Engine

From 0 to 100 km/h (62.1 mph) in 3.6 seconds, 11.8 seconds for the sprint from 0 to 200 km/h (124.3 mph) and a top speed of 318 km/h (197.6 mph) sum up the dynamic performance of the new Audi R8 Spyder*. It sprints to 100 km/h (62.1 mph) two-tenths of a second faster than its predecessor, reaches the 200 km/h (124.3 mph) mark six-tenths of a second sooner
and delivers 7 km/h (4.3 mph) more top speed. From its 5,204 cm³ displacement, the free-breathing, high-compression (12.7:1) V10 engine develops 397 kW (540 hp) of power and 540 Nm (398.3 lb-ft) of torque at 6,500 rpm. That’s 15 hp and 10 Newtonmeters (7.4 lb-ft) more than the first-generation R8 Spyder. The power-to-weight ratio is just 3.19 kilograms (7.0 lb) per hp.

Unmistakable music: the free-breathing V10 engine
The ten-cylinder engine responds lightning fast to the accelerator and spins up effortlessly to 8,700 rpm. At the redline, the pistons are traveling nearly 27 meters (88.6 ft) every second. With the ignition sequence 1 - 6 - 5 - 10 - 2 - 7- 3 - 8 - 4 - 9 and alternating firing intervals of 54 and 90 degrees, it plays a very unique, unmistakable music: a hissing and roaring that becomes increasingly voluminous and exhilarating as the revs rise. Sound flaps in the exhaust system are standard; the optional sport exhaust system with gloss black tailpipe trims gives the sound an added edge.

New efficiency technologies: lower consumption
Compared with the previous model, NEDC fuel consumption has declined by ten percent thanks to potent efficiency technologies. The cylinder on demand (COD) system deactivates one cylinder bank at low to intermediate load, and the dual injection system injects fuel directly in to the combustion chambers (FSI) and into the induction pipe (MPI) as needed.

When the car comes to a stop, a start-stop system deactivates the engine. The new Audi R8 Spyder thus consumes on average 11.7 liters of fuel per 100 kilometers (20.1 US mpg) and emits 277 grams CO₂ per kilometer (445.8 g/mile).

Like in a racing car: dry sump lubrication
The oil system is designed as a dry sump system. In contrast to a conventional oil pan bolted on below the engine, the separate oil tank – an upright aluminum vessel behind the engine – allows the V10 engine to be installed in a lower position, thus enabling the car’s very low center of gravity. The system is designed for racing and ensures the flow of oil up
to 1.5 g of longitudinal or lateral acceleration.

The system architecture of the dry sump lubrication system is complex. A high-performance pump module combines the coolant pump with a multi-stage oil pump. The motor oil and blow-by gases from the crank chambers, the chain box and the cylinder heads are extracted via the suction stages and pumped through the oil cooler into the oil tank. The discharge stage pumps the lubricant from the tank through the oil filter back into the engine to the various bearing points.

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