Everything you need to know before buying an Audi R8

Audi’s first supercar, the original Type 42 R8, was a shot heard round the motoring world when the striking 2003 Le Mans quattro Concept materialised in production form as a lightweight midship V8 supercar back in 2006.

It was big news for Audi to venture into supercar territory back then, with little precedence to be found in the Ingolstadt giant’s back catalogue. Yet, the ambitious breakout new car was able to dissect the perennial sports icon, the Porsche 911, with ease and quickly earned rafts of praise – including a joint win with Nissan’s GT-R at MOTOR’s 2009 PCOTY.

You can revisit Andy Enright’s stirring sojourn with the outgoing GT-R and second-generation Type 4S R8 on this significant car’s legacy. Today, however, we consider the classic credentials of the original Type 42 R8, produced from 2006 to 2015. Here you can choose between two engines, eight or 10 cylinders, and three transmissions, the desirable six-speed manual, Audi’s R tronic automated manual or the later S tronic.

While the R8 was new territory for Audi, development was aided by a seasoned supercar stalwart. Many of the underpinnings were shared with the Lamborghini Gallardo, and its aluminium chassis, body and double wishbone suspension yielded a modest kerb weight of 1565kg. Armed, initially, with a 309kW/430Nm 4.2-litre V8 from the Audi RS4, the German supercar yielded a 73kW/80Nm deficit to its V10 Italian cousin, but clocked triple digits from a standstill in 4.6 seconds.

Breakout success saw the R8 range bolstered late in 2008, with the introduction of the updated Gallardo’s 5.2-litre V10, albeit detuned to 391kW/530Nm (the Gallardo LP 560-4 produced 412kW/540Nm at the time). In a neat bit of added trivia, its LED headlights were a production car ‘world-first’, too.

The 5.2-litre R8 V10 Spyder appeared the following year in 2010, with the 4.2-litre V8 added in drop-top form one year later. Limited Edition R8 GTs were revealed in 2011, and were 100kg lighter with power uncorked to a Lamborghini-matching 412kW. Just 333 Coupes and 333 Spyders were produced worldwide. A mid-2012 facelift introduced Audi’s own S-Tronic dual-clutch DSG transmission to the range.

Essential checks

Entry to the R8 market begins at around $100k for an R tronic 4.2 V8 car with more than 100,000kms on the odo.

About $130k-$170k buys most R tronic V8 cars with much lower odometer readings. Even at this price point, that sounds rather attractive given the exotic ownership appeal, ease of use and well-regarded build quality.

Search north of $170k and you begin getting into V10 vehicles with little price disparity observed between Spyder and Coupe variants.

Manual V8 cars are lauded for their driving experience, and command a significant premium, frequently priced above or alongside equivalent R tronic V10 vehicles. A lone Manual V10 Spyder tops the standard R8 market, observed asking $220k. A couple of limited edition R8 GT Spyders were also spied on the market, listed for more than $260k.

Body and Chassis

Aluminium is extensively utilised throughout the body and is expensive to repair, so inspect closely for parking dents and any imperfections.

Long doors are prone to paint chips along the trailing edge and, although rare, some owners report of paint bubbling along door panel edges.

Engine and Transmission

V8s are well-regarded for their durability, however, a few examples have suffered bottom-end bearing failure. Oil lines can also corrode and misfires may signal faulty ignition coils. Oil consumption is common, with V8s drinking about one litre per 1600kms and V10s consuming about half that.

V10s can also suffer failure to ignition coils and timing chain tensioner.

Manual gearbox clutches generally last around 65000kms, while R tronic automated manual clutch packs will begin to wear after around 40,000kms.

R tronic gearboxes divide opinion, as many testers and owners find it jerky at low-speeds. As an early single-clutch automated manual, a considered approach to driving it ‘like a manual’ produces far smoother sailing. The S tronic dual-clutch ’box is more palatable and durable, but was only introduced from 2014.

Suspension and Brakes

Suspension and braking components are long-lasting with little known faults to cause for concern. Audi’s Magnetic Ride Control, standard on V10 cars and optional on V8s, are divisive amongst owners and are known to grow leaky.

Factor in costs of any worn consumables into your purchase, as Audi-specific Pirelli P Zeros (stamped R02) can cost upwards of $1200 for a pair of 295-section rear tyres.

Interior and electronics

R8 interiors share many components and controls with mainstream Audi models. Some owners lament this fact, however, it makes for a tremendously useable, everyday cabin that’s easy to navigate.

Quality is high, although soft leather seat bolsters will be the first to show signs of wear and tear. Factory SatNav, especially in earlier MMI models, is one of the more unintuitive native systems and is a frequent point of criticism from owners.

2006-2015 Audi R8 specifications

Three options you may consider

1. The Obvious: Porsche 997

The natural rival of the R8: the market for 997 Porsches is much larger, beginning at $90k for an auto cabriolet. Top end R8 GT values will also see you into a tidy 997 Turbo (GT3 commands upwards of $300k).

2. The Unexpected: Aston Martin DB9

Aston Martin’s DB9 carries a more luxury GT-persona, but affords you entry into the hallowed 12-cylinder club. Prices begin around $120k for pre-facelift models.

3. The Oddball: Ferrari 360

The pointy end of the R8 market will also see you into the Maranello owner’s club, with asking prices for the V8 mid-engined 360 beginning around $170k. Rare and desirable manual examples will nudge $200k.

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