The 2022 Audi R8 V10 Performance Spyder RWD is a 10-cylinder swan song

The 2022 Audi R8 V10 Performance Spyder RWD is a 10-cylinder swan song

The 2022 Audi R8 V10 Performance Spyder RWD is a smash song of the combustion-powered 10-cylinder sports car, and it’s not hard to fathom why. Press and hold the bright red steering wheel-mounted START button, and the V10 engine — installed just a foot or two behind the driver’s vertebrae — will spin to life. The idle is smooth as silk, with a quiet rumbling tone and steady rhythm that hides the pistons moving deep inside. While the V10’s masterpiece is at idle, mash the throttle to a dead stop, it jumps alive – the jump from idle to full load occurs in less than 7 milliseconds – singing superbly at a redline of 8,700 rpm. minute.

The truth is that the V10 engine is really the main story of this car. Audi has been offering the mid-engine two-seater sports car since 2007, and it is now in its second generation (new for 2015). This model year marks the end of the combustion R8 – electric motors are the wave of the future – so Audi is giving it a surprising farewell with the enthusiast-tuned rear-wheel drive model powered by the impressive V10.

The 5.2-liter 10-cylinder engine – it’s no secret that there is a variator in common with Lamborghini – is installed in the middle in the chassis. The engine features direct injection, sodium-filled 40 valves, titanium springs and rocker arms, and a dry sump lubrication system that allows Audi to set the engine low and deliver lubrication regardless of lagging acceleration forces (and is identical to the dry lubrication system in the R8 LMS GT3 race car). . The RWD Spyder gasoline engine is rated at 562 horsepower and 406 lb-ft of torque. While the R8 V10 is fitted with a wall-mounted manual gearbox, this one is mated to Audi’s 7-speed S tronic (a 7-speed dual-clutch gearbox). Assisted by launch control, the 2022 Audi R8 V10 Performance Spyder RWD sprints from standstill to 60 mph in just 3.35 seconds, which is impressive for a sports car without AWD. Likewise, the quarter-mile sprint runs in just 11.36 seconds with a trap speed of 126.57 mph.

The V10 picks up the mark, but that doesn’t mean the rest of the R8 should be overlooked. The Spyder’s well-designed chassis, which looks just as stunning today as it did when it was first revealed, is attractive from all angles, ceiling up or down. On that note, opening and closing the all-fabric roof takes just 20 seconds in each direction—the process is a mechanical bliss as dozens of electric motors move components in and out of the way in a carefully designed ballet. The top can be raised or lowered at speeds up to 31mph, which makes it easy to use while driving (my favorite is to start the process while approaching the red light, and complete before the light turns green). When closed, the R8 Spyder is locked like a cylinder—it’s as quiet as a coupe. When open, do not disturb the wind too hard with the windows closed. Raise the windows and the small rear window, and they’re minimal (those looking for more isolation can install a manual windbreak stored in the box).

Audi has been making some of the most amazing passenger cabins in the industry for a long time, and the R8 doesn’t disappoint. All materials are pleasing to the eye and touch, and the build quality is world-class. Passengers are faced with an attractive array of buttons, dials, and switches that are ergonomically efficient, and their locations are easy to remember from memory (so the eyes don’t have to leave the road). The 18-way adjustable driver and passenger seat featuring side bolsters and pneumatic legs is upholstered in exquisite Diamond Quilted Leather. Sports seats are well-bolstered to hold occupants in place during spirited driving and are as comfortable as they are visually appealing. The only downside, probably the only perk of the R8 V10 Spyder, is the interior legroom—those taller than six feet won’t have much room to stretch.

The R8 uses a single multifunction display as the primary instrument cluster and doubles as an infotainment display. However, since it is mounted behind the steering wheel, it is not a touch screen. Instead, it runs via the MMI interface on the center console – using it becomes second nature after a bit of acclimatization (although it’s a challenge for occupants as they have to look to read the screen).

Historically, R8 models were equipped with Audi’s stunning quattro all-wheel drive (AWD), which provides solid grip while pulling out of a corner. However, things changed two years ago when the automaker began offering the R8 with rear wheel drive (RWD). The R8 RWD model forgoes the front driveshafts and all associated hardware, leaving only the two rear wheels driven (Audi cuts engine output by about 40 hp and fits solid rear axles to aid the traditional rear differential to reduce slip that massive power that’s now split between only two wheels, not Four). As a result, the total weight savings are around 110 pounds.

As expected, the Audi R8 V10 can work with the best sports cars in the world. Shorter and wider than the Porsche 911 (but with a longer wheelbase), the R8 runs intimately nimble—the car feels connected to the driver. The brakes weigh about 3,850 pounds, about 400 pounds heavier than a Porsche, yet the Audi feels a lot more nimble and lighter in the grooves. Ultra-sharp credit rotation, a quick steering ratio, and powerful brake pads give the unique wave-design disc brakes an impressive bite.

The R8 RWD, without front-wheel drive, feels lighter in the nose. Get the power in the middle of the corner hard (especially in the Performance driving mode setting, which is included with the sports exhaust option), and Michelin Pilot Sport 4S tires can drench the summer vehicle. There’s a lot of fun, and it’s fun when there’s no one around, but it’s far from the quickest road around the corner. For speed, use the R8’s cornering grip and sensible throttle control, which is balanced and fast. For smiles, you can crack the rear tires and throw the R8 into a fun corner—it’s easy to control. The chassis remains surprisingly flat and stable, despite the Audi’s lack of adaptive damping suspension.

Feeding a powerful V10 engine a premium unleaded diet might worry those concerned about fuel consumption, but my experience proves otherwise. Audi engineers install the engine with advanced direct injection technology and cylinder-on-demand (COD). Under low-to-medium loads on higher gears (for example, while cruising on the highway), the R8 will cleverly shut off a single bank of cylinders to save fuel—a nod to Audi’s iconic 20-valve inline. This process is almost imperceptible to passengers, but is observed on the fuel gauge. The EPA rates the Audi R8 V10 Spyder at 14 mpg in the city and 23 mpg on the highway. Of course, the V10 will drain fuel quickly when driving in a rage on a racetrack, but on the other hand, I was able to maintain close to 25 mpg during several long stretches of 65-mph travel. Based on simple calculations, a 21.1-gallon fuel tank provides up to 500 miles of cruising range for someone with a light foot.

This is a nice transition to Khatami. I expected my week with the Audi R8 V10 high-performance Spyder RWD to be loud, uncomfortable, and ineffective – as with every other high-performance car (I usually drive it occasionally and leave vehicles in the lane when I need something a little softer, less On top, thirsty). But that did not happen with the R8 V10. Instead, I’ve been driving an Audi regularly. I’ve consistently enjoyed its luxurious demeanor and relied on the torque-loaded V10 for its effortless power – all while knowing that the talented sports car with its stark red streak was just a press of the gas pedal away. I’m not alone in saying I’m going to miss the R8 and its burning V10 as the sun sets on it…

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