Audi R8 vs Ferrari F430 vs Porsche 911 Turbo
 

Sports Car International | September 2007
paradigm shift

With the R8, Audi is boldly going where it has never gone before. But can Ingolstadt compete with two marques, Ferrari and Porsche, that have long since occupied the high-end sports-car market?
by SEBASTIAN MARTIN
photography by ANDREAS LINDLAHR

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Real sports cars make their power where it's needed, near the rear axle. Porsche and Ferrari have known this for decades; their most sporting models have long had their powerplants placed behind the driver. Realizing that, if it wanted to break into the realm of no-questions-asked sports cars, it would have to follow suit, Audi has created the mid-engine R8.

The F430, Ferrari's entry-level model, is the class leader of the high-end sports-car segment-the target so many manufacturers are aiming at. While the car's expressive appearance and the legendary Ferrari name are undoubtedly what first attract customers, it is the F430's everyday usability that ultimately convinces people who are looking for more than just a play toy to part with DB163,630 (the sticker price of our F1 transmission-equipped tester). While less spectacular in appearance than the Ferrari, Porsche's 911 Turbo is endowed with the kind of dynamic qualities one would expect from the top product in Stuttgart's stable. Our automatic transmission-equipped example has a sticker price of DB117,870.

It is against these two sports cars that Audi has oriented the R8. Though the 420-horsepower R8 can't quite match the 480-hp 911 Turbo or 490-hp F430 in terms of engine output, it is certainly on their level in terms of design sophistication and technical competence, and actually threatens to surpass them on the build-quality front. But how closely our DB104,400 R8 test car follows on their heels in terms of driving dynamics is the real question at hand.

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Those who look at the Audi for the first time are likely to go weak in the knees. It gazes slyly out of two slit-like headlights, the entire car steadfastly oriented forwards. Its tightly stretched skin reveals the musculature of an athlete. The double side air intakes flaunt the R8's mid-engine status and create a visual link to the Le Mans-winning Audi prototype with which it shares its name.

The F430's twin air-intake nostrils are also expressive, but less aggressive than the Audi's. The protective mesh isn't right in your face as it is with the R8. While the F430 certainly conveys a sense of Ferrari's racing history, it does so harmoniously and less overtly than the R8. In terms of the richness of exterior detail, the Ferrari is a step behind the Audi.

The Porsche's appearance is even more unassuming. Because its various 911 siblings are fairly ubiquitous on public roads, the Turbo attracts the least amount of attention. While some may dismiss it as just another 911, those in the know will immediately recognize its modified front clip, its gaping side intakes and rear wing. The latter, as with the R8's spoiler flap, automatically raises at 50 mph.

The R8's floorplan is closely analogous to the F430's. Both are mid-engine two-seaters with fairly long wheelbases. However, the Audi's 104.3-inch wheelbase is two inches longer than the Ferrari's, allowing for a bit more space behind the seats and a narrow storage shelf. The rear-engined 911 Turbo rides on a comparatively stubby 92.5-inch wheelbase, yet has room for a pair of kids' seats in the rear.

The Audi's seats provide good lateral support; its squared-off steering wheel comes easily to hand. A few centimeters away, the right hand finds the lever for the open-gated 6-speed gearbox. The Audi's pedals are ideally placed for heel-and-toe downshifts. But while the Audi's seating position is good, the Turbo's is just about perfect; plus, all of the Porsche's controls can be reached without moving your whole body. The Audi's center console falls away from your hand as it rises, and the Ferrari has several switches to the left of the steering wheel that aren't easily accessible. It's Porsche, therefore, that wins the ergonomics contest.

With a push of a starter button in the case of the Ferrari and the twist of a key with the Porsche and Audi, we initiate a virtuoso exchange of greetings between the three sports cars. The Audi announces itself with a low-frequency hum from its 4.2-liter V8, while the Ferrari does so with an aggressive bark from its 4.3-liter V8. These two naturally aspirated powerplants, both on open display in their respective engine bays, are masterworks of modern technology. The Ferrari engine wows with its high specific output-well over 100 horsepower per liter-while the Audi V8 impresses with the efficiency of its direct injection; it consumes the least amount of fuel among the trio. The 911 Turbo's engine, largely hidden from view, awakens with a gravely roar. Once underway, the labored breathing of its 3.6-liter flat-6 isn't all that inspiring-it sounds too distant and reserved. The Porsche's engine note needs a shot of aggression.

First gear, hands on the steering wheelC9and gas! The R8 raises its voice, squats down in the rear a little and thrusts energetically forward, all four tires biting into the pavement. Bang, second gear, and the V8 drops an octave deeper. After 4.6 seconds, the Audi flies past the 62-mph mark. Unusually for an Audi, the R8 isn't choked off at 155 mph, and is allowed to reach an unrestricted top speed of 187 mph.

The F430 goes about its business in a much more spectacular fashion. Accompanied by screams and cries from the engine compartment, the Ferrari explodes to 62 mph in just 4.0 seconds, and doesn't stop accelerating until it hits 195 mph. With its paddle shifters and the steering wheel-mounted manettino, the F430 gives its pilot a heavy dose of Formula 1 atmosphere.

Those who order a 911 Turbo with an automatic gearbox have to make do with five instead of six gears. But more significantly, ordering Tiptronic robs the driver of some of the involvement that's so crucial to creating a satisfying driving experience, and occasionally patronizes him or her with an untimely upshift. On this score, the clutch pedal-equipped R8 is the most involving car in this test. Its shift throws are short and precise, and accompanied by a satisfying ≥click≤ as the lever move from gate to gate.

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However, our Turbo's combination of an automatic gearbox and all-wheel drive, as well as a mountain of torque-457 lb-ft versus 343 lb-ft for the F430 and just 317 lb-ft for the R8-makes it a cinch to reach 62 mph in 3.7 seconds (the Tiptronic Turbo is actually quicker than the manual). Though the Turbo is the hardest-accelerating car of the three, the two naturally aspirated cars have it beat in terms of throttle response. Its top speed of 193 mph is also eclipsed by the Ferrari, which can hit 196 mph.
Aesthetically, however, we like the bespoke purity of the F430's interior. It's more playful than the Turbo's and more special than the R8's, which, given the various elements it shares with other Audi interiors, is a bit too customary.

With a push of a starter button in the case of the Ferrari and the twist of a key with the Porsche and Audi, we initiate a virtuoso exchange of greetings between the three sports cars. The Audi announces itself with a low-frequency hum from its 4.2-liter V8, while the Ferrari does so with an aggressive bark from its 4.3-liter V8. These two naturally aspirated powerplants, both on open display in their respective engine bays, are masterworks of modern technology. The Ferrari engine wows with its high specific output-well over 100 horsepower per liter-while the Audi V8 impresses with the efficiency of its direct injection; it consumes the least amount of fuel among the trio. The 911 Turbo's engine, largely hidden from view, awakens with a gravely roar. Once underway, the labored breathing of its 3.6-liter flat-6 isn't all that inspiring-it sounds too distant and reserved. The Porsche's engine note needs a shot of aggression.

First gear, hands on the steering wheelC9and gas! The R8 raises its voice, squats down in the rear a little and thrusts energetically forward, all four tires biting into the pavement. Bang, second gear, and the V8 drops an octave deeper. After 4.6 seconds, the Audi flies past the 62-mph mark. Unusually for an Audi, the R8 isn't choked off at 155 mph, and is allowed to reach an unrestricted top speed of 187 mph.

The F430 goes about its business in a much more spectacular fashion. Accompanied by screams and cries from the engine compartment, the Ferrari explodes to 62 mph in just 4.0 seconds, and doesn't stop accelerating until it hits 195 mph. With its paddle shifters and the steering wheel-mounted manettino, the F430 gives its pilot a heavy dose of Formula 1 atmosphere.

Those who order a 911 Turbo with an automatic gearbox have to make do with five instead of six gears. But more significantly, ordering Tiptronic robs the driver of some of the involvement that's so crucial to creating a satisfying driving experience, and occasionally patronizes him or her with an untimely upshift. On this score, the clutch pedal-equipped R8 is the most involving car in this test. Its shift throws are short and precise, and accompanied by a satisfying ≥click≤ as the lever move from gate to gate.

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However, our Turbo's combination of an automatic gearbox and all-wheel drive, as well as a mountain of torque-457 lb-ft versus 343 lb-ft for the F430 and just 317 lb-ft for the R8-makes it a cinch to reach 62 mph in 3.7 seconds (the Tiptronic Turbo is actually quicker than the manual). Though the Turbo is the hardest-accelerating car of the three, the two naturally aspirated cars have it beat in terms of throttle response. Its top speed of 193 mph is also eclipsed by the Ferrari, which can hit 196 mph.

The heavy (3,494-pound) but compact-feeling Porsche excels in the most important discipline, handling. Its sharp responses and unbelievable stability provides the driver with the feeling of near invincibility, as well as the most feedback through the steering wheel. The knife-sharp and relatively lightweight (3,197-pound) Ferrari also gives its driver incredible contact with the road. Through extremely tight corners, the F430's a bit sharper than the Porsche, thanks in part to its electronically controlled rear differential. Both cars are fitted with adjustable suspension, allowing them to strike a near ideal balance between ride and handling in just about every driving condition.

The 3,439-pound R8 also has adjustable shocks-though they're optional, unlike the standard units on the Porsche and Ferrari. These Magnetic Ride units do a good job of dampening out road irregularities, but unfortunately the Audi's chassis doesn't convey the same sense of intimacy back to the driver as do those from Maranello and Stuttgart. The R8's suspension tuning is more on the safe side of the spectrum. As a result, it understeers more than the others, though with its electronic driver-aid system turned off, the R8's tail can be coaxed out.

All three of our test cars are equipped with optional carbon-ceramic brakes, and each car has excellent stopping power. There are, however, subtle differences in how they perform. The Audi's brakes are more sensitive to temperature than the others, needing to be warmed up before the pedal travel shortens to a more preferable range. The Porsche's brakes offer more precision when cold, but are somewhat noisy until warmed up. Though quiet and easy to control, the Ferrari's brakes don't seem to offer the same level of fade resistance as the others. However, a final judgement would require a trip to the test track.

This test left us with no doubt about Audi's ability to compete in the supercar market. While the R8 falls short of the 911 Turbo and F430 in terms of its dynamic abilities-it lacks the Porsche's outright speed and the Ferrari's sensual allure-it is not far behind. More importantly, it offers a different take on the high-end sports-car theme: The R8 has the exotic appeal of a supercar, yet combines this with the comfort and refinement of a GT. Its lower price also makes it an attractive alternative to the established players.

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