Audi r8 2017
Audi R8 2017
Долгожданное второе поколение одного из самых лучших и самых желанных гиперкаров с четырьмя кольцами на капоте. Lamborghini в деловом костюме – Audi R8 2017 года.
Безупречный гиперкар является двоюродным братом итальянского Lamborghini Huracan, - делит с ним карбоно-алюминиевое шасси. Именно это нововведение позволило новинке стать на 10 процентов легче и на 40 процентов увеличить жесткость кузова на кручение.
Внешность модели также преобразилась, сохранив при этом общий силуэт предшественника. Спереди, безупречная Ауди Р8 демонстрирует разинутую «пасть» шестиугольной радиаторной решетки. Подобная наблюдается у нового купе Audi TT. Хищные светодиодные фары с острыми гранями похожи на драгоценные алмазы. Под ними расположились крупные воздухозаборники с вертикальными аэродинамическими «ребрами». Профиль немецкой новинки получил черные 20-дюймовые диски с множеством ветвеобразных спиц, которые «спрятаны» внутри мускулистых колесных арок. Стоит обратить внимание на специальную форму двери, формирующей воздушный поток для воздухозаборника. В данном случае, оригинальные обтекаемые дверные ручки специально спрятаны внутрь корпуса. Корма Audi R8 получила видоизмененный карбоновый спойлер, более вытянутые и прямоугольные светодиодные фары, а также новый четырехреберный диффузор с квартетом квадратных выхлопных труб по бокам. Под фарами, как и в предыдущем поколении расположены вентиляционные отверстия моторного отека. В размерах автомобиль стал короче на 15 мм (4420 мм), шире на 39 мм (1944 мм) и ниже на 12 мм (1241 мм).
Интерьер стал просторнее и, пожалуй, еще роскошнее. Теперь абсолютно все поверхности отделаны замшей, алюминием, карбоном и натуральной кожей с двойной красной строчкой. Сиденья невероятно удобные и имеют множество позиций для регулировки. Перед водителем располагается массивный 12,3-дюймовый сенсорный дисплей бортового компьютера, навигации и мультимедиа. Бортовой компьютер поучил мощный процессор NVIDIA Tegra 30 с 2 Гб оперативной памяти, что без труда позволит обрабатывать 3D данные с онлайн карт Google Earth и прочих сервисов. На центральной консоли остались лишь дефлекторы климат-контроля и футуристичный блок управления им. С собой владелец сможет захватить несколько сумок, разместив одну позади себя, а вторую в «багажнике» на 104 литра.
В задней части кузова R8 «зашит» 5,2-литровый двигатель V10 c 610 «лошадками» мощности и 560 Нм крутящего момента. Работает двигатель в тандеме с системой полного привода Quattro и 7-ступенчатой автоматической трансмиссией с двойным сцеплением S-Tronic. Под роскошный аккомпанемент выхлопной системы, гиперкар разгоняется до первой сотни за 3,4 секунды, а максимальная скорость достигает 330 км/ч. В дополнение к этому модель получит электронно-регулируемую подвеску и систему выбора режимов настройки электроники (Normal, Sport, Dynamic).
Сбалансированная и контролируемая новая Audi R8 со своим экстравагантным дизайном и безупречным вкусом, обойдется покупателям минимум в 165 000 евро и будет доступна ближе к весне 2016 года.
2017 Audi R8 First Drive – Review – Car and Driver
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Hardware matters, but often it’s the software that tells the hardware how to operate that makes the difference. That’s true for smartphones that tech websites tear down to reveal $40 worth of parts, but increasingly also for cars—even the ones that don’t drive themselves around racetracks. The new Audi R8 is perhaps the greatest example of tuning through 1s and 0s. There’s no question the hardware here is superb. The Audi is the Lamborghini Huracán’s twin sister, and mechanically the two cars are as closely related as any two GM J-bodies. They share the same engine, transmission, partially carbon-fiber floor and bulkhead, chassis hard points, steering system, and electronic architecture. Meaning it’s the software that gives each of those components a very different character in the two supercars. The Audi is, as you would expect, dowdier and marginally less exciting, yet on first acquaintance we suspect it is destined to be seen as the higher achiever.
Buyers of this R8 will have far less choosing to do than before. The V-8 of the original has gone, along with the little-ticked option of the manual transmission and its glorious, gated gear lever. We mourn the passing of both, not least because it means the new car will be considerably more expensive in base form than its predecessor, even if far more powerful. A roadster version is a future certainty, and there eventually will be a smaller, turbocharged engine. For now, though, the decision is between the standard V10 coupe with 540 horsepower and the V10 Plus with 610 horses, both sharing the same 5.2-liter displacement and heady, 8700-rpm redline. There’s no official word on pricing, but we’re told to anticipate both sticking close to the market position of their predecessors. In other words, you can be fairly certain that, without at least $170,000 to spend, there won’t be an R8 for you.
Value always is a subjective call, but it’s hard not to feel shortchanged by the styling, which is familiar to the point of being almost identical to the first-gen R8’s. To reference Darwinian selection, and to risk yet another crop of threatening letters in green crayon and comments rendered in ALL CAPS, the R8’s design has undergone about as much evolution as you would find taking place in a small pond during a winter’s afternoon. The styling is edgier, the lines of the trapezoidal front grille sharper, but from more than 20 yards away it still looks more like a facelift than a new car (the telltale is that the “blade” behind the doors is now divided into two). LED headlights will be standard, but according to Audi USA we won’t be getting the snazzy, optional laser lights any time soon, and possibly not ever—such are the hurdles of getting them through federal certification.
The cabin tries harder and works better. The old R8 had started to feel short of both finesse and toys compared with newer rivals, and this one delivers both smart, functional design and quality materials. Like the new TT (and upcoming A4), the R8 features Audi’s “Virtual Cockpit,” a configurable screen behind the steering wheel. This combines instrumentation with everything that would normally be done by a central display screen, and it can be switched among a conventional speedometer-and-tachometer combo, a performance readout that includes the seemingly mandatory g-meter, and Google satellite mapping that zooms close enough to let you see if the neighbors sunbathe topless.
As we noted after being allowed a single lap of the Le Mans circuit in the car, the R8’s steering wheel now contains most of its dynamic controls. There’s a Drive Select button, cycling among Comfort, Auto, and Dynamic modes, but there’s also a new Performance mode—standard on the Plus, optional on the V10—that unlocks three additional settings via a wheel button depicting a checkered flag. These are Dry, Wet, and Snow—for those who want to hoon their R8 when it’s 10 below. The other major driving option is ratio-varying Dynamic Steering. This will be strictly optional in the U.S., although the fact it was fitted to every single car on the press drive in Portugal suggests that Audi is determined to make us like it.
Despite the almost countless man-years that Quattro GmbH’s engineers put into the new R8, its starring attraction remains the part that has been changed least, the V-10 engine. It’s worth the considerable price of admission in its own right, a high-revving masterpiece that stands as a glorious anachronism in a world where even Ferrari is downsizing and strapping on turbochargers. As in the Lamborghini, it has gained both port and direct injection and selective cylinder deactivation, but it is almost unchanged in character.
Revs are what the V-10 does best, but it’s no anemic weakling at lower rpm. There’s enough torque to keep it tractable when asked to trundle, and it’s quiet and refined even at the sort of rapid highway cruising speeds we hope the Portuguese Polícia will indulge a visiting supercar in. In the hills, it takes a good while to build up to using the full allocation of revs; even upshifting at 6500 rpm it feels sports-car fast, with a good two grand still to go before reaching the limiter. Cross the 7000-rpm line and you’re in definite supercar territory, the V-10 practically popping a can of spinach as it snarls its way to redline. Under hard use it feels almost as exciting as the Huracán, yet it’s equally adept when asked to be a well-mannered boulevard cruiser or a polished autobahn-stormer.
The transmission plays a vital part in this Jekyll-and-Hyde trick, with the seven-speed dual-clutch ’box having been tweaked—digitally, of course—to deliver faster and more forceful upshifts under hard use, along with some nifty rev-matching when you downshift. Yet left in drive in Comfort mode, it’s practically a 1970s-style waft-o-matic, shuffling its ratios both intelligently and seamlessly. The chassis coped with everything Portugal could throw at it with something close to disdain—the biggest bumps didn’t unsettle it, even with the adjustable dampers in their firmest setting—and yet it also was completely unruffled by both the low-quality urban streets and some high-speed cruising on the Autoestrada.
The biggest mechanical change between the first R8 and this one is the arrival of an electronically controlled clutch to divert torque to the front axle, in place of the previous viscous coupling. This is much faster-acting; Audi engineers claim it can go from fully free to locked in just a tenth of a second, and it is set up to divert torque to maximize traction and stability. The result is more adhesion—much more—but far less of the rear-driven feeling the first R8’s slower responses gave it, especially at low speed. Grip, like bacon, is something that some people earnestly believe you can’t have too much of, but at the sort of speeds you’re ever likely to see on public roads the R8 just grasps and goes, the driveline working to maximize traction all the time. It’s blisteringly fast—but definitely not as playful as its sometimes-wayward predecessor.
With the generosity that comes from having a PR budget to rival Greece’s national debt, Audi also booked exclusive use of the excellent Autódromo Internacional Algarve near Portimão—a circuit that, although little used for actual racing, can claim to be one of Europe’s finest for driving. Audi inhibits the stability-control switches of its cars on media launches, so we can’t regale you with stories of generous doses of opposite lock and heroic drifting, but the Performance mode’s most aggressive “Dry” setting allows enough slip to prove the chassis remains neutral even under heavier track loadings. It’s possible to make the rear slide under power, but the car will immediately divert torque to the front wheels to try to pull itself straight; it’s prepared to tighten its line a little on an eased throttle, like a Porsche, but the governing motto is always to keep everything on a tight leash.
The steering dealt with Portugal’s roads far better than it did the track at Le Mans. There’s never an abundance of feedback, but responses are keen and the ratio-tweaking is rarely noticeable. That said, we did spend most of our time in Dynamic mode, which we later found out locks the steering ratio at a fixed 13:1. Yet the steering is accurate and delivers instant response, whichever mode it’s in. It’s just a shame it has lost the voluble communication that made the first R8 such a chatty companion.
A final point: Don’t automatically assume that the Plus’s extra 70 horsepower makes it the one to plow your next lottery win into. After driving both the Plus and the standard car on the road, we really didn’t notice any significant performance advantage from the additional power. The Plus also brings fixed-back shell sports seats that will be too tight for many and has a fixed carbon-fiber rear wing in place of the standard V10’s more subtle pop-up one.
Siblings, But Not Rivals
Even knowing how similar the R8 and Huracán are beneath the surface, they don’t feel like rivals, a clever trick pulled off by their respective engineering teams. The Lamborghini is the more exciting car, no question—harder, angrier, and (we suspect) slightly faster, even though the engine in the R8 V10 Plus is in an identical state of tune. From an outsider’s perspective, the fact the Audi will do pretty much the same for what we’re estimating to be a $60,000 to $70,000 discount might look like a big problem, but Lamborghini’s marketing department is probably more concerned by the fact that the $241,000 Huracán has the legs on the $404,000 Aventador.
The R8 is definitely the better all-arounder, with a far greater range of talents than its Italian sister. It’s a viable everyday cruiser, as civilized at lower speeds as a TT or A5 coupe, yet it’s also a thrilling supercar-humbler in its own right. And it’s one with an engine that, somewhere in the electron-driven future that awaits us all, we likely will look back on as one of the all-time greats. If you’re looking for a do-anything sports car, the R8 is going to be hard to beat.Overview Photos Build and Price View All Features and Specs
VEHICLE TYPE: mid-engine, 4-wheel-drive, 2-passenger, 2-door coupe
ESTIMATED BASE PRICE: $170,000-$190,000
ENGINE TYPE: DOHC 40-valve V-10, aluminum block and heads, port and direct fuel injection
Displacement: 318 cu in, 5204 ccPower: 540/610 hp @ 8250 rpmTorque: 398/413 lb-ft @ 6500 rpm
TRANSMISSION: 7-speed dual-clutch automatic with manual shifting mode
DIMENSIONS:Wheelbase: 104.3 inLength: 174.3 inWidth: 76.4 in Height: 48.8 inCurb weight (C/D est): 3500-3550 lb
PERFORMANCE (C/D EST): Zero to 60 mph: 3.1-3.4 sec Zero to 100 mph: 7.0-7.4 sec Standing ¼-mile: 11.3-11.7 sec
Top speed: 199-205 mph
FUEL ECONOMY(C/D EST): EPA city/highway: 14/23 mpg
- The Editors' Rating summarizes a vehicle's overall degree of excellence and is determined by our editors, who evaluate hundreds of vehicles every year and consider numerous factors both objective and subjective.
The 911 debuted in the 1960s and remains at the pinnacle of automobiledom while staying true to its roots as the quintessential sports car.
- The Editors' Rating summarizes a vehicle's overall degree of excellence and is determined by our editors, who evaluate hundreds of vehicles every year and consider numerous factors both objective and subjective.
Think of the Corvette Z06 as the most amazing version of a sports car that is already amazing by anyone’s measure.
- The Editors' Rating summarizes a vehicle's overall degree of excellence and is determined by our editors, who evaluate hundreds of vehicles every year and consider numerous factors both objective and subjective.
Gullwings are no longer part of the design, but the GT is still set to swoop in and snag buyers away from its archnemesis, the Porsche 911.
2017 Audi R8 - First Drive ReviewFree Price Quote From a Local Dealer
Sometimes you can judge a book by its cover. The 2017 Audi R8 looks like a sharper version of Ingolstadt’s mid-engine supercar, now in its eighth year of production. And after one brief, frenetic lap of the legendary 8.46-mile Le Mans circuit, just minutes before 55 of the world’s fastest and most exotic racing sports cars streamed out for an evening qualifying session for this year’s 24 Hour race, we can confirm that’s exactly how the new R8 feels. Sharper. Better. More accomplished.
Accelerating hard through the gears along pit straight, the seven-speed dual-clutch S-tronic transmission seems noticeably smoother and faster, delivering near-seamless shifts from one ratio to the next. In the tricky Dunlop Curves, a deceptive mix of direction, camber and elevation changes that constantly fight the car, the new R8’s electric power steering delivers crisper initial turn-in response. And as the Mulsanne Straight opens up ahead, the naturally aspirated 5.2-liter V-10 responds instantly to the throttle with a lusty snarl and thrilling shove between the shoulder blades.
We only hit 176 mph on Mulsanne Straight, slowed first by corner workers repairing the guardrail at the first chicane, and then when we caught another driver in an R8 who seemed content to cruise around one of the world’s most iconic race tracks in third gear. The Automobile Club de l’Ouest, which has staged the 24 Hour race since 1923, had forbidden any passing on our lap, so we were unable to verify the new R8’s claimed 198-mph top speed. Needless to say, the car felt utterly stable and composed at triple-digit speeds — Audi claims the new R8’s aero tuning simultaneously delivers more downforce and less drag.
After dawdling through Mulsanne corner behind Mr. Slowcoach, we slowed right down and hung back to get a quick run through Indianapolis corner, a looping left-hander so named because of its slight banking, before braking hard for the abrupt 90-degree right-hander Arnage, the slowest corner of the track, and powering out to tackle the epic sweeps of the Porsche Curve. Again, the new R8 felt more alert on initial turn-in than the old car, but the steering, while accurate and consistent, didn’t provide a ton of feel.
You still have to be patient with the all-wheel drive R8; get on the gas too early and the front end will start to push wide. But the new electronically controlled center differential, which replaces the viscous coupling used in the old car, combined with a 1.2-inch increase in the wheelbase courtesy of the new platform the R8 shares with the Lamborghini Huracan, delivers more consistent behavior mid-turn, with a smoother transition to oversteer if you need more rotation from the chassis, and better traction on the way out.
The basic architecture of the car hasn’t changed, but the new aluminum and carbon fiber structure is 40 percent stiffer and 110 pounds lighter. The charismatic 5.2-liter V-10 features a new direct and port injection system to help improve drivability and reduce emissions, and now delivers 532 hp at 8,250 rpm, and 398 lb-ft of torque at 6,500 rpm. The hotter Plus version of the engine revs 600 rpm harder and delivers 601 hp, 413 lb-ft of torque, a 205-mph top speed, and should shave three-tenths of a second off the 0-60-mph time.
Buy a new R8, and you’re buying a good chunk of Audi‘s next-gen R8 GT3 racer — the company says 50 percent of the parts in both road car and race car are common. In terms of mechanical hardware, the engine is identical to the GT3 race engine, apart from a different flange for the race-spec dual-clutch transmission. The extra power for the race engine is extracted via a remapped ECU, and Audi says it will do 20,000 hard racing miles before needing a rebuild to check seals and gaskets. That suggests the road car engine should be plenty durable.
The standard brake setup features vented steel rotors all round with eight-piston calipers at the front and four-piston units at the rear. Carbon-ceramic rotors with six-piston calipers up front will be available as an option. MagneRide shocks will also be available as an option, but U.S.-spec R8s, which will go on sale next spring, will not be offered with the optional variable ratio version of the new electric power steering system.
The redesigned interior is finished to Audi’s trademark levels of quality, with plenty of double-stitched leather and beautifully finished soft-sheen aluminum highlights. A new steering wheel features the usual Audi controls in the horizontal spokes, plus two prominently mounted buttons down either side of the vertical spoke. Top right is the start button, and under it a button that unmuzzles the mighty V-10’s booming exhaust. Top left is the Drive Select button, which allows you to choose from Comfort, Auto, Individual and Dynamic settings for throttle response, transmission shift, stability control, and torque split. Beneath that is a performance button that enables you to choose between dry, wet, and snowy conditions, and optimizes the R8’s dynamic setup accordingly.
The instrument pack is a show-stopper thanks to Audi’s new 12.3-inch configurable TFT screen. Display options include a large tach front and center with a digital speed readout, or the ability to have functions like the map from the nav system take up most of the screen with small diameter – one inch or so – tach and speedo to the left and right respectively. With the map front and center and zoomed right in, it’s almost like having digital pace notes in front of you, as you can tell at a glance where the road goes around blind corners and over crests.
Our lap of Le Mans ended all too soon, and it wasn’t nearly enough to get to know the new R8 intimately. (Be sure to log in to motortrend.com for a more extensive drive report from the car’s world launch in Spain next month.) But even after little more than eight miles at the wheel we know this: The original Audi R8 was perhaps the only supercar to seriously rival the Porsche 911‘s reputation for everyday usability and drivability, and the 2017 Audi R8 is more of the same — a 24/7 supercar that’s sharper, better, and more accomplished than ever.
|2017 Audi R8|
|BASE PRICE||$130,000-$150,000 (est)|
|VEHICLE LAYOUT||Mid-engine, 4WD, 2-pass, 2-door coupe|
|ENGINE||5.2L/532-601-hp/398-413-lb-ft DOHC 40-valve V-10|
|TRANSMISSION||7-speed twin-clutch auto|
|CURB WEIGHT||3,550-3,600 lb (mfr)|
|LENGTH X WIDTH X HEIGHT||174.2 in x 76.4 in x 48.8 in|
|0-60 MPH||3.0-3.3 sec (mfr est)|
|EPA CITY/HWY/COMB FUEL ECON||Not yet rated|
|ON SALE IN U.S.||March-April, 2016|
2017 Audi R8 V10 Plus First Test Review
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Audi’s parent, Volkswagen Automotive Group, has a problem on its hands. And this time it doesn’t involve diesel. See, I’ve been living with the all-new second-generation R8 for a week now, and aside from design, I can’t think of a reason you’d get a Lamborghini Huracán instead. Right there, that’s VW’s problem. The R8 V10 Plus is the mechanical, dizygotic twin of the Huracán. A generation ago, the Audi version made less power than the Lamborghini (though there was always the rumor that you could easily reflash the V-10 to make Lambo levels of grunt). These days, the top dog R8 makes exactly the same amounts of horsepower and torque, 602 hp and 413 lb-ft, respectively. Only thing is, the Audi’s base price is about $65,000 less than the Lambo’s. To put it in YouTube commenter speak, for that kinda scratch, “u cood have a R8 an Hellcat lolz.” Now, if y’all remember, I was pretty dang smitten with that there Huracán. And our buddy Randy Pobst declared it to be better than any Ferrari he’s ever driven. But man, I’m telling you, I think I like the R8 even more. I think. … How’s that for a setup?The 2017 Audi R8 V10 Plus in European-spec form
Let’s start with design. I don’t like the front end. Taken as a standalone piece of sculpture, there’s nothing intrinsically wrong with the double XL grille. But when that megamouth gets placed between the vertical vents found under the headlights, it’s too much. The face is nearly—dare I say it—Lexus-like. However, I happen to quite dig the rest of the exterior. When the world first saw the new R8, many people were quick to point out that the second-gen car wasn’t radical enough and/or that Audi should have kept the signature “side blades.” I completely disagree. I always thought the first-gen R8 looked stumpy and that the side blades were superfluous and covered up a dull side profile. Also, I’ve long maintained that the peak of the hood resembled a dolphin’s skull. On the new R8, the side profile reminds me of the awesome Auto Union Silver Arrows of the 1930s. Specifically the Type B “Rekordwagen,” and even a little like the monstrous Type C. All that said, the drop-dead gorgeous Huracán is about 12 times better-looking.
As for the interior, just like in the new A4, TT, and Q7, Audi’s reworked design is strong. The R8’s innards are stripped down compared to other supercars. Most of the buttons are scattered all over the flat-bottom steering wheel, though unlike in the Huracán, the turn signal lever is still on the stalk. Like in the other new Audis the star of the show is the virtual cockpit, a completely configurable TFT screen responsible for displaying essentially everything, save HVAC info. You quickly realize that your left thumb controls 95 percent of the car’s functionality (though the big MMI wheel is a redundant control). At first this seems daunting, but after five minutes you’ll have the controls figured out. Only took me 10. The small, black-glass-backed HVAC controls are simple yet elegant, like the rest of the interior.
Some stats you oughta know: First off, the R8 is bigger than the Huracán, but not by much. The Lambo’s wheelbase is 103.1 inches, whereas the R8’s is 104.3. Length is similarly off by about an inch, though the R8 is actually shorter overall (174.3 versus 175.6). The Audi is wider (76.4 inches versus 75.7), though a bit taller (48.8 versus 45.9). The functional difference in size is that the Audi has room for a set of golf clubs behind the seat and offers much more headroom. As for weight, it’s complicated. The Huracán we tested was a Euro-spec model that weighed 3,419 pounds. This here orange-ish R8 is also a Euro-spec model, and it clocks in at 3,653. However—and here’s the complication—our “long-term” 30-day Huracán was a U.S.-spec car and weighed 3,614 pounds. The R8 weighs 234 pounds more than the Huracán we tested. Does this extra carriage affect performance? Uh …
The AWD R8 V10 Plus thunders its way to 60 mph in 2.6 seconds, making it the quickest naturally aspirated car we’ve ever tested (to 60 mph). The McLaren P1 matches that, the venerable Bugatti Veyron needed 2.7 seconds. To go quicker, you’ll need to pony up for a Porsche 918 or LaFerrari (each require 2.4 seconds). The R8 ties another Volkswagen Group all-star to 60 mph, the stupid-quick Porsche 911 Turbo S. The Huracan? A leisurely 2.8 seconds. Things change over the quarter mile. The R8 and the Huracán are tied across 1,320 feet: 10.6 seconds. For some more perspective, the 1,001-horsepower Veyron does the quarter mile in 10.4 seconds. However, the lighter Lamborghini is traveling at a higher speed at the end of the quarter: 132.8 mph versus 129.8 mph for the Audi. Still, 10.6 seconds in the quarter mile is tied for the quickest production car we’ve measured without forced induction or hybrid assistance.
Handling? Glad you asked. Remember how I said this is a European-spec car? Well, turns out that Audi Magnetic Ride—the magnetorheological fluid-filled dampers from Delphi, just like on the Ferrari 488 GTB/Camaro SS—are not an option for the U.S. V10 Plus. This is insane because unlike the last V10 Plus, the new one doesn’t ride like a dump truck on a washboard. I found myself wondering if the ride was in fact better than a McLaren 650S. Also, look at the numbers: Max lateral acceleration is 1.01 g, and this V10 Plus’s figure-eight time is a way low 23.2 seconds. The lighter Huracán pulls a max lat load of 1.02 g and sprints around the figure eight more quickly, in 23.0 seconds. Same figure-eight time for the Turbo S, though the Porsche’s max lat is 1.04 g. However, our handling guru Kim Reynolds told me that because the R8 was so quick, it was hurting itself. He had to get on the brakes much earlier than ideal in order to make the corner. Good thing the brakes are humungous, optional carbon-ceramic Brembos (six-piston up front, four-piston rear) that are not only fade-averse but also haul the R8 to a stop from 60 mph in 103 feet. Huracán? 104 feet.
But what is it like to drive? Addicting. I did something I haven’t done in many years: I live five minutes from the base of the famed Angeles Crest Highway, one of the world’s greatest driving roads. The Crest—as we locals call it—also happens to be connected to a few other roads that are even more fun. Naturally, when I get my greedy paws on a car worth pounding on, it’s easy for me to run up to the canyons and have a nice hour-long session. Pound the snot out of some car, and make it home for breakfast. But once is typically enough. You can guess where this is going. After staring at the R8 in my driveway early one morning, I thought, “You’d better go do it all over again.” Which I promptly did, and the second time proved to be even more fun than the first. Mostly because this time I had the traction control partially disabled and took full advantage of the fact that the R8 likes sending most of its power to the rear wheels under full-on acceleration. I should also mention that the R8 seems to have more sound insulation than the Huracán, even when you have the sport exhaust on. This is of course both good and bad, depending on the situation. When I craved more shrieking from the 40-valve, 5.2-liter V-10 and its 8,850-rpm redline, I lowered the windows.
To drop a little classic Vince Vaughn on you, the V10 Plus is money to drive. The Audi is beyond quick with catlike reflexes, sharp, crisp steering, and brakes for days. Furthermore, the dynamic steering is far and away the best adjustable steering I’ve ever experienced on an Audi and nearly as good as what Lamborghini was able to do with the Aventador Superveloce SV. Ah yes, this is the part in the story where I’m supposed to make some sort of grand pronouncement. Where I tell the world that conclusively, yes, the 2017 Audi R8 V10 Plus is in fact better to drive than its Italian twin, the Huracán. Thing is, I can’t do that. Without having both cars on the same road/track, on the same day, at the same time, making such declarations is a fool’s errand. I can tell you that if I were shopping for a Huracán, I’d pop next door into the Audi dealership and set up a test drive. That in itself is an accomplishment. In terms of the R8’s closer competition, the Porsche Turbo S, McLaren 570S, and AMG GT S, well, we’ll just have to get them all together and see what’s what, won’t we? Until then, hell of a job, Audi. Hell of a job.
|2017 Audi R8 V10 Plus (European Spec)|
|BASE PRICE||$190,000 (MT est)|
|PRICE AS TESTED||$225,000 (MT est)|
|VEHICLE LAYOUT||Mid-engine, AWD, 2-pass, 2-door coupe|
|ENGINE||5.2L/602-hp/413-lb-ft DOHC 40-valve V-10|
|TRANSMISSION||7-speed twin-clutch auto.|
|CURB WEIGHT (F/R DIST)||3,653 lb (42/58%)|
|LENGTH x WIDTH x HEIGHT||174.3 x 76.4 x 48.8 in|
|0-60 MPH||2.6 sec|
|QUARTER MILE||10.6 sec @ 129.8 mph|
|BRAKING, 60-0 MPH||103 ft|
|LATERAL ACCELERATION||1.01 g (avg)|
|MT FIGURE EIGHT||23.2 sec @ 0.92 g (avg)|
|EPA CITY/HWY/COMB FUEL ECON||13/25/17 mpg (MT est)|
|ENERGY CONS., CITY/HWY||259/135 kW-hrs/100 miles (MT est)|
|CO2 EMISSIONS, COMB||1.17 lb/mile (MT est)|
As part of our ongoing efforts to make MotorTrend.com better, faster, and easier for you to use, we’ve temporarily removed comments as well as the ability to comment. We’re testing and reviewing options to possibly bring comments back. As always, thanks for reading MotorTrend.com.Driving an Audi R8 on the streets is a ton of fun, but driving one on a racetrack is a dream come true. Now you can drive an all-new Audi Sport model and brush up on your performance driving skills at the same time. Audi offers four programs for owners and fans on the same circuit where the R8 GT3… Read More Ingolstadt’s all-new 2018 Audi R8 Spyder V10 Plus is the fastest convertible model from the brand. Like the R8 Plus coupe, the R8 Spyder Plus sports a wailing 5.2-liter V-10 engine that packs 610 hp and 413 lb-ft of torque — an increase of 70 hp and 15 lb-ft over the regular model. The Quattro all-wheel-drive beast’s powerplant is mated… Read More Last year, Audi unveiled the all-new R8 Spyder featuring the magnificent naturally aspirated V-10 engine we’ve come to know and cherish. Yet, during the live reveal, Audi didn’t disclose the upcoming model’s price, only stating it would be released closer to its on-sale date. Now that the on-sale date is looming, Audi has revealed the car’s starting price, and it’s… Read More When anyone mentions the word "quattro," you're forced to consider whether they're talking about Audi's all-wheel-drive system or its high-performance sports car subsidiary responsible for the line of RS models. Moving forward, there should be no such confusion, given Audi 's Quattro GmbH sports car division will begin operating under the name Audi Sport. Audi Sport will launch eight new… Read More Let there be laser light! Audi is teasing us now with an exclusive edition of the 2017 R8 V10 plus, that features…laser high beams. Yes, it’s Audi's first production version of this new technology in the U.S., too. Now, good guys like Tony Stark and super baddies like Dr. Evil can both have matching over the top sports cars. The exclusive… Read More
Audi R8 2016 – серийный немецкий спорткар
Мы уже рассказывали о некоторых спортивных новинках 2015 года, справедливо замечая, что большинство из них не потерялось бы и на гоночном треке. Автомобиль, которому будет посвящена сегодняшняя статья, позиционируется как спорткар, предназначенный для ежедневных поездок. Речь пойдет об обновленном Audi R8 2016 модельного года, а также его российских ценах, названных концерном несколько дней назад.
Внешний облик второго поколения этого спортивного купе не претерпел никаких революционных изменений. Впрочем, инженеры западногерманской компании редко прибегают к серьезным дизайнерским реформам, отдавая предпочтение эволюционному стилистическому развитию. Так поступили и в этот раз. Например, новое поколение Audi R8 сохранило первоначальную кузовную форму. Знаменитый выдвижной спойлер также на месте. Изменения сопровождались легкими, но весьма эффектными штрихами. Передние оптические приборы новинки получили исключительно светодиодное исполнение. Осветительные модули состоят из множества отдельных элементов, каждый из которых имеет строго определенное направление действия. Не лишены фары и интеллектуальных способностей. Они самостоятельно выбирают режим освещения, ориентируясь на ряд факторов – наличие встречных транспортных средств, угол поворота руля, уровень освещенности и другие. Старая радиаторная решетка «Singleframe» окружена мощными воздухозаборниками. Наряду с работой по охлаждению силового агрегата они улучшают прижим автомобиля к дороге во время движения на высоких скоростях. Колесные арки заметно прибавили в объеме. Не оставим без внимания дополнительные аэродинамические ниши, гармонично вписанные в боковую поверхность.
Задняя часть «R8» обзавелась мощным диффузором, в который вмонтирована пара угловатых патрубков выхлопной системы. Размер автомобиля соизмерим с другими моделями спортивного класса. Его длина составила 4420 мм, ширина – 1940 мм, высота – 2650 мм. Величина колесной базы оказалась 2650 мм, а клиренс авто не превысил 105 мм.
Глупо искать в оформлении салона новенькой Ауди Р8 2016-2017 какие-либо изъяны, и модель, действительно, таковыми не обладает. Интерьер спорт-купе идеален. Водитель и сидящий рядом пассажир получили огромную площадь свободного пространства. Производитель не стала компоновать их зоны по типу гоночных кокпитов, сохранив типовую схему размещения. Сидения классической формы идеально подойдут членам экипажа с любыми антропометрическими данными. Они снабжены множеством разнонаправленных электронных настроек, сдобрены подогревом и вентиляцией, «спасающими» в разные времена года. Приборная панель отказалась от механических указателей и теперь представляет собой огромный дисплей высокого разрешения, на котором отражены виртуальные шкалы. При желании их можно заменить геолокационным маршрутом поездки или изображением с камеры видеонаблюдения. Руль уменьшенного размера чрезвычайно удобен для оперативного управления автомобилем. Он по-модному приплюснут снизу, слегка утолщен в области хвата и, конечно же, наделен набором разноцелевых сенсоров.
К материалам внутренней отделки модели не может быть никаких претензий. Они великолепно качества, с четкой структурой и неимоверно стильным цветовым исполнением. Эргономическая составляющая салона также на высоте. В качестве приборного наполнения покупателю будет предложено несколько вспомогательных электронных систем, двухзонная климатическая установка, функция адаптивного круиз-контроля, множество датчиков, полная электроподготовка, два парктроника и многое другое. За дополнительные деньги можно заказать комбинированную обшивку основных элементов кожей «Feinnappa» и установить спортивные кресла в форме ковшей.
В плане технических характеристик Audi R8 2016-2017 способен порадовать даже самых искушенных автолюбителей. Модель обзавелась обновленной платформой, на 30% состоящей из композитных материалов. Помимо них конструкторы значительно расширили применение облегченных алюминиевых сплавов. Как итог, масса автомобиля «потеряла» почти 130 килограмм, не превышая теперь полутора тонн. Жесткость же кузова на кручение, наоборот, получила 40-процентный прирост. Подвеска авто «Magnetic Ride» полностью независимая, электронно управляемая. Она имеет конструктивную схему, выстроенную на паре поперечных рычагов. Тормозные механизмы созданы на основе керамических дисков. Привод модели полный.
Двигатель новой модели от Ауди устанавливается сзади под полупрозрачным капотом. В качестве силовых агрегатов применяются 3 типа систем:
- Бензиновый V-образный ДВС в десять цилиндров объемом 5.2 литра. Двигатель «FSI» способен развивать мощность 540 лошадей. Контрольную сотню он набирает за 3.5 секунды при скоростном максимуме 323 км/ч и топливном расходе, не превышающем 11.8 литров.
- Более совершенный V10 «Plus» обладает мотором того же объема, но развивающим уже 610 сил. Разогнаться до 100 км/ч он способен всего за 3.3 секунды. Скоростная отсечка этого движка находится на отметке 330 км/ч. «Прожорливость» – 12.4 литра.
- Установка «E-tron», состоящая из пары электродвигателей, суммарная мощность которых составляет 231 л.с. Они питаются от тягового аккумуляторного блока емкостью 92 кВт/час. Полностью восстановить заряд АКБ возможно всего за два часа. Проехать же на одном цикле спорткар способен 450 километров. Динамика разгона электрического «R8» чуть хуже бензиновых «собратьев» – 3.9 секунды до сотни. Максимальный разгон модели с данным типом двигателей составляет 250 км/ч.
Все версии обновленной Audi снабжаются 7-ступенчатой роботизированной коробкой «S-Tronic» с системой двойного сцепления. По своей сути она является классическим «роботом» «DSG», получившим углубленные доработки.
И, наконец, самое главное – цены. Начиная с конца ноября, в России обновленный Ауди Р8 2016-2017 года можно будет приобрести в модификации «V10-Plus» за 9.9 миллионов рублей. Эта цена подразумевает базовое наполнение. За все дополнительные опции придется заплатить отдельно.
2017 Audi R8 V10 Plus Review
PORTIMÃO, Portugal — Do not go gentle into that good night. A new-age supercar should burn four wheels, as 10 cylinders rave on until close of day. Rage, rage against the prohibition on laser lights.
During two days in Portugal, on road and racetrack, through brightest day and deepest night, we tested the 2017 Audi R8. The mid-engine machine is poetry in motion: pleasing to the ear and exciting to the heart, potent yet effortless.
Audi is best when it melds technology and soul in equal parts. The all-new, second-generation R8, which is coming to the Americas next spring, mostly achieves that elusive mandate. As for technology, everybody will be talking about those laser lights. But the R8’s naturally breathing 5.2-liter V-10 is the car’s essence, a soulful heart that spits verse every time it awakens.
First, let’s talk laser lights. Or laser spots, as Audi calls them. For an extra 3,200 euros, they are an option in Europe, though they’re still not legal in the U.S. The spots are contained within the regular LED housing and only activate at speeds above 37 mph and in situations with minimal ambient light, and they shine twice as far as regular high beams.
Audi wanted to show off its latest bit of vorsprung durch technik, so the company offered us the novel opportunity to drive on an unlit road course on a pitch-black night. The Autódromo Internacional do Algarve, in Portimão, is a sketchy track in the brightest of conditions. It’s full of gut-unsettling hills, most of them blind. The corners are high-speed and tricky, ending in hard downhill braking zones.
In darkness it was downright devilish, nothing gentle about it. No matter how good they might be, no lights — laser or otherwise — can see over blind crests. Instead, we depended on our middling memory of the track, the chassis’ natural agility, and the car’s stout brakes.
We were driving the R8 V10 Plus model, with 610 hp and 413 lb-ft of torque. Rolling out of the lighted pits and into the inkiness, it went something like this: Squint into the black and open up the V-10 to full throttle anyway. Convince your right foot to remain planted as you comet toward the blind brow of hill. Crest, and drop into darkness. Remain planted. Do not panic. Lost in the Algarve’s abyss, the car is picking up tremendous speed. Start to panic. The trick laser-aided headlamps are shining far ahead and finally illuminate orange cones that indicate the braking zone. As the 2017 Audi R8’s carbon-ceramic brakes snap your head forward, you bend around the tight corner and rush toward the next slope, the all-wheel drive push-pulling the car inexorably forward.
So, yes, laser lights are surely helpful in low-visibility situations. But the real takeaway here is the savagery and sound of the 2017 Audi R8’s V-10 raving behind our head, and the brakes’ unsettling deceleration. It’s true-blue, super sports-car stuff.
A mild surprise is that this is only the second-generation R8, the first real reboot of the would-be, could-be supercar by Audi. In America, especially, it was proof that this European marque could tussle with Porsches. All those wins at Le Mans notwithstanding, most of our countrymen simply don’t equate Audi with high-performance street cars.
But competitors and potential customers alike ignore the R8 at their peril, on and off track. The previous R8 LMS race car won 24-hour races at Spa, Nürburgring, and Daytona International Speedway. The new generation track attacker has already followed in its tire treads by taking the flag at this year’s 24 hours at the ’Ring.
Off the circuit, the road-legal R8 has been accessible and easygoing ever since its early days as a V-8-only model, and the new car continues that tradition. The chassis is gentle on passengers over awful pavement, even in Sport mode. We got lost on a one-lane dribble of road with great heaves and potholes, and we still maintained an even 40 mph. The nose sits high enough that you don’t need an automatic lift to negotiate curbs or debris.
Still this feat is less impressive today than in 2007 when Audi released the original R8. Porsche’s latest 911 Turbo is every bit as livable on a daily basis, but even the 911 GT3 RS we drove recently in Germany was comfortable enough to putter around town, which meant the new R8 had to surpass itself in several ways, most crucially in power and design.
Audi no longer seems concerned about keeping horsepower to less than that of its VW Group-built cousin, the Lamborghini Huracán. The Plus model eclipses the Huracán’s 602 horsepower, and this time around Audi will not offer a V-8 variant (nor a gate-shifter manual). The “regular” 2017 Audi R8 has 540 hp and 398 lb-ft of torque, more than enough for any legal road, and it generally comports itself more handily. Pricing hasn’t been released for the States, but the difference between the regular and Plus models is around $20,000 for the present car. Either way, both variants will be priced well south of the Huracán’s $237,000-plus sticker.
Regarding the R8’s updated design, the interior is surpassingly good, with a dash as low as the C7 Corvette Stingray’s, a sexy landscape of leather-coated contours, and a jutted-out instrument panel. The latter floats in front of the driver, a feature almost directly yanked from Audi’s Le Mans prototype cars. The steering wheel is crammed full of buttons, including the ignition, performance, and traction-control modes, and exhaust flaps. It took us only a short time before we could shift from comfort to sport modes without looking down. You could claim that Audi has taken a page from Ferrari here, but this too is a design feature of Audi race cars, with most everything that alters the actual driving modes centered on the wheel so you don’t have to take your hands off.
There is no longer a center navigation screen. Everything from the radio station to navigation now lives right in front of the driver on the instrument panel as part of the “virtual cockpit.” In navigation mode, the Google Maps-sourced visuals spread in front of you in real time, its satellite images mirroring the world outside. This looks fabulous, but it’s also distracting, as you have to look through the wheel at map details. To our mind the best option is a head-up display projected on the windshield as General Motors and BMW offer.
The exterior has gone for evolution rather than revolution, and that’s the greatest fail of the new generation. You can’t help but wonder if two designs were presented to the board, one wild and fun, and the other deliberately underplayed, and that the execs picked the safe choice. There’s nothing wrong with it — driving around to shouts and cellphone snaps proved the 2017 Audi R8 still has great stage presence — but nothing except the LED lighting scheme really hints at newness. There are differences, but they’re subtle. To make a bid for supercar status, subtlety is not the surest play.
You discover the very best of the car when you’re inside the cockpit and out on real roads. The R8 eats up curving freeways at speeds of more than 120 mph with a smooth and stable ride and makes greedy work of winding hill climbs. On one of our final runs, we charged up a narrow two-lane track to a town called Montes de Cima (“Top of the Hills”). We’d driven the same road other times in a Porsche Cayman and a BMW M4. All three were seriously fast, but each was utterly different. The Porsche was best suited to the narrowness of the lanes but was unsettled by bumps in the asphalt. The BMW was a bully, shouldering through with maximum grunt and show-offy tail kicks. The Audi split the difference, mixing mid-engine finesse and all-wheel-drive precision with the V-10’s explosive charge, howling as we churned toward the sky with all four wheels slicing furiously at the asphalt.
It turns out the new R8 doesn’t go all that gently into the day, either.
2017 Audi R8 V10 Plus Specifications
- On Sale: Spring 2016
- Price: $180,000 (est)
- Engine: 5.2L DOHC 40-valve V-10/610 hp @ 8,250 rpm, 413 lb-ft @ 6,500 rpm
- Transmission: 7-speed dual-clutch automatic
- Layout: 2-door, 2-passenger, mid-engine, AWD coupe
- EPA Mileage: N/A
- Suspension F/R: Double wishbone
- Brakes F/R: Carbon-ceramic vented discs
- Tires F/R: 245/35R-19 / 295/35R-19
- L x W x H: 174.3 x 76.4 x 48.8 in
- Wheelbase: 104.3 in
- Headroom: N/A
- Legroom: N/A
- Shoulder Room F/R: N/A
- Cargo Room: 8.0 cu ft
- Weight: 3,428 lb
- Weight Dist. F/R: N/A
- 1/4-Mile: N/A
- Top Speed: 205 mph