- Doors and Seats
2 doors, 2 seats
- Engine
5.2i, 10 cyl.
- Engine Power
397kW, 540Nm
- Fuel
Petrol (98) 12.7L/100KM
- Manufacturer
RWD
- Transmission
Auto (DCT)
- Warranty
3 Yr, Unltd KMs
- Ancap Safety
NA
Audi R8 RWS 2018 review
Audi has made ‘quattro’ all-wheel drive a calling card of its highest-performing models for decades.
But this ‘junior’ R8, wearing a sub-$300K sticker, flies in the face of Audi Sport convention by switching to rear-wheel drive.
Limited to just 999 units worldwide, Audi’s first ever series-production rear-wheel-drive car appears to be a limited edition. But so strong has been the global response to the R8 RWS (for ‘Rear Wheel Series’) that it’s likely to book itself a permanent berth in Audi showrooms sometime in the future.
- Sharply cut sheetmetal
- Wailing V10 engine
- Superb interior quality and feel
- Abrasive ride quality
- Fiddly MMI multimedia operation
- Small front boot
Is it right for me?
If you don’t mind trading the surety of the Audi R8 V10’s all-wheel-drive system, or the subtlety of its adaptively damped magnetic suspension, then the stripped-out R8 RWS has winner written all over its futuristic flanks.
Can I afford it ?
Even if you can, the RWS’s limited-run status means you may miss out on one if you wait too long. But this junior-burger R8 also features a suitably down-sized price, starting at $299,500 for the coupe, a $66,840 saving compared to its all-wheel-drive sibling, and over 100 grand less than the more powerful V10 Plus. In comparative terms, the R8 RWS is a supercar bargain.
What do you get for your money?
Perhaps it’s easier to state what you don’t get for your super-sized saving. Mechanically, no adaptive dampers (not even as an option), 19-inch wheels and rear-wheel drive make the RWS’s character noticeably different from a V10 Plus’s. And inside, part-manual seats with no under-thigh extenders or cushion tilt do detract from the R8’s superb comfort. But there’s also joy to be had in the RWS’s fit-out. A pretty cool (optional) stripe kit, lovely Alcantara trim, less bling on the outside, and less BS on the inside make it look and feel purer.
How much does it cost to maintain?
Free servicing for the warranty period (three years/100,000km) gives the R8 a cost-of-ownership leg-up. The RWS is also 90 grand cheaper than its rear-drive Italian relative – the Lamborghini Huracan LP580-2 – with only marginally inferior projected resale after three years.
Is it well built?
Exquisitely so. You won’t find scratchy plastics and mis-matching trim in any Audi, let alone any R8. And the entry-level RWS maintains that standard superbly, especially the padded and stitched trim cloaking its dashboard and upper door tops.
What are the Standout features?
Sound and vision, and not just of the styling kind. Seated deep inside the R8’s designer-chic interior, you get an amazing forward view over its super-low cowl. It’s a reminder of what Honda coupes used to be like in the ’80s, which is no criticism.
And then there’s the spine-tingling vibrato and exhaust wail of the R8 RWS’s 5.2-litre V10. It’s one of the finest exponents of natural aspiration we can think of, right up there with the Porsche 911 GT3.
What does it have that others don't?
If you don’t mind coughing up $950 extra, a ‘bespoke RWS Audi Sport GT stripe in Misano Red’ with a quirky roof motif, making the sophisticated R8 look slightly toy-like and playful. Or as if it could be transmitting confidential information to alien space craft.
How practical is it?
Not very, especially if you think there’s a decent cavity under the R8’s vast clamshell bonnet. There isn’t. In reality, there’s enough room in the boot of this mid-engined supercar for one modest dragger bag, and a handful of softer, smaller things like, um, scarves and jackets.
Inside, there’s room for a gym bag/s on a shelf behind both seats, and there’s a storage net on the rear firewall.
Is it comfortable?
Not until you’re doing more than 100km/h. Without adaptive dampers, the RWS’s low-speed ride quality is restless and jiggly, though more fluent as the pace quickens. Thing is, by the time the R8 RWS gets into its stride, you’re staring down the barrel of a sphincter-tightening speeding fine.
Easy in, easy out?
Even with its large frameless doors, the R8 is a bugger to climb in and out of, simply because it’s so low. Parked nice and close to a petrol bowser? Then good luck trying to look cool navigating that cabin exit. At least each door sill is fairly slender, meaning there’s no Lambo Countach-style theatrics required to get out, but if you’re used to driving a Q5, better watch out for those knees.
Space and versatility?
For two people – the R8’s full passenger quota – there’s a tonne of interior room. Plenty of leg-stretching space combined with low-mounted seats, generous headroom and brilliant vision make the R8 feel airy and roomy – far more so than its Lamborghini Huracan cousin.
The control layout’s mostly pretty straightforward too, though controlling the MMI multimedia system through the left wheel spoke’s buttons can be a challenge until you’re used to its quirks. And the measly sunvisors aren’t much chop in blocking out afternoon light.
As for the RWS’s stock-standard stereo, it may not have the clarity and the incredible highs of the Bang & Olufsen system in pricier R8s but it’s acceptably meaty.
What's the engine like?
One of the finest naturally aspirated engines ever made, as well as a glorious example of how great the internal combustion process of 10 cylinders sounds.
It’s as comfortable with just 1000rpm on its tacho in top gear (seventh) as it is nudging the near-nine-grand ignition cut-out, screaming like a race car. It also plays any number of tunes, from the off-beat timbre of its bent 10 at low revs to the uplifting acoustic tempo of its metallic, yet bassy warble at 3000rpm, then 4000rpm, 5000rpm and so on until it hits warp drive.
With peak power (397kW) lobbing at 7800rpm, there’s plenty of reward to be had in staying committed …. as long as you aren’t then committed for exploring that territory.
How much fuel does it consume?
A healthy 12.7L/100km on the official government combined cycle, though we had the trip computer showing 11s after a three-hour drive that included several motorway sections.
More relevant, though, may be the 25L/100km the R8 was averaging after three days of commuting to and from work – a 30km round trip with lots of stop-start driving.
At least the R8’s idle-stop system is a good one – intuitive and seamless – and blends perfectly with its superb seven-speed dual-clutch transmission. This is an expensive car, with an expensive feel to how it operates.
Is it enjoyable to drive?
What struck me the most when getting acquainted with the R8 RWS was its unexpected lack of traction in greasy road conditions. Nothing alarming, but the R8’s tail isn’t averse to drifting sideways, even around town. When you’re used to all R8s being all-wheel drive, it does require some mental adjustment, but there’s also a fun-loving side to the RWS’s rear-drive set-up.
Running unique sports suspension with fixed-rate dampers and carrying 75kg less than the regular V10 coupe, the RWS has purity in its favour. Smooth, controllable oversteer drifts are easily achievable exiting tighter corners, even when you’re not provoking the car, yet the RWS feels planted and poised in fast stuff, sitting flat as its wailing V10 rips its way through the gears.
The chunky Continental ContiSportContact 6 tyres mounted on gloss-black 19s deliver grip when it counts, as well as acceptably composed tyre rumble on coarse-chip surfaces, and there’s an ‘ESP Sport’ stability-control safety net that leaves intervention well alone unless you get seriously out of shape.
The only real downside to the R8 RWS is its ride. At town speeds, its vertical fidgeting and bobbing can be irritating, though it definitely smooths out as speeds rise. And the RWS’s part-manual seats lack the breadth of adjustment to completely nail a great driving position. Only the buttock section of the seat can be (electrically) raised or lowered, leaving the under-thigh area devoid of improvement. And there’s no under-thigh seat extender here either, unlike many far more modest Audi models.
Does it perform as you expect?
How about ‘better than you’d expect?’ Because I don’t think anyone could anticipate this highly strung 5.2-litre V10 being so goddamn huggable and friendly. Indeed, the R8 RWS’s drivetrain is exceptionally polished, with virtually flawless transmission response. Yet when the mood is right, and the road is long, there’s so much grunt to indulge in here.
Producing 397kW at 7800rpm (52kW less than the full-fat R8 V10 Plus), the RWS can reach 100km/h in a claimed 3.7 seconds (half a second slower than the Plus) and Audi says it’s good for 320km/h. The harder you rev it, the madder its induction racket, yet you don’t need to work frenetically to get the best from it. There’s so much muscle on offer right across the rev range that you never feel shortchanged for the R8 not packing a turbocharger or two.
In fact, given the 100 grand’s worth of pocket money left over from buying the R8 RWS instead of its more revered big brother, the closeness in ability of those two cars points to the RWS being a bit of an R8 bargain. It’s a ‘junior’ supercar chock full of emotive goodness.
2019 AUDI R8 RWS PRICE AND SPECIFICATIONS
Price: $299,500
On-sale: Now
Engine: 5.2-litre V10
Power: 397kW at 7800rpm
Torque: 540Nm at 6500rpm
Transmission: 7-speed dual-clutch
Fuel use: 12.7L/100km