Cars : 2014 Audi R8 GT Spyder
Cars : 2014 Audi R8 GT Spyder
Like superheroes, supercars don’t have a typical life cycle. The Audi R8 might be showing a hint of gray around the edges—but it’s still a looker. Launched initially with a 4.2-liter V-8, a V-10 was added, then a spyder, and, finally, the lightweight, limited-production, and loud R8 GT. Audi has toyed with the idea of an R8 V-12 TDI, and several prototypes of a fully electric R8 e-tron were built.
Now the mid-engined supercar has been face-lifted for the first time, and a new top model—the R8 Plus—is scheduled to come to the U.S. in the first quarter of 2014. The lineup now consists of the 4.2 FSI with a 430-hp V-8, the 5.2 FSI powered by a 525-hp V-10, and the R8 5.2 FSI Plus sporting a 550-hp V-10. Compared with the regular V-10, the Plus version gets extra power and torque—it makes 398 lb-ft instead of 391—thanks to modified engine management. No hardware is changed. The additional power helps to make the R8 a bit quicker.
More important than the power boost, however, is the weight saving in the Plus model. Compared with the regular V-10, almost 35 pounds of sound insulation are expunged. Racing-style seats mean 45 fewer pounds, ceramic brakes—optional in the lesser versions—shed another 25 pounds, and switching from magnetic ride to conventional suspension damping tosses about 15 additional pounds. What’s more, the R8 Plus is loud; the combination of intake and exhaust sound will send shivers of joy down your spine. Aurally, this is pure Lamborghini territory, which isn’t much of a surprise, since the R8 shares not only its structural components but also its V-10 engine with the Gallardo. With the manual box, 0 to 60 mph takes an estimated 3.5 seconds, and top speed is an ungoverned 198 mph. Audi means business with the R8 Plus, and the fact that you can’t presently get its goods fitted to the 200-pound-heavier R8 Spyder proves it.
We are thrilled to report that you can still get the R8—and this includes every engine and body variation—with a six-speed manual transmission operated via a gated shifter. Internally called the ML600, the box is a marvel of precision and aesthetics. Customers here in the U.S. should congratulate themselves; we and the U.K. have the highest manual take rates.
More big news comes in the form of a seven-speed dual-clutch automatic, internally called the DL800. This box—marketing calls it the S tronic—weighs about 45 more pounds than the manual transmission but provides lightning-quick shifts. It blips the throttle artfully, rarely finds itself out of step, and is objectively fast. In the R8 Plus, it trims the quoted 0-to-60-mph time from 3.6 to 3.3 seconds. Top speed is lower by a fairly insignificant 1 mph.
The DL800 entirely replaces the previously offered SL600 (R tronic in Audi-speak), a six-speed automated manual that weighed a mere 10 more pounds than the ML600 but was known for its jerky shifts. Interestingly, Lamborghini keeps the SL600 in its face-lifted Gallardo.
Irritatingly, manually operating the new dual-clutch box still involves pushing the lever away from you to upshift and pulling it toward you to downshift; try that during a hard braking maneuver on the track. Audi’s performance division, Quattro GmbH, wanted to change it. Audi chief Rupert Stadler said no.
Positioned below the R8 Plus, the regular V-10 performs nearly as well but does so in a more civilized manner—and in a more comfortable package. Significantly less expensive than the R8 Plus and available as a spyder, we suspect it will remain this wild family’s volume model. The entry-level V-8 is a fascinating machine in itself, with a more subtle soundtrack, superb throttle response, and performance still within the supercar envelope. It doesn’t offer earth-scorching torque but rather pleasant linearity and refinement. It is a lot less expensive than the V-10, too.
Audi has left the aluminum chassis with its hydraulic power steering largely intact, which is a good thing. The R8 is no extreme lightweight; weights for the range should still run from 3500 to 3900 or so pounds. Nevertheless, all R8 iterations are tossable, precise, and good-natured. Drifts out of corners can be easily induced, but if you enter clumsily, you could end up with noticeable understeer. The carbon-ceramic brakes, optional on the lesser versions, bite sharply and displayed no fading during our prolonged hard driving. They are recommended if you can swallow their significant price premium.
For a mid-engined supercar, the R8 is surprisingly spacious, with adequate room for luggage and passengers. New details include a metal strip above the navigation screen, metal accents on the power-window switches, and restyled shift paddles for the dual-clutch box. Audi offers new fabrics and leathers.
The exterior modifications are similarly subtle. The grille gets a slightly modified contour, the front bumper is minimally changed, and all three versions now tout the same huge, round exhaust pipes left and right. The quadruple pipes of the V-8 and the oval tips of the previous V-10 make way for that new look, which resembles that of the out-of-production R8 GT. The most obvious changes pertain to lighting. The front headlights are restyled full-LED units, and they’re now standard equipment on all R8 models. The taillights are also restyled. Where it is legal, the amber turn-signal strip sequentially illuminates outward. It’s a cool effect, but for legal reasons, which have to do with the size of the turn signals, it won’t be on U.S.-bound models.
The R8 remains a competitive player and is an absolute joy to drive. It always seems to have a few tricks up its sleeves. Its supercar proportions set it apart from competitors such as the Porsche 911 and Nissan GT-R, and the R8’s smooth styling, conceived by Audi designer Frank Lamberty, remains true to the original Le Mans concept. Audi, of course, is already working on the next-generation model. We can’t wait to strap into that one.
Contact Audi
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Contact Car And Driver
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Sources : 2014 Audi R8 GT Spyder Photo | 2014 Audi R8 GT Spyder Article | 2014 Audi R8 GT Spyder Engine Photo | 2014 Audi R8 GT Spyder Interior Photo
Like superheroes, supercars don’t have a typical life cycle. The Audi R8 might be showing a hint of gray around the edges—but it’s still a looker. Launched initially with a 4.2-liter V-8, a V-10 was added, then a spyder, and, finally, the lightweight, limited-production, and loud R8 GT. Audi has toyed with the idea of an R8 V-12 TDI, and several prototypes of a fully electric R8 e-tron were built.
Now the mid-engined supercar has been face-lifted for the first time, and a new top model—the R8 Plus—is scheduled to come to the U.S. in the first quarter of 2014. The lineup now consists of the 4.2 FSI with a 430-hp V-8, the 5.2 FSI powered by a 525-hp V-10, and the R8 5.2 FSI Plus sporting a 550-hp V-10. Compared with the regular V-10, the Plus version gets extra power and torque—it makes 398 lb-ft instead of 391—thanks to modified engine management. No hardware is changed. The additional power helps to make the R8 a bit quicker.
More important than the power boost, however, is the weight saving in the Plus model. Compared with the regular V-10, almost 35 pounds of sound insulation are expunged. Racing-style seats mean 45 fewer pounds, ceramic brakes—optional in the lesser versions—shed another 25 pounds, and switching from magnetic ride to conventional suspension damping tosses about 15 additional pounds. What’s more, the R8 Plus is loud; the combination of intake and exhaust sound will send shivers of joy down your spine. Aurally, this is pure Lamborghini territory, which isn’t much of a surprise, since the R8 shares not only its structural components but also its V-10 engine with the Gallardo. With the manual box, 0 to 60 mph takes an estimated 3.5 seconds, and top speed is an ungoverned 198 mph. Audi means business with the R8 Plus, and the fact that you can’t presently get its goods fitted to the 200-pound-heavier R8 Spyder proves it.
More big news comes in the form of a seven-speed dual-clutch automatic, internally called the DL800. This box—marketing calls it the S tronic—weighs about 45 more pounds than the manual transmission but provides lightning-quick shifts. It blips the throttle artfully, rarely finds itself out of step, and is objectively fast. In the R8 Plus, it trims the quoted 0-to-60-mph time from 3.6 to 3.3 seconds. Top speed is lower by a fairly insignificant 1 mph.
The DL800 entirely replaces the previously offered SL600 (R tronic in Audi-speak), a six-speed automated manual that weighed a mere 10 more pounds than the ML600 but was known for its jerky shifts. Interestingly, Lamborghini keeps the SL600 in its face-lifted Gallardo.
Irritatingly, manually operating the new dual-clutch box still involves pushing the lever away from you to upshift and pulling it toward you to downshift; try that during a hard braking maneuver on the track. Audi’s performance division, Quattro GmbH, wanted to change it. Audi chief Rupert Stadler said no.
Positioned below the R8 Plus, the regular V-10 performs nearly as well but does so in a more civilized manner—and in a more comfortable package. Significantly less expensive than the R8 Plus and available as a spyder, we suspect it will remain this wild family’s volume model. The entry-level V-8 is a fascinating machine in itself, with a more subtle soundtrack, superb throttle response, and performance still within the supercar envelope. It doesn’t offer earth-scorching torque but rather pleasant linearity and refinement. It is a lot less expensive than the V-10, too.
Audi has left the aluminum chassis with its hydraulic power steering largely intact, which is a good thing. The R8 is no extreme lightweight; weights for the range should still run from 3500 to 3900 or so pounds. Nevertheless, all R8 iterations are tossable, precise, and good-natured. Drifts out of corners can be easily induced, but if you enter clumsily, you could end up with noticeable understeer. The carbon-ceramic brakes, optional on the lesser versions, bite sharply and displayed no fading during our prolonged hard driving. They are recommended if you can swallow their significant price premium.
The exterior modifications are similarly subtle. The grille gets a slightly modified contour, the front bumper is minimally changed, and all three versions now tout the same huge, round exhaust pipes left and right. The quadruple pipes of the V-8 and the oval tips of the previous V-10 make way for that new look, which resembles that of the out-of-production R8 GT. The most obvious changes pertain to lighting. The front headlights are restyled full-LED units, and they’re now standard equipment on all R8 models. The taillights are also restyled. Where it is legal, the amber turn-signal strip sequentially illuminates outward. It’s a cool effect, but for legal reasons, which have to do with the size of the turn signals, it won’t be on U.S.-bound models.
The R8 remains a competitive player and is an absolute joy to drive. It always seems to have a few tricks up its sleeves. Its supercar proportions set it apart from competitors such as the Porsche 911 and Nissan GT-R, and the R8’s smooth styling, conceived by Audi designer Frank Lamberty, remains true to the original Le Mans concept. Audi, of course, is already working on the next-generation model. We can’t wait to strap into that one.
Contact Audi
Website | Twitter | Facebook | Flickr | Google+
Contact Car And Driver
Website | Facebook | Twitter | YouTube | Google+
Sources : 2014 Audi R8 GT Spyder Photo | 2014 Audi R8 GT Spyder Article | 2014 Audi R8 GT Spyder Engine Photo | 2014 Audi R8 GT Spyder Interior Photo
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