Special feature - Audi R8 LMS 5.2 V10 (A)
01 Jul 2011|17,881 views
Audis have been a dominant force in the Le Mans series with their R8 and R10 race cars. Winning the Le Mans 24 hours from 2000 to 2005 (except 2003) with incredible ease. Not stopping at just the European circuits, Audi went on to claim victories on the American Le Mans series from 2000 to 2006 as well.
In January 2008, Audi embarked on a program to develop a race car that'll be available to customers interested in racing in FIA's GT3 class.
This was to become the Audi R8 LMS. The race car is closely related to its road running siblings the R8 and R8 GT and conforms to production based GT3 regulations which allows it to be fielded in several international race series.
The R8 LMS was developed in close partnership with Abt Sportsline which explains the close relationship both company have shared over the years.
The Abt racing team has competed in the German Touring car championship (DTM) with Audis for many years and have accumulated invaluable experience racing them.
In January 2008, Audi embarked on a program to develop a race car that'll be available to customers interested in racing in FIA's GT3 class.
This was to become the Audi R8 LMS. The race car is closely related to its road running siblings the R8 and R8 GT and conforms to production based GT3 regulations which allows it to be fielded in several international race series.
The R8 LMS was developed in close partnership with Abt Sportsline which explains the close relationship both company have shared over the years.
The Abt racing team has competed in the German Touring car championship (DTM) with Audis for many years and have accumulated invaluable experience racing them.
Exterior
The fine Audi R8 LMS example you see here, represents both Abt and the sole local distributor for Abt parts, Autovox. The people at Autovox, namely Brighid Chua, the marketing manager, arranged a private session for us to paw over the GT3 racer. The car in question is piloted by Alex Yoong in the GT3 Cup Asia series.
At first glance, the R8 LMS looks not too different from its road going brethren. Sharing even less difference with the R8 GT. The biggest clue as to the special nature of this R8 however is exhibited by the huge rear wing that catches your attention immediately.
Other differences though will have to be mentioned to be noticed. The R8 LMS racer sits much closer to the ground compared to the road car. With its height of 1190mm, the car actually sits 54mm lower than the standard production car.
The body work has also been widened to accommodate the wider track of the 18 inch Michelin rubber that is 270mm wide in the front and a whopping 310mm at the rear (Road car is 235mm front and 295mm rear). This led to the body work being widened by 80mm to accommodate the larger tires.
The fine Audi R8 LMS example you see here, represents both Abt and the sole local distributor for Abt parts, Autovox. The people at Autovox, namely Brighid Chua, the marketing manager, arranged a private session for us to paw over the GT3 racer. The car in question is piloted by Alex Yoong in the GT3 Cup Asia series.
At first glance, the R8 LMS looks not too different from its road going brethren. Sharing even less difference with the R8 GT. The biggest clue as to the special nature of this R8 however is exhibited by the huge rear wing that catches your attention immediately.
Other differences though will have to be mentioned to be noticed. The R8 LMS racer sits much closer to the ground compared to the road car. With its height of 1190mm, the car actually sits 54mm lower than the standard production car.
The body work has also been widened to accommodate the wider track of the 18 inch Michelin rubber that is 270mm wide in the front and a whopping 310mm at the rear (Road car is 235mm front and 295mm rear). This led to the body work being widened by 80mm to accommodate the larger tires.
 |
The car also receives an advanced aerodynamics package that includes a front splitter and that gigantic huge rear wing. These additions extend the car's length by another 40mm which isn't much but gives the R8 LMS an unquantifiable amount of presence and purpose.
However, unlike the road car's all aluminium outer skin, the R8 LMS gets an even lighter material to cover its innards. Carbon Fibre Composites (CFC) have been laid across the entire machine something Audi chose over modifying the aluminium panels to keep production costs low.
The only aluminium body panel that remains is the doors that meet strict safety standards and is the only panel shared with the production car. Do away with the fastening catches and the bonnet and engine covers come away completely with the CFC material underlined by their lightness. Audi went so far as to maintain the same body panel split lines to keep the road car relevance intact.
Interior
On the inside, the R8 LMS is all racing spec, which means the interior has been stripped of all its civilities. The only semblance of its former life as a road car is the dashboard and interestingly, the electric windows remain intact despite the fastidious weight saving regime.
The driver gets a comfortable removable carbon fibre steering wheel that is flat at the top and bottom and clad in Alcantara for maximum grip. The ideal working setup for the driver can be fully accommodated with the adjustable steering column length and angle.
The Recaro full bucket fitted is also longitudinally adjustable which allows drivers of different statures to fit perfectly. Once in, the R8 LMS's driving position is in true racing style with the steering up close for some serious steering work with no obstructions on either side for your elbows to be snagged on to.
However, unlike the road car's all aluminium outer skin, the R8 LMS gets an even lighter material to cover its innards. Carbon Fibre Composites (CFC) have been laid across the entire machine something Audi chose over modifying the aluminium panels to keep production costs low.
The only aluminium body panel that remains is the doors that meet strict safety standards and is the only panel shared with the production car. Do away with the fastening catches and the bonnet and engine covers come away completely with the CFC material underlined by their lightness. Audi went so far as to maintain the same body panel split lines to keep the road car relevance intact.
Interior
On the inside, the R8 LMS is all racing spec, which means the interior has been stripped of all its civilities. The only semblance of its former life as a road car is the dashboard and interestingly, the electric windows remain intact despite the fastidious weight saving regime.
The driver gets a comfortable removable carbon fibre steering wheel that is flat at the top and bottom and clad in Alcantara for maximum grip. The ideal working setup for the driver can be fully accommodated with the adjustable steering column length and angle.
The Recaro full bucket fitted is also longitudinally adjustable which allows drivers of different statures to fit perfectly. Once in, the R8 LMS's driving position is in true racing style with the steering up close for some serious steering work with no obstructions on either side for your elbows to be snagged on to.
The R8 LMS also gains a carbon fibre console where the car's control panel is located. Functions like the brake bias, ABS, fire bottle are all conveniently located within easy reach of the driver. The layout is also easily memorised so that he can keep his eyes on the track while setting up the car.
The interior is now fully reinforced with a steel roll cage that is manufactured with greater strength than regulations require through the use of tubes with greater wall thickness. The driver is protected by a complex fire-extinguisher system that's activated by a button on the centre console. The car's 120-litre motorsport fuel tank is also centrally located behind to cockpit to aid in the balance while at the same time stays well-protected.
Engine and running gear
The R8 LMS gets the same Lamborghini Gallardo derived 5.0-litre V10 powerplant as in the road car. Unlike in the Gallardo, the naturally aspirated engine here is running a couple of ponies less at 'just' 500bhp with 500Nm of torque. Even in its detuned variant, the engine is still considered one of the most powerful engines in the GT3 class. Combined with the car's fighting weight of just 1,250kg, it makes the R8 LMS a formidable package.
Testament to the impressive engineering that went into the street car, the race version retains the same dry sump lubrication system. Extensive tests by the engineers proved that despite its more humble origins, the system is able to stand up to the rigours of racing. Reliably circulating oil where it is needed in the engine while even under high centrifugal forces.
The R8 LMS gets a reworked exhaust system that benefit from lightened exhaust manifolds that are fitted to both the left and right cylinder banks. A race catalytic converter is also fitted to each manifold and as a result, the R8 LMS exceeds the requirements for GT3 regulations which do not specify emission control.
The interior is now fully reinforced with a steel roll cage that is manufactured with greater strength than regulations require through the use of tubes with greater wall thickness. The driver is protected by a complex fire-extinguisher system that's activated by a button on the centre console. The car's 120-litre motorsport fuel tank is also centrally located behind to cockpit to aid in the balance while at the same time stays well-protected.
Engine and running gear
The R8 LMS gets the same Lamborghini Gallardo derived 5.0-litre V10 powerplant as in the road car. Unlike in the Gallardo, the naturally aspirated engine here is running a couple of ponies less at 'just' 500bhp with 500Nm of torque. Even in its detuned variant, the engine is still considered one of the most powerful engines in the GT3 class. Combined with the car's fighting weight of just 1,250kg, it makes the R8 LMS a formidable package.
Testament to the impressive engineering that went into the street car, the race version retains the same dry sump lubrication system. Extensive tests by the engineers proved that despite its more humble origins, the system is able to stand up to the rigours of racing. Reliably circulating oil where it is needed in the engine while even under high centrifugal forces.
The R8 LMS gets a reworked exhaust system that benefit from lightened exhaust manifolds that are fitted to both the left and right cylinder banks. A race catalytic converter is also fitted to each manifold and as a result, the R8 LMS exceeds the requirements for GT3 regulations which do not specify emission control.
 |
Harnessing this incredible power falls on the six-speed sequential manual gearbox that uses a twin-plate clutch. The straight cut gearbox is sourced from Australian company Holinger. The gears are controlled by the driver using the paddle shifters that pneumatically controls the shifting. Making the car as easy to drive as the road going version.
But unlike the road car, the R8 LMS is rear wheel driven even though the quattro system would've been invaluable in letting the car perform to its full potential. Unfortunately though, the 4WD system is prohibited by competition regulations.
Chassis & Suspension
The race car retains the R8's Audi Space Frame (ASF) and actually comes off the same assembly line as the road car though it goes through special modifications to make it suitable for motorsport use. Despite the requirement to accommodate a steel roll cage that is bolted directly to the aluminium chassis, the R8 LMS manages to keep its weight low at just 1,250kg.
Double wishbone suspension for the front and rear is also fitted to the aluminium chassis. The suspension system is made up of Eibach coil springs paired with Bilstein dampers. Both developed specially for motorsports and are adjustable in their rebound and bump.
But unlike the road car, the R8 LMS is rear wheel driven even though the quattro system would've been invaluable in letting the car perform to its full potential. Unfortunately though, the 4WD system is prohibited by competition regulations.
Chassis & Suspension
The race car retains the R8's Audi Space Frame (ASF) and actually comes off the same assembly line as the road car though it goes through special modifications to make it suitable for motorsport use. Despite the requirement to accommodate a steel roll cage that is bolted directly to the aluminium chassis, the R8 LMS manages to keep its weight low at just 1,250kg.
Double wishbone suspension for the front and rear is also fitted to the aluminium chassis. The suspension system is made up of Eibach coil springs paired with Bilstein dampers. Both developed specially for motorsports and are adjustable in their rebound and bump.
Further underlining the road car's performance potential, the optional carbon ceramic brake discs are also carried over to the R8 LMS. It provides more than enough stopping power for the racing machine. The only modifications were the addition of racing brake pads.
Conclusion
Since its launch in 2009, the R8 LMS has proven to be a dominant force in FIA's GT3 class. Claiming pole positions in GT3 racing series around the world. More recently, the Audi R8 LMS fielded by Team Joest ran faithfully in the 2010 Merdeka Millennium Endurance Race claiming second place in its first ever attempt at the endurance race.
The success of the R8 LMS threatens even Porsche's mighty 911 GT3 cars by being easier for novice drivers to compete in. Operated by a simple paddle gearbox, downshifts are effortless as in the road car unlike in the Porsche where one has to match the engine revs manually with heel and toe during downshifts.
While the asking price of $465,000 might seem steep, in racing terms the Audi R8 LMS is one of the most affordable GT3 cars in the market. For bang for buck performance and ease of use for a weekend gentleman racer, the R8 LMS has no equal.
What do you think? Jot down your opinions at the comment box below.
Conclusion
Since its launch in 2009, the R8 LMS has proven to be a dominant force in FIA's GT3 class. Claiming pole positions in GT3 racing series around the world. More recently, the Audi R8 LMS fielded by Team Joest ran faithfully in the 2010 Merdeka Millennium Endurance Race claiming second place in its first ever attempt at the endurance race.
The success of the R8 LMS threatens even Porsche's mighty 911 GT3 cars by being easier for novice drivers to compete in. Operated by a simple paddle gearbox, downshifts are effortless as in the road car unlike in the Porsche where one has to match the engine revs manually with heel and toe during downshifts.
While the asking price of $465,000 might seem steep, in racing terms the Audi R8 LMS is one of the most affordable GT3 cars in the market. For bang for buck performance and ease of use for a weekend gentleman racer, the R8 LMS has no equal.
What do you think? Jot down your opinions at the comment box below.
Audis have been a dominant force in the Le Mans series with their R8 and R10 race cars. Winning the Le Mans 24 hours from 2000 to 2005 (except 2003) with incredible ease. Not stopping at just the European circuits, Audi went on to claim victories on the American Le Mans series from 2000 to 2006 as well.
In January 2008, Audi embarked on a program to develop a race car that'll be available to customers interested in racing in FIA's GT3 class.
This was to become the Audi R8 LMS. The race car is closely related to its road running siblings the R8 and R8 GT and conforms to production based GT3 regulations which allows it to be fielded in several international race series.
The R8 LMS was developed in close partnership with Abt Sportsline which explains the close relationship both company have shared over the years.
The Abt racing team has competed in the German Touring car championship (DTM) with Audis for many years and have accumulated invaluable experience racing them.
In January 2008, Audi embarked on a program to develop a race car that'll be available to customers interested in racing in FIA's GT3 class.
This was to become the Audi R8 LMS. The race car is closely related to its road running siblings the R8 and R8 GT and conforms to production based GT3 regulations which allows it to be fielded in several international race series.
The R8 LMS was developed in close partnership with Abt Sportsline which explains the close relationship both company have shared over the years.
The Abt racing team has competed in the German Touring car championship (DTM) with Audis for many years and have accumulated invaluable experience racing them.
Exterior
The fine Audi R8 LMS example you see here, represents both Abt and the sole local distributor for Abt parts, Autovox. The people at Autovox, namely Brighid Chua, the marketing manager, arranged a private session for us to paw over the GT3 racer. The car in question is piloted by Alex Yoong in the GT3 Cup Asia series.
At first glance, the R8 LMS looks not too different from its road going brethren. Sharing even less difference with the R8 GT. The biggest clue as to the special nature of this R8 however is exhibited by the huge rear wing that catches your attention immediately.
Other differences though will have to be mentioned to be noticed. The R8 LMS racer sits much closer to the ground compared to the road car. With its height of 1190mm, the car actually sits 54mm lower than the standard production car.
The body work has also been widened to accommodate the wider track of the 18 inch Michelin rubber that is 270mm wide in the front and a whopping 310mm at the rear (Road car is 235mm front and 295mm rear). This led to the body work being widened by 80mm to accommodate the larger tires.
The fine Audi R8 LMS example you see here, represents both Abt and the sole local distributor for Abt parts, Autovox. The people at Autovox, namely Brighid Chua, the marketing manager, arranged a private session for us to paw over the GT3 racer. The car in question is piloted by Alex Yoong in the GT3 Cup Asia series.
At first glance, the R8 LMS looks not too different from its road going brethren. Sharing even less difference with the R8 GT. The biggest clue as to the special nature of this R8 however is exhibited by the huge rear wing that catches your attention immediately.
Other differences though will have to be mentioned to be noticed. The R8 LMS racer sits much closer to the ground compared to the road car. With its height of 1190mm, the car actually sits 54mm lower than the standard production car.
The body work has also been widened to accommodate the wider track of the 18 inch Michelin rubber that is 270mm wide in the front and a whopping 310mm at the rear (Road car is 235mm front and 295mm rear). This led to the body work being widened by 80mm to accommodate the larger tires.
|
The car also receives an advanced aerodynamics package that includes a front splitter and that gigantic huge rear wing. These additions extend the car's length by another 40mm which isn't much but gives the R8 LMS an unquantifiable amount of presence and purpose.
However, unlike the road car's all aluminium outer skin, the R8 LMS gets an even lighter material to cover its innards. Carbon Fibre Composites (CFC) have been laid across the entire machine something Audi chose over modifying the aluminium panels to keep production costs low.
The only aluminium body panel that remains is the doors that meet strict safety standards and is the only panel shared with the production car. Do away with the fastening catches and the bonnet and engine covers come away completely with the CFC material underlined by their lightness. Audi went so far as to maintain the same body panel split lines to keep the road car relevance intact.
Interior
On the inside, the R8 LMS is all racing spec, which means the interior has been stripped of all its civilities. The only semblance of its former life as a road car is the dashboard and interestingly, the electric windows remain intact despite the fastidious weight saving regime.
The driver gets a comfortable removable carbon fibre steering wheel that is flat at the top and bottom and clad in Alcantara for maximum grip. The ideal working setup for the driver can be fully accommodated with the adjustable steering column length and angle.
The Recaro full bucket fitted is also longitudinally adjustable which allows drivers of different statures to fit perfectly. Once in, the R8 LMS's driving position is in true racing style with the steering up close for some serious steering work with no obstructions on either side for your elbows to be snagged on to.
However, unlike the road car's all aluminium outer skin, the R8 LMS gets an even lighter material to cover its innards. Carbon Fibre Composites (CFC) have been laid across the entire machine something Audi chose over modifying the aluminium panels to keep production costs low.
The only aluminium body panel that remains is the doors that meet strict safety standards and is the only panel shared with the production car. Do away with the fastening catches and the bonnet and engine covers come away completely with the CFC material underlined by their lightness. Audi went so far as to maintain the same body panel split lines to keep the road car relevance intact.
Interior
On the inside, the R8 LMS is all racing spec, which means the interior has been stripped of all its civilities. The only semblance of its former life as a road car is the dashboard and interestingly, the electric windows remain intact despite the fastidious weight saving regime.
The driver gets a comfortable removable carbon fibre steering wheel that is flat at the top and bottom and clad in Alcantara for maximum grip. The ideal working setup for the driver can be fully accommodated with the adjustable steering column length and angle.
The Recaro full bucket fitted is also longitudinally adjustable which allows drivers of different statures to fit perfectly. Once in, the R8 LMS's driving position is in true racing style with the steering up close for some serious steering work with no obstructions on either side for your elbows to be snagged on to.
The R8 LMS also gains a carbon fibre console where the car's control panel is located. Functions like the brake bias, ABS, fire bottle are all conveniently located within easy reach of the driver. The layout is also easily memorised so that he can keep his eyes on the track while setting up the car.
The interior is now fully reinforced with a steel roll cage that is manufactured with greater strength than regulations require through the use of tubes with greater wall thickness. The driver is protected by a complex fire-extinguisher system that's activated by a button on the centre console. The car's 120-litre motorsport fuel tank is also centrally located behind to cockpit to aid in the balance while at the same time stays well-protected.
Engine and running gear
The R8 LMS gets the same Lamborghini Gallardo derived 5.0-litre V10 powerplant as in the road car. Unlike in the Gallardo, the naturally aspirated engine here is running a couple of ponies less at 'just' 500bhp with 500Nm of torque. Even in its detuned variant, the engine is still considered one of the most powerful engines in the GT3 class. Combined with the car's fighting weight of just 1,250kg, it makes the R8 LMS a formidable package.
Testament to the impressive engineering that went into the street car, the race version retains the same dry sump lubrication system. Extensive tests by the engineers proved that despite its more humble origins, the system is able to stand up to the rigours of racing. Reliably circulating oil where it is needed in the engine while even under high centrifugal forces.
The R8 LMS gets a reworked exhaust system that benefit from lightened exhaust manifolds that are fitted to both the left and right cylinder banks. A race catalytic converter is also fitted to each manifold and as a result, the R8 LMS exceeds the requirements for GT3 regulations which do not specify emission control.
The interior is now fully reinforced with a steel roll cage that is manufactured with greater strength than regulations require through the use of tubes with greater wall thickness. The driver is protected by a complex fire-extinguisher system that's activated by a button on the centre console. The car's 120-litre motorsport fuel tank is also centrally located behind to cockpit to aid in the balance while at the same time stays well-protected.
Engine and running gear
The R8 LMS gets the same Lamborghini Gallardo derived 5.0-litre V10 powerplant as in the road car. Unlike in the Gallardo, the naturally aspirated engine here is running a couple of ponies less at 'just' 500bhp with 500Nm of torque. Even in its detuned variant, the engine is still considered one of the most powerful engines in the GT3 class. Combined with the car's fighting weight of just 1,250kg, it makes the R8 LMS a formidable package.
Testament to the impressive engineering that went into the street car, the race version retains the same dry sump lubrication system. Extensive tests by the engineers proved that despite its more humble origins, the system is able to stand up to the rigours of racing. Reliably circulating oil where it is needed in the engine while even under high centrifugal forces.
The R8 LMS gets a reworked exhaust system that benefit from lightened exhaust manifolds that are fitted to both the left and right cylinder banks. A race catalytic converter is also fitted to each manifold and as a result, the R8 LMS exceeds the requirements for GT3 regulations which do not specify emission control.
|
Harnessing this incredible power falls on the six-speed sequential manual gearbox that uses a twin-plate clutch. The straight cut gearbox is sourced from Australian company Holinger. The gears are controlled by the driver using the paddle shifters that pneumatically controls the shifting. Making the car as easy to drive as the road going version.
But unlike the road car, the R8 LMS is rear wheel driven even though the quattro system would've been invaluable in letting the car perform to its full potential. Unfortunately though, the 4WD system is prohibited by competition regulations.
Chassis & Suspension
The race car retains the R8's Audi Space Frame (ASF) and actually comes off the same assembly line as the road car though it goes through special modifications to make it suitable for motorsport use. Despite the requirement to accommodate a steel roll cage that is bolted directly to the aluminium chassis, the R8 LMS manages to keep its weight low at just 1,250kg.
Double wishbone suspension for the front and rear is also fitted to the aluminium chassis. The suspension system is made up of Eibach coil springs paired with Bilstein dampers. Both developed specially for motorsports and are adjustable in their rebound and bump.
But unlike the road car, the R8 LMS is rear wheel driven even though the quattro system would've been invaluable in letting the car perform to its full potential. Unfortunately though, the 4WD system is prohibited by competition regulations.
Chassis & Suspension
The race car retains the R8's Audi Space Frame (ASF) and actually comes off the same assembly line as the road car though it goes through special modifications to make it suitable for motorsport use. Despite the requirement to accommodate a steel roll cage that is bolted directly to the aluminium chassis, the R8 LMS manages to keep its weight low at just 1,250kg.
Double wishbone suspension for the front and rear is also fitted to the aluminium chassis. The suspension system is made up of Eibach coil springs paired with Bilstein dampers. Both developed specially for motorsports and are adjustable in their rebound and bump.
Further underlining the road car's performance potential, the optional carbon ceramic brake discs are also carried over to the R8 LMS. It provides more than enough stopping power for the racing machine. The only modifications were the addition of racing brake pads.
Conclusion
Since its launch in 2009, the R8 LMS has proven to be a dominant force in FIA's GT3 class. Claiming pole positions in GT3 racing series around the world. More recently, the Audi R8 LMS fielded by Team Joest ran faithfully in the 2010 Merdeka Millennium Endurance Race claiming second place in its first ever attempt at the endurance race.
The success of the R8 LMS threatens even Porsche's mighty 911 GT3 cars by being easier for novice drivers to compete in. Operated by a simple paddle gearbox, downshifts are effortless as in the road car unlike in the Porsche where one has to match the engine revs manually with heel and toe during downshifts.
While the asking price of $465,000 might seem steep, in racing terms the Audi R8 LMS is one of the most affordable GT3 cars in the market. For bang for buck performance and ease of use for a weekend gentleman racer, the R8 LMS has no equal.
What do you think? Jot down your opinions at the comment box below.
Conclusion
Since its launch in 2009, the R8 LMS has proven to be a dominant force in FIA's GT3 class. Claiming pole positions in GT3 racing series around the world. More recently, the Audi R8 LMS fielded by Team Joest ran faithfully in the 2010 Merdeka Millennium Endurance Race claiming second place in its first ever attempt at the endurance race.
The success of the R8 LMS threatens even Porsche's mighty 911 GT3 cars by being easier for novice drivers to compete in. Operated by a simple paddle gearbox, downshifts are effortless as in the road car unlike in the Porsche where one has to match the engine revs manually with heel and toe during downshifts.
While the asking price of $465,000 might seem steep, in racing terms the Audi R8 LMS is one of the most affordable GT3 cars in the market. For bang for buck performance and ease of use for a weekend gentleman racer, the R8 LMS has no equal.
What do you think? Jot down your opinions at the comment box below.
Photos by Benjamin G, Kline
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