2022 Audi R8 Efficiency RWD Proves the Clock Is Ticking

Does something sound higher than a hardworking V-10? The query was raised and subsequently answered by the mix of a freeway tunnel on the Spanish island of Gran Canaria and the Audi R8 Efficiency Spyder’s 8700-rpm redline, skilled with the roof down. The noise is each wonderful and fully freed from digital augmentation—savage exhaust harmonics overlaying the mechanical thrash of the naturally aspirated engine, busier and harder-edged than a V-8, angrier than a V-12.

We’ll miss it when it is gone, which it is going to be all too quickly. Each the R8 and the intently associated Lamborghini Huracán are a lot of the solution to retirement, and the V-10 engine they share—the final provided in any present manufacturing automobiles—is ready to die with them. Audi is engaged on an all-electric alternative for the R8, and Lamborghini is creating a hybridized twin-turbo V-8 for the Huracán’s successor. It is not time to jot down the R8’s obituary but, however the pared-back mannequin vary proves the clock is ticking.

As a result of Audi dropped the previous entry-level rear-driven R8 and changed it with the Efficiency by-product, the R8 choice is now a pair of binary selections: whether or not drive is delivered by two or 4 wheels, and whether or not the automotive is ordered with a hard and fast or cloth roof.

The brand new rear-drive Efficiency is distinguished from the Quattro by greater than only a discount in driveshafts. It makes use of a 562-hp model of the 5.2-liter V-10, a 30-hp improve over the output of the previous RWD base, however nonetheless 40 horsepower shy of its AWD sister. The 2-wheel-drive automotive additionally does with out the carbon-ceramic brakes, 20-inch wheels, carbon-fiber aspect blades, and laser headlights that the Quattro will get as normal. It’s attainable to right all of those omissions with possibility packs, though doing so will break up the $51,100 hole between the 2 variations.

Audi portrays the RWD Efficiency as a extra dynamic alternative, though its purity of function is due largely to cost-saving measures. Unusually for this a part of the market, it rides on passive slightly than adaptive dampers and delivers energy to the rear wheels by a traditional limited-slip differential slightly than an electronically managed unit.

Shedding the middle differential and entrance driveshafts saves solely a modest 110 kilos of mass, in keeping with Audi’s engineers, and does not remodel the automotive’s character at on a regular basis speeds. Powering out of slower corners, the Efficiency reaches the purpose of traction-control intervention extra shortly than the Quattro, however that intervention is unobtrusive. In Consolation mode, there’s merely an invisible guardrail stopping energy oversteer.

Deciding on the extra aggressive modes raises the intervention threshold and permits extra rear-end slip, particularly with the track-biased Efficiency setting that comes with the non-obligatory Sport Exhaust bundle. However the chassis is healthier at finesse than outright hoonery. Even at speeds that really feel mighty fast on Spanish mountain roads, the Spyder’s cornering line is extra simply adjusted by light accelerator inputs and weight switch between the axles slightly than making an attempt to overpower the rear Michelin Pilot Sport 4S tires.

The prospect to drive a RWD Coupe on the tight, technical Maspalomas circuit (with spectacular views over the Atlantic Ocean) gives larger lateral hundreds abetted by a swap to extra aggressive Michelin Pilot Sport Cup 2 tires. Safely faraway from public roads, the Efficiency may very well be made to really feel distinctly free when pushed exhausting. This was very true when a rain bathe turned the monitor slick and made cautious throttle administration much more necessary—but the R8 nonetheless felt happier being pushed inside its limits than on the fringe of them.

Steering really feel stays the R8’s weak hyperlink. Each automobiles we drove had the variable-ratio Dynamic rack, which will probably be a $1400 possibility within the U.S. The Coupe’s entrance finish is impressively crisp on the circuit, and the Spyder makes gentle work of the numerous hairpin bends on Gran Canaria’s mountain roads, however suggestions in each is distant and muted. The Coupe was additionally fitted with the intriguing possibility of a entrance carbon-fiber anti-roll bar—an $1100 further that each saves 4.4 kilos of weight and is claimed to sharpen front-axle responses.

Whereas little modified from its earlier incarnations, the V-10 stays the R8’s star characteristic. It lacks low-down torque in contrast with turbocharged rivals, however compensates with sturdy, linear urge all the best way to its altitudinous redline. As in different R8s, the Efficiency stays muted at decrease revs, exuding a really totally different aural character from the always-shouty Lamborghini Huracán. However as engine pace rises, the Audi finds its voice. Properly earlier than it reaches its 8700-rpm redline, the Efficiency sounds extra compelling than most supercars do at any engine pace. That is regardless of that the exhaust methods of the Euro-spec automobiles on the launch had been barely muted by gasoline-particulate filters that will not come to the U.S. The $3600 Sport Exhaust bundle ought to most likely be thought to be vital.

The R8 stays a bit not sure of whether or not it is a luxurious sports activities automotive or a supercar, and it is usually making an attempt to downplay the theatricality of its spectacular powerplant. The RWD Efficiency is now the entry stage for the vary, and the $151,895 beginning value ($164,095 for the Spyder) is more likely to be an even bigger a part of its attraction than its barely enhanced potential for energy oversteer. But even with a slight sticker improve over the previous base RWD automotive, it nonetheless seems very properly priced contemplating the inherent magic of that V-10 engine. We’ll certainly miss it when it’s gone.



2022 Audi R8 Efficiency

Automobile Kind: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe or convertible


Base: Coupe, $151,895; Convertible, $164,095


DOHC 40-valve V-10, aluminum block and heads, port and direct gas injection

Displacement: 318 in3, 5204 cm3

Energy: 562 hp @ 8100 rpm

Torque: 406 lb-ft @ 6400 rpm


7-speed dual-clutch computerized


Wheelbase: 104.3 in

Size: 174.4 in

Width: 76.4 in

Top: 48.7 in

Passenger Quantity: 50 ft3

Cargo Quantity: 4–8 ft3

Curb Weight (C/D est): 3600–3700 lb


60 mph: 3.4–3.5 sec

100 mph: 7.5¬–7.6 sec

1/4-Mile: 11.5–11.6 sec

High Pace: 200–204 mph


Mixed/Metropolis/Freeway: 17/14/23 mpg

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