Audi r8 5.2

Courtesy of Edmunds Inside Line

On a bad day, car criticism is about finding faults with the very things car critics enjoy. You are invited to watch the dreary, bloodless business of marking demerits on a new car's record for shoddy switchgear, insufficient verve or¿whatever.

Today, friends, is not that day.

Today, we consider the 2010 Audi R8 5.2 FSI (yes, that's the one with the V10), a car so well conceived and executed that we haven't the slightest interest in quibbling or equivocating.

This is a great car.

The Particulars and Caveats
We will not pretend in this particular tale that we weren't swayed by Audi's offer to let us do whatever we damn well pleased with its $164,050 worth of carbon fiber and aluminum on a roughly 2,000-mile road trip. That one company representative actually laughed heartily when we told him we'd unintentionally vaporized a not-small hare on a nighttime run on a lonely Nevada highway with the company's car might also have had some sway with us.

Indeed, it wasn't the R8 V10's performance during our few giddy laps of Infineon Raceway that impressed us most, although on that treacherous road course it impressed mightily and scared us in roughly equal measure. Neither the 525-horsepower midengine missile's performance on a steamy evening at the Sacramento Raceway Park drag strip nor its impressive numbers on our own test track sold us on the R8 V10. Though predictably, it killed there as well.

No, what impressed us most was the R8 V10's ability to turn 11.8-second quarter-mile runs while reminding us why we fell in love with manual transmissions in the first place, while impressing standers-by yet not so much that they assumed we were insufferable rich guys, and while handling with aplomb the indignities dished out by public roads and two tall guys on a long road trip.

This Ain't No NSX
It's true that an R8 V8 equipped with the identical six-speed manual could accomplish many of these same things for something on the order of $30,000 less than this V10 model. (And we love that car, too.)

What the V10 model brings is no need for excuses. With some justification, the regular R8 with its 420-hp V8 has been criticized in some quarters as staking out the same ground that the Acura NSX once did — that of the no-muss, no-fuss everyday supercar.

Implicit in that back-handed compliment is the notion that, like the Acura, the R8 V8 is a bit underpowered to truly rival comparable models from Ferrari, Lamborghini and Porsche. The R8, in fact, lost our 2007 comparison test to the Porsche 911 Turbo for that reason. The Audi was spectacular to behold and operate, but a 12.8-second run through the quarter-mile simply would not cut it against the 480-hp Porsche.

The Numbers
The V10 version, with its additional 105 hp and 74 pound-feet of torque, needn't make any excuses. Numbers matter in this game. No pitcher wants to throw the slowest fastball in the game.

With a quarter-mile run of 11.8 seconds, the high-revving, dry-sump V10 (a variation of the same motor that powers the Audi S6 and Lamborghini Gallardo chops a full second off the R8's quarter-mile time. It also shaves seven-tenths of a second from the car's 0-60 run. It'll now do 3.7 seconds (3.5 seconds with 1 foot of rollout like on a drag strip).

The rest of our test results are, predictably, within the margin of testing variation compared to the previous R8s we've tested. We say predictable, because except for the engine, little of the R8's mechanical makeup has changed for the V10 model. The V10 carries the same size Pirelli summer tires (235/35R19 front, 295/30R19 rear) as the standard model. It carries the same magnetorheological two-mode adaptive dampers as the last V8 we tested. It has the same cross-drilled steel brake rotors clamped by the same eight-piston front and four-piston rear calipers.

The V10 circles the skid pad with 0.97g of grip (which is between the 0.98 and 0.96 of the two V8 R8s we've tested). It stops from 60 mph in 104 feet (1 foot longer than our previous best effort in a V8 car). And a skilled driver can weave through our slalom at 70.7 mph (again, between our results from the two V8 test cars). The handling results are better than that of the Porsche Turbo we tested (again) and the braking figure is the same. It's hard to imagine the V10 wouldn't have won that comparison test against its German rival.

There are faster cars, certainly, but not many. The cheaper Corvette ZR1 is a few tenths faster through the quarter and the much cheaper Nissan GT-R is as fast through the quarter as the Audi.

The Drive
On public roads, though, there are few cars that can match the R8 V10's broad range of talents and satisfactions. We've taken up a fair amount of bytes extolling the virtues of the R8's open-gate shifter. It clicks and clacks as you move the lever through the gears in a way that is wholly satisfying to anyone with a shred of mechanical sensitivity.

That it's connected to this ripping V10 makes it all the more rewarding to work. As impressive as the numbers indicate, they don't capture the thrill of it all. With an 8,000 rpm power peak and an 8,700 rpm redline, this motor is the gift that keeps on giving. It just keeps accumulating thrust in a mad rush that ceases all conversation in the car. Or it does until you check the speedometer and say something along the lines of, "Oh, damn!" a millisecond before you back off.

And the car is utterly unflappable on any curving road you'd care to mention. Slow, tight mountain roads? No problem. The car is supernaturally nimble for its size. Open, sweeping valley roads? It is capable of such smooth, stable progress that you will be going much, much faster than a sane person would.

That all of this titillation can be contained in a car that's so comfortable over the road — so composed and so refined — is the R8 V10's true accomplishment. We don't typically subscribe to the theory that there's virtue in a car doing some things poorly and some things brilliantly. This is the flawed car-guy logic that allowed Ferrari to get through the 1970s and '80s with its reputation largely intact. At least we don't see virtue when a troubled piece of industrial design is compared to cars that do it all really, really, really well. The R8 V10 is such a car. Hell, you can even see out of the thing.

In the Details
At a starting price of $150,200, the V10-powered 2010 Audi R8 5.2 FSI is not cheap. For this roughly extra $30,000 compared to an R8 V8, a buyer gets not just the power but also a long list of standard equipment that should take some of the sticker shock out of the final bill.

Our test car came with an absurd amount of optional carbon-fiber trim both inside and out that was largely responsible for jacking its as-tested price to $164,050. Unless you have a fetish for the woven black stuff, you can opt out and put $8,400 back in your wallet. All of the non-trim items — high- and low-beam LED headlights, navigation system, killer Bang & Olufsen sound system and heated 10-way power seats — are standard.

Lest we forget, the R8 V10 comes with its own exterior trim package, including shiny black trim in place of flat-black trim, a splash more chrome, unique wheels, oval exhaust tips in place of the four round tips of the V8 and flared side air intakes. We could take or leave these changes from the standard car. They neither improve nor detract from the basic look of the R8. About one in 10 people that approached us during our road trip recognized this R8 as the new V10. That, it seems to us, is about right for the wildest-looking unassuming supercar you can buy.

What are we going to do, complain about the switchgear? It's all worth it.

2010 Bentley Continental Supersports The Bentley Supersports just plain works.
Review by Road and Track

Something this massive simply shouldn’t accelerate or corner this hard. And what has dealt this unceremonious slap to the face of physics? The Bentley Continental Supersports, a 4915-lb., 621-bhp all-wheel-drive rocket ship whose luxuriously pleated, stitched, carbon-trimmed and leather-swathed interior seems incongruent with acceleration in the league of a Porsche 911 Turbo. It’s the most powerful, quickest and fastest road-legal Bentley ever.
Lightweight carbon-ceramic brakes are standard, the fronts using every last millimeter of space inside the 20-in. wheels. What you won’t find is a back seat; instead, there’s a carpeted luggage area with a cross-car carbon tube that Bentley calls a “luggage retaining beam.” Sure looks like a harness bar to us, as the Sparco front seats (meticulously reupholstered in leather and Alcantara, of course) have slots for a 6-point belt’s shoulder straps.
The twin-turbo W-12 issues a snake hiss at tip-in, indicating the turbos are at attention. Power delivery is characterized by continuous, unrelenting thrust, like a 777 on takeoff roll. And curiously, one of its sounds seems to be the muted gnash of roller chains and sprockets, as the camshaft drives at the back of this complex and compact engine nest near the firewall. The torque-converter ZF 6-speed is a willing cohort, with quick, positive shifts either through internal logic, or summoned from column-mounted paddles. Handling? There’s 0.90g of peak grip, modest understeer and—dare we say?—agility that belies the weight, like a lumbering circus bear that suddenly rears back and performs a jig from Riverdance.

2010 BENTLEY CONTINENTAL SUPERSPORTS
List Price $267,000
Price as tested $294,055
Curb Weight 4915 lb
Engine, transmission 6.0-liter W-12tt, 6-sp auto
Horsepower, bhp @ rpm 621 @ 6000
Torque, lb-ft @ rpm 590 @ 1700-5600
0–60 mph 3.6 sec
0–100 mph 8.7 sec
0–1320 ft (1/4 mile) 11.9 sec @ 117.4 mph
Top speed 204 mph
Braking, 60–0 mph 118 ft
Braking, 80–0 mph 207 ft
Lateral accel (200-ft skidpad) 1.10g
Speed thru 700-ft slalom 66.3 mph
Our mileage, EPA city/highway est 13.0, 12/19 mpg

Porsche 911

2010 Porsche 911 Turbo, a remarkably civilized animal

Review Courtesy of Car Guide!

Whenever a new 911 Turbo launches, it’s always a big deal. It has been ever since the very first was launched at the 1974 Paris Motor Show. And since the body and basic dimensions have remained unchanged over the years, Porsche hasn’t had to give it a new code. Instead, from 2006 onward it’s simply been introduced as the second generation of the 997.

And it’s true that on the outside the differences are so minimal that it can be hard to tell the 2010 model apart from its predecessor, regardless of whether it’s a coupe or a convertible (both are offered simultaneously). Some more modern LED daytime driving lights replace the conventional ones and the horizontal louvers on the side intakes are now titanium coloured. The new Turbo also comes complete, for the first time, with xenon headlights that can pivot up to 15 degrees inward on turns. At the back we find the usual Turbo spoiler as well as new LED lights and beefed-up exhaust tips.

Inside the vehicle, modifications are also few and far between. The most significant is without a doubt the possibility of including the new Sport steering wheel that can be equipped large aluminium paddle shifters behind the wheel. These replace the standard steering-wheel-mounted buttons that allow you to shift gears with your fingertips on automatic versions.

The first all-new engine in 35 years
This latest 911 Turbo can now come with a reinforced version of the seven-speed double-clutch PDK automatic gearbox that appeared last year on other versions of the 911. This new addition is both lighter and more efficient than the Tiptronic S. And since it’s also more compact, the engineers were able to equip the Turbo with a lighter aluminium subframe for the rear suspension. Porsche expects about 80% of Turbos to be sold with the PDK gearbox and the remaining vehicles with the six-speed manual transmission (which has been reinforced too).

However, the most remarkable change in the 2010 Turbo is definitely its first entirely-new engine in 35 years. It’s still a flat-six, but it’s now 3.8 litres (up from 3.6) and for the first time it benefits from direct fuel injection and integrated dry sump lubrication without a separate reservoir. The variable-geometry turbochargers, which were introduced on the first 997 Turbo, are decked out with a larger impulse turbine. Add all this together and you get a 16% reduction in fuel consumption in vehicles with the PDK gearbox. The carbon gas emissions are also reduced, decreasing by 18% with the PDK and 11% with the manual.

Although the engine is both lighter and smaller, the power jumps from 480 to 500 hp at 6000 rpm and its maximum torque is 479 lb-ft at 1900 to 5000 rpm, which is 22 lb-ft better. The torque also climbs from 516 lb-ft to 2100 at 4000 rpm during 10 seconds of all-out acceleration, one of the Sport Chrono Turbo features that is luckily included factory-standard in Canada. This "overboost" mode can be repeated as often as you want – just ease off with the right foot, then press down again.

Incredible performances verified
These gains may seem modest on paper, but their effect is nothing short of spectacular when combined with the PDK gearbox and its launch-control mode, which is also new. And unlike many of its rivals, using it is uber simple. Just push the Sports Plus button, put your left foot on the brake pedal and send the accelerator to the floor. The engine speed immediately zooms to 5000 rpm. As soon as you see the words "Launch Control" light up on the steering wheel, release the brake and the Turbo takes off with just the right amount of tire slide and clutch discs, strictly controlled by the onboard computers.

What about the times? Well, at the launch of the 911 Turbo, I used my VBox to measure the accelerations on the straight portion of the Estoril circuit in Portugal. My only test, on a Turbo coupe, produced 0-100 km/h in 3.32 seconds. The quarter mile was achieved in 11.28 seconds, peaking at 204.1 km/h. This is without a doubt the best time I’ve ever experienced, beating out the manual 2007 911 Turbo that had clocked 3.55 seconds, 11.75 seconds, and a peak of 199.9 km/hr on the same tests.

The Sport Chrono Package gets its name from the pretty-yet-useless analog chronometer that is mounted on the dashboard but also comprises a version of variable-rigidity engine mounts which first appeared on the new 911 GT3. A magnetic field controls the viscosity of a fluid containing metal particles, and this in turn lends the mounts a certain flexibility for added comfort and cushioning at constant speeds or increased rigidity when control and stability are required, such as on fast turns and intense braking.

Performances just as good
To brake, the 911 Turbo calls on four 350-mm discs gripped by callipers (featuring six pistons in the front and four pistons in the back). The optional ceramic brake rotors measure 380 mm in diameter in front and 350 mm in the back, and they weigh some 18 kg less all told. And while the two-tone 19-inch alloy wheels are factory-standard, buyers can opt for centre-lock wheels of the same size inspired by the RS Spyder.

In addition to having updated versions of the Porsche Traction Management (PTM) and the Porsche Stability Management (PSM) systems, the new Turbo can also be equipped with the Porsche Torque Vectoring (PTV) system. This electronic system applies the brake on the rear inside wheel, forcing torque to shift to the outside wheel and thus reducing understeering. According to engineer Markus Hofbauer, Porsche developed a mechanical torque vectoring system similar to the ones that certain rivals use, but it turned out to be too heavy and cumbersome for the 911. Notably, the new Turbo with the PDK transmission is 25 kg lighter than the old Tiptronic S.

In addition to the mind-blowing acceleration tests, we had the opportunity to take the new Turbo out on the roads of Portugal and do several dozen "interrupted" tours of the Estoril circuit, amputated by its long straight. On the road, the new Turbo is more refined, balanced and flexible than ever. Porsche is the uncontested master of steering, and what you get on the Turbo totally lives up to this reputation, as it demonstrates finesse and impeccable tactile qualities. Splendid. I also appreciated the ultra-light sport seats covered in carbon fibre. They’re not so easy to slide into or roll out of because of their flared sides, but they offer amazing support and decent comfort for this type of seating.

The handling of the new Turbo is relatively firm but impeccably mastered, regardless of the road cover. Mr. Hofbauer modestly pointed out the addition of the latest Bridgestone tires, then told us how his team had to work hard to soften the way the Turbo drives after changing the four shock absorbers and making the rear springs firmer. The variable-rigidity engine mounts no doubt have something to do with this. Despite its breath-taking performances, the 911 Turbo is perfectly at ease, docile and a pleasure to drive on the road, however narrow, windy and challenging. This vehicle remains remarkably compact and the coupe version offers unmatched visibility. No other sports car or exotic car does better.

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