Audi R8 VS Alpine A110
- Howling V10
- Amazing traction
- Looks more aggro now
- No high-tech safety
- Interior short on flexibility
- Didn't get to drive it on 'real' roads
- Modest safety tech
- So-so warranty
There is typically no need for introductions when it comes to the Audi R8. But the 2019 Audi R8 isn’t the one you’ve come to know - its been sharpened up in terms of both its appearance, and its performance.
This heavily facelifted version of the second-generation Audi R8 keeps its high-revving V10 engine, and turbochargers have been kept at bay, too. It can’t hold off the march of progress for much longer, though - it’s almost certain this will be the last V10-engined R8… thankfully it has only just launched, so it should be on sale for a few years yet.
I got a chance to drive the new Audi R8 V10 Performance model in Spain at the model’s international launch drive this week - but only on Circuito Ascari race track.
|Fuel Type||Premium Unleaded Petrol|
Dieppe. A pretty seaside community on the northern French coast. Established a mere thousand years ago, it's copped a hammering in various conflicts, yet retained its beautiful 'marine promenade', a handy reputation for top-notch scallops, and for the last 50-odd years, one of the world's most respected performance carmakers.
Alpine, the brainchild of one Jean Rédélé - racing driver, motorsport innovator, and automotive entrepreneur - is still located on the southern edge of town.
Never officially imported into Australia, the brand is virtually unknown here to all but committed enthusiasts, with Alpine having an illustrious rally and sportscar racing back-story including victory in the 1973 World Rally Championship, and the 24 Hours of Le Mans in 1978.
Rédélé was always committed to Renault, with the French giant eventually buying his company in 1973, and continuing to produce brilliant, lightweight road and racing Alpines until 1995.
After a close to 20-year hibernation, Renault reanimated the brand in 2012 with the stunning A110-50 concept racing car, and then the two-seat, mid-engine machine you see here, the A110.
It's clearly inspired by the Alpine of the same name that wiped the rallying floor clean in the early 1970s. Question is, does this 21st century version build or bury that car's iconic reputation?
|Engine Type||1.8L turbo|
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This iteration could well be the final Audi R8 with a V10 engine, and what a note to go out on. Emissions laws and the ever-present push towards electrification are almost certain to see the next-generation R8 take a very different tack to this model. Lucky, then, that this is the best R8 yet.
I know the final score doesn’t necessarily reflect that - but that’s because it falls short on ‘regular’ car things. Even so, it’s an epic machine.
Would you have an Audi R8 over one of its rivals? Tell us what you think in the comments section below.
Don't let the overall score fool you. The Alpine A110 is an instant classic. While practicality, safety and ownership costs don't set the world on fire, it delivers a driving experience that makes everything right with the world every time you get behind the wheel.
Would you like an Alpine A110 in your toy box? Tell us what you think in the comments section below.
Wow, it was possible to make the Audi R8 even more attractive - the brand’s designers have gone and done it with this facelift, which sees a number of changes to the exterior styling that combine for a more aggressive, sharper look.
The ‘Singleframe’ grille now looks even more menacing, having been widened and flattened, and any trace of chrome has been removed. As the chief designer told us, a supercar is no place from chrome. There are three small slats above the grille, which hark back to the iconic Audi Sport quattro model of the 1980s.
Further, the front splitter is wider, the rear diffuser has been made even more prominent, and there are new oval exhaust pipe outlets - previously reserved for Audi RS models only.
My only ‘errr’ moment with the design is the mesh cooling section at the rear bumper, which appears a touch unfinished in combination with some colours, and it’s also very rectangular, meaning the new exhaust tips are at odds with it. But it all has a purpose, and applies to the regular R8 and the LMS racer.
There are three new exterior packages available, which change elements such as the front splitter, door sill trims (side skirts) and diffuser. On the base car, there’s a high-gloss black look; on the V10 Performance there’s a matte titanium look to these bits. Optionally, there’s a high-gloss carbon package.
Further, customers can get the badges and Audi rings painted in gloss black, while body paint colours now include 'Kemora grey' and 'Ascari blue'. There’ll be 19-inch and 20-inch wheels offered, depending on the model.
Inside, there’s been a bit less of a noticeable change. Check out the interior photos to see for yourself.
The final example of the original Alpine A110 rolled out of the Dieppe plant in 1977, and despite more than four decades separating it from this newcomer, the 2019 A110 is effectively a new-generation version.
Much more than a tip of the hat to a special predecessor, the new A110 perfectly updates the distinctive, purposeful look of its not-so-ancient ancestor.
In fact, head of the A110 design team, Antony Villain says, "We wondered; if the A110 never went away, if this new car was the sixth or seventh generation A110, what would it look like?"
Appropriately finished in a very French shade of 'Alpine Blue', our test example was one of 60 'Australian Premiere Edition' cars, and the design is full of intriguing details.
At just under 4.2m long, 1.8m wide, and only a touch over 1.2m high the two-seat A110 is compact to say the least.
It's raked LED headlights and round fog lights are recessed into the markedly curved nose in a complete and unabashed reload, with circular LED DRLs accentuating the throwback effect.
The overall look of the carefully scalloped bonnet is also familiar, with a huge under-bumper grille and side ducts creating an air curtain along the front wheel wells to finish off the treatment with a focused, technical touch.
A steeply raked windscreen runs up to a small turret with a broad channel running down its entre, and the flanks are narrowed by a lengthy, aero-influenced indent.
A case study in tightly wrapped surfacing, the rear-end is equally taut, with elements like 'X-shaped' LED tail-lights, tightly curved rear screen, single central exhaust outlet and aggressive diffuser continuing the expressive design theme.
Aero efficiency is a major influence, and as well as the diffuser careful inspection of the rear side window reveals a neat duct at its trailing-edge funnelling air to the mid/rear-mounted engine, and the underbody is smoothed near flat. An overall drag co-efficient of 0.32 is impressive for such a small car.
The A110 also proudly wears its French heart on its sleeve, with an enamel version of Le Tricolore attached to the C-pillar (and various points around the interior).
Eighteen-inch Otto Fuchs forged alloy rims fit the car's style and proportions perfectly with body-colour matching blue brake calipers poking through the delicate split-spoke design.
The interior is all business with racy Sabelt one-piece bucket seats setting the tone. Trimmed in a combination of quilted leather and microfibre (which extends to the doors) they are separated by a floating, flying buttress-style console housing key controls above and a storage tray (including multi-media inputs) below.
Highlights include cool body-colour panels in the doors, a Ferrari-like push-button gear selection set-up, slender alloy manual shift paddles attached to the steering column (not the wheel), matt carbon-fibre accents on the console and around the circular air vents, and a 10.0-inch TFT digital instrument cluster (which morphs to suit Normal, Sport or Track modes).
The A110's chassis and body are made from aluminium, with a brushed form of that material adorning everything from the pedals and perforated passenger footrest to multiple dash trim pieces.
Quality and attention to detail is outstanding to the point that just getting in the car feels like a special occasion. Every time.
Okay, so Audi claims “the driver sits in the new R8 like in a race car”.
Having been a passenger in the Audi R8 GT3 car the brand had on show, I can tell you that’s not entirely true - because while you do sit about 12 centimetres higher than that ground-hugging beast, the regulation R8 model is superbly comfortable.
What the brand is getting at, though, is that the focus of all the interior design is to serve the driver. As such, there’s no central media screen - instead, there’s a 12.3-inch digital instrument cluster (Audi ‘virtual cockpit’) which is where the driver takes charge using steering wheel controls.
The system is crisp to look at, but it can be a little hard to get used to the controls, especially for sat nav inputs and so on. And that’s even with the central MMI rotary dial with touch pad.
But the other controls are great - I love the air-conditioning knobs, the gear selector and the switchgear, which all has a technical and beautiful finish to it. The steering wheel is a delight to hold, and the push-button starter is a real eye-catcher in red.
The seats in the cars we tested were superbly supportive and very comfortable, but the lack of adjustment of the fixed buckets means you might find yourself a bit too upright (if you get to spend more time in the car than we did).
And even though it’s a supercar, the R8 offers a level of practicality. Sure, the door pockets are virtually useless and there are no properly usable cupholders, but that gives you an idea to the intent of the car. There are, however, storage spots behind both of the seats, and there’s a centre storage area in front of the shifter and in the armrest.
And while the R8 has a mid-mounted engine, there’s still a boot: the R8 coupe’s rear cargo bay offers enough room for a suitcase or two soft smaller bags for a weekend away, with 226 litres of cargo capacity - according to Audi, that’s enough for a golf bag. There’s a secondary storage area under the bonnet, which adds an extra 112L of space. Don’t buy the Spyder if practicality is important to you, as it has even less storage space.
Practicality is the oil to a two-seat sports car's water. If you want day-to-day functionality, look elsewhere. Quite rightly, the Alpine A110 puts driver engagement at the top of the priority list.
That said, with limited real estate to work with the car's development team has made it liveable, with a surprising amount of boot space included, and modest storage options snuck in around the cabin.
The heavily-bolstered, high-sided sports seats, necessitate use of the 'one hand on the A-pillar and swing in/out' technique for entry and exit, which won't suit everyone. And once inside several things are missing.
Glove box? No. If you need to refer to the owner's manual or grab the service book, they're housed in a small satchel attached to the bulkhead behind the driver's seat.
Door pockets? Forget it. Cupholders? Well, there's one, it's tiny, and located between the seats where only a double-joined circus contortionist could reach it.
There is a long storage bin under the centre console, which is helpful, although it's hard to reach in and actually extract things placed in it. Media inputs run to two USBs, an 'aux-in' and an SD card slot, but their location at the front of that lower storage area is tricky, and there's a 12-volt outlet just in front of the unreachable cupholder.
However, if you and a passenger want to head off on a weekend road trip, amazingly, you can take some luggage with you. With the engine located between the axles there's room for a 96-litre boot at the front and a 100-litre boot at the rear.
We managed to fit the middle (68-litre) hard suitcase from our three-piece set (35, 68 and 105 litres) in the broad but relatively shallow front boot, while the wider, deeper, but shorter rear boot is best for soft bags.
Another missing item is a spare tyre, with a neatly packaged repair/inflator kit your only option in the case of a puncture.
Price and features
It’s expected Audi Australia will again offer the R8 in two different specs when it launches in Australia around the fourth quarter of 2019.
That means a base model (if you can call it that) V10 variant, and a higher-grade V10 Performance grade with more power and torque. The latter is expected to be the bulk seller - the current V10 Plus model accounts for some 90 per cent of R8 sales. Maybe they’ll drop the base car - time will tell.
It’s too early to have a stab at pricing and specifications, because nothing has been confirmed as yet and we’d be on Audi keeping prices relatively stable or maybe bumping them up - hey, you’re getting more power for your money, after all!
But you can bank on goodies like LED headlights, auto high-beam lights, leather seat trim, DAB+ digital radio, sat nav, Apple CarPlay and Android Auto, a 13-speaker sound system, auto headlights and wipers, push-button start and keyless entry and a fair bit more.
The V10 Performance model we drove had 20x8.5-inch front wheels and 20x11-inch rear wheels, with super grippy Michelin Pilot Sport Cup 2 tyres.
For a guide, the current start price for the V10 is $366,340 plus on-road costs, while the V10 Plus (which will be renamed V10 Performance) currently lists at $402,430 before on-roads. Those prices are for the coupe - the Spyder convertible adds roughly $20,000 on both grades.
Considering some of the competitors, it is a little pricey - although it’s the cheapest way into V10 supercar ownership.
So, what are its rivals? Lamborghini has the Huracan (essentially an R8 twin - priced from $378,900 in RWD, or $428,000 for the AWD model), or you could take a look at a McLaren 570S ($395,000), Mercedes-AMG has the GT (from $261,130) and there are about 20 versions of the Porsche 911 you might consider (from $220,500). If the Spyder is more your go, I’d take a look at the Ferrari Portofino ($398,888), too.
At $106,500 before on-road costs the Alpine A110 Australian Premiere Edition competes with an interesting range of similarly specified lightweight two-seaters.
The first that springs to mind is the achingly beautiful, mid-engine Alfa Romeo 4C Coupe at $89,000. For some, its exotic carbon chassis is underpinned by a too-firm suspension and the unassisted steering is difficult to deal with. For others (including me) it offers an exceptionally pure driving experience (and those that can't cop its physical nature need to harden up).
Lotus founder Colin Chapman's engineering philosophy, "Simplify, then add lightness" is alive and well in the form of the Lotus Elise Cup 250 ($107,990), and less than $10k more than the A110's MRRP delivers access to Porsche's thoroughbred 718 Cayman ($114,900).
Of course, part of the A110's substantial price tag relates to its all-alloy construction and the low-volume production techniques required to execute it. Not to mention development of an all-new design and global kick-start of a respected but dormant brand.
So, it's not all about bells and whistles, but for the record, a breakdown of this lightweight screamer's standard equipment list includes: 18-inch forged alloy rims, an 'Active-valve' sports exhaust system (with engine noise aligned to drive mode and speed), brushed aluminium pedal covers and passenger footrest, leather-trimmed Sabelt one-piece sports seats, auto LED headlights, satellite navigation, climate control air, cruise control, rear parking sensors, and electric heated, folding wing mirrors.
The 'Alpine Telemetrics' driving data system provides (and stores) real-time performance metrics including power, torque, temperatures, and turbo pressure, as well as lap times for track day warriors. And you'll also pick up a leather and microfibre-trimmed sports steering wheel (complete with 12 o'clock marker and Alpine Blue topstitching), stainless steel door sills with Alpine branding, dynamic (scrolling) indicators, auto rain-sensing wipers, and a 7.0-inch multimedia touchscreen including 'MySpin' mobile phone connectivity (with smartphone mirroring).
Audio comes from French specialist Focal, and although there are only four speakers, they're special. The main (165mm) speakers in the doors use a flax cone structure (flax sheet sandwiched between two glass fibre layers) and (35mm) aluminium/magnesium inverted dome tweeters sit at either end of the dashtop.
Certainly enough to be going on with, but at more than $100k we'd expect to see a reversing camera (more on that later), and the latest safety tech (more on that later, too).
Engine & trans
The new R8 retains the same 5.2-litre V10 (FSI) naturally-aspirated engine, but Audi’s engineers have wrung its neck to squeeze more power and torque out of it.
There are two tunes available - the regular version, which has 419kW of power (up from 397kW), and 560Nm of torque (up from 540Nm). It only comes with a seven-speed 'S tronic' dual-clutch automatic transmission, and comes with quattro all-wheel drive.
The claimed 0-100km/h time is just 3.4 seconds for the coupe and 3.5sec for the Spyder convertible. It tops out at 324km/h, or 322/km/h in the convertible.
The higher-grade version is by far the most potent R8 yet, with 456kW of power (up from 449kW) and 580Nm of torque (was 560Nm). Again, S tronic and quattro, and this time around with a 0-100km/h acceleration claim of 3.1sec for the coupe (3.2sec convertible). Top speed is 331km/h or 329km/h, depending on body type.
Alpine has modified the intake manifold, exhaust and overall calibration, but the big difference here is that although it's still transversely mounted, in the Alpine the engine sits in a mid/rear position and drives the rear wheels (rather than in the R.S.'s nose driving the fronts).
Featuring direct injection and a single turbo it produces 185kW at 6000rpm, and 320Nm of torque from 2000-5000rpm, compared to 205kW/390Nm in the Megane R.S. But the Alpine's 356kg weight advantage means it boasts a 169kW/tonne power-to-weight ratio, while the Megane sits at 141kW/tonne.
Drive goes to a Getrag-sourced seven-speed (wet) dual-clutch auto transmission, with Alpine-specific ratios inside.
Don’t expect to see the official claimed fuel consumption figure on a regular basis. The number is 12.3 litres per 100 kilometres for the most potent coupe version, while the lower-power version uses a claimed 11.4L/100km.
The engine has cylinder deactivation for less intense situations, and there’s engine stop-start, too.
It uses 98RON premium unleaded fuel, and has an 83 litre fuel tank capacity.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 6.2L/100km, the 1.8-litre four emitting 137g/km of CO2 in the process.
Over close to 400km worth of often 'enthusiastic' driving, taking in city, suburban and freeway running we recorded an average of 9.6L/100km.
Definitely a miss, but not bad when you consider we hit the off switch for the standard stop-start system on a consistent basis and regularly took advantage of the accelerator pedal's ability to move towards the floor.
Minimum fuel requirement is 95 RON premium unleaded, and you'll need just 45 litres of it to fill the tank.
I can’t say what it’s like on public roads, but my stint on a shortened track at Circuito Ascari near Ronda in Spain left me grinning ear to ear.
And so it should, with the immense performance of the V10 engine - tested on track in the higher output R8 Performance spec with the full 456kW and 580Nm complement of grunt numbers.
Driving the R8 reminded me of that one time in under 11s rugby league when a much smaller defender managed to lift me up and dump be on the ground - an impressive effort, because I was heavy enough to be running around in under 15s. At that time, it took a second for me to realise what had happened, and was enough to leave me a bit short of breath.
The same sensation came to mind as I loaded up the throttle and threw myself at the horizon from the pit exit. Under a heavy right foot, the world around me started to blur and the first corner of the track suddenly approached after the crest. I had to try and remember what the lead car had shown me in the sighting laps prior, where to turn, how hard to get on the gas.
But I was distracted by the mind-bending physics I was experiencing, not to mention the theatre of the R8. The sound really is hard to beat - the howl of a high-revving V10, unmuffled by turbochargers, is something to behold when it’s enveloping you, and the fact the noise emanates from behind your ears almost makes you want to push it even harder.
1 – 6 – 5 – 10 – 2 – 7 – 3 – 8 – 4 – 9. That’s the firing sequence of the V10. Just thought you might like to know.
The gearshifts cut through the noise with prodigious sharpness, and when I chose the 'Performance' drive mode (which firmed everything up, enabled even more manic acceleration and disabled traction control) the shifts were brutal, often resulting in a shockwave through the car. It was some seriously good feedback for me as the driver, though it may not bode well for longevity…
There was tremendous traction from the quattro all-wheel drive system from a standstill, and across a long, banked corner on the track I felt super confident, pushing harder than I know I would have dared in a rear-drive car.
I managed to get a steer in both an R8 with the regular steering system and a model with the brand’s ‘dynamic’ steering set-up. Both have been retuned to be “more direct and precise throughout the entire speed range”.
I preferred the dynamic steering set-up which can vary the steering ratio based on the speed, and is “very direct” according to Audi - and even more so when Performance mode is engaged.
I found it to be super predictable at lower cornering speeds, and therefore more manageable to an amateur like me. One of Audi’s test drivers told me that he prefers the normal steering set-up, because at ‘really big speed’ it’s easier to predict.
The highest speed I saw was just a tickle over 200km/h, and I understood his take on it. Maybe normal steering for high-speed tracks, then? Or I just need to learn to drive faster…? Hey, no-one wants to be the guy who bins the $400k supercar on the very first rotation of about thirty over a two-week run of international journalists visiting to sample the newest, bestest and most expensivest Audi has to offer.
The models we drove were all fitted with the optional carbon ceramic braking package, which allowed the stoppers to resist fade for a lot longer - ideal for extended track time sessions, and they certainly stood up to my reliance on them on my few short stints on the track. They came in especially handy during a (very cool) night session where we were expected to remember the track layout about seven hours after our first outing.
It would have been great to drive it on real roads, because apparently that’s where the dynamic steering is most impressive.
Weighing at just 1094kg (target weight was 1100kg), with a 44:56 front-to-rear weight distribution, the all-aluminium A110 is every millimetre the mini-supercar you'd hope it to be.
It only takes two to three rotations of the Alpine's wheels to realise it's exceptional. The Sabelt seat is superb, the chunky steering wheel perfect, and the engine instantly eager to get on with it.
The electro-mechanical power-assisted steering feels just right from the first corner. The rack is quick and road feel is intimate without the crashy feedback penalty paid by the Alfa 4C.
Engage launch control and you're blasting from 0-100km/h 4.5sec, with the engine adding a suitably raucous backing track, a full charge of air rasping through the inlet manifold just behind your ears. Spinning up to the close to 7000rpm rev ceiling is pure pleasure, with peak torque available from just 2000rpm all the way to five grand.
Pressing the wheel-mounted 'Sport' button sharpens gearshifts and holds low ratios for longer, with the already slick dual-clutch really getting its race face on. Hold in the down lever in manual mode and the transmission will instantly shift through to the lowest gear engine revs will allow, the Active-valve sports exhaust chipping in with rude pops and bangs on the over-run. 'Track' mode is even more hardcore, allowing a greater element of slip in cornering. Brilliant.
The engine's mid/rear location delivers a low roll-centre and the double wishbone suspension set-up (front and rear) manages to combine super-sharp dynamic response with a surprisingly civilised ride.
Alpine says the A110's light weight and ultra-rigid chassis mean its coil springs can be reasonably soft and anti-roll bars light so even our truly ordinary urban blacktop doesn't cause too much distress.
The A110 is beautifully balanced, amazingly agile, and satisfyingly precise. Weight transfer in quick cornering is managed to perfection, the car remaining stable, predictable and hugely entertaining.
Grip from the Michelin Pilot Sport 4 rubber (205/40 fr - 235/40 rr) is tenacious, and the torque vectoring system (by braking) quietly keeps things pointing in the right direction if an over-zealous pilot begins to overstep the mark.
Despite the A110's modest kerb weight braking is professional grade. Brembo provides ventilated 320mm rotors (front and rear) with four-piston alloy calipers at the front and single-piston floating calipers at the rear. They're progressive, powerful and consistent.
The only downsides are a clumsy multimedia interface, and the annoying lack of a reversing camera. But who cares, this car is amazing.
The Audi R8 hasn’t been crash-tested by ANCAP or Euro NCAP, but Audi claims the car’s spaceframe chassis offers “high crash safety”.
You get a reversing camera and parking sensors (optional in Europe, expected to be standard in Australia) plus the R8 comes with six airbags, including dual front, front side and curtain coverage. Spyder models miss out on curtain airbags.
Top spec models are expected to get the excellent laser headlights (auto high-beam light up to 600 metres throw distance), and all models come with LED headlights.
In terms of active safety, the A110's sheer dynamic ability will help you avoid an unfortunate incident, and specific tech includes ABS, EBA, traction control, stability control (disconnectable), cruise control (with speed limitation) and hill-start assist.
And when it comes to passive safety you're protected by an airbag for the driver and one for the passenger. That's it. Weight-saving, eh? What can you do?
The Alpine A110 hasn't been assessed for safety performance by ANCAP or EuroNCAP.
There is no capped price service plan for the R8, and no pre-purchase plan like you can get on the rest of the ‘regular’ Audi range.
The Alpine A10 is covered by a three-year/100,000km warranty with a twist. According to Alpine, the first two years are covered for unlimited kilometres. And if at the end of the second year total kilometres remain less than 100,000, the warranty continues into a third year (still to an overall cap of 100,000km).
So, you can sail over the 100,000km mark in the warranty's first two years, but that means you won't get a third.
Complimentary roadside-assist is provided for 12 months, continuing for up to four years if your Alpine is regularly serviced at an authorised dealer.
There are currently three dealers only – one each in Melbourne, Sydney and Brisbane – and service is recommended every 12 months/20,000km, with the first two costing $530 each, and the third ramping up to $1280.
You'll also need to factor in a pollen filter ($89) at two years/20,000km and accessory belt replacement ($319) at four years/60,000km.