Audi R8 VS Nissan GT-R
- 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
- Still a mammoth drive 12 years on
- So easy to go so fast
- Nissan is still striving to improve it
- Safety features could do with an upgrade
- Price rise eats into value
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|
It’s fair to say that Liam Neeson has an enduring appeal, and he’ll forever be known for his “particular set of skills.”
The R35 Nissan GT-R has reached icon status for its own set of specific action hero talents, and the Hollywood-like number of updates it’s received over the past 12 years - or about a century in human years - suggest Nissan is hell bent on giving it Keanu Reeves-esque eternal youth.
Its trips to the surgeon have started to peter out though, with the annual tweaks of the earlier years slowing to the three year gap between its last update and the 2020 model that launches this week in time for the nameplate’s 50th birthday.
Have they managed the Keanu Reeves or the Liam Neeson, or has it jumped the shark and due for an all-new Chris Hemsworth treatment?
|Engine Type||3.8L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
While the 2020 changes aren’t enough to disguise its age, it’s pretty awesome that Nissan continues to develop the GT-R, as its distinct character is yet to be matched by anyone.
So it’s more Liam Neeson than Keanu Reeves, but to keep attracting buyers Nissan should really give us a new Chris Hemsworth version.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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 2020 update is probably best described as a quick trim rather than a full haircut, let alone a nip and tuck.
Believe it or not those wheels are a new design and lighter by 140g per corner. You might also spot the blue tips on the titanium exhaust, but I’ll give you a high five if you notice the new inserts for the front corner ducts. There’s also a new Urban Grey trim colour available for the Premium Luxury trim level.
GT-R die hards will be chuffed with the return of the R34 generation’s signature Bayside Blue as a paint option though, which has required an all-new application process to suit two-decade later environmental requirements.
The car pictured is the 50th Anniversary special edition, created to celebrate the Godzilla nameplate’s golden jubilee. Unlike most special editions though, it’s not limited by build numbers or a production schedule, and is available on a built-to-order basis.
It’s based on the Premium Luxury trim level and can be distinguished by contrasting decals inspired by a 1971 Hakuska racer, 50th Anniversary badging and a special Twighlight Grey trim colour on the inside.
Aside from the minor drivetrain tweaks mentioned below, under the GT-R’s skin has been treated to stiffened brake actuation and recalibration and adaptive suspension.
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.
Nothing new here, with the same 2+2 layout that’s about as accommodating as a Porsche 911, despite the GT-R’s extra size. The boot is a decent 315 litres though, but its actual functionality is hampered by a small boot opening.
There’s also two cupholders in the front, two in the back, and bottle holders in the carpet-lined doors.
Unlike GT-R’s, the 2020 model finally adds ISOFIX child seat anchorage points to the back seat. These were previously excluded from Australian and New Zealand models.
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.
The GT-R is still split into Premium, Premium Luxury and Track Edition trim levels, with 50th Anniversary special edition being based on the Premium Luxury.
The top-spec Nismo version has been dropped, and pricing has been massaged upwards across the range.
The base GT-R Premium is now $4800 more with a $193,800 list price, the Premium Luxury swells by the same margin to $199,800, and the Track Edition grows by a full $8000 to $235,000. The Track Edition continues to be available with an optional Nismo-themed interior upgrade for an extra $12,000.
Given the update doesn’t seem to bring anything more than the standard changes, the range-wide price rises put a marginal dent in the value equation that’s long been a relative strength of the GT-R, but it still looks pretty impressive next to the $265,000 starting point for a Porsche 911.
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.
The 3.8-litre twin-turbo V6’s key stats are unchanged at a mammoth 419kW at 6800rpm and 632Nm available from 3300-5800rpm.
New turbos derived from the GT3 race car have been fitted, which aren’t quite the same as the Nismo’s GT3-matching units, which promise to be 5 per cent more efficient, without changing the max outputs.
The six-speed dual clutch transaxle has also been recalibrated for more aggressive throttle blips on downchanges, and allow gearchanges to occur during ABS engagement.
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.
This was never going to be a highlight, but all versions of the GT-R still carry an 11.7L/100km official combined fuel consumption figure, which is actually quite reasonable for a car with this much performance.
A diet of full-strength 98RON premium unleaded is mandated though, and the above fuel figure combined with its 74-litre tank suggest a highway range of around 630km between fills.
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.
Even more than a decade later, the GT-R is still a mammoth car to drive. Mammoth in terms of its size and the sale of the thrills it delivers.
Cars in general have grown larger and heavier in the past 12 years, but 1765kg is still a lot for a performance car designed to go around corners as well as it accelerates.
And therein lies the great R35 oxymoron, it’s SUV heavy but supercar fast and agile.
Nissan stopped quoting acceleration figures with the 2017 model, but it still packs the outputs and hardware that nudged 0-100km/h below 3 seconds in the past.
So it is still fast, but what’s surprising is that the drive experience never seems to date, no matter how many years have been stacked on between opportunities to hop behind the wheel.
It needs to be said that the 2020 changes are undetectable in isolation, but what made the GT-R feel so special in 2007 still applies today.
You could criticise it for its harsh ride quality and assortment of whirs, groans and occasional thunks from the drivetrain, but I feel this is part of the GT-R’s charm. Has any depiction of its Godzilla namesake ever been quiet and friendly?
Rather than feeling like it’s falling apart, the GT-R’s mechanical soundtrack is more of an exciting reminder of how many moving parts are employed to deliver its performance.
And it’s still largely the car that delivers this performance, from the responsiveness of the twin-turbos, the excellent calibration of the dual-clutch transmission to the massive grip of four fat tyres controlled by its clever all-wheel drivetrain and array of diffs.
But regardless of the scale of the role the car plays in its performance, the driver’s most important connection, the steering wheel is delightfully round with grippy high-quality leather. The steering itself is sharp and direct too.
There’s no other car around that matches its brutal looks with such aggressive performance and thrills for the driver, yet it still feels idiot-proof in its execution.
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.
It does come with a reversing camera, along with dual front, side and curtain airbags. It’s worth noting that the when the Track Edition is optioned with the Nismo interior, the Recaro seats mean it misses out on the side and curtain airbags like the GT-R Nismo.
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.