Specifications >>
With apologies to a certain metallurgically monikered superhero, the outgoing Audi R8’s kryptonite, so to speak, has long been its R tronic six-speed automated manual gearbox. Not quite simpatico with the rigors of ten tenths driving, the R tronic was a herky jerky exercise in single-clutch futility, a ringing endorsement for Audi's manual transmission option which not only offers a Ferrariesque metal-on-metalclunk thanks to its polished aluminum shift gate, but also saves buyers $9,100 along the way.
Those paradoxical justifications for retro-technology are finally defunct: Audi’s new dual-clutch S tronic gearbox is not just one hell of a compelling reason to embrace flappy paddles, it elevates the German supercar closer to the übercar status which Audi has always envisioned.
Quicker, Thriftier, Lighter
The left brain should be pleased with Audi's newly implemented S tronic gearbox in the R8: this robust bundle of win/win boasts more compact packaging, better fuel economy, smoother operation, and quicker shifts. The new transmission shaves 3/10ths of a second from R tronic times in 62 mph sprints when launch control is used.
The 7-speed is a modified version of the dual-clutch unit found in the 450 horsepower RS5 model, and Audi estimates that cog swaps require only .125 seconds. In keeping with Ingolstadt tradition, power is routed to four wheels via a Quattro system which, in this case, is driven by three output shafts, one of which connects to the prop shaft which runs through the engine crankcase toward the front axle. The R8's sporty bearing is upheld by diverting only 15 percent of torque to the front wheels, and no more than 30 percent when slippage is detected.
Did We Miss Anything?
While the new dual-clutch hogs the spotlight with this sophomore update, a few other incremental improvements conspire to mildly enhance the R8's performance. All models except those with carbon ceramic stoppers are now clad with so-called wave rotors, which echo motorcycle brakes by incorporating undulating edges intended to lower unsprung mass and increase heat dissipation, without affecting stopping distances. Restyled front and rear fascias up the visual ante, while LED headlights have been updated, and revised taillamps now incorporate a futuristic animated swipe.
V-10 models introduce numerous carbon fiber reinforced plastic components for weight savings. While engine output remains unchanged for V-8 (4.2 liter, 430 hp, 317 lb-ft) and V-10 (5.2 liter, 525 hp, 391 lb-ft) models, both of which are available in coupe or convertible form, a new coupe-only V-10 plus version offers deeper weight savings, and boosts output to 550 hp and 398 lb-ft of torque. The V-10 plus ditches the magnetorheological dampers (which come standard on the non-plus V-10 model, and are optional on V-8 versions), and features standard carbon ceramic brakes. Exclusive to the plus model is a matte Blue Sepang paint finish, and a claimed 0 to 62 mph time of 3.5 seconds.
Come Hither, Road and Track
Our R8 test drive included track time at the Misano World Circuit along Italy's Adriatic coast and a multi-day drive through the Dolomites, into Austria, and onward to Munich. First impressions at Misano revealed an eerily quick and seamlessly smooth new gearbox which does wonders for maximizing the R8's natural born chassis and engine strengths. Though some disdain the fact that the base R8's mill is outpowered by the more pedestrian RS5's 450 hp lump, the R8's strengths lie in its low weight (as little as 3,439 lbs with a manual gearbox) and its stiff chassis. Likewise, the V-10 grafts some manliness to the V-8's smooth-revving offerings, adding more urgent thrust and a palpably sharper exhaust note.
Tossing the R8 around the track required a bit of patience and more precise turn-in than usual, since ESP's "Sport" mode was disabled, a choice Audi folks attributed to the track's relatively ungrippy surface. But out on the rambling roads winding along the coast, the more permissive setting allowed just enough right pedal steering to effectively slide the car through corners. Though we did encounter uncharacteristically abrupt downshifts once or twice around town with the drivetrain set to "Sport," the dual-clutch gearbox performed with otherwise faultless road manners, combining silky shifts with virtually no perceptible lag time between paddle taps and cog transfers. Our only other gripe? We wish "Sport" drivetrain and "Sport" ESP settings enabled automatic upshifts at redline, which would encourage keeping eyes on the apex, not the tach.
The only surprise of our 600+ mile road trip came during a 150 mph top-down run in the Spyder model, when a sudden jolt of turbulence roared through the convertible's cabin. Later inspection revealed that the anodized aluminum skin bordering the windshield had lifted, allowing a shockwave of dirty air to tumble into the cockpit. For the record, Audi's support crew solved the problem by applying a strip of duct tape over the offending gap, indeed!
Those who prefer manual transmissions—roughly 30 percent of past R8 sales, by Audi's reckoning—won't likely let go of their traditionalist ways. But drivers with a shred of practical intention will see the new 7-speed for what it is: a profoundly effective tool at extracting maximum performance and ease of use from this updated two-seater. Three pedal setups still fuel nostalgia. But based on the latest advances to Audi's flagship, the future seems secure with dual clutches.
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SPECIFICATIONS
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| Configuration: | Mid engine, rear drive |
| Engines: | 4,163cc V-8; 5,204cc V-10 |
| Horsepower: | 430 bhp @ 7,900 rpm (V-8); 525 bhp @ 8,000 rpm (V-10) |
| Torque: | 317 lb-ft @ 4,500-6,000 rpm (V-8); 391 lb-ft @ 6,500 rpm (V-10) |
| Compression Ratio: | 12.5:1 |
| Transmission: | Automated sequential dual-clutch 7-speed |
| Tires: | 235/40 R18 front, 285/35 R18 rear (V-8); 235/35 R19 front, 295/30 R19 rear (V-10) |
| 0-62 mph: |
4.3 sec (V-8 S tronic coupe),
4.6 sec (V-8 manual coupe),
4.5 sec (V-8 S tronic convertible),
4.8 sec (V-8 manual convertible);
3.6 sec (V-10 S tronic coupe),
3.9 sec (V-10 manual coupe),
3.8 sec (V-10 S tronic convertible),
4.1 sec (V-10 manual convertible);
3.5 sec (V-10 plus S tronic coupe.),
3.8 sec (V-10 pls manual coupe)
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| Top Speed: | 186 mph (V-8 S tronic coupe),
188 mph (V-8 manual coupe),
186 mph (V-8 convertible, S tronic and manual),
195 mph (V-10 S tronic coupe),
196 mph (V-10 S tronic convertible),
193 mph (V-10 S tronic convertible),
194 mph (V-10 manual convertible),
198 mph (V-10 plus manual) |
| Price: | TBD |
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