Audi R8 First Drives!

[blue8]

World Exclusive! 2008 Audi R8 first drive

By Angus MacKenzie

The all-new R8 takes Audi into territory it's never been before - somewhere between Porsche and Ferrari. It's a bold move, and one that not even bigger, more experienced rivals Mercedes-Benz and BMW have managed to achieve successfully, despite a number of serious attempts with cars like the McLaren SLR and M1. So what makes Audi think it can do it?

The answer, in part, is dramatic design and advanced technology. The R8's cab-forward stance, aggressive graphics, taut surfacing, and jewel-like detailing are a thoroughly contemporary take on the sports car theme that make both the Porsche 911 and Ferrari's F430 look old fashioned. Under the skin is an aluminum space frame, a mid-mounted 4.2-liter V-8 that delivers 100hp-per-liter without supercharging, all-wheel drive, and sophisticated aerodynamics. This car was the pet project of former Audi boss Martin Winterkorn - newly promoted to head of the entire VW Group - and it shows.

Slide in behind the wheel and the R8 is at once surprising and familiar. The familiar stuff is all the Audi hardware - instruments, switchgear, even the MMI user-interface system - lifted from the sedans. The interior design is unique to R8 and driver-focused, but it's as beautifully finished and tightly assembled as that of an A8. The surprising stuff is how roomy the cabin feels - the seats slide waaay back, there's enough headroom for an NBA player, and you can even store a couple of golf bags on the shelf behind the seats - and how good the all-round visibility is for a mid-engined car.

Twist the key, and the 420hp V-8 - fundamentally the same engine as used in the RS4, though with a dry-sump to get it lower in the car and cope better with high-G cornering - booms into life behind your shoulder blades. It sounds cammier, more mechanical than in the RS4, mainly because there's less sound deadening around it.

Two six speed transmissions will be available for the R8 when it goes on sale here in the U.S. later this year, both shared with the R8's close cousin, Lamborghini's Gallardo. Local Audi execs predict 50 to 70 percent of U.S. R8 buyers will choose the automated manual (an updated version of the Lambo's E-gear system called R tronic) over the regular version (which has the same metallic gate as the Gallardo). If you're smart, though, you'll choose to be in the minority - although improved, R tronic is nowhere near as crisp and responsive as Ferrari's F1 automatic manual, and nowhere near as smooth and refined as VW Group's own twin-clutch DSG (which is only available with transverse-mounted engines for now).

Run the R8 through the gears and the V-8 spins right to its 8250rpm redline with a velveteen growl and an elastic surge of thrust that will get you to 60mph in a tick over four seconds. Some 90 percent of the engine's peak torque of 317lb-ft is available between 3500 and 7500rpm, which is good news because you don't need to be constantly muscling the somewhat deliberate shifter to keep the R8 on the boil.

In fact, the overwhelming first impression of the R8 is just how effortless it is to drive. The ride is excellent for mid-engine sports car on low profile tires (our tester had the optional 19 inch rims fitted with 235/35ZR19 Pirelli P Zeros up front and 295/30ZR19 boots at the rear; standard wheel is an 18 inch item). On cars with the optional magnetic ride shocks there seemed little difference in the ride quality between the standard and the sport settings, although the car turned in harder and rolled less in sport mode.

The R8 shares its basic layout, aluminum space frame construction, and a number of components with the Lamborghini Gallardo. But it's a very different car, and not just because of a wheelbase that's 3.5 inches longer than the Lambo's. Front suspension is similar, but at the rear is a new toe-control link promotes rear wheel toe-in during hard cornering to improve stability. The R8 also has much more wheel travel than the Gallardo, and is more softly sprung and damped. Front to rear weight distribution is identical at 44/56 percent, making the R8 the most rear-biased Audi in modern history, a trait amplified by the variable torque split, which funnels as little as 15 percent and no more than 35 percent of the traction action to the front wheels.

On the race track the R8 will understeer through the turns until you lift off the gas, when the tail will come around. It's not a white-knuckle snap, but a smooth, clearly telegraphed transition that's easy to predict. With the traction control disabled (which automatically lifts the intervention threshold of the stability control) the R8 will drift gently through the turn in a beautifully predictable slide. To get really sideways you need to switch off the stability control altogether, but in truth you'll be a lot slower around the track.

Audi engineers say they wanted the limits of the R8's chassis to be more approachable than those normally associated with a mid-engined supercar, or the tail heavy Porsche 911. "It starts to rotate [from understeer to oversteer] earlier than a 911," admitted one, "but it's much more controllable." It certainly feels very confidence inspiring, and there's little evidence to suggest the R8's ultimate dynamic ability has been compromised much - Audi sources claim that with a lap time of 7min 55sec, the R8 is only 11 seconds slower around the legendary 14 mile Nurburgring Nordschliefe than the Lamborghini Gallardo, which of course has 100hp more.

In terms of ride, stability and agility, then, the R8 is truly impressive. It stops well, too, thanks to the vented and cross-drilled disc brakes all round. Audi offers ceramic brakes as an option. The front rotors are a massive 15 inches in diameter, are clamped by eight piston calipers, and can be dynamited lap after lap without inducing the merest hint of fade. The ceramics are overkill for the street, though, and difficult to modulate smoothly, especially around town. And at about $10,000, they're not cheap.

The R8's biggest dynamic weakness is its video-game steering, which just doesn't have the clarity of an F430 or the tactility of a 911, even an all-wheel drive Carrera 4. The steering is accurate, but there's little feel or feedback through the helm; little sense that you're intimately connected to what's going on at the front of the car. The corollary of this, of course, is the R8 is very relaxing on the freeway.

Final pricing has yet to be determined, but it's expected the R8 will retail for $110,000 to $120,000. That puts it in well-specced 911 Carrera 4S or base 911 Turbo territory, but well under F430 and Gallardo. It needs better steering, and a DSG transmission, but overall the R8 is an intriguing ride. It's not as raw as the 911, nor as surgical as the F430; if anything, it comes across as a mid-engine GT you can use 24/7 like a Porsche, with a user-friendliness that recalls an Acura NSX.

2008 AUDI R8
Base price $110,000-$120,000 (MT est)
Vehicle layout Mid-engine, AWD, 2-pass, 2-door coupe
Engine 4.2L/420hp/317lb-ft direct-injection DOHC 32-valve V-8
Transmission 6-speed manual and automated manual
0-60 mph 4.1sec (MT est)
Top speed 187mph (Mfr est)

THE FRAME

The R8 uses the latest iteration of the aluminum space frame technology Audi has been developing since the 1990s. The load bearing structure consists of extruded aluminum sections linked by pressure-cast aluminum nodular joints. Aluminum panels are incorporated to add rigidity. The complete body features 325 ft of seam welds, 308 self-tapping screws, 782 rivets, and weighs just over 460 lb.
Click Here!

THE UNDERTRAY

Audi has paid a lot of attention to optimizing the R8's aerodynamics. The fully enclosed undertray features race-car style diffusers ahead of the front and rear wheels, and at the rear of the car that work in conjunction with a rear spoiler that deploys at speed to generate downforce. The NACA duct between the front wheels is to cool the front differential; the one in the middle of the car is for cooling the fuel tank; and the three at the rear of the car are for engine compartment cooling.

THE ENGINE

The 4.2-liter V-8 develops 420 horsepower and will rev to 8250 rpm. At 90 percent of its 317 lb-ft of maximum torque is available between 3500 and 7500 rpm. Audi's FSI direct injection system allows a 12.5:1 compression ratio, and a dry sump system allows the engine to be located lower in the frame, lowering the overall center of gravity.

THE SUSPENSION

The engine is slightly offset from the centerline of the car to allow driveshaft to exit the transmission and run forward to the front differential. Suspension is double wishbone all-round, similar to the Lamborghini Gallardo, but with the addition of a toe-control link to improve stability during cornering.

THE BRAKES

Optional ceramic brake package features 15 inch front rotors with six piston calipers. The discs are made from silicon carbide embedded with high-strength carbon fibers. Audi claims the ceramic system saves almost 10lb in unsprung weight, and that the rotors will last up to 186,000 miles. Likely cost for the U.S. would be about $10,000.

THE LIGHTS

The 12 bright white LED running lights give the R8 a unique "light signature" at night and surround LED headlights that are a world first for a production car, using a total of 22 light emitting diodes arranged in seven groups of two or four and projecting their light via a complex array of reflectors and lenses.

THE PLANT

The R8 will be built at Audi's Neckarsulm plant in Germany, which specializes in the production of aluminum space frame vehicles. Output is just 22 vehicles a day, and total production will be limited to about 4000 vehicles a year. There are 5196 parts in the R8, and many arrive pre-assembled, including the engine, which is built in Audi's plant in Gyor, Hungary.

- i think some German magazines have driven the car before even comparing it to the Gallardo and F430... good article anyway

[inso]

http://www.motortrend.com/roadtests/...1_2008_audi_r8
with pictures, White <3 <3

[TopGearNL]

Thanks Blue8 8)

[yg60m]

Thanks dude Can't wait to see the first video tests. I know it's scheduled on AMS next sunday

[McLaren4eVa]

Thanks blue8, interesting read and like yg60m i can't wait for the road tests.

[martin100]

Yep, its not the first drive like you´ve written. AutoBild has driven it several times before. But there is no real comparison test yet!

[RCV]

Looks rather interesting, this Audi. Do you guys think it´ll be a sales success? Would you own one of these?

[sentra_dude]

Cool article, the first review I've read of it definitely. That being said, why do they have to go and say something stupid like "World Exclusive!" when other mags have already driven it...:roll:

Sounds like a really top quality car, and unique looks for sure. That being said, would I drop $120,000 on one of these? Nah...I think I'd opt for a 997 turbo if I was spending that kind of cash. 8)

Thanks.

[TopGearNL]

Originally Posted by RCV Looks rather interesting, this Audi. Do you guys think it´ll be a sales success? Would you own one of these?

Theres a big topic going on about the Audi R8 but no I wouldn't like to own one and I can't really say anything about whether it will be a succes or not, personally I don't think so... :bah:

[blue8]

Motor Trend Video:
http://www.motortrend.com/av/feature...udi_r8_driving

From CAR Magazine:

A mid-engined supercar from Audi – how extraordinary...
Make no mistake, this is a seminal motoring moment. The R8 is Audi’s first mid-engined supercar, designed to prove that Ingolstadt can mix it with pedigree sporting brands like BMW and Porsche.

The launch version – running a V8 – costs £77k, a chunky price tag which illustrates Audi’s three-decade transformation into a true luxury car player. And with a 187mph top speed, it’s also the fastest production Audi. All very exciting – but does the driving experience live up to this billling…

Cut to the chase: does it handle?
Yes – better than any current Audi. With the 414bhp 4.2-litre mounted amidships in a beautiful carbonfibre cradle, the R8 eliminates Audi’s typically nose-heavy dynamics.

Only 44 percent of weight is up front, although the massive overhang could fool some into thinking the lump hangs over the front axle. Until you peer into that glass display case up back, the trademark of an Italian exotic.


It’s like a Lamborghini then…
Funny you should say that. The R8 has the same aluminium spaceframe construction as the Gallardo from Audi’s Italian outpost, and it sends power to all four wheels, too. But the R8 is a very different beast. It’s 131mm longer overall, and the R8 is pitched as an everyday supercar, with heaps of space for two and no fear of claustrophobia.

Visibility is unusually good for a sports car, too. And Audi claims there’s room for two sets of golf clubs between seat backs and bulkhead (although you might wish to take your set to the showroom before buying), and the undivided front boot is more practical than a Gallardo’s.

The cockpit has neat design touches like asymmetric door handles and bright white instrument graphics, and the materials are fabulous. It’s certainly superior to its Lamborghini counterpart, despite an asking price some £30k cheaper.

Grippy four-wheel drive? Hardly a sideways machine, then…
Oh, it can be. First, hold down the stability control button for three seconds, and the system is deactivated. Second, find a slippery road surface – the dusty twisties of the Nevada desert (where the R8 was launched) were ideal. Third, swing the flat-bottomed wheel eagerly and boot the right pedal.

The back end swings out of line, and the slide can be choreographed nicely with the throttle. It won’t endlessly powerslide like an M3, but it’s fun enough to bring out the devil in you. And how many Audis can you say that about?

Are the controls more communicative, too?
The hydraulic rack takes three turns from lock-to-lock, but it’s quicker than it sounds. And you get a decent feel for the undulations of the scarred Nevada tarmac. Carbon ceramic brakes are available on the R8, but the standard steel ones – clamped by eight pistons up front and six at the back – are so aggressive, you can save your cash.

Don’t go for the sequential R-tronic box, either. A tweaked version of the Lambo’s e-gear transmission, it’s neither Ferrari F1 quick nor DSG smooth and is prone to judder in traffic. And the paddles are too small, so opt for the manual instead.

It's quick, I take it...
Of course, but acceleration doesn’t feel ballistic. Indeed, in today’s climate of nutty Q-cars, the RS6+ Avant is as fast as an R8 with a shared 4.6sec 0-62mph sprint. But here the V8 – the naturally aspirated, high-revver from the RS4 saloon – is perfectly positioned to make the hairs erect on the back of your neck, rather than being slung out up front.

Yet the R8 sounds curiously quiet, unless you’re wringing its neck. You’ll have to drop to third or fourth for rapid progress at higher speeds, because the V8 is quite peaky. The forthcoming V10 version should address these quibbles, though.

I’m going off it…
Don’t. The R8 doesn’t feel staggeringly fast partly because it’s so refined. It’s not just the muffled engine, but the lack of wind noise at UK motorway speeds, and well-suppressed tyre noise. Wind the car up to 150mph and the R8 feels so well planted, so solid, that you could probably press on to the 187mph top speed without breaking sweat.

The ride quality is also sensational. The R8’s double wishbone suspension eliminates Audi’s typical loping gait, and the magnetic ride suspension option is a work of magic. Applying an electrical charge to magnetic particles in the damper fluid stiffens them, tying down the body while maintaining comfort levels.

Verdict
An Audi supercar was a big risk, even though it was ameliorated by piggy-backing an established heavyweight like Lamborghini’s Gallardo. But Ingolstadt has pulled it off – spectacularly.

The R8 is handsome, dynamic and its refinement level carves out a new niche. If you want a supercar that rides well, and won’t wear you down on a long motorway drive, the R8 is your car.


Need to know: Audi R8
How much? £76,725
On sale in UK: summer
Engine: 4163cc 32v V8, 414bhp@7800rpm, 317lb ft@4500rpm
Transmission: Six-speed manual/semi-auto, four-wheel drive
Performance: 4.6sec 0-62mph, 187mph, 20.7mpg
How heavy/made of? 1565kg/ aluminium spaceframe
How big (length/width/height in mm)? 4431/1904/1252
Or try a... Porsche 911 Carrera S, Lamborghini Gallardo, BMW M6
Rating 4 out of 5
• READ OUR 17-PAGE DRIVE OF THE AUDI R8, SHOT ON LOCATION IN NEVADA, IN THE MARCH ISSUE OF CAR. IT HITS THE SHELVES ON 31 JANUARY

[Neema702]

Originally Posted by sentra_dude Sounds like a really top quality car, and unique looks for sure. That being said, would I drop $120,000 on one of these? Nah...I think I'd opt for a 997 turbo if I was spending that kind of cash. 8) Thanks.

Exactly! totally agree Senta_dude.

[martin100]

I really think it will success, and according to all magazines that have driven it, it seems to be awesome!

[TopGearNL]

Originally Posted by martin100 I really think it will success, and according to all magazines that have driven it, it seems to be awesome!

Ive read that too but whenever I see this car I always think about the NSX. Not from a technical point of view but from a marketing.

I still think its too expensive, because after all its still an Audi and look at all the stuff you can buy for $120,000

[blue8]

by the way, check the march 2007 issue of Winding Road for another comprehensive review on the R8 (with great pics too)!

[TopGearNL]

Originally Posted by brembo Originally Posted by TopGearNL Originally Posted by martin100 I really think it will success, and according to all magazines that have driven it, it seems to be awesome! Ive read that too but whenever I see this car I always think about the NSX. Not from a technical point of view but from a marketing. I still think its too expensive, because after all its still an Audi and look at all the stuff you can buy for $120,000 Well not too diss Honda or anything but Audi got more racing heritage than Honda, Audi also are for another segment of buyers than Honda are so I think it will be easier to sell the Audi...

That is true Brembo, no denial in that!

But I don't know if that will still make it a succes. Just have to wait and see, I do like the car I would just never buy it..