Copy of article released today Carpoint Australia.
Supercar owners everywhere owe a huge debt of gratitude to Honda.
It stopped making its NSX a couple of years ago and, as yet, hasn't produced another. Honda's sole supercar contender was a watershed though, as it finally forced Ferrari, Lamborghini and the rest to lift their game. On reliability. On ergonomics. On build quality. The NSX was usable every day because it didn't chuck tantrums like the highly-strung Italians.
Now there's another contender raising the bar on supercars, and not from Italy.
Audi's first attempt at the genre won't go down as the fastest, best-sounding, most beautiful or most desirable supercar you can buy. And despite limiting production to just 20 R8s a day, Audi could still learn a lot about exclusivity from Ferrari or Aston Martin.
But the R8 is a landmark nonetheless, both for the supercar genre and for the brand.
I stepped from an R8 into a Q7, Audi's gargantuan SUV. It was a lesson in contrasts, and not just for the obvious reasons. The Q7 has enormous cushiony tyres and because it's so tall, there's plenty of room for the suspension to do its stuff. But the more comfortable, better riding car was the R8.
That was quite a surprise, and now I'm afraid all other supercars will feel like go-karts.
Happily, the R8's ride quality doesn't come at the expense of handling, and you can put that down to its fancy magnetic dampers. The chassis feels very alert, hugs the tarmac like a clam and lacks obvious flaws such as the understeer that can blight some all-wheel drives. Instead, it's very disciplined but with an emphasis on the carrot rather than the stick.
This supremely competent car’s very easy to drive. There's no lack of character here either, and to me it felt like a Lotus might feel if it had been built by Germans.
Another departure from the supercar norm is the R8's design. Audi has been treading a fine line with some of the exterior detailing lately and is in danger of overdoing it. Any more LED lights and the cars will twinkle like a department store at Christmas.
There's no doubting the drama of the R8 shape though, emphasised by some daring features such as the contrasting “blades” behind the doors. A clear engine-cover displays the V8 to advantage behind the cabin, in typical show-off supercar fashion.
To my eyes it was taller than expected at first sight and the front overhang seemed a bit long. To other roads users, it was a cause for cheer.
Inside, it's the driver's turn to applaud. Audi takes its usual detailing to a new exquisite level. The knurled metal gear shifter and its slotted metal plate were a special favourite, but the seats and pedals are also very pleasing. Even the flat-bottomed steering wheel, which looks cheap and plasticky in some Audis, is splendid here. It's just the right size, and perfectly trimmed in leather.
In fact the whole cabin has Audi's typically clean and well-organised air. If there's a criticism, it's the contrived sweep of styling that's designed to impart a sense of being in a “cockpit” by partly enclosing the driver.
A lesser sin, considering the limitations of mid-engined supercar design, is the lack of vision. It's restricted rearwards (and the rear glass needs a wiper) and forwards, with a very wide base to the A-pillars.
But the controls mark a big step forward in Audi's bid for driver appeal. They all have a directness and subtlety that's closer to Porsche in quality than regular Audi stuff. The gearshift is terrifically satisfying to use as you double-clunk into the next slot against the weight of the spring. The clutch and throttle are nicely weighted, and between them they connect the driver directly to the responsive, torquey V8.
This unit revs brilliantly and while it doesn't soar like a Ferrari, there's plenty to love in the soundtrack.
The car is quick and there's a generous, torquey mid-range, which means you can leave the R8 in sixth and trundle around with the engine barely turning over. The brake pedal can be a bit numb at first, although it's miles ahead of the usual, over-sensitive Audi set-ups. A bit of kickback through the steering wheel over bumps isn't desirable, but demonstrates a lot more connection to the road than Audis can usually muster.
All told, this is an Audi any driver will relish.
However, before soccer mums descend on Audi dealerships hoping to trade in their Q7s for something a little more comfortable, it should be pointed out that Audi hasn't dodged the usual supercar space and cargo compromises. There's a front bin under the bonnet, akin to the Porsche 911. But not a lot else.
There's little doubt Audi has leveraged its ownership of Lamborghini to build this car and along the way there's been a wholesale borrowing of parts. But Audi insists that was just the starting point, and that rings true.
The R8 doesn't feel like a Lamborghini and is all the better for not feeling much like an Audi, either. Let's hope the R8 isn't a one-off like the Honda NSX threatens to be.
--------------------------------------------------------------------------------
Need to know
Audi R8
Engine: 4.2-litre V8
Outputs: 309kW at 7800rpm; 430Nm at 4500rpm
Transmission: Six-speed manual, all-wheel drive
Price: $259,900
On sale: Now
- The Australian
Supercar owners everywhere owe a huge debt of gratitude to Honda.
It stopped making its NSX a couple of years ago and, as yet, hasn't produced another. Honda's sole supercar contender was a watershed though, as it finally forced Ferrari, Lamborghini and the rest to lift their game. On reliability. On ergonomics. On build quality. The NSX was usable every day because it didn't chuck tantrums like the highly-strung Italians.
Now there's another contender raising the bar on supercars, and not from Italy.
Audi's first attempt at the genre won't go down as the fastest, best-sounding, most beautiful or most desirable supercar you can buy. And despite limiting production to just 20 R8s a day, Audi could still learn a lot about exclusivity from Ferrari or Aston Martin.
But the R8 is a landmark nonetheless, both for the supercar genre and for the brand.
I stepped from an R8 into a Q7, Audi's gargantuan SUV. It was a lesson in contrasts, and not just for the obvious reasons. The Q7 has enormous cushiony tyres and because it's so tall, there's plenty of room for the suspension to do its stuff. But the more comfortable, better riding car was the R8.
That was quite a surprise, and now I'm afraid all other supercars will feel like go-karts.
Happily, the R8's ride quality doesn't come at the expense of handling, and you can put that down to its fancy magnetic dampers. The chassis feels very alert, hugs the tarmac like a clam and lacks obvious flaws such as the understeer that can blight some all-wheel drives. Instead, it's very disciplined but with an emphasis on the carrot rather than the stick.
This supremely competent car’s very easy to drive. There's no lack of character here either, and to me it felt like a Lotus might feel if it had been built by Germans.
Another departure from the supercar norm is the R8's design. Audi has been treading a fine line with some of the exterior detailing lately and is in danger of overdoing it. Any more LED lights and the cars will twinkle like a department store at Christmas.
There's no doubting the drama of the R8 shape though, emphasised by some daring features such as the contrasting “blades” behind the doors. A clear engine-cover displays the V8 to advantage behind the cabin, in typical show-off supercar fashion.
To my eyes it was taller than expected at first sight and the front overhang seemed a bit long. To other roads users, it was a cause for cheer.
Inside, it's the driver's turn to applaud. Audi takes its usual detailing to a new exquisite level. The knurled metal gear shifter and its slotted metal plate were a special favourite, but the seats and pedals are also very pleasing. Even the flat-bottomed steering wheel, which looks cheap and plasticky in some Audis, is splendid here. It's just the right size, and perfectly trimmed in leather.
In fact the whole cabin has Audi's typically clean and well-organised air. If there's a criticism, it's the contrived sweep of styling that's designed to impart a sense of being in a “cockpit” by partly enclosing the driver.
A lesser sin, considering the limitations of mid-engined supercar design, is the lack of vision. It's restricted rearwards (and the rear glass needs a wiper) and forwards, with a very wide base to the A-pillars.
But the controls mark a big step forward in Audi's bid for driver appeal. They all have a directness and subtlety that's closer to Porsche in quality than regular Audi stuff. The gearshift is terrifically satisfying to use as you double-clunk into the next slot against the weight of the spring. The clutch and throttle are nicely weighted, and between them they connect the driver directly to the responsive, torquey V8.
This unit revs brilliantly and while it doesn't soar like a Ferrari, there's plenty to love in the soundtrack.
The car is quick and there's a generous, torquey mid-range, which means you can leave the R8 in sixth and trundle around with the engine barely turning over. The brake pedal can be a bit numb at first, although it's miles ahead of the usual, over-sensitive Audi set-ups. A bit of kickback through the steering wheel over bumps isn't desirable, but demonstrates a lot more connection to the road than Audis can usually muster.
All told, this is an Audi any driver will relish.
However, before soccer mums descend on Audi dealerships hoping to trade in their Q7s for something a little more comfortable, it should be pointed out that Audi hasn't dodged the usual supercar space and cargo compromises. There's a front bin under the bonnet, akin to the Porsche 911. But not a lot else.
There's little doubt Audi has leveraged its ownership of Lamborghini to build this car and along the way there's been a wholesale borrowing of parts. But Audi insists that was just the starting point, and that rings true.
The R8 doesn't feel like a Lamborghini and is all the better for not feeling much like an Audi, either. Let's hope the R8 isn't a one-off like the Honda NSX threatens to be.
--------------------------------------------------------------------------------
Need to know
Audi R8
Engine: 4.2-litre V8
Outputs: 309kW at 7800rpm; 430Nm at 4500rpm
Transmission: Six-speed manual, all-wheel drive
Price: $259,900
On sale: Now
- The Australian
