Audi R8 RWS 2018 Review

The pitch

Stripping a vehicle back to its most pure form, adding some badging and calling it a special-edition is hardly news in the performance car landscape.

Just as Porsche has done with its 911 R (among others), Ferrari with its new 488 Pista and Lamborghini with its Huracan LP580-2, the practice has become a highly lucrative and marketable one for manufacturers.

The difference with the new Audi R8 RWS (Rear Wheel Series) is that of logic. Not only is it a lighter, more driver-centric version of the two-door, mid-engined supercar, it is also the cheapest R8 to grace Australian showrooms since the now-defunct V8 version floated into the supercar abyss three years ago.

Whereas rivalling manufacturers tend to pump up the price for limited editions, the R8 RWS comes in some $67,500 cheaper than its storied quattro (all-wheel drive) sibling, at $299,950 (plus on-road costs).

It is also some $100,000 cheaper than the Lamborghini Huracan (on paper at least), with which it shares a 5.2-litre naturally-aspirated V10 and spaceframe aluminium construction.

The catch here is that the Audi is strictly limited to a global production run of 999 vehicles, so get in quick. Australia has been slated with an initial allocation of “40 or so vehicles”, with word of a dozen or more to come on top of that. Many have already been spoken for which, having driven one in anger at Phillip Island Grand Prix circuit this month, is totally appreciable.

What do you get?

The base specification is quite close to the regular Quattro model, save for a few anomalies.

Your $300K outlay (or $321,000 plus ORCs in the case of the RWS Spyder) gets the same beating heart as the regular R8 Quattro – a mid-mounted 5.2-litre naturally aspirated V10 that makes 397kW and 540Nm, apportioning drive via a seven-speed dual-clutch automatic and mechanical rear differential.

Audi decided against offering the more powerful 449kW/560Nm engine found on the R8 V10 Plus Quattro.

Beneath the skin the R8 RWS foregoes adaptive dampers for fixed-rate steel springs, and deletes the propshaft, front differential, multi-plate centre differential to reduce kerb weight by some 50kg, to 1590kg. There’s no option for four-wheel steering either, thought the drive impression leaves you wanting very little anyway.

Built by hand in Audi Sport’s Böllinger Höfe R8 factory, the R8 RWS is visibly distinguished by its matte black grille, with an optional $900 red film to create what used to be called a “GT stripe” along the length of the car.

Heated sports seats, Audi’s ubiquitous digital ‘Virtual Cockpit’ display with satellite navigation and digital radio feature inside the cockpit.

The interior layout is smart, stylish and surprisingly practical, accessed via conventional doors with wide openings and offering a respectable level of everyday storage (for a supercar). The pews are adequately bolstered and sit low in the cockpit for spirited jaunts, and equally supportive enough to offer long-range comfort.

Every R8 RWS is rightly or wrongly badged 1 of 999 on a dashboard-mounted plaque, which is likely to polarise opinion.

On the ownership front, the RWS is backed by a three-year/unlimited kilometre warranty. Servicing intervals are set every 12 months or 15,000km.

Road tamer

The R8 is perhaps the antithesis of most modern supercars. It is a no-fuss, easy-to-drive proposition in daily conveyance, just like the Quattro.

Depressing the red steering wheel-mounted starter button, the V10 engine evocatively yelps to life before settling into a deep, rhythmic burble.

Accelerator feel is incredibly linear and easy to gauge, while the twin-clutch transmission resists any temptation to bind at low speed – much unlike some of the R8’s key Italian competitors (read: Ferrari), or in fact the Volkswagen Group’s ubiquitous ‘DSG’ ‘boxes.

The car’s fixed-rate springs prove to be a minor exception to an otherwise universally-appealing rule, with a slight aversion to pitter-patter bumps that tend to ripple softly through the cabin. Otherwise, the springs are on-par with the donor car’s optional adaptive dampers.

Withstanding a slightly firmer ride, the R8 is all the better for what engineers have done beneath the skin.

The recalibrated steering is incredibly accurate through long sweeping bends, negating the need to make mid-corner adjustments. It just flows, imbuing the driver with its added response; inspiring smiles and confidence.

The car’s flow is well supported by subtle changes to the suspension and electronics, giving rise to a more pure, less synthesised version of the German marque’s flagship.

There is no point during our road drive in speed camera-crazy Victoria that the R8 feels like a lesser car without two front-driving wheels or rear-wheel steering. In fact, to exploit its rear-drive wares, it needs to be properly pushed.

Equally, the R8 enamours occupants by blocking out the bulk of road and wind noise, complementing the immaculately finished cabin.

Track time

Throwing away decades of ‘quattro’ all-wheel drive in aid of a limited edition supercar is very non-German.

But that’s exactly what Audi has done with the RWS, flying in the face of a rich heritage which includes a decorated purple patch in rally during the 1980s. Who could ever forget those glorious five-cylinder Group B cars?

So, yes, there is some inherent risk involved here. However, the R8 instantly affirms itself as the real deal during a high-speed jaunt at Phillip Island this month.

From the outset it is clear this is a car capable of mixing those familiar clinical R8 dynamics with, in happy news, unprecedented playfulness.

Fifty-kilograms worth of weight savings and the necessary tweaking of the vehicle’s steering and suspension are telegraphed on circuit via sharper turn-in response, familiar mid-corner grip and poise and, when really leant on, more at-the-limits fury and fun.

Holding 175km/h through Phillip Island’s Turn One, the R8 quickly settles into a rhythm and holds its line confidently through the apex.

As we continue upping the ante, it increasingly comes to life with some subtle mid-corner variations that are met with steering that offers more live-time feedback. In addition, there’s no rear-wheel steering (like on the R8) to muddy the driver’s at-hand impressions.

All this is conducted with the car in Dynamic mode, with all stability control systems switched on. Looking back, we’d only experienced half of the R8’s potential.

In fact, Audi was so intent on showing us the R8’s lateral leeway it set up an oversteer exercise at the famous Turn 4, or Honda corner.

With a water truck on hand to ensure a slippery surface, the R8 smoothly transitions into oversteer, allowing your correspondent to progressively slide the vehicle around the turn using steering and throttle inputs. It soon becomes a game: how far car we hold the slide before Audi’s minders call us over the radio?

Delicate steering and throttle responses paired with the lack of turbochargers to spool and no front wheels to shuffle drive between, endows the R8 with an insatiable ability to go sideways. Holding long lurid drifts – on one occasion, over 100 metres after the apex – is a cinch. And all without a so-called ‘drift mode’.

Through all of this, the highlight (as ever) is the engine. It is simply phenomenal in its tractability, throttle response and engagement – offering thrills and pace to match its fearsome soundtrack.

Yes, the RWS offers a slightly slower 0-100km/h time of 3.7 seconds – against 3.4 seconds in the V10 Plus Quattro – but the added attitude is a healthy compromise to make. In addition, the engine is organic and easy to gauge in its delivery – something that can’t be said of many key rivals.

Is there an occasion where the R8 feels as though it could use two additional driving wheels? Not really; about the only place where we felt it lost some momentum to the quattro vehicle leading in front was the long sweeping left-hander out of Lukey Heights and into MG corner. On such an occasion, we make use of the added lateral prowess, smile and enjoy the ride.

An astute investment

If the cheaper price and added driver involvement hadn’t won you over, here is the clincher with the R8: large capacity, naturally-aspirated engines are in decline, and the RWS is in some respects the final flicker of the flame for Audi. The last dance.

Pair that with the fact that only 999 are being made and you can begin to imagine the future investment potential of the R8 RWS. Audi Australia has confirmed several buyers have already enquired about the best way to put their new acquisitions into storage.

Mothballing an R8 goes strictly against its everyday premise and, being realistic, it will likely take many years for the car’s true investment potential to materialise.

But more than that, this is a supercar made to be driven and enjoyed. And drive it does; pure, unadulterated and uncontrived – you can’t help but walk away summarising this is Audi’s best supercar yet.

2018 Audi R8 RWS pricing and specifications:
Price: $299,950 (plus on-road costs)
Engine: 5.2-litre V10 petrol
Output: 397kW/540Nm
Transmission: Seven-speed dual-clutch automatic
Fuel: 12.7L/100km (ADR Combined)
CO2: 291g/km (ADR Combined)
Safety Rating: N/A

Also consider:
>> Porsche 911 (from $258,500 plus ORCs)
>> Mercedes-AMG GT R (from $283,711 plus ORCs)
>> Jaguar F-TYPE SVR (from $308,470 plus ORCs)