Track Test - Audi R8 5.2 FSI quattro R-tronic (A)
09 Feb 2010|11,706 views
The last time Audi extended their kind hands to us was for a chance to get the TTS and its larger, more powerful siblings like the RS6, S8 and the V8 R8 supercar on the Sepang International Circuit up north.
I didn’t get the chance to go on the trip, so after recalling the uncontrollable salivation off the ravings from my previous editor, I made sure to clear my schedule at work to attend Audi’s 2010 installment of the Audi Experience.
Initially started for potential owners to have a taste of exactly what they’re missing and will eventually cave in and buy into, Audi has doubled up and slotted us journalists in over the few days it holds the event for a taste of something we really would never get the chance to do on our constantly marshaled roads.
The 2010 Audi Sportscar Experience
No surpise this year Audi has shifted its attention to their latest flagship model, the R8 V10. With two extra cylinders filling up the engine back in the middle neatly, Audi will be going all out to woo potential customers into signing up for one, while getting current R8 owners to upgrade their prized ride to the more potent V10 version.
And what a feeling it was stepping out of the luxurious A8L 4.2-litre howler to the full, heart thumping song of the V10 supercars running around the Sepang track. Never in my life have I seen so many of these almost $650,000 supercars parked back-to-back in two neat rows, begging for someone to jump in and stretch the legs of the german-engineered rocket.
I didn’t get the chance to go on the trip, so after recalling the uncontrollable salivation off the ravings from my previous editor, I made sure to clear my schedule at work to attend Audi’s 2010 installment of the Audi Experience.
Initially started for potential owners to have a taste of exactly what they’re missing and will eventually cave in and buy into, Audi has doubled up and slotted us journalists in over the few days it holds the event for a taste of something we really would never get the chance to do on our constantly marshaled roads.
The 2010 Audi Sportscar Experience
No surpise this year Audi has shifted its attention to their latest flagship model, the R8 V10. With two extra cylinders filling up the engine back in the middle neatly, Audi will be going all out to woo potential customers into signing up for one, while getting current R8 owners to upgrade their prized ride to the more potent V10 version.
And what a feeling it was stepping out of the luxurious A8L 4.2-litre howler to the full, heart thumping song of the V10 supercars running around the Sepang track. Never in my life have I seen so many of these almost $650,000 supercars parked back-to-back in two neat rows, begging for someone to jump in and stretch the legs of the german-engineered rocket.
 |
So this is how it works. Two lead cars, being the TTS and the S4 Avant this year will be occupied by instructors. They’ll lead two separate groups of V10’s driven by participants around the Sepang circuit for each of their 4 hot laps. All laps will have to be done behind the instructor and with walkies in each car, they’ll help drivers keep as close as they can to the race line of the track.
A little restrictive but hey, when you’ve got almost $4 million worth of machinery running around the track, you’d be taking every opportunity to crackle your voice over the walkie talkie to remind drivers this isn’t an arcade game.
So with the event being catered primarily to their Singaporean customers, Audi managed to squeeze in 1 hour for us at the end of the day to have a go in piloting their V10 monster round the track with the instructor leading.
In the previous car, the two-seater rocket nearly had it all. Lightweight aluminium structure Audi calls ASF, a mid-engine mount, quattro four-wheel drive and beautiful proportions.
 |
But with the chosen V8 engine, the German company knew that the car was able to handle more power.
So they looked to sister brand Lamborghini, and sourced the Gallardo’s brute V10 engine and stuffed it in the middle of Audi’s brand new offering, the 2009 Audi R8 V10.
Now with a more appropriate 518 hp (almost 100 more than the V8) and although not producing as much as the identical unit under the raging bull due to its revised engine mapping and exhaust system, promises to be a much more potent ride punting it around corners and down straights.
Driving Impressions
Driving the car down pit lane, the first thing you notice if of how civilised the car really is with hardly a murmur from the engine bay. Comfort levels are high as they were in the last car, giving chance to mounting doubt over the car’s agility on track.
On the outlap, we were asked to follow the instructors on a slow lap, highlighting the various braking points and attack angles of the corners, familiarizing ourselves with the machine at our command and the Sepang Circuit.
Down the start/finish straight, you’re treated the sensational singing of the extra two cylinders that doesn’t sound as distinctive as the V8 rumble, but rather, sounds a lot more full. The sensory overload then peaks with each successive gear shift kicking the car, smacking your head back into the leather upholstered seats (only one of the cars was blessed with bucket seats and ceramic brakes and it wasn’t the one I tried).
Hard braking from 190km/h and the electronics kick into overtime, preventing the locking up of the tyres and keeping the car stable under braking. With its 1252mm height, the R8 feels reassuringly planted and balanced even into the ‘S’ turn of the first two turns.
So they looked to sister brand Lamborghini, and sourced the Gallardo’s brute V10 engine and stuffed it in the middle of Audi’s brand new offering, the 2009 Audi R8 V10.
Now with a more appropriate 518 hp (almost 100 more than the V8) and although not producing as much as the identical unit under the raging bull due to its revised engine mapping and exhaust system, promises to be a much more potent ride punting it around corners and down straights.
Driving Impressions
Driving the car down pit lane, the first thing you notice if of how civilised the car really is with hardly a murmur from the engine bay. Comfort levels are high as they were in the last car, giving chance to mounting doubt over the car’s agility on track.
On the outlap, we were asked to follow the instructors on a slow lap, highlighting the various braking points and attack angles of the corners, familiarizing ourselves with the machine at our command and the Sepang Circuit.
Down the start/finish straight, you’re treated the sensational singing of the extra two cylinders that doesn’t sound as distinctive as the V8 rumble, but rather, sounds a lot more full. The sensory overload then peaks with each successive gear shift kicking the car, smacking your head back into the leather upholstered seats (only one of the cars was blessed with bucket seats and ceramic brakes and it wasn’t the one I tried).
Hard braking from 190km/h and the electronics kick into overtime, preventing the locking up of the tyres and keeping the car stable under braking. With its 1252mm height, the R8 feels reassuringly planted and balanced even into the ‘S’ turn of the first two turns.
The track then deepens further into the ground as you go past the second turn, and accelerating from it usually catches a badly setup car with understeer. Needless to say the Audi exited cleanly out and near the inside of the sweeping right bend of turn 3.
Sticking closely to the racing line and accelerating gradually out onto the short straight, the instructors voice over the walkie comes on reminding us how important early braking is very important in getting the best line and exit out of a corner. “Always brake early for the best exit speed. If you brake early you’re more composed as the car isn’t sliding around out of line and you can concentrate on getting the power down early” he bellows as we approach the sharp uphill right of turn 4.
I managed to knock down three cogs into third and take the corner pretty close to the line, running near the kerb. Turn’s 5 and 6 are also the other test of balance comes in with a high-speed twist of left-right. Again the now familiar voice of the instructor comes on, “keep to as close as you can to the kerbs without going over them. If a car isn’t set up well you’d be feeling sick after this set of turns…like you’re out at sea.”
Up to sixth gear down the straight, I braked and downshifted one cog for turns 7 and 8, both of which can be taken relatively quickly (I didn’t because the instructor made sure we took it slow so we don’t end up in the sand).
Another sharp uphill climb on turn 9 which needed for us to brake early and shift down to second. With the ground climbing relatively steeply, it was essential to get a good exit speed out of the corner rather than to be stuck on third gear wishing the car would accelerate away from the apex faster.
Down past five more turns, we were on the back straight quickly reaching 200km/h with the R-tronic shifter not hesitating much in upshifts. Of course the S-tronic dual clutch box would have been better but it probably wouldn’t survive long in the the R8.
Sticking closely to the racing line and accelerating gradually out onto the short straight, the instructors voice over the walkie comes on reminding us how important early braking is very important in getting the best line and exit out of a corner. “Always brake early for the best exit speed. If you brake early you’re more composed as the car isn’t sliding around out of line and you can concentrate on getting the power down early” he bellows as we approach the sharp uphill right of turn 4.
I managed to knock down three cogs into third and take the corner pretty close to the line, running near the kerb. Turn’s 5 and 6 are also the other test of balance comes in with a high-speed twist of left-right. Again the now familiar voice of the instructor comes on, “keep to as close as you can to the kerbs without going over them. If a car isn’t set up well you’d be feeling sick after this set of turns…like you’re out at sea.”
Up to sixth gear down the straight, I braked and downshifted one cog for turns 7 and 8, both of which can be taken relatively quickly (I didn’t because the instructor made sure we took it slow so we don’t end up in the sand).
Another sharp uphill climb on turn 9 which needed for us to brake early and shift down to second. With the ground climbing relatively steeply, it was essential to get a good exit speed out of the corner rather than to be stuck on third gear wishing the car would accelerate away from the apex faster.
Down past five more turns, we were on the back straight quickly reaching 200km/h with the R-tronic shifter not hesitating much in upshifts. Of course the S-tronic dual clutch box would have been better but it probably wouldn’t survive long in the the R8.
 |
Why you’d love this car
After four hot laps, it was apparent the R8, as much as it was a sportscar, wasn’t the ideal machine for the track. A few rounds is fine but a whole day of trouncing about gives way to obvious instability in braking via brake fade and engine overheating.
But its remarkable how planted it feels through back-to-back ‘S’ turns especially. This is my first go at a mid-mounted engine machine so the difference between such a car over a front or rear mounted two wheel drive alternative is a revelation.
Acceleration was quick, getting up to 100km/h in just below four seconds, but a dual clutch box is sorely needed. We can only imagine how long a driver would find it entertaining with each cog shift burying your head into the headrest before he starts getting irritated. Or you could just go ahead and get Audi to bring in a manual instead.
After four hot laps, it was apparent the R8, as much as it was a sportscar, wasn’t the ideal machine for the track. A few rounds is fine but a whole day of trouncing about gives way to obvious instability in braking via brake fade and engine overheating.
But its remarkable how planted it feels through back-to-back ‘S’ turns especially. This is my first go at a mid-mounted engine machine so the difference between such a car over a front or rear mounted two wheel drive alternative is a revelation.
Acceleration was quick, getting up to 100km/h in just below four seconds, but a dual clutch box is sorely needed. We can only imagine how long a driver would find it entertaining with each cog shift burying your head into the headrest before he starts getting irritated. Or you could just go ahead and get Audi to bring in a manual instead.
Precise turn-in, manic pavement-eating powers, no tyre screech with the rear-biased quattro system…I could go on with the list of things I like about this car. Plus it’s so easy to drive. Just get in, get your seatbelt on, shift it in gear and let the electronics take care of the rest.
At the end of the day, this baby’ll take you from a day at the track, to the restaurant, to the supermarket and then back home again. So if you’re looking for something more concentrated and challenging, you should be looking at something at the Lotus showroom or at the Japanese.
The R8 V10 feels so much more complete with the V10 lump at the back now, but how I miss the grumbling eight pot.
At the end of the day, this baby’ll take you from a day at the track, to the restaurant, to the supermarket and then back home again. So if you’re looking for something more concentrated and challenging, you should be looking at something at the Lotus showroom or at the Japanese.
The R8 V10 feels so much more complete with the V10 lump at the back now, but how I miss the grumbling eight pot.
The last time Audi extended their kind hands to us was for a chance to get the TTS and its larger, more powerful siblings like the RS6, S8 and the V8 R8 supercar on the Sepang International Circuit up north.
I didn’t get the chance to go on the trip, so after recalling the uncontrollable salivation off the ravings from my previous editor, I made sure to clear my schedule at work to attend Audi’s 2010 installment of the Audi Experience.
Initially started for potential owners to have a taste of exactly what they’re missing and will eventually cave in and buy into, Audi has doubled up and slotted us journalists in over the few days it holds the event for a taste of something we really would never get the chance to do on our constantly marshaled roads.
The 2010 Audi Sportscar Experience
No surpise this year Audi has shifted its attention to their latest flagship model, the R8 V10. With two extra cylinders filling up the engine back in the middle neatly, Audi will be going all out to woo potential customers into signing up for one, while getting current R8 owners to upgrade their prized ride to the more potent V10 version.
And what a feeling it was stepping out of the luxurious A8L 4.2-litre howler to the full, heart thumping song of the V10 supercars running around the Sepang track. Never in my life have I seen so many of these almost $650,000 supercars parked back-to-back in two neat rows, begging for someone to jump in and stretch the legs of the german-engineered rocket.
I didn’t get the chance to go on the trip, so after recalling the uncontrollable salivation off the ravings from my previous editor, I made sure to clear my schedule at work to attend Audi’s 2010 installment of the Audi Experience.
Initially started for potential owners to have a taste of exactly what they’re missing and will eventually cave in and buy into, Audi has doubled up and slotted us journalists in over the few days it holds the event for a taste of something we really would never get the chance to do on our constantly marshaled roads.
The 2010 Audi Sportscar Experience
No surpise this year Audi has shifted its attention to their latest flagship model, the R8 V10. With two extra cylinders filling up the engine back in the middle neatly, Audi will be going all out to woo potential customers into signing up for one, while getting current R8 owners to upgrade their prized ride to the more potent V10 version.
And what a feeling it was stepping out of the luxurious A8L 4.2-litre howler to the full, heart thumping song of the V10 supercars running around the Sepang track. Never in my life have I seen so many of these almost $650,000 supercars parked back-to-back in two neat rows, begging for someone to jump in and stretch the legs of the german-engineered rocket.
|
So this is how it works. Two lead cars, being the TTS and the S4 Avant this year will be occupied by instructors. They’ll lead two separate groups of V10’s driven by participants around the Sepang circuit for each of their 4 hot laps. All laps will have to be done behind the instructor and with walkies in each car, they’ll help drivers keep as close as they can to the race line of the track.
A little restrictive but hey, when you’ve got almost $4 million worth of machinery running around the track, you’d be taking every opportunity to crackle your voice over the walkie talkie to remind drivers this isn’t an arcade game.
So with the event being catered primarily to their Singaporean customers, Audi managed to squeeze in 1 hour for us at the end of the day to have a go in piloting their V10 monster round the track with the instructor leading.
In the previous car, the two-seater rocket nearly had it all. Lightweight aluminium structure Audi calls ASF, a mid-engine mount, quattro four-wheel drive and beautiful proportions.
|
But with the chosen V8 engine, the German company knew that the car was able to handle more power.
So they looked to sister brand Lamborghini, and sourced the Gallardo’s brute V10 engine and stuffed it in the middle of Audi’s brand new offering, the 2009 Audi R8 V10.
Now with a more appropriate 518 hp (almost 100 more than the V8) and although not producing as much as the identical unit under the raging bull due to its revised engine mapping and exhaust system, promises to be a much more potent ride punting it around corners and down straights.
Driving Impressions
Driving the car down pit lane, the first thing you notice if of how civilised the car really is with hardly a murmur from the engine bay. Comfort levels are high as they were in the last car, giving chance to mounting doubt over the car’s agility on track.
On the outlap, we were asked to follow the instructors on a slow lap, highlighting the various braking points and attack angles of the corners, familiarizing ourselves with the machine at our command and the Sepang Circuit.
Down the start/finish straight, you’re treated the sensational singing of the extra two cylinders that doesn’t sound as distinctive as the V8 rumble, but rather, sounds a lot more full. The sensory overload then peaks with each successive gear shift kicking the car, smacking your head back into the leather upholstered seats (only one of the cars was blessed with bucket seats and ceramic brakes and it wasn’t the one I tried).
Hard braking from 190km/h and the electronics kick into overtime, preventing the locking up of the tyres and keeping the car stable under braking. With its 1252mm height, the R8 feels reassuringly planted and balanced even into the ‘S’ turn of the first two turns.
So they looked to sister brand Lamborghini, and sourced the Gallardo’s brute V10 engine and stuffed it in the middle of Audi’s brand new offering, the 2009 Audi R8 V10.
Now with a more appropriate 518 hp (almost 100 more than the V8) and although not producing as much as the identical unit under the raging bull due to its revised engine mapping and exhaust system, promises to be a much more potent ride punting it around corners and down straights.
Driving Impressions
Driving the car down pit lane, the first thing you notice if of how civilised the car really is with hardly a murmur from the engine bay. Comfort levels are high as they were in the last car, giving chance to mounting doubt over the car’s agility on track.
On the outlap, we were asked to follow the instructors on a slow lap, highlighting the various braking points and attack angles of the corners, familiarizing ourselves with the machine at our command and the Sepang Circuit.
Down the start/finish straight, you’re treated the sensational singing of the extra two cylinders that doesn’t sound as distinctive as the V8 rumble, but rather, sounds a lot more full. The sensory overload then peaks with each successive gear shift kicking the car, smacking your head back into the leather upholstered seats (only one of the cars was blessed with bucket seats and ceramic brakes and it wasn’t the one I tried).
Hard braking from 190km/h and the electronics kick into overtime, preventing the locking up of the tyres and keeping the car stable under braking. With its 1252mm height, the R8 feels reassuringly planted and balanced even into the ‘S’ turn of the first two turns.
The track then deepens further into the ground as you go past the second turn, and accelerating from it usually catches a badly setup car with understeer. Needless to say the Audi exited cleanly out and near the inside of the sweeping right bend of turn 3.
Sticking closely to the racing line and accelerating gradually out onto the short straight, the instructors voice over the walkie comes on reminding us how important early braking is very important in getting the best line and exit out of a corner. “Always brake early for the best exit speed. If you brake early you’re more composed as the car isn’t sliding around out of line and you can concentrate on getting the power down early” he bellows as we approach the sharp uphill right of turn 4.
I managed to knock down three cogs into third and take the corner pretty close to the line, running near the kerb. Turn’s 5 and 6 are also the other test of balance comes in with a high-speed twist of left-right. Again the now familiar voice of the instructor comes on, “keep to as close as you can to the kerbs without going over them. If a car isn’t set up well you’d be feeling sick after this set of turns…like you’re out at sea.”
Up to sixth gear down the straight, I braked and downshifted one cog for turns 7 and 8, both of which can be taken relatively quickly (I didn’t because the instructor made sure we took it slow so we don’t end up in the sand).
Another sharp uphill climb on turn 9 which needed for us to brake early and shift down to second. With the ground climbing relatively steeply, it was essential to get a good exit speed out of the corner rather than to be stuck on third gear wishing the car would accelerate away from the apex faster.
Down past five more turns, we were on the back straight quickly reaching 200km/h with the R-tronic shifter not hesitating much in upshifts. Of course the S-tronic dual clutch box would have been better but it probably wouldn’t survive long in the the R8.
Sticking closely to the racing line and accelerating gradually out onto the short straight, the instructors voice over the walkie comes on reminding us how important early braking is very important in getting the best line and exit out of a corner. “Always brake early for the best exit speed. If you brake early you’re more composed as the car isn’t sliding around out of line and you can concentrate on getting the power down early” he bellows as we approach the sharp uphill right of turn 4.
I managed to knock down three cogs into third and take the corner pretty close to the line, running near the kerb. Turn’s 5 and 6 are also the other test of balance comes in with a high-speed twist of left-right. Again the now familiar voice of the instructor comes on, “keep to as close as you can to the kerbs without going over them. If a car isn’t set up well you’d be feeling sick after this set of turns…like you’re out at sea.”
Up to sixth gear down the straight, I braked and downshifted one cog for turns 7 and 8, both of which can be taken relatively quickly (I didn’t because the instructor made sure we took it slow so we don’t end up in the sand).
Another sharp uphill climb on turn 9 which needed for us to brake early and shift down to second. With the ground climbing relatively steeply, it was essential to get a good exit speed out of the corner rather than to be stuck on third gear wishing the car would accelerate away from the apex faster.
Down past five more turns, we were on the back straight quickly reaching 200km/h with the R-tronic shifter not hesitating much in upshifts. Of course the S-tronic dual clutch box would have been better but it probably wouldn’t survive long in the the R8.
|
Why you’d love this car
After four hot laps, it was apparent the R8, as much as it was a sportscar, wasn’t the ideal machine for the track. A few rounds is fine but a whole day of trouncing about gives way to obvious instability in braking via brake fade and engine overheating.
But its remarkable how planted it feels through back-to-back ‘S’ turns especially. This is my first go at a mid-mounted engine machine so the difference between such a car over a front or rear mounted two wheel drive alternative is a revelation.
Acceleration was quick, getting up to 100km/h in just below four seconds, but a dual clutch box is sorely needed. We can only imagine how long a driver would find it entertaining with each cog shift burying your head into the headrest before he starts getting irritated. Or you could just go ahead and get Audi to bring in a manual instead.
After four hot laps, it was apparent the R8, as much as it was a sportscar, wasn’t the ideal machine for the track. A few rounds is fine but a whole day of trouncing about gives way to obvious instability in braking via brake fade and engine overheating.
But its remarkable how planted it feels through back-to-back ‘S’ turns especially. This is my first go at a mid-mounted engine machine so the difference between such a car over a front or rear mounted two wheel drive alternative is a revelation.
Acceleration was quick, getting up to 100km/h in just below four seconds, but a dual clutch box is sorely needed. We can only imagine how long a driver would find it entertaining with each cog shift burying your head into the headrest before he starts getting irritated. Or you could just go ahead and get Audi to bring in a manual instead.
Precise turn-in, manic pavement-eating powers, no tyre screech with the rear-biased quattro system…I could go on with the list of things I like about this car. Plus it’s so easy to drive. Just get in, get your seatbelt on, shift it in gear and let the electronics take care of the rest.
At the end of the day, this baby’ll take you from a day at the track, to the restaurant, to the supermarket and then back home again. So if you’re looking for something more concentrated and challenging, you should be looking at something at the Lotus showroom or at the Japanese.
The R8 V10 feels so much more complete with the V10 lump at the back now, but how I miss the grumbling eight pot.
At the end of the day, this baby’ll take you from a day at the track, to the restaurant, to the supermarket and then back home again. So if you’re looking for something more concentrated and challenging, you should be looking at something at the Lotus showroom or at the Japanese.
The R8 V10 feels so much more complete with the V10 lump at the back now, but how I miss the grumbling eight pot.
Car Information
Audi R8 5.2 FSI qu S tronic (A)
CAT B|Petrol|7.2km/L
Horsepower
391kW (525 bhp)
Torque
530 Nm
Acceleration
3.9sec (0-100km /hr)
This model is no longer being sold by local distributor
All Used Audi R8
Thank You For Your Subscription.
