2008 Audi R8 review

Audi R8 review:

The new Audi is a R8 mid-engine sports car with a very high technology, design and road behaviour. The car is equipped with a 420 bhp V8 FSI engine Quattro, four wheel drive and aluminium space-frame body. The first deliveries will come in the second quarter of 2007 and the basic price is EUR 104,400.

The new R8 is the most successful model with the five wins in the Le Mans 24 Hours and with 62 victories from 79 all over the world.

The genes of the winner

For the new production sports car the repeat winner was the ideal role model . The mid-engine concept is as integral to this genetic stock as the high-revving V8 engine with FSI petrol direct injection and the sequential gearbox with steering-wheel control. Whereas the use of quattro permanent four-wheel drive was prohibited on the racing version, the new R8 can of course now be equipped with it, for superior road behaviour and safety in all conditions.

There are even design parallels – not just in functional terms – in the way it cuts its way supremely through the air even at very high speeds. The same design team that had previously styled the racing car was given the task of styling the R8 roadgoing sports car. The striking wing structure of the Le Mans version did, however, have to be abandoned. After all, the roadgoing version was meant to express its sports qualities through a typically Audi quality of elegant styling.

With power and elegance

The wide, full shape of the R8 seems to hug the road. It demonstrates its potential through its imposing proportions, accentuated wheel arches and substantial air apertures. It is like no other Audi before it – with the unmistakable proportions of a mid-engine car. These proportions are dictated by the forward position of the cabin and the clearly separate engine compartment behind it. A characteristic feature of the side view of the R8 is the "sideblade", which visually accentuates the engine's position as well as acting as an air deflector.

And yet the R8 is undeniably first and foremost an Audi, not just because of the characteristic single-frame grille at its front end. For the first time, the four rings are positioned not over the grille, but on the lid above it. The sparing but always very precise use of lines is another typical Audi characteristic, as is the curved arc of the roof. And the continuous line running from the front apron across the wheel arches and flanks to the tail end, then back down the other side, is significant for the brand. This "loop" naturally encompasses the air apertures, the headlights and the rear lights.

Unmistakable face by day and night

The passion expressed through the elaborate design of the lights is another typical Audi trait. The R8 already acquires an unmistakable frontal aspect through the standard bi-xenon headlights and daytime running lights comprising twelve light-emitting diodes – day and night alike. Nor is anyone likely to overlook this Audi sports car from behind: for the very first time, LED tail lights with a three-dimensional effect have successfully been used.

But the absolute highlight will be the all-LED headlights, available for the Audi R8 as an option from the end of 2007, and making their first ever appearance worldwide on a production car. With their lenses and reflectors, these innovative light sources not only look progressive; they also have an enormous functional advantage: with its colour temperature of 6,000 Kelvin, LED light resembles daylight much more closely than xenon or even halogen light. Drivers will consequently suffer much less fatigue when driving at night.

The interior offers a luxurious standard of motor racing atmosphere. Its design is as sporty and exclusively as the exterior: the characteristic element here is the monoposto – an expansive arc running around the steering wheel and instruments, connecting the driver to the car. The interior consequently picks up on the dynamism of the R8 and gives it tactile expression in a form that is accessible the moment you climb in.

Exceptionally spacious

For a sports car, the exceptional everyday suitability of the R8 is highlighted by the large amount of space, due in no small measure to the generous wheelbase of 2.65 metres. Whatever the build of the driver and passenger, they will always be able to find their perfect seated position. The view is also very good for a mid-engine vehicle. Narrow A-posts optimise the field of view to the front and sides.

The luggage compartment is an important aspect of everyday suitability: 100 litres fit beneath the front lid, and there is room for bags with a total volume of a further 90 litres behind the seats. And even passionate golfers need not forgo their sport when driving the R8: two full-size golf bags can be stowed behind the seats.

The impression of quality in the interior is striking: even in the basic specification, the surfaces of the driving area and door trims are meticulously trimmed, with neatly finished decorative seams. And the scope for customisation is as diverse as the preferences of the R8's future owners could conceivably be: piano finish, carbon fibre and a wide variety of leathers are just some of the options.

Light but highly rigid body
The body of a sports car needs to be particularly light and rigid: low weight permits superior road performance, and rigidity is the crucial starting point for an agile driving feel allied to high precision. The Audi Space Frame body, made from aluminium, provides the ideal basis for this. Audi has more expertise than any other manufacturer worldwide in the designing and production of cars based on aluminium technology, and has channelled its accumulated know-how into the R8.

The entire bodyshell of the R8 weighs just 210 kilograms, the pinnacle of achievement among sports cars in terms of lightweight design quality. It comprises extruded sections, aluminium panels and highly complex cast nodes, joined together by 99 metres of weld seams, 782 punch rivets and 382 self-tapping screws.

Superlative precision in the production shop

This structure is created largely by hand at the R8 production shop in Neckarsulm, but with precision measuring and machining methods keeping a watchful eye over the whole business: a laser measuring system checks 220 points on each body to within one-tenth of a millimetre, and a special computer tomograph can investigate the absolute quality of every join with micron precision. A central processing plant cuts and drills all 52 connecting points on the running gear and steering in a single pass. This assures maximum precision in the axle geometry.

The aerodynamics experts at Audi have done their work so thoroughly on the R8 that, as an added benefit of its elegant shape, the body actually produces a downforce – unlike many other sports cars. This promotes directional stability at high speeds. It is achieved by means of the extending rear spoiler, but above all thanks to the fully clad diffuser underbody.

Lap timer for the laps on the racetrack

The instruments have an elegantly sporty design and can be read with precision. In addition to the analogue speedometer, the speed is displayed digitally in the driver information system display between the instrument dials. As well as the instructions from the navigation system and the cruise control settings, all comfort and convenience functions can be personalised here. Examples include the coming home function for the lighting – including the engine compartment lighting – and the brightness of the footwell illumination.

There is one particular function in the driver information system to assist the driver if they want to probe the true potential of the Audi R8 on the racetrack: the lap timer. The on-board computer then processes the readings and displays the fastest, slowest and average lap times.

A perfect fit for all

The basis for that feel-good experience on board the Audi R8 is the sports car's dimensional concept. Because from the very moment the designers put pen to paper, it was clear that the R8 had to provide an exceptional amount of space for a high-performance sports car. The long wheelbase of 2,650 mm serves as the starting point. It permits a good interior length, an optimum range of adjustment for the seats, space for luggage behind the seats and, finally, even a spacious footwell. The shoulder width of 1,390 mm is another measure of the R8's spaciousness.

Whether for a tour over Alpine passes, a longer business trip or just for a few small errands, with 100 litres of luggage capacity beneath the front lid and a further 90 litres behind the seats (60 when loaded up to window level) the R8 is well equipped even for the requirements of everyday use. The tailor-made luggage set from quattro GmbH, with cases and bags in leather and carbon fibre, is a particularly exclusive feature here.

Even golfers need not forgo their R8 as a means of getting to the course: the storage space behind the seats is large enough to accommodate two golf bags.

Extremely rigid but low in weight
The entire bodyshell of the Audi R8 weighs just 210 kilograms. In terms of lightweight design quality, this is an absolute top figure compared with competitor sports cars: it is based on the ratio of body weight to torsional rigidity, as a function of the vehicle's size. It reveals the R8 to be particularly light and rigid, an outcome that can be felt in the ultra-precise driving feel.

The body comprises 70 percent extruded sections, 22 percent metal panels and eight percent vacuum-cast nodes. The profile and cross-section of each individual extruded section have been optimised for the specific application. The curved roof is a special case, because its shape is produced by hydroforming. This means that the profile is pressurised from inside by a liquid, pressing it into the desired shape. This allows a complex shape to be produced, avoiding the need for several different body components. This, too, contributes towards maximum precision as part of Audi's quality philosophy. The elaborate structure moreover keeps the A-post narrow, thus minimising the degree to which the view to the front is obstructed.

The cast nodes, too, are highly complex components. As well as connecting the profiles, they perform other tasks: the node on the A-post, for example, connects the A-post to the floor structure, serves as a mount for the shock absorber bracket and is even the point to which the windscreen wipers are attached. It has only been possible to realise such complex shapes with the aid of design and calculation programs.

A supporting component made from diecast magnesium is used for the first time in the R8's space frame. This is the engine frame, which reinforces the upper section of the rear structure. Magnesium has proven to be the ideal material for this component in terms of weight and rigidity.

The production shop: precision on a small scale

In keeping with the exclusive standards of the Audi R8, its body is assembled largely by hand. Highly qualified specialists produce weld seams measuring a total of 99 metres to connect the castings and profiles. The metal panels in the structure are connected by a total of 782 punch rivets and 308 automatically set, self-tapping screws. Instead of a hole first needing to be drilled for these specially developed flowdrill screws, they are set into the solid material under high force. The result is a particularly strong connection. A total of 38 welding machines, five sets of riveting tongs and just five robots are used in the body shop – the latter for processes where a particular level of force is required.

Working methods in the body production shop are characterised by superlative precision. The dimensional accuracy of every single component is examined to within one-tenth of a millimetre by a fully automatic measuring system. This scanner operates without making any contact; its 95 laser sensors check a total of 220 points on the structure in the space of just five seconds. Before that, all 52 connecting points for the running gear and steering are drilled and cut on the finished body structure in a single pass. This assures maximum precision in the axle geometry.

Computer tomograph: quality with micron precision

Another example of Audi's unstinting quest for quality is the new computer tomograph that thoroughly examines everything from minute components to whole vehicle bodies. Computer tomographs are better known in human medicine, where they provide a hitherto unprecedented view inside the body thanks to their fine-resolution representation and three-dimensional pictures.

Audi has now installed the only computer tomograph (CT) of its kind in the world in Neckarsulm, generating X-rays that are capable of detecting flaws of micron magnitude. That is about one-hundredth the breadth of a human hair. The CT examines primarily connecting points in aluminium lightweight construction to verify their high quality, and scans weld seams or punched joins slice by slice.

The whole process takes place non-destructively: the system is large enough to accommodate the entire aluminium space frame of the R8 in one piece. It is equally possible to check minute electronic components just three millimetres in size.

While the object is rotated in the X-ray, the computer tomograph compiles X-ray projection images for between 100 and 1,000 different angles. 3D reconstructions of the object being examined can be computed from these images: the observer can then "fly through" the weld seam or electronic component in order to obtain an impression of its physical properties from every perspective.

Audi R8 Aerodynamics: playing with the wind

With regard to aerodynamics, there are of course particularly close parallels between the roadgoing sports car, the Audi R8, and the car which earned its reputation on the racing circuit at Le Mans. In both cases low drag is as important to a high top speed as it is to modest fuel consumption. Equally, in both cases downforce promotes good handling and optimum driving safety, including at high speeds. Because on most roadgoing cars and even on many sports cars, the air that flows through and around it at high speeds can in some cases produce considerable lift. This reduces the weight applied to the wheels and thus impairs directional stability.

Racing cars, on the other hand, produce downforce: the faster they drive, the greater the pressure their wheels exert on the road surface. Although this increases drag, it provides stability when braking from high speeds and allows higher cornering speeds. To this end, however, racing cars have giant wing structures and the front ramp angles are not exactly compatible with everyday driving as a result of the very low front aprons – features that are unacceptable on an elegant road version of a sports car.

As on the sports racing car for Le Mans, downforce was more important than low drag in the development of the production R8.

A glance at the competitors reveals how successfully Audi's aerodynamics specialists accomplished their task: with a drag coefficient of 0.345, the R8 has the lowest drag of any sports car producing downforce. The drag consequently does not cancel out the engine's propulsive power until a top speed of 301 km/h.

Diffuser principle from motor racing

The downforce is achieved by means of the extending rear spoiler and the diffuser underbody. The rear spoiler intervenes in the airflow from a speed of 100 km/h, and below 35 km/h the spoiler is retracted back in until it lies flush with the body. It can of course also be extended and locked at the push of a button, for example for use on the racetrack. The rear spoiler's core is filled with a special lattice structure. When in the extended position it does not impact the aerodynamic effect, but when retracted it serves as an additional means of dissipating heat from the exhaust zone.

Even more important in terms of its effect is the fully clad underbody with moulded-in diffusers at the front, ahead of the rear wheel arches and above all at the rear. These generate a low-pressure zone between the vehicle and the road surface, helping to keep the car firmly on the road in effect by suction. The diffuser underbody brings the car full circle, back to the racing car that shares the same aerodynamic principle. The calculation and testing methods, for instance in the wind tunnel with a moving floor, are again the same as for the racing car.

The fully clad underbody also covers the engine and transmission, the only small openings being those for the lubricating system's dry sump and for engine compartment ventilation. Here too, considerable fine-tuning involving computer models of the airflow through the engine compartment was needed to ensure for instance that the air emerging from the car's upper surface did not adversely affect its aerodynamics.

Although seemingly only a marginal issue on sports cars, aeroacoustics plays a very important part in determining long-distance comfort and everyday suitability. Audi was able to call on its wealth of experience as a manufacturer of premium saloon cars in making the R8 the sports car with the lowest level of wind noise.

The aim is ultimately to keep the driver and passenger in top shape over long distances, not unduly distracted by the fascinating sound of the V8 or the high fidelity of the Bang & Olufsen sound system.

Passive safety: sturdy cage

Thanks to its high rigidity and a structure resembling the safety cages encountered in motor sport, the ASF construction principle provides the basis for an excellent level of passive safety. The two longitudinal member planes in the forward structure absorb the forces arising in a collision, reduce them through targeted deformation and channel them into the tunnel and sill structure of the centre structure. The body is likewise very well equipped to withstand the consequences of a side impact thanks to its precisely calculated profiles and nodes down the sides and on the underbody. The fuel tank is located well away from impact zones in the centre of the vehicle, ahead of the engine.

The safety equipment is perfectly matched to this arrangement: the two front airbags have two-stage activation, unfurling their life-saving effect in conjunction with the belt tensioners and the belt force limiters. The seat backs conceal the combined head and thorax side airbags which protect the entire upper body of the driver and passenger if need be. The backguard system incorporated into the head restraints reduces the risk of whiplash injuries in the event of a rear-end collision.

The R8's designers have of course also taken precautions to protect other road users: thanks to the favourable contours of the nose and its extensively optimised design, pedestrian protection is of a high standard. The sports car's front end has a specially matched layer of backing foam six centimetres thick.

It should be emphasised that the overwhelming proportion of road accidents are comparatively minor affairs. The R8 is equally well equipped to take these in its stride: the body structure at the front and rear is bolted together in such a way that any crash damage sustained at an impact speed of up to 15 km/h – and that covers most bodywork damage – can be repaired without the need for welding work.

And with the exception of the roof, all metal panels on the outer skin are bolted to the structure and can likewise easily be changed. If a major repair should nevertheless be necessary, Audi's workshops are perfectly equipped to rectify the damage thanks to their many years of experience in working with ASF bodies.

The equipment

Exclusivity as part of the deal

Driving a precision high-performance sports car need not involve spartan self-deprivation. Quite the opposite, in fact: the Audi R8 combines superior performance with both a surprising measure of everyday suitability and an exclusive equipment specification. In a nutshell, when it comes to quality and
overall appearance, the R8 is one hundred percent an Audi.

The standard technology package is in itself already an exclusive affair: the R8 is the only car featuring an FSI mid-engine with quattro permanent four-wheel drive and Audi Space Frame construction. The sports car in addition comes with an
equipment package that accentuates in equal measure its sports characteristics, its standard of comfort for long-distance driving and – naturally for an Audi – its sophisticated appearance.


As distinctive as its owner

Every R8 can be customised to be a precise reflection of its future owner's preferences. It all starts with the body colours, ranging from Ibis White to Phantom Black. Those envisaging a very specific colour can order a custom paint finish from the quattro GmbH Audi exclusive range.

The sideblades behind the doors are definitely a striking visual highlight. They are colour-coordinated with the paintwork, or available optionally in high-gloss Oxygen Silver. The material Carbon Sigma possesses a special sporting flair: as a further option, the sideblades can be supplied in genuine carbon fibre with a clear-coat finish.

Steering with sensitivity

The steering, operating precisely and supplying sensitive feedback, provides the driver with direct feedback from the road surface. With a steering ratio of 17.3:1, the hydraulically assisted rack-and-pinion steering operates very directly. An important aspect of the R8's everyday suitability is the turning circle of 11.8 metres, which is small for a sports car.

This makes the R8 astonishingly manoeuvrable, even though the tyres inside its wheel arches are of mammoth proportions. In the basic specification, 18-inch cast aluminium wheels fitted with 235 mm tyres at the front and 285 mm tyres at the rear provide the necessary grip. 19-inch wheels are available as an option, in which case they are equipped with 295 mm tyres at the rear. The R8 is naturally suitable for driving all the year round, not least thanks to its quattro drive: both 18-inch and 19-inch winter wheels are available.

Braked by 24 pistons

The requirements that the brake system needs to meet on a sports car are very varied: it must ultimately withstand the extreme loads of a racetrack, but also handle stop-and-go driving in urban traffic with ease. Two fixed-caliper brakes painted black, each with eight pistons, are fitted to the front wheels to provide the necessary braking performance, complemented by four pistons on each wheel brake at the rear.

There are particularly elaborate studded composite brake discs with the impressive diameters of 380 mm at the front and 356 mm at the rear. They comprise the friction ring and an aluminium central element connecting the stainless steel studs. This arrangement means on the one hand that thermal expansion of the disc when subjected to high loads does not affect the central element. On the other hand, the use of aluminium cuts the weight of each disc by about two kilograms. And weight-watching is always a key issue for a sports car.

Ceramic brakes with extreme reserves

For even better performance coupled with a further reduction in weight and longer service life, there are the optional ceramic brakes. In this instance the discs are made from carbon fibre reinforced ceramic, a material that has repeatedly proven its worth in the aviation and aerospace sectors. The basis is very hard, frictionally resistant silicon carbide, with its diamond-like crystalline structure. Embedded in it are high-strength carbon fibres that absorb the stresses that occur in the material. The intricate geometry of cooling ducts in the ventilated discs prevents extremely high temperatures. The ceramic brake disc ring is bolted via ten sprung elements to a stainless steel central element that acts as the connection with the wheel's hub.

The ceramic brakes are identifiable at a glance by the anthracite-coloured special six-piston monobloc aluminium calipers and the fixed calipers at the rear. The advantages of the ceramic brakes include a further reduction in weight of around 20 kilograms, which in this case improves the handling characteristics and comfort response. The high abrasion resistance permits an operating life of up to 300,000 kilometres. Their trump card however is their insusceptibility to very high loads.

Even when in operation on the racetrack, the ceramic brakes always maintain their full reserve performance. The ceramic brakes are expected to become available for the R8 from the end of 2007.

When it comes to reliability and durability, the R8 must of course satisfy the renowned high standards of the Audi brand as effectively as any other product.
And more: they were put through the ultimate trial of several endurance runs covering more than 10,000 kilometres on the racetrack, with DTM drivers behind the wheel. The circuits driven included the North Loop of the Nürburg Ring, where every single kilometre represents a multiple of the loads encountered on ordinary roads.

Carbon fibre for undiluted racing flair

As a means of customisation, Carbon Sigma is also used to adorn the interior and even the engine compartment. Though the conventional designation of engine compartment barely does justice to this spectacle. The eight-cylinder engine is
displayed beneath a glass cover, as if in a showcase. Its recess can be lined virtually in entirety in carbon fibre if desired. Then there are the white light-emitting diodes to illuminate the engine compartment, in conjunction with the coming home / leaving home function.

A carbon fibre package is also available for the interior. It envelops the monoposto, the unit comprising the displays and controls, and embellishes the doors and centre console. If carbon fibre evokes the sheer excitement of motor
racing, the black piano finish is the elegantly sporty alternative. The all-leather equipment specification definitely complements it in perfect style: virtually the entire interior of the R8 is then trimmed in Fine Nappa leather, with colour-
contrasting seams if preferred. Here too, an almost inexhaustible choice of colours and variants is available in the Audi exclusive range from quattro GmbH if the standard versions are not quite what the customer is looking for.

The same is true of the optional bucket seats. They have been developed and designed specially for the R8 and are yet another example of the unique blend of uncompromising sportiness and unflinching everyday suitability. The bucket seats
envelop the upper body in particular even more resolutely than the standard sports seats and provide perfect support even under the influence of high lateral acceleration. But above all they can be adjusted in a great many ways, are comfortable over long distances and above all permit an easy entry and exit, and
do not get in the way when stowing luggage behind the seats.

Expressive night-time guise

The lighting is emphatically one of the highlights of the R8. Because with such an expressive design visible by day, it would be a shame if anyone were to miss beholding Audi's sports car at night. The standard xenon plus headlights with a diameter of 70 mm illuminate the road surface outstandingly well. But the
daytime running lights, which trace the contours of the main headlights with 12 light-emitting diodes, provide a truly unique accent. With the low-beam headlights on, the LEDs are dimmed slightly but then assume the function of sidelights, giving the R8 its unique "night-time look"

Admittedly, this high-performance sports car is much more likely to be seen from behind.

And it is no less engaging when viewed from that angle at night, because for the first time three-dimensional illuminated bodies have been created using LED technology, instead of merely flat, two-dimensional lighting surfaces. The tail lights function is performed by 40 light-emitting diodes, which are installed in
two tubular-shaped light units. The external structuring and internal optica