R8 generates plenty of lateral gripThe first chance to sample Audi’s supercar on European terrain, and the deserted D- and N-roads around Le Castellet are a pretty fair representation of what a British B would throw at the R8. There are bumps, broken asphalt, even Irish-style gravel at junctions.
This would normally pose a problem for Audi, because while it has a fair history of making belting engines, its chassis have frequently fallen short of their potential. The S-Line range, in particular, seems to be devoted to people with no liking for suspension whatsoever. So if the R8 is to succeed – if it is to stand any chance against Porsche’s 911 (at which it is squarely aimed, let’s face it) – then Audi has to prove that it can produce a chassis that’s both pliable and exploitable.
V8 is dry sumped - unlike RS4
It’s time to open the windows, then feel the noise. And it works. Somehow, a bit of exhaust reverb makes all the difference here. There’s no doubt that Audi has made the V8 a little peaky to extract that 414bhp, and the engine– aurally and in performance terms – feels a tad sleepy beneath 4000rpm.
Thereafter, however, it becomes visceral - a thudding, angry brute screaming for the red line with force, but never losing the oily smoothness its cutting edge technology affords it. It’s great, in other words.
And the handling? Think ‘safe’ and you won’t go far wrong. I guess that while the 911 has a history of being a bit of an animal, and therefore has to deliver at least part of that to live up to its reputation and to excite its core fans, the R8 can fall back on Audi’s motorsport history, which to most of us is based on Quattros running rings around two-wheel-drive cars. Accordingly, don’t expect to squeeze the throttle and bring the rear around to aid turn-in, because this is a car that prefers to grip solidly – mightily in fact - and simply go where it’s pointed.
The steering is direct and the R8 certainly finds apexes better than any front-engined Audi (perish the thought that it wouldn’t) but it doesn’t offer much in the way of genuine feel as to what’s happening down at road-level.
Overall, the interaction and sense of adjustability found in the most exploitable and rewarding sportscars is not quite there, but at the same time, what considerable fun there is to be had is easily accessible.
The other superb Audi interior
The whole process is helped by a decent manual ‘gate’ six-speed gearbox which is a little notchy, but quick enough.
When the thought of heeling and toeing fills you with dread (and a warning, the Audi’s brake pedal is so aggressively servo-ed that even a mid-eighties F1 driver would struggle), the R-tronic sequential automatic gearbox will make equally rapid (if slightly more brutal) upchanges, then blip for you on the way back down.
The R8 is a creation that successfully breaches the gap between head-turning, street-stopping supercar looks, and the usability and dependability of the 911. Which is no small achievement. Combine that with an exquisite interior which feels like it could survive an assault from the Brentford ASBO Society, and the case for the R8 gets ever stronger.
This would normally pose a problem for Audi, because while it has a fair history of making belting engines, its chassis have frequently fallen short of their potential. The S-Line range, in particular, seems to be devoted to people with no liking for suspension whatsoever. So if the R8 is to succeed – if it is to stand any chance against Porsche’s 911 (at which it is squarely aimed, let’s face it) – then Audi has to prove that it can produce a chassis that’s both pliable and exploitable.
V8 is dry sumped - unlike RS4
It’s time to open the windows, then feel the noise. And it works. Somehow, a bit of exhaust reverb makes all the difference here. There’s no doubt that Audi has made the V8 a little peaky to extract that 414bhp, and the engine– aurally and in performance terms – feels a tad sleepy beneath 4000rpm.
Thereafter, however, it becomes visceral - a thudding, angry brute screaming for the red line with force, but never losing the oily smoothness its cutting edge technology affords it. It’s great, in other words.
And the handling? Think ‘safe’ and you won’t go far wrong. I guess that while the 911 has a history of being a bit of an animal, and therefore has to deliver at least part of that to live up to its reputation and to excite its core fans, the R8 can fall back on Audi’s motorsport history, which to most of us is based on Quattros running rings around two-wheel-drive cars. Accordingly, don’t expect to squeeze the throttle and bring the rear around to aid turn-in, because this is a car that prefers to grip solidly – mightily in fact - and simply go where it’s pointed.
The steering is direct and the R8 certainly finds apexes better than any front-engined Audi (perish the thought that it wouldn’t) but it doesn’t offer much in the way of genuine feel as to what’s happening down at road-level.
Overall, the interaction and sense of adjustability found in the most exploitable and rewarding sportscars is not quite there, but at the same time, what considerable fun there is to be had is easily accessible.
The other superb Audi interior
The whole process is helped by a decent manual ‘gate’ six-speed gearbox which is a little notchy, but quick enough.
When the thought of heeling and toeing fills you with dread (and a warning, the Audi’s brake pedal is so aggressively servo-ed that even a mid-eighties F1 driver would struggle), the R-tronic sequential automatic gearbox will make equally rapid (if slightly more brutal) upchanges, then blip for you on the way back down.
The R8 is a creation that successfully breaches the gap between head-turning, street-stopping supercar looks, and the usability and dependability of the 911. Which is no small achievement. Combine that with an exquisite interior which feels like it could survive an assault from the Brentford ASBO Society, and the case for the R8 gets ever stronger.
