The 2022 Audi R8 Spyder V10 Performance RWD’s ten-cylinder engine has long since achieved cult status and is one of the last naturally aspirated engines in its segment. Countless racing victories and strong performance in day-to-day use speak for themselves. The 5.2 FSI brings the car’s racing genes to life and has been given a further 30 PS boost in the R8 V10 performance RWD and now generates an additional 10 Nm of torque at 550 Nm.
The high-performance engine made its debut on the race track in GT3 racing in the Audi R8 LMS in 2009. The R8 LMS ultra followed in 2012. Finally, the second-generation R8 LMS came on the market in 2015 and received a comprehensive upgrade in the fall of 2018. The R8 LMS GT4 has expanded Audi Sport’s customer racing lineup since the beginning of 2018. In both GT categories, the 5.2 FSI only differs slightly from the standard engine. It forgoes dual injection, the intake system features an air restrictor, and the control unit’s maps and bearing shells have been modified. With a service interval of 10,000 kilometers and a mileage of 20,000 kilometers until the first inspection, the 5.2 FSI sets standards in racing.
Power and torque have increased further in the2022 Audi R8 Spyder V10 Performance RWD.
In the R8 V10 performance RWD, the engine delivers 419 kW (570 PS) and a maximum of 550 Newton meters of torque. This results in explosive driving performance:
The mid-engine sports car accelerates from a standstill to 100 km/h in 3.7 seconds (3.8 seconds for the Spyder) and reaches a top speed of 329 km/h (327 km/h for the Spyder).
The V10, whose cylinder banks face each other at 90-degree angles, is the embodiment of naturally aspirated engine perfection. The crankshaft, which rotates in its lightweight aluminum cylinder housing, is designed as a common pin shaft -the connecting rods of the opposing pistons engage a common crankpin, resulting in alternating firing distances of 54 and 90 degrees. The firing order of 1-6-5-10-2-7-3-8-4-9 produces the R8’s signature sound. At higher loads and engine speeds, flaps in the exhaust system open for even more powerful intensity.
Traditional high-performance technologies shape the character of the 5.2 FSI. The oil supply features a dry sump design. Replacing the conventional oil sump bolted under the engine with a separate oil tank – an upright aluminum container behind the unit – allows the V10 engine to be installed in a low position, giving the car a very low center of gravity. The four camshafts can be adjusted by 42 degrees of crank angle. The compression ratio of 12.7:1 is impressively high, and the valve timing is designed for a high cylinder charge at upper engine speeds. A dual system is responsible for the fuel supply. In the lower partial-load range, fuel is supplied solely via intake manifold injection (MPI). In the mid-load range, intake manifold and direct injection (FSI) share the amount of gasoline to be injected equally; at full load, the FSI system takes over about 85 percent.
Cylinder on demand (COD) technology also boosts efficiency. At low to medium load, it immobilizes the cylinders of a bank in the upper four gears by deactivating injection and ignition. The driver is not aware of the transition; the cylinder bank is immediately activated once again when more power is required.
In the engine of the R8 V10 performance RWD, the power is transmitted to a lightning-fast seven-speed S tronic transmission. The driver can change the gears himself or let the dual-clutch transmission do the work in the D and S programs.
At the push of a button, Launch Control applies the clutch at around 4,500 rpm when accelerating from a standstill – the power of the V10 hits the road with perfectly controlled slip. When the Audi drive select dynamic handling system is placed into comfort mode and the car is traveling at speeds above 55 km/h, the seven-speed S tronic shifts into freewheel mode, known as coasting, when the accelerator is released. It then opens both clutches – the high-performance sports car rolls along in a relaxed and efficient manner.
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