Aerodynamics

Aerodynamic development of the new R8* was particularly focused on one parameter that plays a predominant role in car racing – downforce, i.e. the force that presses the car down onto the road and enables high speeds through curves. Here, the Audi R8 V10 plus enters a new dimension. At its top speed, the car generates 140 kg(308.6 lb) of downforce, of which 100 kg (220.5 lb) is at the rear axle.

The c_D figure of the new Audi R8 V10 plus is 0.36, and its low height results in a relatively small frontal area of 2.01 m²(21.6 sq ft)– which is a requirement for the 330 km/h (205.1 mph) maximum speed that the top version can reach.

On the exterior skin, the rear spoiler is very important for downforce. On the R8 V10 plus it is implemented as a fixed wing, and its profile was derived from Audi DTM race cars. The wing works together with the large diffuser on the underbody to create a trailing edge that generates as little turbulence as possible.

The diffuser is located at the height of the rear axle. It takes the accelerated air from the underbody and brings it back down to the speed of the ambient air without excessive turbulence. This suction effect lets the air flow faster, heightening downforce. Two venturi spoilers guide the high-speed air into the diffuser and nearly double its effectiveness. In the diffuser, longitudinal ribs channel the air flow so that it does not concentrate in the middle.

For good steering response: 40 kg(88.2 lb)of downforce at the front axle
Drivers perceive the 40 kg (88.2 lb) of downforce that the new Audi R8 V10 plus generates at the front axle in a positive way, even on fast straight-aways. This downforce prevents the steering from becoming light.

In the vicinity of the front axle there are two small diffusers which divert air through the wheel housings and thereby also serve to cool the brakes. Each of them works together with two round-bodied elements at the leading edge of the air flow and venturi spoilers.

The underbody of the new high-performance sports car, including the propeller shaft, is nearly fully enclosed by a smooth cover. In the rear body, this cover also contributes to lateral stiffness. Under the engine, nozzles known as NACA nozzles guide the cooling air to the V10 engine and the seven-speed S tronic. The pan of the dry sump lubrication system is not covered.

The V10 draws its inlet air via a screen under the rear window and via two long connecting pieces that lead to the sideblades. Flaps manage the switching tasks and thereby control inlet noise. The engine compartment is temperature controlled in multiple ways: by narrow louvers next to the rear window, large openings under the tail lights and a narrow opening slot above the diffuser. On the R8 V10 plus, another outlet is added beneath the rear wing. In the front body, the cooling air flows through enclosed channels with little turbulence – another solution from car racing.

The equipment and data specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted.