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Audi R8 Manual Transmission Review | [EBooks]
Just think about it. Almost every supercar sold today, from the 911 to the Ferraris and Lamborghinis, have a long line of predecessors but Audi managed to do something amazing with the R8 and establish a new dynasty starting in the 2000s and here is a closer look at everything that made this car such a success. What is the Generation 1 Audi R8 V8 (Type 42) about. Generally speaking, buying a used supercar is not always the best idea as they tend to undergo more wear and tear than a regular car over the years. So, the obvious question here is why did I choose this car as the focal point of my project. The answer is simple. Even after all these years, it is a brilliant car. It is also one of those rare cars from the 2000s that has aged really well both in terms of looks and features. All of this makes it a brilliant used car despite its pedigree as a supercar. This should not distract from the fact that the Audi R8 is one of the most practical supercars ever launched. You could use this every day without making too many compromises or breaking the bank (hopefully this rings true during my ownership experience). Audi took a lot of pride in this car and that shows in the build quality. Even after 13 years, this car is in very good shape. Except for a few very normal signs of wear and tear and dated infotainment system, there is nothing that belies the age of this car. The fact that it just looks stunning and can turn heads even on today’s roads is the cherry on top. The front has a wide and low stance, pretty much what you would expect from a performance-oriented car but there are no aggressive angles. Everything flows nicely that creates this sense of speed and power without being too ostentatious. The sides feature the iconic carbon fibre sideblades that are so unique that I can’t think of another car that features something similar. The rear features a glass display case through which the engine can be viewed.
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This is the most obvious sign that this is a supercar in terms of the looks. The car as a whole feels well proportioned and a handsome car even by 2020 standards. This car is powered by a 4.2-litre petrol engine that is mated to a 6-speed manual gearbox. It can produce 414 bhp of power at 7,800rpm and 430 Nm of torque at 4,500-6000rpm. It weighs in at 1,560 kilograms and boasts of a combined fuel economy of 20 mpg. How does it drive? A big reason behind me choosing the manual version of the R8 was the way it drove. I am not saying that the automatic versions were bad. In fact, they were quite revolutionary for the time but the manual gearbox of a 2007 Audi R8 is something special. It is one of the best manual gearboxes ever made and the metallic clunk it makes every time a gear slots into place is one of the most satisfying sounds ever made. As for the actual car itself, its stats aren’t earth-shattering. 414 bhp of power and a 0-62 mph time of 4.6 seconds might cause many to question its credentials as a supercar in 2020. Time’s have certainly changed. This was Audi’s first mid-engined supercar and they wanted to give their own unique spin to it. Instead of making something vulgar with jaw-dropping stats, they went for something slightly different. They gave this car just enough power to make it manageable when pushed hard while ensuring that you wouldn’t have to forego most of the creature comforts you would expect from a car. The big question that is probably on your mind is whether it feels a bit underwhelming from behind the steering wheel compared to the modern supercars and that answer is sadly a yes. However, you won’t feel like complaining about it once you spend some time driving this car.
The appearance of this car does set the expectations a bit high and the first time you get behind the wheel, start the engine, shift into gear and set off, you will be surprised at the lack of head-kicking acceleration but once you settle in and get acquainted with the car, it will all start to make a lot of sense. The word that will keep springing up is refinement. Everything from the aforementioned gearbox to the handling characteristics is meant to make your life easier while still allowing you to have fun. While most supercars feel like they are trying to kill you when pushed hard, all the R8 wants to do is bring a smile on your face without any intentions of scaring you. A top speed of 187 mph isn’t slow and while a 0-62 mph time of 4.5 seconds won’t try to push your head into the headrest permanently, it is still quite rapid. The braking and handling is excellent and feedback is never a problem with the R8. I do have to mention that the R8 used in our project has been modified with coilovers as the standard magnetic suspension has some flaws that can be a hindrance to enjoying this car to the fullest, because of common failures they don’t last long. Another common doubt is if this is just a Lamborghini Gallardo masquerading as an Audi. After all, both use the same aluminium spaceframe. The answer is a big no. This R8 features a V8 as opposed to the V10 on a Gallardo. It also drives very differently. The R8 is slightly longer which means that it isn’t as twitchy as the Gallardo and you can have a leisurely drive in this without endangering your well-being. All of this is fine though but it isn’t for a leisurely drive that you would get a supercar. Can you have fun in this car? Absolutely. Turn the traction control off which is as simple as holding down a button for 3 seconds and the R8 can go sideways quite easily. The great thing though is that even in the middle of a slide, it feels planted and you always feel in control and that is the essence of this car.
While most supercars will ask you to hang on for your dear life, the Audi R8 lets you have fun in a more controlled manner. This is a car that will allow you to show your wild side on the racetrack while still letting you drive home with your dignity intact. The enjoyment this car offers isn’t the regular sort of fun you would expect from a supercar but it is still fun and that is all that matters and even after 13 years, this car can kick some serious behind. What is it like inside. The “practical supercar” moniker of this car is most prominent when you get inside it. Many supercars are so difficult to get in that it can feel like the car does not want to be driven. Not so with the R8. I am pretty tall and I still managed to get in and out without any hassles. The view from inside is also pretty good which is surprising for a supercar. The headroom and legroom are great and two people can actually travel in it without any discomfort. Unlike most supercars where you have to make do in cramped quarters, the inside of the R8 is spacious and roomy. This being a used R8, it does show some signs of ageing. The seats and the upholstery were a bit worn but nothing too serious and nothing that can’t be fixed by some cleaning and restorative work, like replacing the mats. The biggest sign of ageing though is the infotainment system. The radio and CD player gives away the fact that this is an old-timer and will definitely need an upgrade. The instrument console does not feel too dated though and actually looks quite classy. The gear knob showed the biggest signs of wear and tear and I had to replace i t. Overall though, the inside of the Audi R8 isn’t a bad place to be in despite the number of years it has already seen. The experience There is no getting around the fact that this car is an incredible feat of design and engineering. It has plenty of racing pedigree as this is based on the excellent Le Mans Quattro concept car from Audi.
It is also a big achievement in terms of legacy. The mid-2000s were not exactly ideal for the launch of a totally new supercar and it was and probably will be the riskiest move Audi will ever pull and boy did it work. In the supercar world dominated by established names with many decades of heritage backing them up, the Audi R8 tried to rewrite the game and actually ended up being successful. When the Marvel Cinematic Universe needed a classy supercar for the modern and futuristic superhero Ironman, it was the Audi R8 they chose.While Audi’s marketing team probably had something to do with it, there is no denying the fact that the match feels like it is made in heaven. Ironman isn’t your typical superhero. He has a lot of cool stuff but at his heart, he is different and yet totally capable of standing on his own and that is what the R8 is all about. It does not need predecessors spanning decades to make a case for it. It likes to play by its own ideas of what a supercar should be like and I like and admire that. It has great looks but is practical on the inside. It can be a 4-wheeled gripy monster when you want it to be and it can go sideways when you are in the mood for some fun. You can drive this to a race track and not feel inadequate while being totally at home when driving to a formal party without letting anyone think that you are having a midlife crisis. It can be sensible when you want it to and wild when you feel like unwinding. The R8 is a unique blend of properties that should not go together but somehow does and that is the appeal of this car. I will be the first to admit that this car isn’t perfect and that it has some flaws but the reason I like it so much is that it is incredibly enjoyable even after 13 years with a very nominal amount of maintenance and upkeep work being put into it. This project has should be a lot of fun to document. Follow the progress of the car here. Gen 1 Audi R8 V8 Cost The original cost of this car includes a base price of ?
77,000 plus the cost of optional extras such as the Carbon fibre side blades, auto lights, and the carbon engine pack. Taking standard rates of depreciation, the R8 can be valued between ?30,000 to ?35,000 after 13 years. Making it an affordable performance car and hopefully, it is at the bottom of its depreciation scale. Verdict I am a firm believer in the thought that a supercar isn’t about the numbers or anything physical on it. The best supercars manage to bring a smile on your face no matter how unconventional or flawed they are and because the Audi R8 is the epitome of this definition, it is a car I highly recommend. The one downside of the R8 compared to its more established supercar competitors is that it really lacks a loud and fiery exhaust note (we might address this in the project ). Should you buy a used version though.MOTOR VERSO Welcome to Motor Verso. Motor Verso is an automotive website; for car enthusiasts, run by car enthusiasts. We have a focus on strong photography, and engaging articles about performance, luxury and interesting cars. We may earn money from the links on this page.Despite the serious look of the brushed aluminum shift gate, the stirring 4.2-liter V-8 residing directly behind you, and the still-futuristic exterior styling, the R8’s cockpit remains a remarkably friendly place to go about the business (or in this case, the pleasure) of some serious driving. The scenery might be blurring by you at a blistering pace, but Audi’s attention to the basics—traditional round instruments, well-placed pedals, and a chubby, flat-bottom steering wheel—lend an air of ease to the interior that manages to be functional and comfortable. A supercar by many measures, the R8 is one we’d be happy to take the long way home each and every day. Credit part of its forgiving nature to the tight and direct—but never twitchy—hydraulically assisted steering and stability control that lets the good times roll a bit before administering a face-saving body check.
The ESC can be switched off completely for those with the confidence to walk on the wild side. We pulled a solid 1.00 g of stick on our test track’s 300-foot skidpad, our test driver noting mild, benevolent understeer at the limit. From the helm, body lean is minimal, even in tight, high-speed corners. Still, we managed to post a 4.2-second 0-to-60 time and reach the quarter-mile mark in 12.8 seconds at a trap speed of 111 mph. A top speed of 176 mph arrived at 7500 rpm in top gear, accompanied all the way by the V-8’s meaty exhaust note. Impressive, but if true supercar numbers are what you’re after, may we suggest the R8 V-10 Plus, which shaves a full second from the 0-to-60 time and 1.4 seconds in the quarter-mile. Although the aforementioned aluminum shift gate might look a little daunting, the shift action is intuitive. Don’t overthink it, and the shifter lands in the correct slot every time, the action accompanied by a satisfying metallic sound reminiscent to chambering a round in a single-shot rifle. The pedal is firm and its operation linear, with initial bite coming right at the top of the pedal. The binders hauled the R8 down from 70 mph in 152 feet with no fade detected in repeated stops. That’s just a tad more real estate than required by the 2014 Corvette Stingray and 2014 Porsche 911 Carrera S in our recent comparison test, which managed 142 and 147 feet, respectively. The Porsche, despite sharing VW Group oversight with Audi, is a direct competitor to the R8. Yet the two cars go about their missions in different ways. Whereas the rear-engined 911 is constantly being poked and prodded by engineers bent on squeaking another sliver of performance from its layout, the mid-engine R8 feels as if it could handle an additional 250 horsepower without negatively affecting its manners, an attribute that translates into confidence behind the wheel. And if fun and finesse aren’t the primary ingredients in a given supercar’s formula, what’s the point?
You may be able to find more information about this and similar content at piano.io. Please try your request again later. Why did this happen. This page appears when Google automatically detects requests coming from your computer network which appear to be in violation of the Terms of Service. The block will expire shortly after those requests stop. This traffic may have been sent by malicious software, a browser plug-in, or a script that sends automated requests. If you share your network connection, ask your administrator for help — a different computer using the same IP address may be responsible. Learn more Sometimes you may see this page if you are using advanced terms that robots are known to use, or sending requests very quickly. If it feels the need to start throwing new bodywork and engines at it rather than waiting a few years for its all-new replacement, you can usually assume the car’s not doing its job properly. Outside there are merely new lights, restyled exhaust pipes, a new valence at the back and a restyled grille at the front. Inside there are a few more aluminium trim panels and promotion from optional to standard for things such as sat-nav, Bluetooth and iPod connectivity. There’s confidence for you. Smooth, quick and without any of the old transmission’s habit of stumbling over itself, it is now as good a reason to skip the standard manual as the old auto was to choose it. Focus instead on the fact that the one weak link in the R8’s chain of command has now been replaced. It costs an extra ?2900, which only sounds steep until you consider it’s less than Audi charges to trim the engine bay in carbonfibre. Though all range members remain, their numbers have been swelled by a new arrival, the 524bhp R8 Plus, essentially a production version of the limited edition R8 GT with 25bhp more than the standard V10, bespoke suspension settings and carbon-ceramic brake discs.
More significant is how much sharper is the chassis thanks not only to its new suspension but also the reduction in unsprung weight at each corner. While still sufficiently civilised to fill the R8’s essential role as an everyday, all-purpose supercar, it provides the car with a new level of agility and response, and crucially without torpedoing the ride at the same time. And because it is this smaller engine that provides the R8 with its sweetest handling, we still reckon it’s the best of an increasingly able bunch. Get all the best car news, reviews and opinion direct to your inbox three times a week. Subscribe to the Autocar newsletter now. You can unsubscribe at any time using the unsubscribe mechanism on any email you receive from us. We will use your information to ensure you receive messages that are relevant to you. To learn more about how we use the information you provide to us please see our Full Privacy Notice. Not so the price and gearbox. This is unfortunate as the car shares its sexy lines (minus a few styling cues) with its oil burning big sister, is almost as fast, and stands as a relative bargain in the supercar arena. All I wanted to do was drive. Interestingly, this is one car for which this decision will have an enormous impact on the driving experience. My car came with the short-throw manual which is the preferred transmission for most enthusiast drivers, as the act of sliding the carefully machined shift lever through the exposed aluminum gate as you row through the close-ratio transmission truly makes you feel a part of the process. Add a firm competition grade clutch, lightly assisted communicative steering, and the incredible stability offered by Audi’s legendary quattro all-wheel-drive system and you have the recipe for one of the world’s greatest automotive treats.
I planned my escape from reality so that I would depart before weekend travelers and truckers would clog the sweet bits through the Fraser Canyon and the lack of traffic would allow me to do some filming along the way. The rugged landscape is characterized by steep cliffs and thick forests, so engineers had to use a series of tunnels to allow for both train and automobile traffic to safely navigate this treacherous topography. The anticipation was killing me as I wound my way along the river as it was these long tunnels that would allow me to sample the Audi’s sweet sounds like never before. As I roared through these concrete chambers flicking from gear to gear, I must admit, that the potent mix of created by the sounds of the engine, burbling exhaust and metallic clunk of the shift lever proved so sweet that I had to make several passes to satisfy the needs of my pleasantly tickled eardrums. The R8 was just about the perfect tool for this curvaceous, two-lane test track as its all-wheel-drive system, ultra-wide sport tires, and responsive handling made cornering maneuvers so simple to execute that it was easy to find your rhythm as a driver, which is always a plus on such a technically challenging road. The 5A is lightly used and is very entertaining as it carves through two provincial parks before making its terminus in Princeton. It definitely finds its way onto my short list of roads worth exploring should you find yourself in the area behind the wheel of an exciting automobile. The stretch from Aspen Grove to Princeton is well maintained and takes about an hour to complete at the posted speed limit. The route provides an excellent combination of twists and turns upon which a driver can test his or her car’s handling prowess. Again, the R8 displayed its exceptional poise, balance and precision with each passing mile. Here you find one of the last covered train bridges in the country.
It has been reconditioned and converted for use by automobiles and looks resplendent in its red paint, much like the R8. It was here that a curious RCMP officer pulled me over for going to slow. In reality I had been parked on the bridge taking photos of this sexy beast and the curious constable wanted to take a closer look at the car as he had never seen one in person. I have no doubt that similar encounters would become a regular occurrence if you owned such a special car as he mentioned he had seen me earlier in the day in Princeton. If you don’t like attention the R8 is NOT the car for you. The car’s spacious cabin proved comfortable over the duration of my trip, and surprisingly, I felt more relaxed than I thought I would after such a long day behind the wheel. All the electronic and comfort accessories one expects in a luxury automobile are present and accounted for, but the body-hugging sport seats and flat-bottomed steering wheel will have you dreaming of Lemans glory as you navigate through traffic on your daily commute to work. Yes, I did say commute. Unlike most cars in this category the Audi R8 has been designed to be reliable and efficient enough to warrant use as a daily driver. Try that in a Ferrari or Lamborghini. We speak to new car buyers and motor-enthusiasts who prefer the unbeaten path, paving their own way in search of adventure, culture, and the best in gear. Let's go. Let's compare. Its design really came to fruition in 2003 with the Audi Le Mans quattro concept. The production car, which followed three years later in 2006, didn’t deviate much from the original brief at all. Consider that the first-generation car was conceptualised at the turn of the century, then. Look at it now. I still think it looks modern, almost contemporary of 2020, in fact. Don’t take my word for it, though. Instead, listen verbatim to passers-by while we were out and about shooting this pair of supercars. “Oh wow, they’re beautiful. What are you doing?
” pondered my old mate. In fact, we actually made a bit of an entrance into our photography destination, which was the quiet, affluent suburb of Palm Beach on Sydney’s northern beaches. Within hours, we had commenters tagging their friends seeking confirmation. “Are these the ones you saw at Palm Beach?” View this post on Instagram Quite the convoy in Sydney today, where we’re comparing the old Audi R8 to the new R8. First thing we noticed. How difficult is it to tell them apart from certain angles because the design has aged SO well. In front is the 2020 V10 auto, in back is the 2008 V8 manual.One of our followers even reached out to me personally to say that the sight of our entourage actually made his day. That’s what supercars do. That’s what they’re good for. It’s also confirmation that they are both real McCoy exotics. So, let’s please not waste any more word count on debating whether the Audi R8 is supercar enough to actually be one. Let’s instead focus on the pair we have today. This match-up is interesting, as both of these variants are anomalies in the wider Audi R8 range. One is close to becoming a modern classic. The other is destined to follow suit. As some of you are already aware, I genuinely adore cars. I put my money where my mouth is and buy both new and old cars, as a testament to my passion, or insanity, depending on how you view it. As a consequence, friends and family often approach me for advice. My brother-in-law, who runs successful jewellery business Michael Arthur Diamonds, did exactly that when it came time to park a trophy in his garage. A sign of his success and hard work. I'd consider Michael a car enthusiast. When I was first introduced to him, in 2006, he was driving a Nissan R32 Skyline GT-R and, rather stereotypically, a Holden VL Commodore Turbo. We found common ground with cars instantly, which prevented him from caving my head in for dating his younger, and only, sister.
Fast-forward 13 years, he finds himself ready to rekindle his love for cars. Naturally, he came to me, as I have my finger on the pulse when it comes to modern classics, or in this case a potential future classic. I'm a big believer that if you pick wisely, you can either break even or make a quick buck along the way while having a heap of fun. “Find me another R32 Skyline GT-R,” he requested. “It’ll cost more than an Audi R8, believe it or not,” I rebutted. As tough and soulful as a Skyline GT-R is, it isn’t in the same league as an Audi R8. It seems nonsensical to compare that pair, but if we’re talking about purchase price alone, it’s actually a fairly logical comparison to draw. After establishing that, we set off in search of German supercars. Within weeks, we came across a one-owner Audi R8 V8 equipped with the ever so important manual transmission. For Michael, this car would be a pure pleasure toy used rarely whenever he gets a break from running his small business or being a father. A manual was a must for him. This well-to-do gentleman ordered the car in 'Ice Silver metallic' with a slightly contrasting silver slide blade and an optional Alcantara headlining. Just what the doctor ordered. It’s unusual, as the yellowy-silver side blade as seen on Michael’s car is usually reserved for white cars. The wheels feature a bright, machined finish to the face and painted sections inside, which together work well to break up the monotonal, arguably dreary colour combination. There's no doubt that its classical theme assists its timelessness. Again, like the manual V8, it's a curveball in the R8 saga, and one that’ll go down with enthusiasts quite well. There's something spicy about a rear-wheel-drive Audi, especially one that has a V10 shoehorned into the back. This combination is quite rare, too, as there aren't many rear-wheel-drive V10 cars around.
It’s finished in a much more latter-day colour of Daytona grey, which is a wonderfully lustrous three-coat gunmetal hue. Interestingly, the new car sees the side blade torn into two. It's not a side blade anymore. 'Side ducts' is a fairer way to describe what they are now. Nothing before it rocked a huge, off-coloured stripe down its side. It became a thing synonymous with this exotic from Germany. It usually takes brands ages to set trends. Audi did it seemingly overnight with its first go at a supercar. Not a small feat that. It remains a divisive topic. Be sure to let us know what your thoughts are on the side blade in the comments below. I think it's a shame that it no longer exists. The overall proportions remain so close between the two. The new car has lost all but 3mm of length, put on 34mm of width, but still retains an identical wheelbase. Despite lacking quattro all-wheel drive, the modern-day R8 is 55kg heavier. The positioning and character of the headlights and tail-lights, A-pillar design, and clam-shell front bonnet are just some of the similarities. Stylistic forays appear to be hereditary, too, with the pop-up rear spoiler, huge ducts at the front, and equally massive apertures at the rear, which do their part to allow heat to escape from out back, all transcending time. Peering into the guts of both cars, either through the buttressed rear window or overhead glass viewing panel, looks and feels the same. I enjoy the fact that Audi continued to fit engine bay illumination as standard, as it makes walking up to the car in low-light scenarios just that extra bit special. The old car now appears to feature a rather small, dainty interpretation of the signature Audi front end. It almost looks oddly small given what other brands are doing with their frontal treatments nowadays. Inside, things are different. The new Audi R8 does away with any form of infotainment screen, instead opting to have just a sole 12.
3-inch screen in lieu of gauges in front of the driver. It's a selfish affair. If you’re a passenger, you’re only that in a new Audi R8. I have to be honest here and confess that I miss the bespoke gauge pod from the old car. It’s ornamental, looks unique, and artful in the way it presents rather boring vehicle data. Its grey background, symmetry, and preference of oil pressure to fuel levels all relay performance messaging back to the driver. You remember those round, mirrored discs that contain 4.7 gigabytes of information? Yes, those. Infotainment has come a long way, and for the better, too. Some concepts lose charm as they’re translated with a modern vernacular, like the gauge cluster we were just chatting about. Others deserve to get lost in translation. Buried, in fact. Old-school, first-generation touchscreen car infotainment systems are one of those things. Ironically, however, part of this old-hat infotainment system lives on, as the new car still features a CD player in exactly the same spot as the old car. Amusing. These are trivial distractions, though. Audi’s dual-clutch auto gives the experience a sense of relentlessness. It’s miles faster because of a self-shifter, no question there. Another factor that rises to the top is how awfully balanced this engine is. It’s easy to overlook that point and file it under business as usual, however. Spinning a pair of odd cylinders off a common crank always meant the odds were stacked against this engine in terms of inherent wobble. What’s also true is that seeing such an engine configuration in series-production means it was always going to feature holy amounts of internal harmony. T hat shouldn’t undermine the fact this engine revs in a way that can only be described as utter theatre. Or, set an expectation that it just about meets. It’s like eating chocolate. You know what’s inside and what it’s made of. It means it’ll be delicious. The expectation is there. It’s a guarantee.
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