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ALL-NEW Audi R8 (2017) second generation A supercar with style and substance in a seductive shell. EPA ECON CITY/HWY...
ALL-NEW Audi R8 (2017) second generation
A supercar with style and substance in a seductive shell.

EPA ECON CITY/HWY: 16/23 MPG; 90 MPG-E COMB (E-TRON)* 0-60 MPG: 3.0-4.0 SEC*

The Audi R8 is a frontrunner for an Automobile All-Stars award, not only because we loved the original Audi R8 but also because the supercar with which the R8 shares its bones and V10 engine, the Lamborghini Huracán, just won an Automobile All-Stars award. The exterior styling has evolved handsomely, and a 12.3-inch screen replaces the gauge cluster inside the car.

Sadly, the naturally aspirated, mid-mounted V-8 and metal-gated, 6-speed manual transmission from the last Audi R8 aren’t coming back.

BASE USA PRICE $165,000-$185,000*
BODY TYPE Coupe, convertible

Base Engine
5.2L/540-hp/398-lb-ft V10
Opt Engine 5.2L/610-hp/413-lb-ft V10; 456-hp/679-lb-ft electric
Drivetrain Mid-engine, RWD/AWD
Transmission 7-sp twin-cl auto; 1A*
Basic Warranty 4 yrs/50,000 miles
IntelliChoice 5-Yr Retained Value 52%
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  •   Daniel 1982 reacted to this post about 6 months ago
    Audi returns to Le Mans

    For years the German marque straddled Le Mans like a colossus. Then it left. Jake Groves leads the comeback.
    Audi bailed out of the World Endurance Championship back in 2016, after a decade and a half of near-complete dominanace. Its swansong was the Audi Sport Team Joest R18, but the story began with the R8 – the R8R contested the 1999 race. Heck, even the R8 production car’s concept forebear was called the Le Mans Concept.

    So, when you’re invited to Le Mans, glamping, and with the opportunity to rub shoulders with some famous people (courtesy in my case of Aston Martin Racing, not Audi), taking our R8 to one of the most famous races on the planet is a no-brainer. I’ll be the closest thing to a 2019 Le Mans entry Audi Sport will have – hell, they should be paying me for this.

    Lumpy, congested British motorways and fast, clean French autoroutes generally don’t make for a particularly thrilling drive. But when you have 10 cylinders, a foldable roof and a near-continuous convoy of motorsport fans in similarly tasty cars all the way from Calais to Le Mans, you don’t stop smiling. At one point I even spend time in convoy with CAR’s James Taylor, who’s driving a Porsche 911 GT3 RS; some long tunnels allow for laugh-out-loud (and very childish) acceleration tests between the R8’s bassy midrange and the Porsche’s limiter-bouncing howls.

    I arrive at the campsite with no backache (the bucket seats are uncompromising but supportive) and ready for a weekend in any weather, the R8’s supposedly paltry frunk swallowing everything from T-shirts and shorts to chunky boots and a thick raincoat.

    The weekend itself proves unforgettable. I come away exhausted and temporaily deaf but it will be hard to beat watching the sunrise at Tertre Rouge, taking a helicopter ride over the track mid-race and testing my own endurance by staying up most of the night.

    Then, on the misty Monday morning after, I do the whole trip back again with a similarly wide smile on my face. That is, of course, after a quick blast up and down the Mulsanne straight, sneaking a few pictures on the second chicane.
    Any niggles? It’s a small one, but plenty of recent new Audis have an updated version of Virtual Cockpit that looks cleaner and comes with some cool graphics – something the A1 hatch gets but this facelifted supercar doesn’t, even though the two were launched at the same time. Oh, and there are a couple of creaks coming from the instrument cluster – again, not a dealbreaker, but evidence of the R8’s handmade origins.

    / #2019-Audi-R8-Spyder-Performance-Type-4S / #2019 / #Audi-R8-Spyder-Performance-Type-4S / #Audi-R8-Type-4S / #Audi-R8-Spyder-Performance / #Audi-R8-Spyder-Mk2 / #Audi-R8 / #Audi / #Audi-R8-Spyder

    Month 2

    The story so far

    All style, no substance? Le Mans and back will test the R8, asking that it lug all-weather camping gear, cruise long distances and still thrill when required

    + The attention you get; engine, pliancy in Comfort; engine; topless thrills; grip; did we mention the engine?
    - The attention you get; thirst

    Price £152,645 (£169,120 as tested)
    Performance 5204cc V10, 612bhp,
    0-62mph 3.2sec
    Max speed 204mph
    Efficiency 20.9-21.1mpg (official), 22.2mpg (tested), 302g/ km CO2
    Energy cost 30.1p per mile
    Miles this month 3575
    Total miles 7819


    Come on Audi, GTE next year? The R8 couldn’t look happier on Le Mans tarmac
    In the tunnels, the R8’s bassy midrange battles a Porsche 911 GT3 RS’s limiter bouncing howls
    • Ways to start the day come no finer:

      ? Naturally aspirated V10
      ? Spyder for fruity country smells
      ⭕️ Mid-engined poise for back-road thrills

      NoWays to start the day come no finer:

      ? Naturally aspirated V10
      ? Spyder for fruity country smells
      ⭕️ Mid-engined poise for back-road thrills

      No wonder jake-groves turns up to work grinning every day with this as his
        More ...
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  •   C Gooch reacted to this post about 1 year ago
    votren911 updated the picture of the group
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  •   C Gooch reacted to this post about 1 year ago
    / #2019-Audi-R8-V10-Performance / #2019 / #Audi-R8-V10-Performance / #Audi-R8-V10-Performance-Type-4S / #2019-Audi-R8-V10-Performance-Type-4S / #Audi-R8-Type-4S / #Audi-R8 / #Audi

    It’s a superstar supercar on the road, but how does the R8 fare on track?

    Should a 611bhp mid-engined supercar make a good track car? Reading that back it sounds like a contender for the easiest question asked since ‘Is F1 more interested in the minutiae of the rules than the racing?’

    KY19 NLF has, to date, proved to be a mixed bag on track. Its time has, as I write, been restricted to the first evo track evening of the season at Bedford Autodrome, but the changeable conditions provided the perfect canvas for the R8 to paint me a detailed dynamic picture.

    The first half-dozen laps were on a wet track and it took two laps of the Autodrome’s 3.8-mile GT circuit before the first strokes of feedback appeared, allowing me to pick out more detail on what was going on beneath me. Which on a greasy track and a set of Michelin Pilot Sport 4 S tyres struggling to generate any heat, wasn’t a great deal.

    Entry to low-speed turns had the front end struggling to find any grip, the steering taking on a lightness that mimicked the City steering setting on a 1999 Fiat Punto. And yet the R8’s quattro drivetrain doesn’t struggle on the exit when you start to feed in the V10’s power – unless you’re reckless with the throttle, that is, then there’s plenty of shuffling and slipping to manage, although this isn’t too much of an issue because the R8 comes to you when it starts to get squirmy.
    Mid-speed corners in the same conditions eradicate a large portion of the front-end vagueness on entry, but the transition from grip to slip and back to grip mid-corner isn’t as clearly telegraphed as you would hope for in a car with a 5.2-litre V10 positioned between the bulkhead and rear bumper. It takes a steady throttle and Guinness-smooth steering inputs to avoid a spiky mess of slip when you’d much prefer to be parallel to the circuit’s edge.

    It all comes together in the high-speed stuff. Which is reassuring. When you need the utmost commitment from the R8’s front end, you get it, the Pilot Sports finding purchase through the layer of grease, the steering coming back to you, the chassis chatting away. When you need the full processing power of Audi Sport’s engineers, the R8 delivers terabytes of data to your palms and backside.

    As conditions dry, the R8’s low- and mid-speed performance up their game, but strangely on the drier surface, at higher speeds, within a handful of laps you feel you’ve experienced everything the R8 has to offer. It feels a little synthesised, a sensation that could be down to our car’s optional #Dynamic-Steering and adaptive dampers, two components that have proved themselves to be great companions on the road. This sounds like a perfect excuse for me to try a non-Performance R8 without such features on track, as per the example that triumphed in our 911 group test in issue 262. Away from the track, the R8’s ability to switch from a supercar that will force your eyeballs out of their sockets when you use as much of its performance as you dare, to a car that could rival a Continental GT for suppleness, refinement and comfort, is showing it to be more at home on the road.

    Date acquired April 2019
    Total mileage 4423
    Mileage this month 1075
    Costs this month £0
    mpg this month 18.7
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  •   Adam Towler reacted to this post about 1 year ago
    CAR Audi R8 Spyder V10 END OF TERM

    / #Audi-R8-Spyder / #Audi-R8-Spyder-V10-Plus / #Audi / #Audi-R8-Mk2 / #Audi-R8-Spyder-Mk2 / #Audi-R8

    It’s farewell to our drop-top supercar – and its magnificent #V10 . But will we miss having an R8 as a daily driver?

    Knocking about in a drop-top supercar for half a year is likely to sit pretty high up on any petrolhead’s bucket-list. Running an R8 Spyder was, of course, a brilliant experience – one I may never be lucky enough to repeat. And with the Spyder’s £129,990 base price taken up to £167,740 by options such as carbonceramic brakes (£7700), the gloss carbon exterior styling pack (£4900) and the Sport Plus Pack (bringing Audi’s three-mode magnetic adaptive dampers, Dynamic Steering and a sports exhaust, for £3500), this R8 really was deep into supercar territory. But before I get into the many reasons why it was such fun, there are a few (decidedly first-world) irritations I want to air.

    My first complaint relates to the attention a car like the Spyder gets out on the road. Mostly the waves and the thumbs-ups and the friendly comments are all quite fun, but what I could have done without was the steady stream of morons who were determined to lure me into a street-race on motorways and dual carriageways. I’m no saint, and there will be drivers out there who’ll have vivid memories of a bright red projectile firing off into the distance, but mostly I just let them go.

    You could spot these bargain-bin Brian O’Conners a mile off. They’d approach at speed, then suddenly stand on the brakes when they clocked the R8’s extra-wide rump. They’d sit behind for a little while, too close for comfort, before pulling alongside. I never looked over to make eye contact, instead fixing my stare on the road ahead. From here they might circulate the car once or twice, or sit in front of it, or even flash their lights to try to get my attention. After a short while, once they’d realised there was no sport to be had, they’d disappear, probably to recount to their mates the time they roasted an R8 on the A43.

    Then there was the fact that a car such as this one stands out wherever it’s parked. I was always nervous about leaving it out on the street overnight (living in a city, I had no other choice), a concern that was realised one morning when I found the driver’s window had been smashed. Unless you happen to have secure parking wherever you go, I suspect that underlying nervousness is, sadly, part of the supercar ownership experience.

    There were a few annoyances relating specifically to the R8, too, notably the fixed-back bucket seats (a £3000 option), which I’ve written about far too often already, and the width of the thing, which made certain car parks hell to navigate. It also needed a quiet-start function, as my poor neighbours will attest. Does this all sound a bit moany?

    Perhaps it does. Regardless, in just about every other sense, running the Spyder was utterly brilliant.

    How could it not be? I always smiled to myself when I caught a glimpse of it. I made a point of dropping the little window behind the seats on every single journey, no matter how tedious, and stretching the magnificent engine all the way around to the 8500rpm red line, with the exhaust in sport mode, just to let the V10 howl flood into the cabin. There’s no better way to start the day. Or finish it, for that matter. I suggested when the car arrived that this exercise would be more a case of living with a whacking great V10 engine than running a particular car, and it’s certainly true that the motor dominated the entire R8 experience.

    Once the weather improved, sometime in March, I could actually use the car as its maker intended by getting the roof down. I found that quite a calming experience. I wouldn’t drive the car particularly hard with the hood lowered, but instead would stroke it along and enjoy the sounds and the smells and the fresh air. It isn’t often you can use 533 wild horses to their full potential on the road, so having something to enjoy about the R8 at moderate speeds was a massive boon.

    The car averaged around 23mpg, with high-20s just about achievable on a long, steady run. It didn’t need a service during its time with us, but it did need a fresh set of Pirelli P Zeros (just over £1000 fitted) soon before it went back to Audi. Smashed window aside, the R8 didn’t once let me down in any way – which, of course, is how it should be.

    One final thought. Having run a bona fide supercar as my everyday car, I’m not certain I’d be in a hurry to do it again. Not because the R8 was in any way taxing – given its massive performance and handling ability, it was actually very easy to use – but because I wouldn’t want to normalise what is actually a very special thing. I think I’d keep the supercar for weekends and driving holidays. After all, eating steak every night would soon wear thin.

    Date acquired November #2016
    Duration of test 6 months
    Total test mileage 9667
    Overall mpg 22.8
    Costs £1048 four tyres
    Purchase price £167,740
    Value today £120,000-135,000

    Left: Prosser took the R8 to north Wales for a farewell drive. Where better to enjoy that mighty, 533bhp V10 one last time?

    ‘There will be drivers out there who’ll have vivid memories of a bright red projectile firing off into the distance’
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  •   Jake Groves reacted to this post about 1 year ago
    CAR: #2015 / #2016 #Audi-R8-V10-Plus test / #Audi-R8 / #Audi / #Audi-R8-Mk2

    Now in the autumn start of Audi R8 through in his second spring. After 27 000 cars sold, the second generation of the mid-engine sports car rolled to the starting line. First test of the R8 V10 Plus with 610 hp.

    CAR GUIDE
    COSTS: top model V10 Plus with 610bhp from 187 400 euros
    For sale: from now
    SEGMENT: supersport for road and circuit
    COMPETITORS: Porsche 911 Turbo S 991 / Lamborghini Huracán

    The colour of the bruises on his knees could vary depending on the curve tempos. Nimble highway bend or fleet motorway exit, and Zack, already had a centrifugal force recolored the knee to the inner lining again. Fluctuating from the R8 past. Now, a split second after relent, the knee nestle on leathered pillows that Audi optionally builds on the door trim and centre console immediately. Welcome to the new #Audi-R8-V10 Plus. Thanks "Stippi" - the idea for the new upholstery comes from none other than the #Nordschleife Profi and Audi factory driver #Frank-Stippler .


    Just do not cut off: V10!

    But instead Nordschleife states today highways in the Swabian Alb. On the first few meters immediately falls on the significantly improved ergonomics in the R8-interior. While you had to squeeze as on a barstool at the Alcantara headliner in the predecessor model up, now drivers fit from 1.85 meters height thanks to low mounted seats easily in the mid-engine sports.


    Quick stop again and walk to the rear. Yeah, it is luckily still there, probably the most beautiful showcase of sports car construction. A pleasure for the minute free-sucking 5.2-liter V10 under the sight glass - rear window insert, while his style is not completely eradicated. Saddles sit, and further - instead of 550 now 610 horses waiting.

    Activate Launch Control and fire the projectile means motor under full load. Runs. Rumbling V10 primal, satisfying 3.2 seconds to 100. With a monstrously powerful traction of the R8 V10 Plus eats the asphalt and confirmed by the way its factory specification. Whether automatic or manual mode, with fast and jerk-free gear changes makes the dual-clutch transmission now finally the tough switching pause early R8 models forget.

    Always could be posing and straight fast the four-wheel drive, but in addition to the improved ergonomics he scores now with its driving dynamics. Previously, as one of the R8 in serpentine or on the racetrack with large steering angles knotted like arms. Player feedback is definitely different. Even small steering wheel movements he is now spontaneously. Immediately works here now any hydraulic but electro-mechanical power steering. Our test car wags the optional dynamic steering around the corner. Compared to the standard steering it can, depending on the application, more directly and with less steering angle act. Speed varies depending on their superposition gear, the gear ratio between 10.0: 1 and 17.5: 1, or else: between sporty and suitable for everyday use-comfortable.


    The new multifunction sport steering wheel is reminiscent with all its buttons, switches and buttons on almost the equivalent of an Italian sports car brand with jumping horses. In addition to the red start button is found here, the button for the well-known of all Audi models Dynamics Control. The four driving modes Comfort, Auto, Dynamic and Individual affect the characteristics of the accelerator pedal, steering, transmission, all-wheel drive and the optional sports exhaust system. Increased driving dynamics An entirely new feature hides behind the rotary pushbutton controller with Start Flag icon. In Maranello they would call him "Manettino".

    At Audi there is behind the so-called Performance mode. In Performance mode, the R8 sharpens his senses wheel for optimum traction, while the steering ratio speed independently in sporting 13:1 remains.

    In addition, the mid-engine sports enthusiasts goes into the ESC-Sport mode and adjusts its ESC control particularly sporty driving style. With the programs "dry", "wet" and "snow" the pilot can also tune the R8 on the respective coefficient of friction of the track conditions.

    Click, click, click - we choose "dry" for the dry road. Thanks to the precise steering and traction of the new rich-wheel drive, the corners of his mouth twitch faster to earlobe height than the previous. Instead of a viscous coupling now provides a hydraulically controlled multi-plate clutch within a few milliseconds even more spontaneous for variable distribution of drive torques between the front and rear axle.

    Nordschleife, 13 quickly before the boundary of the R8 is plumbed on the highway sec, grab more to the handcuffs. Who wants to know the actual limits of the 1.6-tonner, Swabian Alb must exchange them Nordschleife. A short number, to sort what Audi's developers have done: Our sister magazine sport auto has moved out a lead of 13 seconds on the previous V10 Plus 2013 on the legendary Eifel Piste.


    During the first R8 in the border area to the notorious sub Teuerern counted and more sensitively responded to load changes, convinced the second series with higher Vorderachsgrip, more direct steering behaviour and increased driving stability. However, mid-engined Typical load change movements around the vertical axis can not take very well the new R8.


    Something sensitivity in everyday life also demand mounted on our test car optional Michelin Cup tyres, which naturally require a certain temperature until they reach their enormous grip. With brake values of 32.6 meters from 100 kmh, 127 meters from the Tempo 200 equipped as standard with PCCB V10 Plus then takes place in the sports car Champions League.

    Who uses the R8 is not on the circuit, but primarily as a fun unit on the highway or to drive to the office, should rely on the standard summer tires from Pirelli P Zero, who give themselves willing to compromise in terms of wet and dry grip and ruts vulnerability.

    No problem, today, at early autumn sunshine comeback. So once again left to pluck the rocker and animate the ragged appealing V10 heart of a passage deeper into a new high-speed stanza. Three, two, one, mine? No problem, as the football governing but also in the sportscar Champions League hefty admission fees. The for the Audi R8 V10 Plus will be more than 187 400 euros.

    32.6 metres stopping distance from 62MPH (100 kmh). With its delaying the R8 V10 Plus at the sports car is on the front line 1st readings on this page.

    Camouflage and deception: What is the colour that makes the R8 to the stealth bomber?


    Super athlete with significantly improved driving dynamics compared to the predecessor. Convinced not only on the race track, but also with everyday practicality.

    REVIEW

    "The new R8 with more direct steering response convinced than its predecessor"

    Everything is new: instrument panel, multifunction steering wheel and improved seating position thanks to low-mounted sports seats.

    By pressing a button, either friendly or neighbourly hot-blooded rocking: optional sports exhaust system.

    The suspension springs surprisingly suitable for everyday use, even without the active suspension optional.

    Platform and sisters: The mid-engined Lambo hot racing Lady and R8 only wallflower? That was once!
    ‏ — at Nordschleife, 68642 Bürstadt, Germany
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  •   Jake Groves reacted to this post about 1 year ago
    AUDI R8 SPYDER / #Audi-R8-Spyder

    The roof may have gone, but the magic is still there – the new #Audi-R8-Spyder is a truly impressive machine…

    The all-new R8 has been greeted with critical acclaim. It’s dripping with the latest technology, stunningly beautiful to look at and boasts a V10 engine that offers spine tingling performance, as well as a sensational sound track. No surprise, then, that orders have been strong for the Audi supercar. While the Coupe has been going great guns, many have held back, waiting to see the Spyder. Would the loss of the roof dilute the R8’s winning formula? Not on your life.


    Unveiled at the prestigious #2016-New-York-Motor-Show , the #Audi-R8-Mk2 Spyder is another triumph for Audi.

    Let’s begin with the aesthetics. With the hood down, the R8 is a very good-looking machine. The flowing lines, enhanced by the deep, wide flanks look great from every angle. The hood itself has been designed to taper into two fins, to maintain the shape of the #Audi-R8 . An electro-hydraulic system opens the lightweight hood in just 20 seconds at speeds of up to 31mph. Like the Coupe, the glass engine cover has gone and is replaced by a panel featuring cooling vents for the mighty V10. Matrix LED headlights come as standard, while laser lighting technology is available as an option.

    19in alloys are standard while 20s can be specified along with carbon ceramic brakes. The chassis benefits from the class leading quattro drive system and four modes are available, Comfort, Auto, Dynamic and Individual. The system draws on the s-tronic, steering, exhaust flap control and control of the optional magnetic damping system. The optional Performance steering wheel offers three further settings, Wet, Dry and Snow for the ultimate in personalising the set up according to conditions.

    The Spyder weighs in at just 1,612kg (dry), giving an impressive power to weight figure of 310PS per ton. This has been achieved using the super-stiff and lightweight Audi Space Frame (ASF), a blend of aluminium and carbon fibre.

    One of the real treats with any ‘soft top’, of course, is the ability to hear the engine properly. And engines don’t come much better than the naturally aspirated 5.2 V10 nestled behind the driver. This 532bhp and 540Nm free-revving unit emits a highly sonorous bark that wills you to prod the throttle more and more. With the roof down, you get to hear every note as you explore the V10’s capabilities. From a meaty, but unobtrusive burble at idle, through to a screaming crescendo when you near the limiter, the fantastic noise is amplified in the Spyder. The V10 is truly one of the great powerplants and so well matched to the R8’s dynamically impressive chassis. Top speed is a heady 197mph, with 0-62mph achievable in just 3.6secs.

    A more powerful Spyder Plus is expected to be unveiled later in the year, offering the same 601bhp and associated upgrades as the Coupe Plus. Inside, the Spyder features the same high-quality, driver focussed cabin and controls as the Coupe. The driver may control important functions via the new Sport or Performance steering wheel. This includes the engine start stop button and Audi Drive Select for altering the engine dynamics.


    The #Audi-Virtual-Cockpit comes as standard with a 12.3in display allowing three screens to be set – classic, infotainment or performance. Add to this touchscreen #MMI navigation plus, and the brand new smartphone interface, which allows selected smartphone content to be displayed in the virtual cockpit. A new B&O sound system with 13 speakers, including two in each head restraint offer amazing sound.


    Sports seats come as standard, but a diamondstitched pattern is an option, while bucket seats may also be specified.

    A brand new colour is available especially for the Spyder, Argus brown, matt, together with five other finishes, including the vivid yellow of the car pictured. Orders are open from late spring, with the first UK deliveries scheduled for late 2016. Prices are yet to be announced, but we’d expect around a £10,000 premium over the Coupe, which starts at £119,500. One thing’s for sure, Audi has absolutely nailed it with the new R8 Spyder – we love it.

    SPECIFICATION 2016 #Audi-R8-Spyder / #Audi-R8-Spyder-V10-Plus / #Audi / #Audi-R8-Mk2 / #Audi-R8-Spyder-Mk2
    Engine 5.2 #FSI #V10
    Power 532bhp and 540Nm
    Transmission #S-tronic gearbox, quattro drive
    Weight 1,612kg (dry)
    Top speed 197mph
    0-62mph 3.6sec
    Price TBC
    On sale Available to order Spring 2016

    Top: Angular front end looks fantastic. Right: Diamond-stitched seats are an option Middle: Looks great with the hood up.

    “THE R8 SPYDER IS A VERY GOOD LOOKING MACHINE”
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