By: Denis Droppa
Johannesburg - Last week two significant things happened in the world of fast-moving objects: the Juno space probe reached Jupiter and the new second-generation Audi R8 was launched in South Africa.
While the R8 won’t quite attain the 265 000km/h top speed of Juno as it hurtles through space, the mid-engined Audi is considered quite a brisk distance-gobbler in the realm of sportscars. With its ability to burn rubber at 330km/h, the new R8 V10 Plus is the fastest production Audi yet.
Also available as a slightly less powerful V10 derivative (a non-plussed one), the two-seater coupé lays down the power with quattro all-wheel-drive and a seven-speed shift-by-wire S tronic automatic transmission operated by steering-wheel paddles.
In the top model, braking duties are performed by discs made of carbonfibre ceramic (optional on the R8 V10). Combined with more powerful engines a lightweight body combining aluminium and carbon-fibre-reinforced polymer (CFRP) has led to significant performance gains over the previous R8.
High-revving V10 potency
Compared to the turbocharged machines that are increasingly populating the sportscar universe, Audi has instead opted for a normally-aspirated engine for its characteristic high-revving nature and sound. The 5.2-litre V10 under the rear glass cover revs to a dizzy 8 700rpm and sounds like an angry Tyrannosaurus Rex. An optional sports exhaust system makes it roar even louder.
The standard R8 V10 delivers 397kW and 540Nm of thrust to the front and rear wheels, good for a claimed sea-level 0-100 sprint in 3.5 seconds (expect a couple of tenths slower at high altitude) and a 320km/h top speed. The V10 Plus takes it a step further with 449kW and 560Nm for quoted sea-level figures of 3.2 seconds and 330km/h. Perhaps even more impressively the Plus scorches to 200km/h in just under ten seconds.
To save fuel, one row of cylinders is deactivated during slow-paced driving, but instantly reactivates when throttle urgency increases.
Electronically controlled shock absorbers (called Audi magnetic ride) are available as an option in both engine versions. Turning duties are performed by a direct-feeling electromechanical power steering system or, alternatively, optional dynamic steering which adapts its gear ratio to the vehicle’s driving speed.
The track-taming abilities of the V10 Plus were ably demonstrated on the newly-refurbished Kyalami racetrack at the car’s media launch last week.
Hunkered down and grippy, but not tail-happy
Here’s a car that’s hunkered-down. A low centre of gravity and firmly sprung double-wishbone suspension are invisible hands pressing the R8 into the road. For downforce the standard R8 V10 gets a moveable rear spoiler while the V10 Plus wears a fixed one.
Rear-biased quattro drive surpresses the understeer that’s dreaded by enthusiast drivers, but neither is the car tail-happy. All-wheel-drive claws grip the road fastidiously, but when they let go it’s eminently neutral and controllable; the driver’s steering and throttle inputs determine whether it’s the front or rear that loses grip first.
It’s a sportscar with an alluringly forgiving nature, with a balance that brings you back from the brink of doom when you choose “exotic” lines through corners. And ah, the sweet turn-in of a mid-engined car; with no lump weighing down its nose the Audi flicks into turns like a Roger Federer backhand.
The non-turbo engine is hyper-responsive, and power delivery’s dutifully managed by one of the slickest dual-clutch transmissions in the business. The V10’s roar always gives the car a primal edge. The R8 is civil without being clinical, and Germanic efficiency is served up with a passion that Italians could tap into.
The motorsport-inspired steering wheel contains all the driving-essential functions: a big red start-stop button, a switch to give the exhaust a rowdier roar, and another that sets the drive select system to one of four mild-to-wild modes.
Geometric design, typically smart cabin
The new design’s more geometric, with sharpened lines. The large “blades” that decorated the sides of the old R8 have been split horizontally, giving the car an uninterrupted shoulder line that makes it look lower and sleeker.
LED headlights are standard and an extra R50 000 buys optional laser spots that double the high-beam range to 600 metres.
The indicators sweep horizontally – too cool for school.
A cockpit of typical Audi smartness is sported-up with racy bucket seats, available in Alcantara and fine Nappa leather in various colour combinations.
The digital instrument panel known as the Audi virtual cockpit comes standard, and drivers can choose from three different views. In the performance view the rev counter is centrally located, and other indicators and gauges are arranged around it – such as for torque, power, oil temperature, tyre temperature, g-forces and lap times.
Navigation, electrically adjustable seats with heating, and a Bang & Olufsen sound system comes standard in both Audi R8 versions.
PRICING
Audi R8 V10 quattro S tronic - 397kW/540Nm - R2 630 500
Audi R8 V10 Plus quattro S tronic - 449kW/560Nm - R2 970 000
Includes 5 year/100 000km Audi Freew