 The 2008 Audi R8 shares its basic structure with the Lamborghini Gallardo. |
Fast Friend
Audi's first supercar is surprisingly friendly, which might irk some enthusiast diehards. After all, "real" supercars are supposed to be expensive, hairy-chested beasts, crazy fast and a handful to drive, maybe even scary at times. They're not transportation. They're rolling symbols of wealth, auto smarts, and perhaps testosterone level, real or imagined.
The R8 is none of those things. To be sure, it's hardly cheap at $110,000 to start, and it's not exactly slow with 420 V8 horsepower to move just 3600 pounds. In fact, this is the fastest production car in Audi history, claimed to do 0-60 mph in around four seconds and 187 mph all out.
But anyone can build a compromised road rocket that gets wearing after half an hour. The R8 has blistering acceleration and Velcro-sticky handling, but it's also long haul comfortable and nine-to-five usable. After a five-day visit with one, we decided this is one of the most balanced and refined exotics since the late Acura NSX, which is high praise.
2008 Audi R8 Styling
Italian Bones, German MuscleThe 2008 Audi R8 wears aluminum body panels over an aluminum spaceframe. The "skeleton" is based on that of the Lamborghini Gallardo, another rear/mid-engine supermodel two-seater. Audi purchased the famed Italian company some 10 years ago, so the Gallardo bears heavy German influence. It's even built at Audi's home plant in Neckarsulm, Germany, which is where R8s go together.
 R8 is the fastest production car in Audi history, claimed to do 0-60 mph in around four seconds and 187 mph all out. |
But
the R8 is not a restyled Gallardo. For starters, it's longer and
taller, measuring 174.5 inches long (close to a Porsche 911), 75 inches
wide (including door mirrors) and 49.3 inches high. It's wheelbase is a
fairly generous 104.3 inches. In addition, the R8 is only a coupe, at
least for now, where the Gallardo also comes as a convertible. Both
feature all-wheel drive--Audi's Quattro system--but the R8 is 450-600
pounds heavier, scaling 3605 pounds with six-speed manual transmission.
The
Gallardo has a standard six-speed, too, with a slotted metal shift gate
that carries into the R8. A six-speed automated manual with
steering-wheel shift paddles is available for both cars, but the R8
uses a different transmission that Audi calls R-Tronic--and prices at a
hefty $9000. Unlike the dual-clutch S-tronic available on Audi TTs,
A3s, and A4s, R-tronic uses a single clutch for changing gears, and is thus a bit clunkier in operation.
There's
a big difference in engines. Where the Lambo runs a 5.0-liter V10 with
520-530 horsepower, the R8 uses a 4.2-liter V8 plucked from Audi's hot
RS4 compact sports sedan. That means all-aluminum construction, twin
overhead camshafts operating four valves per cylinder, and Audi's FSI
direct fuel injection. Horsepower is unchanged at 420, but the R8 is
treated to a racing-style "dry sump" lubrication with a separate oil
reservoir and twin pumps. This system assures proper oiling at the R8's
higher cornering forces versus the RS4. It also allows the engine to
sit lower behind the cockpit, which drops the center of gravity to the
benefit of handling. A specific exhaust system is tuned for stirring V8
sounds, ranging from a Detroit-style baritone idle to an Italian-aria
wail near the 8000-rpm redline, with a slight German accent in between.
Speaking
of rpms, the R8 V8 makes peak power at 7800 rpm and a maximum 317
pound-feet of torque at 4500-6000. Despite those lofty engine speeds,
Audi claims 90-percent torque is available between 3500 and 7600 revs.
Interestingly,
the R8 powertrain is slightly offset to starboard, with the propshaft
to the front differential angled on a slight diagonal to port. It's
unusual positioning, but almost impossible to spot. It was done mainly
for packaging reasons.
As with Porsche's all-wheel drive 911s,
the R8's Quattro system is biased to provide the handling
characteristics of a rear-drive performance car. The normal front/rear
power split is 10/90 percent, and no more than 35 percent goes forward
even if rear wheelspin occurs. Which is possible, as the standard Audi
ESP antiskid/traction-control system is calibrated to allow a little.
The ESP can be switched off entirely to allow a little slip-and-slide
action where conditions--and driver skill--warrant. That includes track
driving, which Audi expects some R8 owners will indulge in. Besides,
hot-car "street cred" demands a kill switch for such electronic safety
equipment.
2008 Audi R8 Body
Classic ChassisThe 2008 Audi R8 suspension is classic sports car. At each end are upper and lower A-arms or "wishbones", also rendered in aluminum, plus coil springs concentric with the shock absorbers, and the expected antiroll bar. R8s bound for North America get standard "magnetic ride" shocks like those available on the Chevrolet Corvette and other General Motors cars. These use a special "magnetorheological" fluid that changes viscosity (thickness) in the presence of a magnetic field. By varying field strength according to sensor input on road speed, steering angle, rate of wheel movement, and other factors, shock-absorber firmness is continuously adjusted to suit road surface and vehicle motion. A console switch allows further tailoring within Normal and firmer Sport modes.
 The 2008 Audi R8 is a low-slung job with bulging fenders, "cab forward" proportions, and an arched roofline sloping down to a trim tail. |
Body of Knowledge
Not surprisingly, the 2008 Audi R8 is a low-slung job with bulging fenders, "cab forward" proportions, and an arched roofline sloping down to a trim tail. Several design elements reflect the brand's competition experience. For example, a big Audi-signature "single frame" grille and large flanking air intakes not only feed the front-mounted radiator, but work with various hidden ducts to channel air efficiently under and through the car to generate stabilizing high-speed downforce.
A slim vertical air slot behind each door also helps cool the engine, as well as the rear brakes. Plastic "side blade" panels concealing these slots are styled to emphasize the rear-engine format, but not everyone likes their appearance. The blades are normally finished in matte-silver, but body-color and genuine carbon-fiber versions are available for $1000 and $2000, respectively.
Out back are large air-exhaust grilles with horizontal "strakes," echoing the front outboard openings. Simple oblong taillamps sit above them and employ "3D LED" technology as a claimed industry first. Below the grilles sit four exhaust pipes clustered in pairs astride a competition-style air diffuser. Capping things off is a discreet spoiler that pops up above 75 mph as another aid to high-speed stability. It goes back into hiding when speed drops to around 20 mph, but a console button allows deploying the winglet for "hey look at me" street theater. With all this, plus curvy body contours, the R8 claims a drag coefficient of 0.34, not outstanding, but okay for fairly wide machine.
Speaking of theater, the handsomely finished V8 is literally showcased beneath the rear window, which lifts hatchback style for access to a few routine service points. The Gallardo and Ferrari F430 engines are similarly exposed, but Audi goes one better with special engine-bay night lighting. No less dramatic is the string of small LED running lights that snake under the headlamp clusters, which Audi says are shaped like an "open pine cone." And get this: the headlamp reflector design was inspired by the Sydney Opera House in Australia. Audi says high-tech LED headlamps will be available next year.
2008 Audi R8 Experience
The Inside StoryAs expected of supercars with six-figure prices, the 2008 Audi R8 interior blends sporty function with luxury-sedan opulence. Standard seats for North America are six-way heated power buckets with two-stage power lumbar adjustment, leather-covered bolsters and suede-like Alcantara centers. Full leather is available for $2000. A $5500 "Extended Leather Package" adds cowhide to the dashtop, door panels, and other surfaces. An Alcantara headliner is $1300 extra. Curtain side airbags aren't offered, but the standard seat-mounted side airbags are sized to protect both head and torso.
Being an Audi, the R8 uses real aluminum to trim the pedals, gauges, climate-control knobs, and the manual-transmission shift gate. Gauges and minor controls are close to the driver, but the passenger can easily reach the center-mounted dashboard screen that's part of Audi's Multi Media Interface control for audio, climate, and trip computer functions, plus optional phone and navigation systems. The standard automatic climate control works via three simple knobs and several pushbuttons. All sit dead ahead of the gearlever, but aren't difficult to access when the driver isn't shifting. The MMI and $2000 "Navigation Plus" work like those on lesser Audis, so they're reasonably easy to figure out.
 Audi uses real aluminum to trim R8's pedals, gauges, climate-control knobs, and the manual-transmission shift gate. |
Despite outward appearances, the R8 cabin has plenty of head and legroom for six-footers. A racy flat-bottom steering wheel--shared with other Audis and even some Volkswagens, by the way--tilts and telescopes, but the manual adjustment seems mean at this price level. Some other interior bits also come from corporate bins, but it's not obvious, and Audi veterans should feel right at home.
Behind the seats is a carpeted ledge that's useful for storing purses, camera bags, and other small parcels. Audi says there's enough space there for two golf bags, but the clubs and the occupants would have to be Munchkin-size. Cabin storage is otherwise limited to a smallish dashboard glovebox and shallow door pockets.
Cargo space? Just 3.5 cubic feet, all in the nose, which explains the fairly long body overhang ahead of the front wheels. That's not much room, perhaps enough for two on a weekend getaway with careful packing. But hey, if you can afford this bullet, you can afford to send the luggage ahead.
Civilized Sizzler
For the first Audi of its kind, the 2008 Audi R8 is remarkably "right", and its few faults shouldn't be deal-breakers for wealthy sports-car connoisseurs. Its ground-hugging design and long doors make entry/exit a predictable chore except maybe for gymnasts, and visibility suffers a bit from the "flying buttress" rear roof pillars and sloping back window. The ride, though quite tolerable for a performance car, gets restless on patchy pavement, and sharp bumps and potholes can jolt, though we've endured worse. The manual transmission's metal shift gate is as Italian-traditional as minestrone, but can inhibit fast shifts. Clutch action could be better too. Perhaps we need more practice. The optional CD changer nestles like an afterthought in the cargo shelf behind your elbows, so loading means more stretching and straining. Good thing satellite radio is standard. Fuel economy exists in name only. The EPA's city/highway ratings are just 13/20 mpg with manual transmission and 13/18 with the R-tronic automated manual. We got 10.6 in mixed city/highway driving on premium gas, but that's partly because we just couldn't resist dipping into that soulful V8 power.
That mechanical heart is a big reason why the 2008 Audi R8 is such a civilized sizzler, as easy to drive as a garden-variety Corvette or Porsche 911, yet no less thrilling. Floor the throttle and it leaps ahead without drama, thanks to its AWD, ESP, and gumball tires. Midrange punch is equally muscular, with decent push available even in sixth gear from 65 mph on up. Steering is responsive and precise, firm but not heavy, informative without nasty kickback or shake. The brakes feel arresting-hook powerful, yet are easy to modulate. We weren't able to explore handling on the track, but in normal driving the R8 corners with virtually no body lean, an exceptionally well-planted feel, and what seems like near-infinite grip, at least with the antiskid/traction system engaged. Wet pavement may demand right-foot caution, but you'd have to work very hard--or do something really silly--to get this car out of shape.
Yet despite its racy manners and racy sounds, R8 will happily dawdle along in city traffic and won't fray your nerves on the freeway. You're always aware of the engine right behind you, plus coarse-surface tire thrum, but the cabin is amazingly well isolated for a hot mid-engine car. The R8 is certainly no noisier than some big-power sports sedans, so there's seldom a need to turn up the stereo or the volume of conversations.
Image Polisher
The 2008 Audi R8 is one of those image-polishing "halo" cars that manufacturers see as sales-boosters for their other models. Though Audi still trails far behind BMW, Mercedes, and Lexus in overall volume and brand cachet, it's on a strong upward sales track, and the R8 will doubtless help accelerate that. The fast first-year sellout is a positive sign.
Audi says the U.S. will get 800 or so R8s each year after 2007, which sounds meager but is actually rather a lot for this rarefied class. It may not be the ultimate in performance or snob-appeal, but the 2008 Audi R8 is a near pitch-perfect supercar that deserves a great deal of respect.