Solvente friends of cultivated sound pictures could refine their Audi R8 ex works with a B & O sound system for scarcely 3000 Euro supplement. Or increase the listening pleasure even more by taking 16,500 euros in the hand and grabbing the new fabric roof version. It is enough, if the small, perpendicular rear window, as with the brother Lamborghini Huracán - then poses the exhaust inferno quite unfiltered. Finally, ten cylinders blow out in the rear over two tailpipes - the 5.2 liter unit comes from the Upper Italian daughter with the bull in the coat of arms. Or to be exact and honest Obendrein: from Audis Motorenwerk in Hungary.
Sant'Agata, Gyorg, if so, because already: The optional sports exhaust system should be in any case still to it. This is also because it can be turned down at the touch of a button, which means that the motorway stages are surprisingly quiet when the convertible top is closed. Nevertheless: Of course, the R8 Spyder is a striking condition. The 44-kilo lightweight soft top opens in 20 seconds, and also up to a speed of 50 km / h. The cockpit is never really stormy, at least at legal speed. Whoever hangs too much at the top of his head, plays with side windows, rear windows and optional wind chutes, until the thing is draft-free.
No car that does not make its predecessor look old with naked facts. Compared to the first generation of the R8 Spyder from 2010, the new 25 kilos is lighter, its body 55 percent stiffer. It is a bit shorter now and a whole 36 millimeters wider - which is good for a bullish look, can sometimes lead to tricky situations in everyday life, if it is necessary to maneuver nearly two meters in a narrow space. Of course, the new roadster has also become more economical, ten percent more economical, which is mainly due to the cylinder shut-off (a bank is shut down at low and medium loads) and the sail mode of the dual clutch.
In the case of the transmission, the biggest evolution of the R8 is compared to the predecessor with the unspeakable automated circuit. The drive stages are now changed gently and quickly and without tractive force interruption. Not completely liked however the automatic mode, since the system can often not decide or switches unmotivated. Here, fine grinding is still necessary. Luckily, however, there are wonderfully placed shift jacks on the flipper, with which one can take the thing itself into the hand. Otherwise, the new open Speerspitze in the program of the Ingolstädter quite wonderful. Thanks to optional dynamic steering, you feel as agile as in a TT - there would not be the width. And then this engine! We should begin to weep these large-volume suckers slowly. Gas intake, turning pleasure and power development are the same, no brutally bullish turbo can imitate this sensitivity. 1-6-5-10-2-7-3-8-4-9, this is not a countdown of a dyslexic, but the ignition sequence of the Audi unit, dry-smeared by 8.3 liters of oil. Injection is dual, that is, selectively into the intake manifold or directly into the cylinder. When the bubbly is blown up there, 540 hp and as many newton meters are produced, which are fortunately on all four wheels. The central differential is water-cooled and conducts, as required, up to 100 percent of the force to the axis of confidence. And thanks to the barrier differential, it's even faster from the corner - it's almost frightening.
For the pilot, however, everything runs rather stress-free. If there were not permanently any centrifugal forces, one would feel as in a video game. To do this, the irrelevant steering wheel can be used to change the direction of travel: start the engine, switch to the exhaust position, set the drive mode (Comfort, Auto, Dynamic or Individual), etc. - all without the hands to take. The "Virtual Cockpit" reminds us of a Playstation, the most impressive is the configuration of the 12.3 inch monitor with the Google Map Navi as a background image - whoever is right in front of you will get a virtual passenger, How it goes after the top or how close the next turn is. For racing or home routes, however, it is also possible to display lap times or information about oil and tire temperature as well as power and torque or also g forces. The latter are particularly impressive when you anchor the 1.7-ton load, whether with or without the optional ceramic discs. And at the push of a button, the race roadster is a sufficiently comfortable glider thanks to dynamic dampers, the spreading to the sport mode is certainly quite a balancing act.
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