2016 Audi R8 Debuts with More Power, Lower Weight

The debut of the second-generation Audi R8 was, as are most launches, carefully choreographed to lead up to a spectacular auto-show reveal. We saw teasers. We even rode shotgun in a prototype. But everything spilled onto Twitter and Instagram early, ruining Audi’s plans. We’re sort of okay with that, though, as now we get to tell you about the spectacular second-generation Audi supercar a little early.
To create the new car, Audi started with the platform of the first-gen R8 and modified it into the modern MSS (Modular Sport System) architecture. The bones are shared with the Lamborghini Huracán, but they’re tweaked here for a bit more space and comfort. Compared with the outgoing model, more than 100 pounds have been shed. The R8's backbone is a lightweight aluminum space frame, with the B-pillars, central tunnel, and rear firewall made from carbon-fiber composite materials. At 174.0 inches long, 76.4 inches wide, and 48.8 inches high, it is wider, lower, and a little bit shorter, which gives it slightly more-dramatic proportions. Besides the trunk up front for luggage, there is space behind the front seats designed to hold the proverbial golf bag.


The R8 has been engineered for superior on-track performance, and as a clear indication of its ambitions, it is for the first time available with hard-core performance tires straight from the factory. In standard kit, the tires measure 245/35 up front and 295/35 at the rear—these are fitted to 19-inch wheels. Buyers will be able to upgrade to 20-inch pieces with 245/30 front and 305/30 rear rubber. The water-cooled front differential is unique to the R8 and not fitted to the Lamborghini Huracán, while the electromechanical power steering can be ordered with variable-ratio functionality. Another option is the "magnetic ride" suspension.

Ensconced behind the passenger compartment is an evolution of the previous model's 5.2-liter V-10. The R8 comes to market as the V10 and the V10 Plus; lesser-engined models, as well as an all-electric e-tron, will be added at a later point. The standard V10 model gets 540 horsepower and 398 lb-ft of torque; the mighty V10 Plus is rated at 610 horsepower and 413 lb-ft of torque. The sprint from 0 to 62 mph is said to take 3.5 seconds or 3.2 seconds, and top speed for the cars is rated at an ungoverned 201 or 205 mph. That's faster than ever.
The R8 remains an all-wheel-drive car, with a fully variable front/rear torque distribution from 0 to 100 percent on each axle. Sadly, the lovely gated manual transmission is dead; the new R8 comes exclusively with the DL800 seven-speed "wet" dual-clutch automatic. The driver can select different driving modes including Dynamic and Performance, the latter of which can be set for dry, wet, or snowy conditions to deliver optimal handling. If you want to take it easy and coast along, select Comfort and take advantage of the transmission’s fuel-saving "sailing" function that decouples the driveline when the driver lifts off the accelerator at speeds above 34 mph.
Like the TT, the R8 comes with Audi's "virtual cockpit," although this version is more sophisticated. There is a TFT monitor placed directly in front of the driver; the centrally mounted screen is gone. The flat-bottom steering wheel is fitted with four buttons to select the modes, open the exhaust flaps, and to start and stop the engine. Audi offers different looks and trims for the interior that range from traditional to futuristic.
Outside, the R8 is more angular than the predecessor, and the massive vertical sideblade has been split into two elements. The aesthetic doesn't really take sports-car design to the next level, but it’s contemporary and also doesn't make the outgoing car look dated and frumpy. LED headlights are standard, and there are optional laser lights; they might eventually be offered in the U.S. if the federal government can figure out the regulations. On the European market, they cost about one-third of what BMW is charging for laser lights on the i8.

Down the road, we expect to see another convertible Spyder, an entry-level version powered by a V-6 or a V-8, and two rear-wheel-drive derivatives: the R8 LMS race car and the all-electric R8 e-tron, which will top out at 155 mph and travel up to 280 miles on an electric charge. It should give the BMW i8 plug-in hybrid a run for its money. And perhaps there is even a diesel in the R8's future. To all of this we say, “Bring it on.” View Photo Gallery