The R8 was offered with a new, seven-speed automatic (dual-clutch) transmission beginning with the 2012 model.
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Which Audi vehicles are dual-clutch?
- R8 Coup V10 performance quattro from Audi.
- Performance quattro R8 Spyder V10 from Audi.
- Performance V10 Audi R8 Coup RWD.
- Performance RWD Audi R8 Spyder V10.
Audi R8 stopped manufacturing manual transmissions when?
The gated manual transmission was the best feature of the original Audi R8. Audi permanently eliminated the third pedal with the introduction of the current-generation vehicle in 2015, leaving customers with only the option of a seven-speed dual-clutch transmission. However, there is still some hope for the devotees of the manual. You can still have a true six-speed in your new R8 if you want one. To accomplish this, you’ll merely need to turn to the aftermarket.
Is there a clutch on the Audi R8?
The first significant upgrade to the supercar since its 2007 debut is the 2014 Audi R8. A range-topping V10 Plus variant, updated aesthetics, and a seven-speed dual-clutch sequential manual transmission are all included. The 2013 R8 won’t exist. Instead, until the 2014 model goes on sale in the US on March 20, 2013, Audi will continue to sell the 2012 model.
New bumpers and LED lights on the exterior set the redesigned R8 apart from earlier models. The rear turn signals use 30 LEDs to create a sweeping look. The leather seats in the cabin can now be ordered with a diamond-stitch design.
The new V10 Plus model, which sits at the top of the R8 line, weighs approximately 110 pounds less than the standard V10 model. This weight reduction is primarily attributable to the use of more carbon fiber, forged aluminum wheels, carbon brakes, aluminum suspension wishbones, and a conventional suspension in place of the magnetic damping system. A final 25 horsepower from the 5.2-liter V10 brings the output to 550 horsepower.
Sport bucket seats are available on European versions, and while they are quite supportive and pleasant for tiny passengers, they can be a little narrow for larger people. Because they lack side airbags, they won’t travel to the United States, which is regrettable.
In keeping with the V10 Plus’s commitment to pure performance, it is exclusively offered as a coupe. I apologize, Spyder fans.
The introduction of the new seven-speed dual-clutch S-tronic sequential manual transmission, which replaces the previous single-clutch R-tronic unit, is the biggest news. Unlike the R-tronic, which required sequential engagement of each gear for quicker shifts, the internally developed gearbox is brand-new and has the ability to skip gears. The gated six-speed manual transmission is still an option on all three R8 modelsthe V8, V10, and V10 Pluswhich will please driving purists.
In Italy at the Misano World Circuit Marco Simoncelli, we performed our first dance with the 2014 R8. Although the motorcycle track is full of sharp curves, there are a few straightaways where we could stretch the legs of the S-tronic-equipped V10 Plus. As we accelerated out of the pit lane, the V10’s roar bounced off the metal guard rails, creating pure song. We really enjoyed the seamless and quick gear upshifts as we approached the first bend. With solid pedal feedback, the standard carbon ceramic brakes effectively reduced the speed prior to corners. Weighty, communicative, and receptive to inputs is steering.
The R8’s tendency to understeer was made clear by the tight turns, where the front 19-inch Pirelli Pzero Corsa tires struggled to turn the vehicle. The R8’s rear did become a touch unsteady when applying severe braking, which was our other minor issue.
We spent two days testing various 2014 R8 variations, all of which were equipped with the dual-clutch gearbox, to get some real-world driving experience. With Sport mode engaged, the gearbox executed seamless upshifts quickly in every vehicle. Even amid rash driving, downshifts were crisp. However, there is no denying that the S-tronic is excellent. In the hierarchy of dual-clutch transmissions, we would place Ferrari’s and probably the Nissan GT-R unit above the Audi unit.
The R8 is the ideal daily supercar, as we discovered with our long-term test car from a few years ago. The cabin is adequately isolated from road and wind noises when idling and is comfortable with the magnetic suspension relaxed.
Although the roads we traveled on were of the well-maintained European sort, we found the V10 Plus’ standard suspension to be very compliant for everyday driving. When we get time with one in the United States, we’ll have to wait and see how it handles damaged pavement.
The tunnels, where both the V8 and V10 could roar their beautiful sounds, were another pleasure of our trip.
The R8 is perfect for you if you want to stand out from the crowd of Porsche 911 owners and intend to use your supercar every day. According to Audi, two sets of golf clubs may fit behind the coupe’s seats, while the front trunk has a fair amount of space for cargo. There is no disputing that the R8 offers respectable kick with the V8 and tons of performance with the V10.
For those who dislike operating clutch pedals, the S-tronic dual-clutch transmission is now genuinely tempting. Many people were put off by the R-shoddy tronic’s operation. The S-tronic significantly improves on earlier errors.
The R8’s design attracts attention if you like it, whether it’s from children at petrol stations who point and smile happily or from mature men driving down the freeway taking a few pictures on their smartphones. The R8 is distinctive, as a supercar ought to be.
Yes, there are solutions available that might feel more incisive while driving. However, no other supercar performs as well on as many fronts as the Audi R8.
Audi started utilizing DCT when?
French engineer Adolphe Kgresse created the idea of a dual-clutch transmission in 1939.
[11] The transmission was meant to be used in the Citron Traction Avant, but before a functional model could be created, Kgresse ran out of money. [12]
The Easidrive unit, created in the late 1950s by Smiths Industries and Rootes in the UK, was one of the first DCTs in production. Two electro-magnetic clutches, analogue electronics, and a number of solenoids were utilized in this DCT, which was first installed in the 1961 Hillman Minx (Series IIIC), to implement the gear shifts. [13][14] On Hillman and Singer models, the Easidrive was available as an option. However, it was not a dependable technology, and many were replaced with traditional manual gearboxes.
Because a DCT might prevent a reduction in boost during gear shifts on a turbocharged engine, Porsche started developing DCTs for racing vehicles in the late 1970s[15].
[16]
[17] The Porsche Doppelkupplungsgetriebe (“dual-clutch gearbox”) transmission (PDK) was fitted as a prototype in a Porsche 956 Le Mans race car in 1983 as the electronics needed to manage the transmission became small enough to be useful. [2] [18] The 1985 Porsche 962 C Le Mans racing car, which won the World Sportscar Championship in 1986, was the first to utilise a PDK in a competitive setting. [2] [19] The 1985 Audi Sport Quattro S1 Group B rally car also has a PDK transmission. [5] [20]
The 2003 Volkswagen Golf R32 was the first passenger vehicle to deploy a DCT in mass production.
[2]
[4][7]
Does the Audi Tronic have two clutches?
The S tronic combines the practicality of a contemporary automatic transmission with the effectiveness and sportiness of a traditional manual gearbox. Rapid shifting is possible with almost no audible interruption of the power flow thanks to the dual-clutch transmission. Dynamically and smoothly, the car accelerates.
Two multi-plate clutches and two sub-transmissions make up the 7-speed S tronic. Although both of these are constantly in use, only one of them is ever being powered by the engine. For instance, the second transmission section is already in fourth gear while the driver accelerates in third gear. By switching the clutches, one opens and the other closes, shifting the gears is accomplished. It just takes a few hundredths of a second to switch gears, with hardly any loss of power. The car passes by so swiftly and smoothly that the driver hardly notices it.
The two unique oil systems of the 7-speed S tronic are one of its distinguishing qualities. Gear sets, the center differential, and the front-axle differential are all lubricated independently, while the dual clutch, mechatronics module, and oil pump are all supplied by their own oil circuits. The benefit of this is that there is no need to compromise on the lubricant being used, ensuring a sufficient amount of oil for all components.
S tronic combines the practicality of a modern automatic transmission with the effectiveness and sportiness of a traditional manual transmission.
With the 7-speed S tronic, the driver has the option of manually shifting gears or letting the transmission do it for them. In manual mode, he chooses when to shift gear and does so by pulling the selector lever or using the paddles on the steering wheel. With the Drive program (D) and Sport program, he can alter the way the transmission behaves when shifting gears in automatic mode (S). The efficiency mode can also be chosen in conjunction with Audi drive choose, which is available for various models. This has a modified shift schedule and an energy-saving default configuration. When efficiency mode is engaged, for instance, the car automatically enters coasting mode and keeps moving without any engine braking losses if the driver lifts their foot off the accelerator.
While we put a lot of emphasis on dynamic performance, we also place a high value on efficiency because high efficiency lowers fuel consumption and pollutant emissions.
What about the v10 R8 in manual?
What is the one feature that the current-generation Audi R8 is missing? Of course it is, as its predecessor had a beautiful open-gate manual transmission. Why, Audi, can’t we have good things?
Fortunately, the world has individuals like Kevin Howeth. The Charlotte-based tuner Underground Racing, which has recently finished its build of the 2020 R8 Decennium special edition you can see above, is his company, of which he is co-owner and founder.
Only 222 V10-powered Decenniums were ever produced, but ‘Danny from Dallas,’ a longtime Underground Racing customer, apparently desired something a little more distinctive. Just have a look inside Yes, that is a six-speed gated manual conversion from Audi.
And that’s not all. The 5.2-liter V10 in the R8 has been given twin turbos and a total of 1,500 horsepower by Underground Racing, which bills itself as the maker of the “world’s fastest street legal Lamborghinis.” That appears to be sufficient.
Is a manual R8 still available?
You can now get a brand-new Audi R8 from Underground Racing with a manual transmission. The second-generation Audi R8 is more potent, swifter, and precise than the first-generation model. In every quantifiable aspect, it is better.
Can you still buy a manual R8?
A customized Audi R8 from Underground Racing was displayed, and it featured an intriguing engineering design. Since the first-generation Audi R8’s end of production, we haven’t had a gated manual gearbox in a client car that was ready for delivery.
Twin-turbo Lamborghini Huracn and Audi R8 builds are the specialty of the Charlotte, North Carolina-based Underground Racing. They are most known for pulling ludicrous performance numbers from stock V10 engines, but they also have another impressive trick in store. Since enthusiasts prefer manual gearboxes, Underground Racing provided a manual transmission change for the more recent R8s.
One of their Dallas, Texas customers who also ordered UR’s twin-turbo configuration requested that the work be done. A fantastic 2020 Audi R8 with 1,500 horsepower and a manual transmission in place of the 7-speed dual-clutch transmission was the end product. Thanks to Underground Racing’s skill, the center console of the R8 appears to be an original Audi component.
The all-wheel drive system from the factory was retained, but the tuning shop installed a street clutch to give the car drivability similar to that of the factory. The manual transmission was used from a first-generation Audi R8, but it required modifications to cope with the potent engine. Additionally, the vehicle received Performante center-lock wheel conversion along with specially finished Performante wheels.
Although this is now a one-time project, Underground Racing promised that it will soon become a regular addition to their inventory. We must admit that it is not inexpensive because the transmission switch is only available to customers who also purchase the twin-turbo kit.
Although the cost hasn’t been determined, the tuning kit starts at $49,000 installed and can cost up to $175,000 for the most potent variants. Therefore, you would likely need to give careful thought to whether you want a stick-shift Audi R8 or if the seven-speed dual-clutch transmission will suffice.
It’s a shame Audi decided to discontinue this fantastic vehicle, at least in its present V10 configuration. The Neckarsulm, Germany, scientists will decide if the R8 will eventually make a comeback as an electric vehicle.
A muscle car? Is an Audi R8 one?
In an exciting race on the drag strip, an Audi R8 and a Challenger Hellcat Redeye are seen in a video from the “Wheels” YouTube channel.
American automaker Dodge produced the Hellcat Redeye, a muscle automobile. Mid-engine sports car with Audi Quattro all-wheel drive is called the Audi R8. A 5.2-liter V10 engine powers the R8.
Are they the ideal couple? Despite having a smaller cubic capacity, does the V10 produce more power than the V8? Does the weight matter in this situation? Are we aware that the Redeye weighs 4,443 lbs, although the R8 is only 3,428 lbs? This race will feature a thrilling contest between weight and power.
R-Tronic has a dual clutch?
There are a variety of viewpoints on this, but if you read the assessments of auto writers, you’ll notice that they consistently lauded the S-Tronic and criticized the R-Tronic as being excessively clumsy. The victor? I believe they would all favor the MT.
You actually need to test them out for yourself and compare them because, here’s the thing, it doesn’t matter what anyone else thinks or likes it matters what you’ll love driving.
A traditional “first generation” automated manual with a single clutch is the R-Tronic. When you learn to drive it right, it can be satisfying. You must drive it very much like you would a manual. The shifts will always be slower than with a dual clutch, but with practice and a TCU tune, you can make them smoother. Conversely, the S-Tronic is a traditional “second generation” dual-clutch transmission. As a result, it shifts quickly and smoothly. Actually, it’ll operate more like an automatic (e.g. will creep off the line when you take your foot off the brake). Additionally, the S-Tronic will be much more compliant in urban areas.
The S-Tronic downshift noises are mostly a function of the transmission’s programming to match revs when downshifting (in sport mode). Yes, that is a seductive sound. Of fact, heel-and-toe shifting can achieve the same result, but it’s much more difficult than flipping the left paddle.
Drive a few and select the one you prefer. You will gain from receiving the facelift improvements with the S-Tronic because it is only available in the 2014 and 2015 Gen-1 vehicles (in the US). These changes include new headlights, taillights, grilles, upgraded leather upholstery, upgraded exhaust systems, interior trim, etc. Since the transmissions are “connected” to the pre/post facelift decision as well, it is likely worthwhile to take the entire package into account.