctive sideblades that is unmistakably the hallmark of the R8 available in eight different colours, now flaring even further outward. From atop, the mid-mounted 5.2 V10 FSI motor is visible in all its glory through the rear window.

V10 badges announces 525bhp and 530Nm contained amidships

Sideblades flare even further outward compared to 4.2

5.2 V10 engine visible through rear window.

Changes at the rear from the 4.2 are a little less subtle. Like the front air intakes, the rear outlets consists of only two horizontal slats also finished in high-gloss black. However, unlike on the 4.2, where the outlets are visually seperated, the 5.2 has them joined in one continuous high-gloss black strip, in which the number plate also rests. The 4.2’s quad-tailpipes are also replaced with a pair of large oval tailpipes that appear nicely integrated to the bumper.

The most obvious styling cue differences lie in rear end. 4.2(left) has visually seperate air outlets, while 5.2 has them visually joined.

Rear end upclose

Interior

Audi rarely disappoints in the interior of its cars, and the R8 appears to be no exception. We can be expect, to the point of being assured of, a well-built cabin. The one in the R8 has a futuristic look to it. The littering of aluminium finishes and black leather serves to amplify the sporty intent. Audi claims its practical too – each of the two occupants get 1.39m of shoulder room and the space behind them takes 90 litres of luggage.

Audi claims 1.39m of shoulder width for both occupants.

The sporting theme is more obvious from the driver’s point of view, with the flat-bottomed steering appearing to be encompassed by an design feature called the monoposto. It forms an arch-like structure between the doors and the central transmission tunnel. Viewed from the driver’s perspective, the design of the dashboard seems to flow around this arch.

The central LCD, besides serving as the interface point with the MMI navigation plus system also works as a driver information system – displaying a digital speed readout and serving as a lap timer when needed – and as the display for the integrated rear view camera. Sound freaks also get to enjoy the power of a 12-speaker 465W Bang & Olufsen sound system.

Monoposto feature dominates dashboard design.

Powertrain

Here’s the part that really differentiates the 5.2 R8 against the 4.2 – the 5,204cc 90-degree V10 engine. According to the Audi press release, this engine will feature virtually unchanged in the R8 LMS car racing in the FIA GT3 European Championship. It is naturally aspirated, featuring dry sump lubrication and compliant to EU4 emission standards.

5.2 V10 engine

Audi claims that the V10 engine is the ‘ideal solution for maximum dynamism’. A V8 displacing the same engine capacity would feature bigger and heavier pistons and con-rods, and would thus be less rev-happy. A V12, meanwhile, would have more components – increasing moving mass and internal friction. This part of the claim is a little ironic, when you consider that the V10 certainly can’t have that few moving pieces inside.

A quick glance at the power/torque curve shows that, despite having a long stroke configuration, this is a very rev happy engine. As you race your way up the tachometer, max torque (530Nm) arrives at a stratospheric 6,500rpm, then max power (525bhp) at 8,000rpm before you hit the redline at 8,700rpm.

Although you don’t get a plateau of mid-range torque like the turbocharged Audis, it is worth noting that you have at least 400Nm on call throughout the rev range. The curve shows a slight kick of torque in the 3,000-4,000rpm range, followed by a brief flatspot at 4,000-4,500rpm.

Power/torque curve from Audi

There is a choice of two identically ratioed six-speed transmissions: a conventional 6M/T and the R-tronic sequential gearbox. Both transmissions connect the engine to the quattro all-wheel drive system via a double-disc clutch, and both feature ‘launch control’ as standard. But while the manual gets a clutch pedal and a conventional shifter, the R-tronic is equipped with steering-mounted paddle shifts, and can shift gears within a tenth of a second.

The operating mechanics of the R-tronic features a 50 bar electro-hydraulic oil circuit which receives inputs electronically. It serves to actuate gear change and clutch operations, allowing the R-tronic the capability of full automatic gear shifting. The transmission control system features four different shift programs – two auto & two manual – selectable by the driver.

The transmission itself is mounted lengthwise behind the engine. It sends the power and torque from the V10, via a drive shaft, to the front axle differential – a viscous coupling which then distributes them to all four wheels. In regular driving, the rear axle gets 85% of the torque, making this a very rear-biased all-wheel drive setup. Fully mechanical, this system can re-route up to 30% of torque to the front wheels within milliseconds if necessary.

6-speed R-tronic. Ratios: 1 – 4.37, 2 – 2.71, 3 – 1.93, 4 – 1.50, 5 – 1.24, 6 – 1.04, R – 3.71, Final Drive – 3.08

Believe it or not, difference between the 6M/T and the R-tronic is, on paper, just a mere 0.3 seconds. However, even if you do buy the car, you’re not likely to experience it – 0.3 seconds is how much faster it takes the R-tronic to accelerate from rest to 200kph as both versions power to an astonishing 316kph top speed. Both cars share the same 0-100kph time of 3.9 seconds.

Ride & Handling

The Audi press release claims that the R8 possesses handling as ‘the epitome of dynamism’. While only a test drive would tell whether that is the case, the effort that was put in certainly wasn’t lacking. Audi tested the 5.2 over 8,000 kilometres on the North Loop of the Nurburgring alone, just for the purpose of fine tuning its suspension, claimed to be sportier than the 4.2. Of course, it has to.

R8 underwent 8,000km at the ‘Ring

Fortunately for Audi, the starting ingredients are alright.  The R8’s mid-mounted engine all-wheel drive configuration gives it a healthy 44:56 front/rear weight distribution, and the car has aluminium forged double wishbones all round. The shock absorber pistons feature magnetic ride, an electronically-controlled system that varies the suspension damping rates.

Each shock absorber piston is filled with a synthetic oil with suspended magnetic particles. The orientation of the particles change with the application of an electric voltage around them. This causes the particles to either impede or allow the oil flow in the piston – thus varying the suspension damping rates. The electronic control system continously monitor data from a series of sensors and then re-calculates the optimum damping rates for each individual and then vary each voltage accordingly.

Stopping the R8 are a four ventilated disc brakes with a total of 24 pistons in their calipers. The front wheels are stopped by 365mm  discs with 8 piston calipers, while the rear wheels have 356mm discs with 4 pistons each. Optionally available are ceramic disc brakes that shed a massive 9kg of weight from the car.

Availability

The R8 5.2 is available in only two options: 6M/T or R-tronic, with the base manual version coming going for EUR 142,400. Like the A5 Cabrio written before this, deliveries of the R8 will commence in the second half of 2009. This car is unlikely to be available in Malaysia through official channels, but those who can afford one ought to keep an eye on the grey importers.