North Vancouver - Few cars in recent memory have created as much excitement in the media, and on the street, as the new R8. Audi's first mid-engined road-going supercar, the R8 offers a highly desirable combination of performance car virtues: bold, innovative styling, exceptional performance, surprising comfort and drivability, and a comparatively reasonable starting price of $139,000 - many onlookers I spoke to thought it might cost twice that much.

The R8's popularity is due in part to its exclusivity - only 59 2008 model year R8s were sold in Canada this year, and approximately 120 will be available for 2009 - waiting time for delivery of a new R8 here is now 12 months. When you do see one on the road, it's a rare treat.

If you look at the R8's competitors, there is really nothing comparable in its price range. There's a natural tendency to compare the R8 to its Audi-owned cousin, the Lamborghini Gallardo, but that car has a V10 engine with 100 more horsepower and costs $75,000 more. The Ferrari F430 has a V8 engine with 58 more horsepower and costs almost $50,000 more. Closer to the R8 in price, but less so in execution, are the Porsche 911 Turbo, Mercedes-Benz SL 550, Aston Martin V8 Vantage, and Maserati Gran Tourismo. But they are so different to the R8, it's difficult to make a direct comparison.

When you consider the advanced technology that went into the R8: its lightweight, aluminum space frame construction, underbody diffuser that helps create downforce, standard "Quattro" all-wheel drive, a 420-horsepower V8 FSI engine, standard six-speed manual transmission or optional R tronic automatic/manual transmission, real carbon fibre interior trim, and available ceramic brakes - and the fact that R8's are virtually hand-built at Audi's production shop in Neckarsulm, Germany - it's easy to see why it's a good value in the supercar category.

Oh, and did I mention the R8 was voted 2008 Canadian Car of the Year by a respected group of Canadian automotive journalists? (Automobile Journalists Association of Canada, - ONLY REGISTERED AND ACTIVATED USERS CAN SEE ALL LINKS - CLICK HERE TO REGISTER) Normally, supercars don't win Car of the Year because their high price works against them, but the R8 proved popular enough to outdo its cheaper competitors.

Styling

Not since the Gallardo, has a new car's styling created so much buzz. The clever thing about the R8 is that it is instantly recognizable as an Audi: its familiar one-piece grille and four overlapping rings on the hood leave no doubt as to the brand. Like other mid-engined cars, the R8 is low and wide with the cab well forwards on the body and the engine amidships, but what makes it really stand out are the unique details: the 12 LED lights below each xenon HID headlamp that illuminate as daytime running lights; the large horizontal cooling slats in the nose and tail; the "sideblade" panel behind the driver's door painted in a contrasting colour; the visible engine underneath the rear window glass that illuminates when entering or leaving the car; and the flush rear spoiler that pops up automatically at high speed.

The R8 was designed by the same team that penned the Le Mans-winning R8 race car, but a prerequisite was that the road-going R8 not have any ugly wings or spoilers that would, err, spoil, the clean shape. In this they succeeded admirably, while still engineering in enough downforce to keep the R8 on the road at high speed. This has the effect of raising the R8's drag coefficient to 0.345, but it doesn't stop the R8 from reaching a top speed of 301 km/h.

The entire aluminum bodyshell of the R8 weighs just 210 kilograms, and comprises extruded sections, aluminium panels and cast nodes, joined together by weld seams, punch rivets and self-tapping screws. Though it's largely hand-built, a laser measuring system checks points on each body to within one-tenth of a millimetre, and a special computer verifies the quality of every joint and seam. For the first time, the engine frame, which reinforces the upper section of the rear structure, is made from lightweight diecast magnesium.

Driving impressions

The R8's long wheelbase, wide cabin, and large door openings make it surprisingly easy to get in and out of, and surprisingly comfortable even for taller drivers. It's very low though, and the driver has to ride over the huge side and thigh bolsters on the leather sport seats to get in and out. Once seated, it's very comfortable and the driver's view is very good to the front, sides and to the rear, but the view over the right shoulder when lane-changing is obstructed by the pillar.

The standard transmission is a six-speed manual which has had rave reviews, but my car had the optional ($11,500) six-speed R tronic automatic transmission with manual sequential shifting via paddles behind the steering wheel or by using the shift lever. This is more of a manual transmission that shifts automatically - it features an electro-hydraulic shifting unit with a separate oil pump supplying the pressure required for the gear changes. The clutch is operated by the hydraulics, and a second valve block takes the place of the mechanical gearshift control. Shift commands from the steering wheel or gear lever are transferred electrically.

One odd thing about this transmission is that there is no Park setting. The shift gate has A (automatic) to the left, N (neutral to the right), and R (Reverse) right and down. But there is no P for Park. When you stop, you simply leave it in Neutral and turn off the engine and apply the hand brake.

In Automatic mode, I found some hesitation in shifting, which created lurching at low speeds. When the accelerator is first pressed, there is a slight pause before engagement of the transmission. Picking up speed results in faster shift times, but this is not a smooth transmission in automatic mode.

Using the paddles or shift lever to shift manually enhances the experience, and by pressing the Sport button, shift times are shortened. But as with other cars that have paddles that rotate with the steering wheel, I found that if you need to change gears while the steering wheel is cranked over, it's difficult to use the paddles.

Another unusual feature of the R tronic transmission is that if the car is left idling at a traffic light in Automatic mode for too long, the transmission will automatically shift into Neutral - which left me revving up the engine and going nowhere on a couple of occasions (very embarrassing in an R8).

The R tronic also features "Launch Control" which, as you can guess, allows maximum acceleration from a standing start without ruining the clutch or spinning the tires. To operate it, the S mode needs to be activated and the ESP switched off. The driver presses the brake and accelerator pedal all the way to the floor, then releases the brake causing the R8 to accelerate at maximum velocity with minimum fuss.

According to Audi Canada, the purchasing split between manual and automatic transmission buyers is currently 60/40. There's no denying the benefit of an automatic transmission in city driving, and if that is where you will be driving most of the time, the R-tronic is the better choice.

Audi's familiar 420-hp 4.2-litre DOHC 32-valve V8 engine placed amidships has a maximum engine speed of 8,250 r.p.m. and plenty of torque, whipping the R8 from 0 to 100 km/h in just 4.5 seconds, according to independent tests by AJAC. Audi says it will reach 200 km/h in 14.9 seconds. Like a race engine, the 4.2 has dry sump lubrication to ensure oil supply in extreme driving conditions and FSI direct fuel injection for efficient combustion and reliability. Positioned behind the cabin, the engine has a great racy sound - but it's not too noisy and there's very little vibration. In top gear, I recorded a quiet 2,500 r.p.m. at a steady 100 km/h.

In terms of traction and handling, the R8's Quattro all-wheel drive system is a huge advantage in wet or slippery conditions. In the R8's case, it's rear-wheel drive biased and directs 10 to 35 per cent of the engine's power to the front wheels. With this much power under your foot and such huge, wide tires, the benefits of Quattro are enormous when it rains. The extra traction and stability means safety and security - and who knows what it would cost to straighten out that aluminum space frame?

Suspension is independent double wishbone front and rear with gas-filled shocks and a front/rear weight distribution of 44/56 percent. My car had Pirelli P Zero performance radials: P235/35ZR 19-inch in front and P295/30ZR19-inch in back. Their grip is phenomenal, and beyond the limits that any sane driver would attempt on a public road. A button on the console stiffens the ride for sharper handling, but even in this setting, I found the ride to be quite comfortable.

As an option, the R8 is available with "magnetic ride", special shock absorbers filled with a magnetic rheological fluid that automatically adjusts to road conditions - becoming stiffer in sharp turns and softer on the highway. I haven't had the chance to test this suspension but the standard suspension is so good, I don't know if you'd need it.

The rack and pinion power steering, operated by the fat, three-spoke leather wrapped wheel with a unique flat bottom, provides quick turn-in and good feel, and the R8 has a decent turning diameter of 11.8 metres (38.7 ft.). The R8's huge ventilated disc brakes pull the car down from 100 km/h in just 36.1 metres (118 ft.), according to AJAC. Optional ceramic brake discs are available for those who may want to do some part time racing.

Overall, the R8 offers a high level of performance without the jarring ride and noisy engines associated with some supercars. You could drive this car to work everyday, because it's that easy to drive.

Interior impressions

As I mentioned, the R8's two-passenger cabin is quite roomy and there's even enough storage space behind the seats to carry two golf bags, according to Audi - although I didn't try this. As well, a small (100 litre) trunk is found under the hood.

The front sport seats have prominent side bolsters which keep you snug while cornering, and feature side airbags for safety. These seats even have a diecast magnesium frame for strength. My test car had optional soft Nappa leather and multi-stage seat heaters.

The R8's unique "monoposto", an arc running around the steering wheel and instruments trimmed in carbon fibre, is very attractive, as is the carbon fibre trim in the doors. The quality of materials and fit and finish is commensurate with its price.

Overall ergonomics are very good, with the gauges clearly visible behind the steering wheel - a handy digital display between the 9,000 r.p.m. tachometer and 350 km/h speedometer shows the outside temperature, gear selection, digital speed, odometer, and radio station. A clock is also displayed in the tachometer.

In the centre stack, a central screen performs many functions, selected by a large dial/menu selector, and buttons under the screen: these include audio, telephone, information, and navigation. When equipped with the optional rear parking sensors, the screen also features a rearview camera.

Standard automatic climate control does a good job of keeping the cabin cool.

The R8's standard 140-watt audio system comes with seven speakers and a five-channel amplifier, a CD/MP3 player and two sockets for MMC/SD memory cards. Optional is a six-CD changer, and a 465-watt Bang & Olufsen premium audio system with twelve speakers and surround sound. I really enjoyed listening to this sound system because of its clarity.


Verdict

A comfortable, easy to drive mid-engined sports car with terrific handling and performance but a less than satisfactory automatic transmission, the Audi R8 is a good value in the supercar class.


Pricing: 2008 Audi R8 quattro
Base price: $139,000
Options: $24,900 (R-Tronic automatic transmission $11,500; Navigation system $2,900; Premium Package: rearview camera, 6-CD changer, Hill Hold assist, Homelink, Bluetooth phone, auto-dimming mirror, storage package $4,500; Leather Package: nappa leather seats, door inserts $2,900; Bang & Olufsen sound system $2,300; Metallic pearl effect paint $800)
A/C tax: $100
Freight: $1,500
Price as tested: $165,500


- ONLY REGISTERED AND ACTIVATED USERS CAN SEE ALL LINKS - CLICK HERE TO REGISTER


This car is so seductive in the details, especially that interior. About the only real flaw this car has is not having Audi/VW's dual clutch gearbox.


M

the gearbox is $11500? canadian dolalr is almost 1 to 1 with US, that's a whooping amount of money for something that is not technologiclaly groundbreaking!

This picture is just so friggin hot!