Audi R8 5.2 FSI quattro 2009 Review

Audi R8 5.2 FSI quattro

What we liked
>> V10 engine is a dead-set gem
>> Brilliant dynamics -- on road and track
>> Jaw-dropping looks

Not so much
>> Slow, jerky R tronic tranny is outdated
>> Rear visibility isn't great
>> Needs greater visual differentiation from V8 model

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 4.5/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 4.0/5.0
Behind the wheel: 4.5/5.0
X-factor: 5.0/5.0

OVERVIEW
Think Audi R8 and chances are the following adjectives spring to mind: sensuous, sublimely balanced, desirable... but slightly underpowered.

Now hang on, you may well say, 309kW and 430Nm aren't exactly knock-kneed outputs, so what gives? True, the 4.2-litre V8-equipped R8 is a quick car by most conventional yardsticks, but one was always left with the feeling that the chassis could comfortably handle more oomph.

Whispers of a more potent R8 have been circulating virtually since the R8's 2007 global launch, and Audi itself last year fuelled the rumour mill via its V12 TDI concept (revealed at the 2008 Detroit motor show). The big 12-cylinder diesel thumper has never progressed beyond the concept stage but, happily, the V10-powered R8 5.2 FSI quattro is now a production reality, and it's due to roll into Australian Audi showrooms from July onwards.

With a Lamborghini Gallardo-derived 5.2-litre V10 stuffed behind the passenger compartment, the new R8 V10 is a close relative of the LMS GT3 racer unveiled last year (more here).

A few key stats: the 10-pot engine weighs only 31kg more than the base model's 4.2-litre V8, while its mid-mounted installation has yielded a slightly rear-biased 44:56 weight distribution. But here's the really good bit: The V10 kicks out 386kW and 530Nm, which adds up to a 0-100km/h split of 3.9sec and 316km/h.

Okay, now we've entered the realm of supercars -- by contrast, the stocker R8 is merely rapid.

In fact, one has to wonder whether Audi is now in danger of treading on sister brand Lamborghini's toes, as there's not a lot to separate the R8 V10 and Gallardo LP560-4 in terms of raw stats. However, Audi's suits are adamant there's no risk of cannibalisation, as Lamborghini buyers are a different breed to the four-ringed brand's clientele -- and ne'er the twain shall meet, they say.

PRICING & EQUIPMENT
As mentioned earlier, the R8 is due here in July, but Audi Australia is for now refusing to comment on local pricing. However, going on international prices, we'd forecast a circa-$330K entry point for the six-speed manual and $350K for the R tronic.

The standard kit list includes niceties such as 'Fine Nappa' leather, satnav, Bang & Olufsen sound system, 'deluxe automatic air conditioning' and an alarm system. Options include the Audi parking system with its integrated rear-view camera, which we suggest is worth having, given that the R8 offers near-zero rear visibility.

One of the R8 5.2 FSI quattro's USPs is that it's the first production car to feature an all-LED lighting package. More on this later... The V10-powered R8 rides on a 19-inch wheel/tyre package as standard, while a ceramic brake package will be offered as an option... No doubt at an eye-watering pricetag!

MECHANICAL
The big news here is obviously the 5.2-litre direct-injection engine that sits directly aft of your noggin. Essentially a slightly detuned version of the unit that powers the Lamborghini Gallardo LP560-4, this motor will also form the basis for the R8 LMS racing car that Audi is readying for well-heeled customers wishing to race in the GT3 sportscar category.

The thoroughbred DNA of the engine can be gleaned from the fact that it can rev to 8700rpm. Peak power of 386kW arrives slightly earlier in the piece (at 8000rpm), while the full complement of torque (530Nm) is on tap at 6500rpm.

Audi says the V10 configuration is optimal as its smaller and lighter pistons and connecting rods -- vis-à-vis a V8 of the same displacement -- makes it a free-revving engine. A fair enough claim too, but we'll delve into this a bit later.

The 90-degree V10 is also said to be highly compact (it's 646mm long, 737mm wide and 696mm high), yielding significant packaging benefits, according to Audi. The wide angle of the V, plus the fact that the engine is dry-sumped, also enables it to be mounted as low to the ground as possible -- making for an ideally low centre of gravity.

The R tronic transmission (which most buyers here are likely to choose in lieu of the standard six-speed manual) is as per the lesser V8-powered model. It's a single-clutch sequential, in contrast to the newer-generation dual-clutch units employed by the likes of the BMW M3 and Nissan GT-R.

A standard feature of R tronic is the Launch Control program, which automatically modulates revs and clutch slip for lightning-fast starts.

As per similar systems offered by other manufacturers, launch control involves deactivating traction control, selecting 'S' mode, standing on the brake and flooring the accelerator. Once engine revs stabilise, you simply release the brake and Launch Control does the rest.

Other technical highlights include an aluminium spaceframe bodyshell that weighs just 210kg and which, according to Audi, offers best in class weight-to-rigidity.

PACKAGING
Interestingly, the point that Audi's PR machine seemed most keen to emphasise during the presentation was the R8 V10's all-LED lighting package. In what must go down as one of the more obscure 'firsts', the newcomer is the first production car to use LEDs for the high beam, low beam, daytime running lights and turn signals.

Each headlight integrates 54 of these high-tech light sources to create illumination that, according to Audi, closely resembles daylight. Er, we can't comment, because we only had the chance to drive the car while the sun was shining.

Other benefits of LEDs are low energy consumption and a virtually unlimited service life, says Audi.

Further visual clues that differentiate the V10 from the lesser, V8-powered R8 include a gloss black-painted front apron lip and air inlets, while the vanes of the single-frame grille have a chrome finish (rather than the standard car's matt black). In addition, the 'sideblades' just aft of the doors are more accentuated than those that adorn the eight-cylinder car, while the side sills are wider and more prominent.

As per the front, the dominant colour at the rear end is high-gloss black, including the settings of the LED tail-lights. Just above these is a rear spoiler that deploys automatically at 100km/h. Audi says the spoiler and the fully enclosed underbody, which terminates in a sharply upward-curved diffuser, appreciably boosts high-speed stability. Admittedly, we saw some big numbers on the speedo, and the car never felt anything less than rock-solid.

Arguably the best thing about the R8 V10 is that -- quite apart from its supercar credentials, which are bona fide -- it's also an eminently user-friendly companion. The car seats two in comfort, and luggage space isn't fit for merely a designer handbag and a briefcase. In actual fact, you can stow 100 litres under the front hood and stash another 90 litres behind the seats.

Audi claims "there is also room for two golf bags"...  Short of strapping them to the roof, however, we can't see how this is possible.

SAFETY
As per its lesser R8 sibling, the 5.2 FSI quattro comes with dual front and side airbags, and its active-safety kit includes the usual stability and traction control -- and arguably the magnetic-ride dampers deserve a mention here as they help keep the chassis composed under extreme conditions.

The big braking package (especially if the optional carbon ceramic stoppers are selected) and all-wheel-drive configuration also reduce the odds of things going pear-shaped, while the all-LED lighting package should make night-time driving safer.

COMPETITORS
The V10-equipped R8 is set to enter interesting territory, as its circa-$330K entry price (which we're speculating will be the case) will put it up against a diverse selection of rivals. Potential buyers could theoretically cross-shop it with the likes of the BMW M6 (from $293K), Aston Martin DB9 (from $359K), Porsche 911 Turbo (from $361K) and Ferrari F430 (from $434K).

The Aston is probably the least sporting proposition here (it's more a grand tourer), while the Porsche and Ferrari are obviously out-and-out high-po offerings.

We should also mention the Lamborghini Gallardo at this point. Though Audi insists the two cars are aimed at different buyers, in a market like Australia with a more 'finite' number of 'supercar' buyers, there is little doubt there will be some cross consideration.

In terms of day to day usability, the Audi is most closely matched to the high-performance end of the Porsche range, however. Save for poor rear vision, the R8 is very civilised in 'normal' use.

ON THE ROAD
The drive program at the R8 5.2 FSI quattro's international launch was two-faceted, and the opening stanza provided an opportunity to carve up the sinuous curves of the Ronda Road, which snakes up from the Spanish seaside resort of Marbella to the Sierra de Ronda mountains.

Ultra-tight switchbacks (with no shortage of oncoming traffic) aren't exactly ideal terrain for a car that's only 7cm shy of being two metres wide, but the R8's inherent agility and steering precision made the task of settling into the groove surprisingly facile. In fact, it took barely 10 minutes behind the wheel before getting into something approaching 'max-attack' mode and coaxing the traction control light into flickering on when booting up out of hairpins.

Immediate impressions? The R8 V10 is a softer, more liveable package than the Lamborghini Gallardo. It's quieter, the ride is more compliant and there's a lot more free space around your shoulders and noggin.

Simply planting your derriere into the seat is also a lot simpler, too; where the Gallardo's high sill and low-mounted seat necessitates a certain amount of athleticism, you can slide into position behind the R8's flat-bottomed steering wheel without having to contort your torso.

Once ensconced in the elaborately contoured seats -- which, incidentally, do an excellent job of keeping you in place even when hurling the car around a racetrack -- you're faced with the familiar R8 touches.

You'll find the simple yet elegant chrome-ringed dials, expensive-feeling knobs and a big, metallic, cylinder-shaped gearknob with gated shifter (a la Ferrari) in the manual version.

Fire up the engine though, and any parallels with the base-model R8 are instantly dispelled.

Where the 4.2-litre stocker has a gruff traditional V8 growl, via a pair of large oval exhausts (which replace the lesser model's quartet of round orifices) the V10 belts out an altogether more exotic soundtrack.

Once on the move, the extra urge of the 10-cylinder engine immediately becomes apparent. There's more oomph everywhere... down low, in the midrange, and as you wind out towards the 8700rpm redline.

The aural accompaniment is pretty darn good too. If there's a better sounding powerplant than the Lambo/Audi V10, I've yet to hear it. Graduating from a belligerent bellow at low revs to a pseudo-F1 scream up high, it'll entice the hairs on the back of your neck to stand on end.

However, as good as the engine part of the equation is, the fun is spoilt to a fair degree by the jerky and slow-shifting R tronic sequential gearbox. Given the advent of excellent dual-clutch sequential 'boxes such as BMW's M-DCT (as fitted to the new M3), the R tronic feels plain outdated.

It's a particularly glaring shortcoming when you consider the numerous models within the Audi-VW family that can be had with the quick-shifting DSG dual-clutch transmission. Surely it's only a matter of time before a variant of this is adapted to the R8; meanwhile, it must lumber on with the clunky R tronic. Bah!

On a brighter note, the chassis is still a benchmark-setter and the overall tautness of the car is evident as we make mincemeat of even the narrowest sections of the Ronda Road, the all-wheel-drive configuration helping to make the most of the 386kW and 530Nm -- particularly when the going gets slippery.

As it turns out, the highlight of the drive program was an opportunity to cut a handful of quick laps at Ascari Race Resort -- a flowing, undulating ribbon of asphalt set in a tranquil, secluded Andalusian valley. Well, it was tranquil until the roar of hard-worked V10 engines banished the silence... (Watch the footage here).

The track offers a tantalising sequence of challenging corners, some of which have been designed to emulate legendary racing curves -- including Eau Rouge (Spa), Paddock Hill (Brands Hatch) and the Karussell (Nurburgring).

My previous encounter with Ascari was at the launch of BMW's E92 M3 Coupe (more here), and while that was a nirvana-like experience in itself, a repeat dose in the R8 V10 offered fresh perspective.

If I were to compare the two cars, I'd say the Audi feels better planted -- a consequence of its mid-engined, all-wheel-drive layout -- and it's undoubtedly the quicker of the two. That said, the M3 didn't exactly hang about either.

The R8's chunky rubber (235/35 front and 295/30 rear) doesn't begin to howl in protest until you really start pressing on, and it -- along with the delectable 19-inch Y-spoke alloys -- don't do the car's visual stance any harm either.

Apart from the elasticity of the engine and agility of the chassis, it's the optional carbonfibre ceramic brakes -- 380mm at the front, 356mm at the rear -- that impress the most. In addition to reducing unsprung weight by 9kg (vis-à-vis conventional steel discs), they provide strong, fade-free stopping power, even after being pummelled around Ascari.

Overall, there's really not a whole lot (apart from the R tronic transmission) to fault in the R8 5.2 FSI. As far as we're concerned, it's a winner and -- regardless of what company suits say -- Lamborghini should be worried.