V10 engines are on the verge of going extinct due to tightening emission rules and a clear shift towards electrification. The majority of sports vehicles now have smaller turbocharged engines, although the Volkswagen Audi Group has been a leading advocate for a decade of cylinders. The success of Audi's halo sports vehicle, the R8, is in large part due to the V10. A quick glance at the spec sheet makes everything clear.
With a 7-speed dual-clutch automatic transmission and quattro all-wheel drive, the R8's mid-mounted 5.2-liter naturally aspirated V10 generates a jaw-dropping 602 horsepower and 416 lb-ft of torque and can rev up to a heavenly 8,700 rpm. If you can call it that, a base model rear-wheel drive R8 is also offered with 562 horsepower and a lesser price.
Acceleration is rabid, disorienting, and downright violent when the V10 is fully lighted, regardless of the engine specifications. The quattro convertible we tested will accelerate from 0 to 100 kilometers per hour in 3.4 seconds, only a tenth longer than the coupe. Additionally, it corners amazingly. Because of the car's excellent brakes, natural steering, and remarkable stability, you can rely on it and respect its motions. The R8 readily changes directions and makes slight modifications without encountering any resistance, but when pushed too hard, it defaults to that trademark Audi understeer.
The quattro system, as well as the grippy Michelin Pilot Sport 4 S tires and large 305-section rears, provide ridiculous amounts of lateral grip. It will, however, invariably play on the safe side of the playground because to the plenty of mechanical grip and the conservative traction and stability control system. The R8 becomes more responsive when all the aids are disabled, but the default setup is obviously designed with beginners or first-time supercar owners in mind, who may not need to utilize the R8's full potential to have a good time. However, the very wide safety net the R8 offers ensures that heroic acts don't easily turn into aggressive ones. We bring this up because that Teutonic epidermis hides a wealth of promise. We are aware of this since we have driven a Lamborghini Huracán.
Even while the R8 and Huracán share a great deal of components, their driving dynamics are remarkably different. The Lamborghini always encourages you to go faster, whereas the Audi slows you down. The R8 isn't as entertaining or flamboyantly styled as its Italian rival. The R8 falls short when it comes to drama and theater because it lacks the gritty, cynical attitude needed to carve up a canyon road. A cold brew from Audi vs a triple shot espresso from Lamborghini. similar beans various executions.
The R8 is also a friendly and approachable companion, which the spec sheet leaves out. It's not for no cause that they call it an everyday supercar. The R8 rides remarkably softly, and it is evident that the damping has been adjusted for comfort on the road rather than for performance that can only be used on a racetrack, like in a Porsche 911 GT3 or Mercedes-AMG GT R. It is as smooth as an Audi RS 5, and it doesn't oscillate or crash with even the smallest road imperfections. You exit the R8 after a few hours of driving smiling yet feeling renewed. We had no trouble communicating with our companions at highway speeds because the seats are supportive in all the appropriate places and the Spyder's outstanding wind buffeting is evident even with the roof down. It might possibly qualify as a big tourer.
The dual-clutch transmission is the sole kink, and it snaps your neck forward during strong downshifts since it doesn't downshift as smoothly or gently as a Porsche PDK. The R8 occasionally lurches when moving slowly in first gear or during low-speed crawls. Until they are thoroughly warmed up, the standard carbon ceramic brakes also display a grabbiness that makes it challenging to modulate the pedal to a smooth stop in traffic. We believe we are aware of a few strategies to quicken that procedure.
We believe that the R8 was designed to be topless. The neck-breaking coat of Vegas Yellow paint and the Spyder both add to the feeling of occasion. Not everyone will enjoy the excess vitamin D intake, but the R8 stimulates your senses in such a way that it would be a shame not to. The dopamine rush that follows is addictive, and the sensory overload includes the V10 pinging behind your ears at 8,700 rpm, the aroma of summer grass in the air, crisp gales of wind tearing through your hair, and, if you must complete the checklist, the taste of the quilted leather.
In contrast to a Corvette Stingray or a Porsche Speedster, you won't need to stop when it starts to drizzle because the fabric roof can be opened and closed in 20 seconds and at speeds of up to 50 km/h. The true reason you chose the Spyder is to get front row seats to the symphony V10 soundtrack. It is extremely firm, free of vibrations, and lacks the scuttle shake typically associated with convertibles as well.
This is the one aspect of the R8 experience that would earn you a star. The V10 auditory characteristic is distinctive; it is richer and more exotic in tone than a V8, but less ominous than a V12. An enthusiastic howl is released from the R8's starter motor, followed by a bark and crackle as the engine breathes out through open exhaust valves. Unlike a 911 GT3 or Ferrari 812 Superfast, it can't exceed the 9,000 rpm ceiling, but it's really near. However, the fact that the valves only open until you reach 4,000 rpm concerned us. The sounds is severely muted below that. Additionally, unlike the Huracán, you don't hear the throttle bodies open and close with each push of the gas pedal. We also detest the soft limiter, which Audi installed in the TT and prevents the V10 from being revved up when the car is stationary or in neutral. We don't see why the R8 needs a restriction while the Huracán does not. The good news is that you can muffle the exhaust at the touch of a button, allowing you to drive through neighborhoods without raising a pitchfork army. However, there is little that can be done about the irritating ignition bark.
The R8 clearly outperforms the Huracán in terms of functionality. With a large front trunk and improved interior packing, Audi's practical supercar houses a substantial layer of everyday comfort. There are many storage compartments in the R8, including a stacked one behind the seats, two cupholders under the armrest, door slots, and a sizable bin above the gear shifter that also conceals the wireless charging pad. It isn't as roomy as a McLaren GT or a Porsche 911 with its token rear seats, however. However, the Spyder has been compromised. Similar to the Mercedes-AMG GT Convertible, Audi had to reduce the length of the cabin to include storage for the roof below the seats. Therefore, despite the spacious footwell, the seat can only slightly recline. That forced me to decide between sitting too straight or too far forward for my thin six-foot stature. Since there was no comfortable alternative, I obviously went with the latter until my feet started to cramp.
The rest of the inside is tastefully furnished, however some people might find it sparse in comparison to the opulent Mercedes interiors that are dominated by digital space. Instead, the R8 favors a plain, distraction-free dashboard and a high-definition, lag-free Virtual Cockpit display for handling infotainment features. The leather is adequately quilted and cushioned, but it isn't as luxurious as the leather in a Range Rover or a BMW. When compared to examples in an AMG or Maserati, which emit delightful metallic clinks and make shifting into a privilege, the paddle shifters feel cheap and are no better than those in a regular A3.
With a captivating performance and an exhaust soundtrack that we want to listen to repeatedly, the Audi R8 wins us over. The alluring V10 engine captures the allure of a sports car and spews it out in a Vegas Yellow flame. Unless your body doesn't fit the snug inside, the Spyder is the way to go. Even still, the R8's substantial layer of daily usage and comfort is a virtue in and of itself, and the audio joy alone almost makes up for the muscle cramps. It is the pinnacle achievement of a dinosaur that is dying extinct, a spectacle for its day, and a forerunner in driving theater and performance.
Specifications
- Model: 2022 Audi R8 V10 performance quattro Spyder
- Paint Type: Vegas Yellow
- Base Price: $245,150
- Price as Tested: $246,900
- Wheelbase(mm): 2,650
- Length/Width/Height (mm): 4,430 / 1,940 / 1,242
- Curb weight (kg): 1,775
- Engine: 5.2-litre V10
- Horsepower: 602 hp @ 8,100 rpm
- Torque: 413 lb-ft @ 6,600 rpm
- Transmission: 7-speed dual-clutch automatic
- Engine & Drive Configuration: Mid engine, AWD
- Fuel Consumption ( City / Highway / Combined ) L/100km: 17.7 / 12.8 / 15.5
- Observed Fuel Consumption (L/100km): 19.7
- Tires: Michelin Pilot Sport 4 S; P245/30R20 front; P305/30R20 rear
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