Audi R8 4.2 Fsi Quattro

The Age

Saturday May 24, 2008

Bruce Newton

Audi's first mid-engined sports car is definitely an attention seeker, writes Bruce Newton.

AUDI has for years sought to portray itself as a manufacturer of passionate as well as technically competent cars. The R8 is that desire in three dimensions.

It is a two-door, two-seat coupe with supercar performance, stunning original looks and, of course, a massive helping of technology.

Along the way, the R8 thumbs its nose at Audi's arch-rival BMW, which can offer no direct competitor. Instead, it heads straight for Porsche 911 territory. Giddy heights indeed.

WHAT DO YOU GET?

The R8 is based on a light but strong aluminium spaceframe chassis.

A dry-sump 4.2-litre direct injection V8 sits behind the cockpit, quattro all-wheel-drive handles power distribution and special dampers provide adaptive suspension control.

Photos don't do justice to the R8's exterior, which comes alive in the metal. It's purposeful without being brutal, yet also very 21st century.

It's an absolute traffic stopper, too.

Transmission choices are an orthodox six-speed manual or the automated R tronic. This six-speed gearbox employs a clutch but eschews a pedal. Gears are changed automatically, via the gear lever or steering-wheel paddles.

As tested here in R tronic guise, the R8 retails for $274,900, $15,000 more than the standard manual. That's also more expensive than the logical competition from Porsche, Aston Martin and Maserati.

Standard R8 equipment includes leather trim, satellite navigation, powered seats, six-CD audio (a Bang & Olufsen premium system is extra), cruise control, trip computer and lap timer.

HOW SAFE?

An R8 will never be independently crash-tested for a star rating. However, Audi will have built a strong, safe car.

An extensive standard safety list includes dual front and side thorax/head airbags, ABS and three-stage switchable traction and stability control. There are also bi-xenon headlights, a reversing camera, parking sensors and tyre-pressure monitoring (no spare tyre, of course).

WHAT'S INSIDE?

The interior of the R8 is of high quality, with lovely stitching of the leather and an exquisite level of fit and finish.

The cockpit is also very much driver-oriented, befitting a car with such sporting aspirations. Unlike other recent Audis, the instrument pod and centre stack are distinctly separate.

Further emphasising the car's intentions are a flat-bottomed three-spoke steering wheel and two beautifully tailored, brilliantly supportive and comfortable sports seats.

Getting in and out of them can be a challenge, though, as the R8 sits very low to the ground. And don't expect to take the full set of Louis Vuitton suitcases on a trip as combined luggage space (boot and the parcel shelf behind the seats) is only 190 litres.

UNDER THE BONNET

This engine has already seen service in Audi's brilliant RS4. A significant change for this application is dry sumping, which allows it to be sited lower, aiding the centre of gravity and therefore handling.

There's nothing petulant or high-strung here. While peak power (309 kW) doesn't arrive until 7800 rpm and peak torque (430 Nm) from 4500 rpm, there's tractability galore for cruising and even pottering.

Be more aggressive and the R8 rewards with an increasingly guttural induction growl that coincides with a rushing wave of acceleration. It's fast enough to feel truly quick but there's little sense of intimidation.

What lets the R8 down is the clunkiness of R tronic. Left to its own devices, it is ponderously slow and exasperatingly jerky. That particularly applies in the shorter gears. It is almost impossible to drive smoothly at idle speed, either in first or reverse.

By contrast, out on the open road the paddle changes are slick and the automated throttle blips delightful.

The R8 averaged 16.5 L/100 km during our test, well above the 13.6 L/100 km official figure.

It's not surprising that 98 RON fuel is recommended.

ON THE ROAD

Confident chassis balance and corruption-free steering make this a driver's car far superior to most Audis. The R8 rewards with incisive direction changes, plentiful grip, a flat stance, strong brake response and even a liveable ride. Push the button for the suspension's sports option and the whole scenario becomes harsher.

It's not as extreme as Porsche's PASM set-up, nor does the R8 have the 911's rear-engined handling idiosyncrasies. However, the Porsche still gets the nod for delicacy of its feedback and its ultimate ability.

The R8 is a challenge around town. Forward and side vision is fine but rear three-quarter is restricted. The wide rear flanks and low ride height make tight spaces and gutters a nerve-racking experience. Throw the recalcitrant gearbox into the equation and you're better off taking the A3, A4, A5, A6 or A8 to the shops.

VERDICT

Audi has set itself a tough task with the R8 and just about succeeded. What holds it back is the R tronic gearbox. The manual shapes as a better - and cheaper - alternative.

Not that $15,000 is such a big deal when you're spending $250,000-plus on a sports coupe. Either way, you get much more performance than you could ever legally tap on the road.

Of course, the R8 looks fast standing still and is the centre of attention wherever it goes. For some, that's enough. That it's not a 911 will attract others, and maybe deter a few.

AUDI R8 4.2 FSI QUATTRO 3/5.5

HOW MUCH: From $259,900.

ENGINE: 4.2-litre V8; 309 kW/430 Nm.

WHAT'S IT GOT: Dual front and side airbags, ABS, traction and stability control,

adaptive damping, all-wheel-drive, alarm, parking sensors, rear-view camera, tyre-pressure monitoring, bi-xenon headlights, climate control, cruise control, six-CD audio, trip computer, powered sports seats, leather trim, satellite navigation, alloy wheels.

FOR: Breathtakingly original looks, accessible performance, safe and involving dynamics, lovely interior quality.

AGAINST: R tronic is jerky at low speeds, lack of rearward visibility and low ride height make town driving a chore, sports setting makes ride harsh.

THE COMPETITION

PORSCHE 911 CARRERA 4S

HOW MUCH: From $243,000.

ENGINE: 3.8-litre flat six-cylinder; 261 kW/400 Nm.

SAFETY: No NCAP crash rating.

Four airbags, ABS, traction and stability control.

WHAT'S IT GOT: Leather trim, climate control, alloy wheels, active dampers, sunroof, six-CD audio, trip computer, cruise control, sat-nav, bi-xenon headlights, powered front seats.

FOR: A wonderfully dynamic, liveable combination; iconic shape.

AGAINST: Poor back-seat room, auto transmission average, stiff sports suspension, confusing controls.

OUR SCORE: 4/5.5

ASTON MARTIN V8 VANTAGE

HOW MUCH: From $236,300.

ENGINE: 4.3-litre V8;

283 kW/410 Nm.

SAFETY: No NCAP crash rating.

Four airbags, ABS, traction and stability control.

WHAT'S IT GOT: Climate control, alloy wheels, six-CD audio, leather trim, parking sensors, powered seats, trip computer.

FOR: Beautiful exterior, roaring V8 with big performance, exclusivity.

AGAINST: Manual gearbox too heavy, ride terse, options list long,

hit-and-miss interior.

OUR SCORE: 4/5

MASERATI GRANSPORT

HOW MUCH: From $248,500.

ENGINE: 4.2-litre V8;

295 kW/452 Nm.

SAFETY: No NCAP crash rating. Four airbags, ABS, traction and stability control.

WHAT'S IT GOT: Climate control, alloy wheels, cruise control, leather trim, trip computer, CD audio.

FOR: Engine from the gods, predictable handling, spacious by 2+2 standards.

AGAINST: Clunky gear change, brakes lack feel, poor cabin detailing.

OUR SCORE: 3/5.5

© 2008 The Age

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