By: Jesse Adams
Faro, Portugal - Nine years on and Audi’s R8 still looks fighting fit.
Such a looker was the 2006 original, that it probably could have carried on, as is, for another few years at least, without looking too aged alongside the current crop of trapezoid-rich four ringers.
But we have an all-new one. And by all new we mean 99.9 percent new. Every last bit of the R8, except for one battery bracket (I asked), has been changed for the second-generation model. A new carbon-infused chassis, a hi-tech new interior, new laser headlights, and a fresh new body style, complete with trapezoids. Loads of them.
Audi calls the 5.2-litre V10 in the new R8 a “further development” of the one used in the old model, but with so many updates it’s safe to call it new too. This hulking naturally-aspirated unit can now switch off five of its cylinders under low loads to save fuel, and on top of the previous model’s direct-injection comes a secondary fuel system which squirts petrol straight into the intake manifold.
OLD-SCHOOL DISPLACEMENT
Audi has resisted the turbo trend and given old-school displacement one last shot at glory. That’s a risky move in a supercar battlefield becoming all the more populated with turbo-boosted rivals, but it is equipped with a defence mechanism: huge power. In range-topping V10 Plus guise, the R8 comes with a Lambo Huracán-equalling 449kW and 560Nm. It’s the same engine, in case you didn’t know. The Plus, identifiable by its fixed rear wing, is credited with 0-100km/h in 3.2 seconds and a top speed of 330km/h making it the fastest production Audi yet.
I took the Plus for a handful of max-attack laps around the Autódromo Internacional do Algarve racetrack (aka Portimao) at the R8’s media launch last week, where it became quickly apparent that Audi’s under-the-skin updates have paid dividends. There’s a point, at around 6500rpm, when you might expect power delivery to wane, but no. This is precisely the point when it wakes up, with a subtle kick in the back, on its way to a deliciously symphonic 8500 redline.
LIGHTER, STIFFER
Audi has retained an aluminium chassis, but added structural carbonfibre to key areas to make the car lighter and stiffer than before, and a new quattro all-wheel-drive system can now send full power to either front or rear axles, so full-on powerslides are theoretically possible. But in the interest of quick lap times, it is, however, better to exploit four wheel traction with slower, squared-off corner entries and full-throttle straight-line exits. With ESP settings off, it’s still possible to entice slight tail wags after apexes. Lovely.
A new shift-by-wire seven-speed S tronic with launch control handles gearchange duties with synapse quickness, but unlike some performance cars with peaky powerbands, up and down shifts are infrequent here.
This V10’s monstrous torque spread requires only one ratio where some cars might need three. Still, it’s fantastically fun to click the hair-trigger paddles just to hear downshift blaps and upshift blurps.
To be honest, though, the Plus can be relentless in its hunt for performance and intense to drive with its mid-rear mounted motor shouting ceaselessly from behind your head. For this, there’s a cruise-friendlier non-Plus model toned down with 397kW and 540Nm. I drove both cars in Portugal, and though engineers on hand said there’s no mechanical reason why this version should be quieter, it was. Without Audi’s optional Magnetic Ride variable shocks fitted, it was also softer on the rump. This lesser R8 is hardly lesser with 3.5 second and 320km/h performance claims. The 4.2 V8 option in the previous R8 is no longer available.
‘VIRTUAL COCKPIT’
Inside, the R8 adopts the TT’s Virtual Cockpit instrument cluster which is a full-colour digital display in the place of conventional needle-type gauges. A variety of background screens, all selectable via the race-inspired steering wheel (with red starter button), include highly detailed navigation maps, rev counters, infotainment settings, G-force metres and even lap timers, but like the TT there’s no secondary dash-mounted display for passengers to play with.
All controls, from treble adjustments to destination inputs, are up to the driver only.
A few night laps around the Portimao track also gave me the chance to test the R8’s new headlights, which come standard as full LED units with optional laser spotlights. When conditions are right (read no oncoming traffic) these lasers send a focussed blue beam off into the darkness with twice the brightness of normal high beams. It’s a very neat feature, but bound to be a very expensive one.
The second-generation R8 is due to be launched in South Africa midway through next year. Pricing is not yet available, but count on a starting point of just over half a Lamborghini Huracán.
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Article: Star Motoring