Audi R8 (Type 42) | PH Used Buying Guide
The car that proved Audi could do fun, available for less than £40,000
The first hint of the roadgoing R8 appeared at the Geneva and Frankfurt motor shows in 2003 with the Le Mans Quattro concept. The positive reaction from the show meant development started in earnest in 2004 and the production version made its debut at the 2006 Paris Motor Show. However, it was July 2007 before the R8 reached UK showrooms with a list price of £76,825 that put it directly in competition with the Porsche 911 Carrera 4.
It helped that Audi had the Lamborghini Gallardo to use a base for the R8, but to maintain some clear air between Audi and the more rarified atmosphere of Lamborghini the R8 was initially only offered with a 4.2-litre V8. Borrowed from the RS4, this engine offered 420hp at 8,250rpm to give 0-62mph in 4.4 seconds and a 187mph top speed.
Just as important as the looks and performance, the four-wheel drive R8 instantly impressed the media and owners with its handling and ease of use. Here was an all-wheel drive Audi that behaved more like a traditional rear-drive supercar and was also available with a six-speed manual gearbox that features a classic open gate for the full click clack supercar experience. You could also order the R Tronic six-speed automated manual with paddle shifters.
The R8's ability meant demand was there for more power and Audi answered this call with the R8 V10 in November 2008. It used a similar 5.2-litre V10 to the Gallardo with 525hp at 8,000rpm. Performance improved with a top speed of 196mph and 0-62mph in 3.9 seconds, while the price climbed to £99,575 for the base manual gearbox model. This R8 was also notable for being the first road car in the world to come with LED headlights.
An R8 V10 Spyder was launched in 2009, costing from £111,955. It does without the distinctive carbon fibre 'blades' that are such a feature of the coupe, while the fabric roof disappears under a canopy to leave clean lines. Turning the R8 into a Spyder adds 30kg over the weight of the equivalent coupe model.
To keep the momentum of interest in the R8, Audi offered the R8 GT in mid-2010. Thirty three came to the UK with a 560hp V10 and 100kg taken from the kerb weight to tip the scales at 1,525kg. It offered 0-62mph in 3.6 seconds and 199mph.
Hot on the heels of the GT, Audi revised the V8 to give it 430hp in September 2010 and this model also introduced brake energy recuperation to the R8. At the same time, Audi introduced a V8-powered Spyder with a list price beginning at £95,545. The Spyder range was further expanded with the GT Spyder limited edition model. Only 66 came to the UK with 560hp, 0-62mph in 3.8 seconds and a 197mph top speed.
An R8 V8 Limited Edition arrived in October 2011 with titanium-effect wheel and paint finish, plus red brake calipers. It was built to celebrate the tenth win for Audi at Le Mans.
Shortly after this, Audi revised the entire R8 range in July 2012. Out went the R Tronic gearbox in favour of a twin-clutch S Tronic transmission with seven gears. The new gearbox is lighter and more compact than the R Tronic 'box and helps lower the 0-62mph time of the V8 coupe to 4.3 seconds and the V10's to 3.6 seconds, while also lowering carbon dioxide emissions.
Audi introduced the R8 V10 plus at the same time as these revisions. The V10 Plus has 550hp, covers 0-62mph in 3.5 seconds and tops out at 197mph. It's only available as a coupe and was launched with a list price from £124,675.
Buying used, an early Audi R8 V8 can be had in good condition for £35,000 and higher miles is not such a concern as many owners use their cars every day.
ENGINE & GEARBOX
There are two engines to choose from with the Audi R8: a 4.2-litre V8 and a 5.2-litre V10. The V8 was initially launched with 420hp at 8,250rpm and 317lb ft of torque. This was raised to 430hp in September 2010, though torque remained the same. The V8 uses dry sump lubrication and has four valves per cylinder. It drives through a six-speed manual gearbox or a Ricardo six-speed single plate automated manual called R Tronic. This was replaced in mid-2012 with Audi's own seven-speed S Tronic twin-clutch DSG transmission, which is also offered for V10 models.
The 5,204cc V10 engine is much the same as used in the Lamborghini Gallardo. In the Audi, it's been used in 525-, 550- and 560hp outputs depending on the model, though the 560hp variant has only been offered with limited edition models.
Power is divided between the front and rear axles 30/70, so the R8 has a distinct rear-wheel drive bias. More power can be sent to the front wheels if the Quattro system detects a loss of traction at the rear wheels. Most owners prefer the later S Tronic dual-clutch 'box to the earlier automated manual.
The gearboxes are very reliable and only one PH owner has reported a problem with a grinding noise. This gearbox was replaced under warranty with no further issues reported. Clutches last well on manual gearbox R8s and you can expect 40,000 miles before a replacement is required. For cars with the R Tronic gearbox, this is more likely to be 25,000, while the S Tronic has so far been trouble-free and easy on its twin clutches.
Engines have also proved to be extremely reliable, with oil consumption the only point to look out for. The V8 seems to be more thirsty for oil, using up to a litre every 1,000 miles, so it does need to be checked regularly. The V10 uses about half a litre per 1,000 miles, but both engines generally use less when they have around 20,000 miles on the clock.
Service intervals are variable and can stretch up to 20,000 miles or two years depending on use. Watch out for cars with sub-20,000-mile odometer readings that are beyond two years old but have not been serviced by a careless owner.
Audi's own approved used stock of R8s will all be standard as the company has a policy of not selling modified cars. This means the exhaust on any Audi Approved used car will be standard, which many owners don't like because it's too quiet. Milltek Sport exhausts are the most popular replacement to get a better noise without making the car too tiring to drive on longer trips. Hang on to the standard exhaust if you do upgrade, though, as you may want it when trading in at an Audi dealer.
You might also want to ask an Audi dealer about the only R8 recall, which was issued in August 2011 for a possible fuel leak in the R8 Spyder models built up to that date. All cars affected should now have improved fuel pipes fitted.
CHASSIS
Audi's aluminium spaceframe provides the base on to which aluminium double wishbone suspension front and rear is attached. It has a wheelbase of 2,650mm, front and rear tracks of 1,632mm and 1,593mm respectively, and the R8 V8 manual tips the scales at 1,560kg. The V10 has a 6mm wider front track, a rear track that is 2mm wider and kerb weight of 1,620kg.
Hydraulically assisted rack and pinion steering is used, with 18-inch wheels as standard for the V8 and 19-inch alloys for the V10. With the V8, tyres are 235/40 R18s at the front and 285/35 R18s at the back. Choose the V10 and it has 235/35 ZR19 front tyres and 295/30 ZR19s at the rear. Replacement tyres come in at around £520 for a set of rears and £300 for fronts.
For the brakes, both the V8 and V10 models use 365mm vented front discs and 356mm rears. There is the option of carbon ceramic discs, which are standard on the V10 Plus model, and save 12kg overall compared to the steel discs. If you're considering using an R8 on track days, the ceramic discs are a good bet.
All of these components are long lasting and no owners have reported any problems with the suspension, brakes or wheels. What does split opinion, however, is the Audi Magnetic Ride Control. It offers Normal and Sport modes and works by passing an electric charge through the dampers' fluid to firm up the ride in Sport mode.
Some owners like the two different modes, while others report noticing little difference, so it is very much down to personal taste. Magnetic ride control is standard on the V10 and an option for the V8.
BODYWORK
As well as aluminium base, the R8 has aluminium body panels to keep weight down. They are resistant to minor knocks, but watch for parking dents on cars that may have spent their lives parked on the road. Also look for paint chips to the rear edge of the long doors where owners have parked in tight spaces. Again with the doors, look for paint bubbling along the panel's edges. This isn't a common fault, but it has occurred often enough for it to be worth looking for.
The front end is not as prone to stone chips as some similar cars, such as the Porsche 911, but cast a close eye over the windscreen for chips and cracks. There should be no condensation inside the light lenses. If there is, the lense is damaged and a replacement will set you back around £250 per unit plus fitting. Under the bonnet is a 100-litre boot compartment big enough for a couple of soft bags.
One of the R8's most distinctive features is the 'blade' that sweeps up behind the doors on the coupe models. Spyders do not have this, but coupe owners can choose from a variety of different finishes. A carbon fibre finish is popular for the blade as it contrasts with the body colour and appeals to used buyers. Some owners also opt for a matt paint finish, though this can make an R8 more difficult to sell on.
INTERIOR
All R8s come with leather upholstery and some will have been upgraded when new with Alcantara inserts to the seats. There is also the option of sports bucket seats, though fewer R8 owners take this up when ordering new than Porsche 911 customers. The buckets seats are ideal for track days, so they can be worth looking for if track use is a priority.
The main dials and controls are typically Audi in design and layout, which some owners love and others find too close in appearance to less exclusive Audi models. Most owners we spoke to are not fans of the Audi MMI and say it's not as easy to use as the Mercedes equivalent. There is also divided opinion about the optional Bang and Olufsen stereo, which some rate highly and others think is not worth the extra over the standard offering.
Whichever camp you fall into about the stereo, all owners we spoke to are united in their dislike of the Audi satellite navigation system. Most described it as dated and not fitting for a car of the R8's image and price.
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I don't know who did the audio recording but they need to hire those people for the next Forza Motorsport or something. It made me smile a bit and it sounded epic. 
I don't know who did the audio recording but they need to hire those people for the next Forza Motorsport or something. It made me smile a bit and it sounded epic. I also remember seeing it at the cinema. O-M-G.
The R8, like any other supercar, is not about practicality. It's an uncompromising design and all the better for it. The R8 is VFM at £40k imo.
996 was designed about 2 decades ago... versus the more contemporary R8 with its more interesting design, newer technology, rarer, etc. If embarassing others in a straight line is essential for you, why not save even more money and get a bike...
Those high residuals somewhat ruled it out for me. They're very comfortable, quiet, pretty practical (for a supercar), well-built and the styling should age well. Similar to a Gallardo I drove nearly a decade prior, they're also very easy to drive very fast. However, there is a bit of heft about it, and the quietness is a bit of a negative in the V8 where it didn't sound "how a supercar should." I ended up with the smaller, nimbler, more practical and much angrier sounding Porsche Cayman GTS (merely a sports car, I know) that I placed a deposit towards 13 months ago. Though to be fair, my perfect-spec order Cayman ended up costing 'bout the same as a used V8 R8.
As usual though, this thread has attracted some "not as good as my car" comments. It's all subjective. That's the reason we test drive cars. It's no Top Trumps. It's not about being at Spa racing against other drivers with similarly highly evolved driving skills to your own, where a few fractions of a second will make all the difference. It's about enjoyment.
Most "I went up against car x last week and left it miles behind" stories are total b
ks. Much of the time, the other car will not have been making the effort or might engage and then think "why am I being a twonk and letting that pillock provoke me into racing him?"Gassing Station | General Gassing | Top of Page | What's New | My Stuff