The Audi R8 2014 marks the first substantial revision for the supercar since it was launched in 2007. There are styling updates, the addition of a range-topping V10 Plus model and addition of a seven-speed dual-clutch sequential manual transmission. There won't be a 2013 R8. Instead, Audi will stretch the 2012 model until the 2014 goes on sale in the United States on March 20, 2013.
On the outside, the retooled R8 distinguishes itself from previous cars with new bumpers and LED lighting, with the rear turn signals using 30 LEDs for a sweeping effect. In the cabin, the leather seats can now be had with a diamond-stitch pattern.
Sitting atop the R8 range is a new V10 Plus model that weighs roughly 110 pounds less than the regular V10, thanks mostly to more carbon fiber, forged aluminum wheels, carbon brakes, aluminum suspension wishbones and a conventional suspension in place of the magnetic damping system. Topping things off is an additional 25 hp from the 5.2-liter V10, for a total of 550 hp.
European models get sport bucket seats which are comfortable and real supportive for smaller passengers but a little tight for larger folks. They won't come to the United States-which is disappointing-because they lack side airbags.
Keeping with the pure performance mission of the V10 Plus, it is available only as a coupe. Sorry, spyder fans.
The biggest news is the arrival of the S-tronic seven-speed dual-clutch sequential manual transmission that replaces the pervious single-clutch R-tronic unit. The in-house developed gearbox is all-new and can skip gears, unlike the R-tronic that had to sequentially engage each gear for quicker shifts. Driving purists will be happy to know that the gated six-speed manual transmission remains available on all three R8 models-the V8, V10 and V10 Plus.
What is it like to drive?
Our first dance with the 2014 R8 was at the Misano World Circuit Marco Simoncelli in Italy. The motorcycle track is littered with tight turns but does have a couple of straights where we stretched the legs on the S-tronic-equipped V10 Plus. The roar of the V10 bouncing off the metal guard rails as we shot out of the pit lane was pure music, and the quick and seamless gear up-shifts were appreciated as we headed toward the first corner. The standard carbon ceramic brakes easily arrested the speed before the turns with firm pedal feedback. Steering is weighty, communicative and responsive to inputs.
The tight turns exposed the R8's understeering tendencies, with the front 19-inch Pirelli Pzero Corsa tires struggling to turn the car. Our other small complaint was that the R8's rear did get a little squirrelly under hard braking.
For some real-world seat time, we spent two days sampling a variety of 2014 R8 iterations, all outfitted with the dual-clutch gearbox. In every car, with Sport mode activated the gearbox clipped off flawless and quick upshifts. Downshifts were also crisp, even during aggressive driving. In the hierarchy of dual-clutch gearboxes we would rate Ferrari's and possibly the Nissan GT-R unit above the Audi's but make no mistake, the S-tronic is stellar.
Where the R-tronic was dreaded during normal driving with its herky-jerky operation, the S-tronic is smooth and behaves almost like full-fledged automatic gearbox when in automatic mode. The problem we had with the S-tronic was during manual downshifts at slower speeds. When coasting to a stop or slowing while approaching traffic, we experienced a number of hard downshifts that jolted the car.
Just as we learned with our long-term R8 test car from a few years back, the R8 is the perfect everyday supercar. It's comfortable with the magnetic suspension softened, and the cabin is well isolated from road and wind noises when just puttering around.
We found the conventional suspension in the V10 Plus plenty compliant for normal driving but the roads we covered were of the well-conditioned European variety. We'll have to wait and see how it deals with broken pavement when we get time with one in the United States.
On roads through the Alps, however, the R8 really came alive and was more fun to drive than it was on the track. Maybe it was all the passing of weekend caravaners or the seemingly endless gradual bends that allowed the R8 to shine its brightest with composure, all-wheel-drive stability for the wet portions and satisfying steering performance. When it came time to tackle the German autobahn, the R8 zipped along easily and confidently at high speeds.
Another highlight of our drive was the tunnels, where both the V8 and V10 could bellow their wonderful sounds.
Do I want it?
If you don't want to blend in with the hordes of Porsche 911 owners and plan on driving your supercar daily, then the R8 is right up your alley. Audi says two sets of golf clubs fit behind the seats in the coupe and there is respectable cargo space in the front trunk area for practicality. There is no denying that the R8 delivers loads of performance with the V10 and respectable kick with the V8.
With the arrival of the S-tronic dual-clutch transmission, it becomes truly appealing to those who don't like working clutch pedals. The R-tronic was a turn-off for many due to its crude operation. The S-tronic goes a long way toward fixing past mistakes.
The R8's styling speaks to people if you like attention, be it kids at gas stops who point and smile gleefully or grown men snapping a photo or two on their cell phones while rolling down the expressway. The R8 stands out like a supercar should.
Yes, there are options out there that might feel sharper from behind the wheel. But there is no other supercar that delivers so strongly on so many fronts as the Audi R8.
Audi R8 2014
On Sale: March 20, 2013
Base Price: $128,000/$163,000/$175,000 (est)
Drivetrain: 4.4-liter, 430-hp, 316-lb-ft, V8/5.2-liter, 525-hp, 391-lb-ft, V10/5.2-liter, 550-hp, 398-lb-ft, V10; AWD, seven-speed dual-clutch sequential manual
Curb Weight: 3,494/3,626/3,516 lb (mfr)
0-62 MPH: 4.3/3.6/3.5 sec (mfr)
Fuel Economy (EPA): 16/15/15 mpg (est)
Read more: http://www.autoweek.com/article/20121109/carreviews/121109833#ixzz2CJs7q4R4
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