the Nurburgring led Audi to install “a special
exhaust manifold and some mil-spec
connectors that are meant to last longer,”
according to Kettler, but other than those
custom items for added durability, the
5.2-liter unit is remarkably stock.
The chassis is modified for safety and
rigidity between the axle centerlines, but
maintains much of its production-car roots.
“We don’t start with a production car
and turn it into a racecar. We start with a
“Compared to some other GT3
or World Challenge cars, the R8
really is loaded with street car DNA”
prepped stock chassis and build outward.
We essentially graft a front and rear racing
substructure onto it, which you’ll see if you
take the wheels off. On the latest version,
the front clip’s a bolt-on, instead of a weld-on.
It really helps in case of a big accident.”
Aerodynamically, the PWC R8 looks
more aggressive than its GT3 sibling,
thanks to a custom rear wing from Max
Crawford and the R8 Grand-Am splitter.
All body panels are non-structural. Not
sure why you would, but the R8 LMS
could run without its clothing and incur
no torsional losses. The car races with
a production floor (a flat bottom is not
permitted by the regulations), but
utilizes a full diffuser at the back to
increase rear-end downforce.
SEAT SETS SAFETY STANDARD
The Audi PS1 safety seat used in the
R8 LMS is considered a serious
advancement in driver protection,
ergonomics and robustness. It’s the
result of more R&D input than any
other racing seat produced by Audi
and has been standard equipment on
R8 racecars since the start of 2012.
BULLS AND RINGS
Lamborghini stamping can be found
throughout the R8 LMS. The Audi-owned Italian performance brand’s
Gallardo model served as the
inspirational base for the R8, with
Lambo’s famous Bull logo found on
numerous castings on the production
and racing versions of the car.