O Audi R8 V10 Spyder RWD 2022 Performance it’s an impressive swan song for a 10-cylinder combustion-powered sports car. And it’s not hard to understand why.
Press and hold the Start button on the steering wheel and V10 engine – placed 30 centimeters behind the driver’s vertebrae – becomes active. Idle is smooth as silk, with a smooth sound and solid thump that envelops the pistons as they roll back powerfully. While the V10 is a celebrated masterpiece at idle, step on the accelerator and it will pounce – the jump from idle to full load takes less than 7/7ths of a second – singing gloriously into the 8,700 rpm red band.
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The truth is The V10 is the real highlight of this car. Audi has been offering midsize and two-seater sports models since 2007, and is now in its second generation. This year’s model marks the end of the combustion-powered R8 – electric motors are the wave of the future – so the automaker says goodbye in spectacular fashion with a rear-wheel drive model with a stunning V10.
O 5.2 liter 10 cylinder engine mounted in the center of the chassis. The engine has direct injection, 40 sodium-filled valves, titanium springs and rockers, and a dry sump lubrication system that allows Audi to keep the engine low and lubricate independent of low G-forces (it’s the same as a dry sump system on a keyboard ). car from the R8 LMS GT3 race).
What? 577 hp and 56.1 kgfm of torque. While the R8 V10 coupe has a manual gearbox, this one is equipped with an S tronic, 7-speed dual-clutch automatic. With the help of launch control, it goes from 0 to 100 km/h in just 3.3 seconds, which is impressive for a sports car without all-wheel drive. Likewise, the 400 meter race is covered in 11.36 seconds at a speed of 203.6 km/h.
The V10 certainly catches the eye, but that doesn’t mean the rest of the R8 should be ignored. The body of the Spider, which looks as impressive today as it did when it was first revealed, catches the eye from every angle, whether the roof is down or not. To that end, opening and closing the full-line fabric roof takes just 20 seconds per side – the operation is a technical delight as several electric motors move the elements in and out in a carefully sculpted ballet.
The top can be raised or lowered at speeds of up to 50 km/h, which makes it easy to use while driving (my favorite time is to start the operation when I’m approaching a red light and see it complete before it turns green) . When closed, the R8 Spyder is closed like a drum – as quiet as a coupe. When it’s open, the wind doesn’t bother you much with the windows down. Raise the windows and the small rear window, and the noise is minimal. Those looking for more insulation can install a manual wind block stored in the trunk.
Audi has long made some of the most impressive passenger cabins in the industry, and the R8 does not disappoint. All materials are pleasing to the eye and to the touch, and the build quality is top notch. Occupants are faced with an impressive array of buttons, dials and switches that are highly efficient, and their locations are easy to remember so the eyes don’t have to leave the road.
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The 18-way driver and passenger seats, with pneumatic bolsters and footrests, are upholstered in fine diamond-patterned leather. Attractive, they are well-bolstered to keep the occupants in place during fast driving and are as comfortable as they are attractive. The only downside, perhaps the Audi R8 V10 Spyder’s only concession, is the legroom – those over six feet tall won’t have much room to stretch out.
The R8 uses a single multi-function display as the primary instrument panel and functions as an infotainment screen. However, since it’s behind the wheel, it’s not a touchscreen. Instead, it’s operated via the MMI interface on the center console – its use becomes natural after some getting used to, although it’s a challenge for passengers, who have to squint to read the screen.
Historically, R8 models have had Audi’s impressive quattro permanent wheel drive (AWD) system, which provides excellent grip when exiting corners. However, things changed a few years ago when the automaker began offering the R8 with rear-wheel drive (RWD), which removes the front controls and all associated equipment, leaving only the two rear wheels.
As a result, Audi cuts engine power by around 40bhp and fits solid rear axles to help the limited-slip rear differential handle all that power, which is now split between just two wheels, not four. As a result, the total weight savings is about 50 kg.
As expected, The Audi R8 V10 competes with the best sports cars in the world. Shorter in length and wider than a Porsche 911 (but with a longer wheelbase), the R8 rolls with near-lightness – the car feels connected to the driver. It weighs around 1,623 kg, almost 180 kg more than the Porsche, but the Audi feels lighter and lighter in the corners. Highlight with quick steering and strong brake pads, which give specially designed disc brakes impressive performance.
The R8 RWD, without front-wheel drive, feels light up front. Aggressive acceleration mid-corner (especially in Performance driving mode, which comes with the Sport Exhaust option) can leave the Michelin Pilot Sport 4S tires loaded. There’s oversteer, which is a lot of fun when nobody’s around, but it’s far from the fastest way around a corner.
At speed, use corner grip and a dose of throttle, and the result is balanced and quick. To give you a boost, you can let the rear tires slip and throw the rear end of the R8 into turns – it’s easy to control. The chassis remains surprisingly flat and stable, despite Audi’s lack of damping suspension.
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Running a powerful V10 engine on gasoline can be a problem for those concerned with fuel consumption, but my experience has proven otherwise. Audi engineers equipped the engine with advanced direct injection technology and cylinder on demand (COD). Under low-to-medium loads in higher gears (eg when cruising down the road), the R8 will intelligently shut down the bank of cylinders to save fuel – a hallmark of the brand’s 20-valve, inline five-cylinder.
The process is not visible to the occupants, but it is visible on the fuel gauge. The EPA (the US environmental protection agency) was able to test it 5.95 km/l in the city and 9.77 km/l on the highway with the R8 V10 Spyder. Of course, the V10 will use fuel faster when driven more aggressively on the racetrack, but on the other hand, I was able to maintain around 10.6km/l during several extended 100km/h stints.
I expected my week with the Audi R8 V10 2022 Performance Spyder RWD to be noisy, uncomfortable, and uncomfortable – as with all other high-performance cars (I drive regularly and leave the cars in the garage when I need to. something a little more smooth and low of salt). But that didn’t happen with the R8 V10.
Instead, I drove an Audi regularly. I loved its luxurious feel and trusted the torquey V10, all the while knowing that a talented sports car could emerge with just one step on the gas pedal. I am not alone in saying that I will miss his R8 and V10 when he says goodbye.
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