The power supplied by the R8, officially listed at about in 2000, 2001 and 2002, in 2003 and 2004 and in 2005, is sent to the rear wheels via a Ricardo six-speed sequential transmission with an electro–pneumatic paddle-shift. Unofficially, the works-team Audi R8 for Le Mans (2000, 2001 and 2002) is said to have had around instead of the quoted . The numbers were quoted at speed, and were due to the car making 50 extra horsepower due to twin ram-air intakes at speeds over . Official torque numbers were quoted for this version of the engine at at 6500 rpm. The equation for horsepower (torque divided by 5250, multiplied by rpm) for these numbers produces a horsepower rating of at the same 6500 rpm (516/5250*6500=638). The Audi R8's structure was designed from the very beginning to expedite parts changes during the race. The car has a chassis that has been likened to a Lego model — anything on the car can be changed and changed quickly. During its campaign, the Joest pit crew was able to change the entire rear transaxle of a damaged R8 — a process which usually takes between one and three hours — in as low as three minutes and 16 seconds. The reason for this was that the transmission, rear suspension and rear subframe were built as one unit. The car had numerous quick-connect hoses and easily removable bolts. The whole rear section of the car could be removed as a whole and a new back half installed with the help of a crane. The Automobile Club de l'Ouest (ACO), organizers of the 24 Hours of Le Mans and the American Le Mans Series acted quickly to void this advantage by mandating the gearbox casing be the same item through the duration of the race, with only the internals being allowed to be changed. However, the R8 still had quicker access to the gearbox internals than any other car due to its quick-change construction . This was critical as the gearbox was the weak link in the car.