First Drive: 2015 Audi R8

The first chapter in the Audi R8 story began with the Le Mans Quattro concept being unveiled at the 2003 Frankfurt Motor Show.

When the production version broke cover in 2006, Almost unaltered from the concept, it was deemed by its makers to be one of the most useable supercars in the world. It met this remit so well that you would be hard-pressed to think you were driving anything other than a regular Audi model once at the helm. Of course, this trait was rather paradoxical when considering the flamboyant styling and performance prowess on offer, both of which continue to flatter to this day.

In my books, the R8 will go on to become something of a modern day classic. The V8 in particular was a nicely balanced and accessible thing, thanks to its normally aspirated 4.2l V8 from the B7 RS4 that was good for 309kW and 430Nm, and a top speed of 301km/h. It was harnessed through a metal-gated, six-speed manual transmission linked to quattro all-wheel drive and loved to rev to its 8,250r/min ceiling with very little coaxing.

It was later joined by a 5.2l V10 model that added yet another Dimension to the package and this time around pushed out 386kW and 540Nm, essentially the same power plant doing duty in the Lamborghini Gallardo. This gave the vehicle that much more substance, particularly from a torque point of view, where both low to mid-range torque meant significantly better daily usability.

In 2013 a V10 Plus, churning out 404kW and 540Nm, was added to the range and with it saw the demise of the horrible R-Tronic sequential manual transmission in favour of the slicker, more efficient S-tronic dual clutch automatic gearbox. Sadly this also saw the culling of that fantastic manual transmission. When the pictures of the second generation R8 emerged, I must admit I was somewhat disappointed.

It was as though the designers took the fluidic, timeless looks of the original and added jutted design lines that simply never worked on paper. However, I can happily report that when I attended the international launch of the second generation model in Faro, Portugal, I was pleased to see that the designers had not lost their master stroke. Instead, they had taken the design elements of the previous model and added some visual venom to give it a more evolutionary, rather than revolutionary, design which works well in the metal.

That wide stance of its predecessor remains while the front is characterised by a sharper trapezoidal grille and headlights. The signature side blades are now a two-piece item instead of the previous model’s single piece. The rear features squared-off taillights, a large diffuser and trapezoidal exhausts on either side. The interior is quite similar to that of the TT, replete with the virtual cockpit instrument cluster that dispenses with the use of a dash-top multimedia infotainment screen.

A stubby gear lever takes centre stage on the tunnel console along with various buttons for the sound system. A great departure, and one that works well from an ergonomic perspective, is the new multifunction steering wheel that is now also home to the starter button, Drive Select settings and exhaust flap control, to name a few. I think Audi took a leaf from Ferrari’s design book in this instance, which is a good thing as you can make adjustments without removing your hands from the steering wheel.

One engine, a normally aspirated 5.2l V10, is available in two states of tune: 397kW and 540Nm in the base model and 449kW at 8,250r/min and 560Nm at 6,500r/min in the Plus variant, the latter of which is distinguishable by a fixed carbon fibre rear deck spoiler among other carbon fibre bits. Power goes to all four-wheels via a seven-speed dual clutch gearbox.

Performance is said to yield 0-100km/h in 3.2 seconds in the Plus, while the top speed is 330km/h. Firing up that V10 mill, which sits mid ship just behind the passenger cell, shows it to be one of the most emotive engines on offer. It begins with the starter whine and then a loud, raucous bark as that 10-cylinder orchestra begins to sing in unison, much to the driver’s and bystanders’ delight.

Nosing the vehicle out of Faro airport and onto the public roads, its compliancy in its most comfortable mode is nothing short of impressive. However, it is on the fast sweeping bits of tarmac where the model truly shines. That glorious V10 is the crown jewel of the package as bystanders throughout the villages and cafés we drove past would give us the rev-it-up hand gesture, at which I gleefully obliged. The engine never fails to amuse and from about 6,500r/min to its 8,500r/min rev limiter, it truly comes into its own as that glorious orchestra engulfs the cabin and takes your aural senses to fever pitch heights.

Handling remains sublime, While the electrically assisted steering is fairly responsive as far as this ilk of steering assistance goes. We also got to drive the model on the track, but we will give you insight into that experience and some of the under-the-skin technology in our follow-up next week. For now though, I can tell you that the Audi R8 has retained all the hallmarks that made the original such a great vehicle, but now it has been made even more useable and, dare I say it, that much more desirable. Expect this one here in July 2016, with pricing still to be announced.

*This article first appeared in Business Day Motor News.

-Lerato Matebese

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