BMW Alpina B4 VS Audi R8
BMW Alpina B4
- Ride and handling
- Brilliant engine
- The price
- No Apple CarPlay/Android Auto
- Some dodgy styling features
- 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
BMW Alpina B4
If you're looking for a sleek, two-door coupe with a sparkling chassis, rear-wheel drive and a charismatic turbo straight-six, BMW has you covered with about eight choices. That should be that, then. But wait. There's more.
Since 1965, Alpina - the name of a resurrected a typewriter company - has collaborated closely with BMW to produce distinct, high performance Alpina-badged cars. It actually started with a Weber dual-carburettor unofficial conversion for the BMW 1500 in 1962 and over the years built into a racing operation winning championships and races like the Spa 24 Hours.
Alpina returned to Australian shores in 2017 after a long hiatus with a new range including the BMW 4 Series based B4. Not long after, BMW updated the 4 in what it calls LCI (Lifecycle Impulse), so Alpina followed suit with a price drop, new gear and called it the B4 S.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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|
BMW Alpina B47.4/10
You could almost call the B4 S the anti-M4. It's still fast and practical but from a completely different perspective. It's much more a grand tourer than the M4 and even with the Akrapovic exhaust (usually a byword for joyous, anti-social racket), subtle.
For some, the price won't matter because the Alpina delivers what they want - M4-like straight line performance without the histrionics or the uncompromising chassis. And there's also a bit of that perverse exclusivity of the styling that you won't get anywhere else.
Is Peter right? Is it the anti-M4? Or just a tarted up 4 with a bit of extra grunt?
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.
BMW Alpina B47/10
Alpina has always had a particular aesthetic that could uncharitably be termed as mid-'80s West German - all set square angles and body graphics. Think David Hasselhoff's Berlin Wall look. The company has never really deviated from adding squared-off body bits to the various BMWs it has rebadged under its long-running agreement.
For the B4S, Alpina adds the signature billion-spoke alloy wheels (only a slight exaggeration), a new front splitter complete with Alpina lettering, a weirdly proportioned boot lid lip spoiler and - not even joking - pinstripes. Like I said, mid-'80s West German. You can still recognise the sleek 4 Series Coupe but perhaps the worst of it is the super-sized, wonky-looking ALPINA B4S on the boot.
Inside is rather more restrained apart from the ill-fitting Alpina plaque under the climate control. Again, it's all 4 Series in here, with the lovely Merino leather liberally applied across the cabin. Less lovely is the wood on the door pulls and console but the door cards have an oddly appealing woven leather which looks and feels good.
Sadly the standard 4 Series steering wheel is along for the ride. There's nothing wrong with it - although the Alpina logo does look out of place - but if I were a product planner, I'd beg for the lovelier M wheel.
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.
BMW Alpina B46/10
If you're in the front, you're in luck - it's a comfortable place to be, with plenty of leg and headroom. Down back isn't terrible despite the coupe roofline. The two seats are nicely shaped for maximum comfort and separated by an odd plastic tray. The fold-down armrest has two cupholders.
Front seat passengers score a pair of cupholders (bring the total to four for the car) and the long doors will hold a bottle each.
The boot swallows a reasonable 445 litres, which isn't at all bad.
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.
Price and features
BMW Alpina B47/10
If you thought BMW don't mess about when pricing up its cars, you best strap yourself in. The 440i-based B4S starts at a solid $149,900. That's $48,000 more than the 440i and significantly more than an M4 Pure. But there's plenty of gear on offer and some genuine, bespoke Alpina additions.
Standard are 20-inch signature Alpina alloys, 16-speaker harmon kardon-branded stereo with DAB, super-soft Merino leather everywhere, dual-zone climate control, around-view cameras, reversing camera, sat nav, keyless entry and start, front and rear parking sensors, active cruise control, heated and electric front seats, head-up display, auto headlights and active LED headlights, LED taillights and electric sunroof.
The stereo and sat nav are run by BMW's iDrive. It's a cracker of a system and almost gets away without Apple CarPlay and Android Auto. The absence of such simple pleasures at this price point is a bit lame, but here we are.
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.
Engine & trans
BMW Alpina B49/10
A lot of your extra money turns up under the bonnet. These days the 440i packs BMW's slick B58 turbo straight six and the B4S does likewise. The boys from Buchloe in Bavaria (there are certain to be women there, too, I just liked the alliteration) added a pair of Alpina-spec turbos to generate a whopping 324kW and, more importantly, 660Nm. Alpina says 600Nm (the max torque figure of the brilliant M4 CS) is available from 2000-5000rpm, while the full 660Nm is available from 3000 to 4500rpm.
The M4 Pure has 317kW and 550Nm from the S55 straight-six. Just so you know.
Like the 440i but unlike the M4, the B4S employs the dependably brilliant eight-speed ZF automatic found throughout the BMW range.
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.
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.
BMW Alpina B49/10
One of the key differences between the B4 and M4 is the ride. While the M4 can crash over bumps and generally be a little hard to live with, the crew in Buchloe have gone after a much more plush ride. And in that they have succeeded because the B4 S is a mighty fine cruiser. Bumps are dismissed with a haughty disdain, even Sport + silliness doesn't completely write-off ride quality.
Very impressive too, is the steering. While still not at Lotus Elise levels of feel (few cars are), the Alpina tweaks connect the your palms to the road with more clarity than what you'll find in the 440i or M4. Where the M4 particularly adds too much weight, the 440i is a bit more circumspect in that regard.
And then we come to the engine. The B58 six is a belter, better even than the N55 that preceded it. It's still a 3.0-litre straight six but is part of BMW's modular engine family that starts with a 1.5-litre triple in the Mini and 1 Series. The Alpina-spec turbos are noisier, the Akrapovic exhaust lighter and also noisier. It doesn't have the all-out crackle and pop of an Audi or Merc (perish the thought), but when you're on it, the B4 means business. The 660Nm of torque, available over a wide rev range, delivers a steel fist wrapped in a velvet glove and bubble wrap - the speed builds rapidly but smoothly.
The approach to the chassis tune seems to be based on the driving talents of mere mortals on normal roads, which is kind of like the 440i. It's terrific fun to drive hard but it's very forgiving and patient. The great thing about it is that you wouldn't think twice about jumping in it for the long haul, so comfortable and quiet is the cabin. The M4 will leave it for dead on a winding road, but that's perfectly fine.
One irritant is the replacement of the admittedly cheap BMW gearshift paddles with weirdly non-tactile buttons. They're not particularly easy to use and, probably worse for a sporty car, unsatisfying. It's an odd detail with which to go off the reservation. Cheeringly, the eight-speed ZF is its usual perfect self, so you don't have to worry too much about manual mode or go old school and use the shifter.
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.
BMW Alpina B48/10
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.
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.