Buying Guide: Audi R8 (Type 4S)

We believe the second gen R8 is the definitive usable supercar. Whilst based on the Huracan platform, it offers fractionally more practicality, and lower running costs. So, win-win? We delve into it in our latest buying guide dedicated to the ‘Type 4S’ – otherwise known as the last naturally aspirated Audi R8 to be made.

A brief introduction

We’re not shy about proclaiming our love for the second-generation Audi R8. With genuine supercar looks to rival its Italian cousin, it delivers real thrills whilst still being genuinely as easy as a Golf to drive in Comfort mode.

Despite sharing the same platform and drivetrain as the Huracan, the R8 is largely hand built in Germany at Audi’s sports car factory. Many will know the biggest changes from the 1st Gen R8 were that you had one drivetrain choice – a V10 with an automatic. Don’t worry though, as we’re no longer dealing with the cumbersome R-Tronic gearbox; there’s now a 7-seed dual clutch ‘box instead.

The gearbox is truly faultless and compliments the R8’s direct steering and immediacy of response. In truth, with a manual gearbox you may just struggle to keep up with the rest of the car!

The derivatives explained

Shortly after launch, you could choose between an R8 or R8 Plus. The difference? Both had Quattro, but the Plus weighed 40kg less and had an additional 70bhp. Still, 532bhp in the standard version is not to be sniffed at – for reference that’s 118bhp more than the Gen 1 R8 V8.

The standard car missed out on the carbon ceramic brakes from the Plus. Whilst they could be optioned, that would price the car halfway to Plus – we’re yet to see one specified as such on the used market. 

Every R8 had heated leather, sat nav with the fantastic virtual display, DAB, climate control and LED headlights. Optional extras included were carbon sideblades, cruise control, laser lights, and a rear review camera. As with more humble Audis, look at the familiar Comfort & Sound and Sport Packs which bundle various options together – not all cars are the same. 

As standard, the Plus gained forged wheels, the aforementioned carbon ceramic brakes, sports seats, smatterings of carbon fibre and a tweaked diffuser to reduce lift.

Predictably, a Spyder version of the R8 came a year or so later, but it wasn’t until 2017 that a Plus version of it was also made available, making them harder to find today as a result. Whilst the Spyder weighed 44kg more due to the roof mechanism, the car could still crack 203mph in Plus form.

Despite losing its roof, the Spyder still drives with clarity, rarely being phased even on bad roads. Like its Coupe sibling, the turn-in still razor sharp too, keeping that Jekyll and Hyde nature as you switch between Drive Select modes. We also love that you can independently drop down the rear window to enjoy that V10 in surround sound. 

Finally, an entry-level rear-wheel-drive only version arrived on the scene, called the R8 RWS (Rear Wheel Series). Pitched as the driver’s choice in marketing material, in reality it didn’t drive that much differently until the point where it lost traction. For us, we would rather the all-weather ability of the regular car, but we can’t blame people for being drawn to the cachet of it being a ‘purer’, lighter (by 50kg) version. It was also limited to a 999 production run. 

A facelift arrived in 2019, with revised styling to bring it up-to-date with the new Audi design language. The result was an even more aggressive look, with black detailing, significantly larger exhaust pipes and bigger door air intakes. 

There were engine tweaks to back up the new attitude, with an extra 30bhp for the base V10 and the Performance (replacing the Plus) an additional 10bhp. However, the noise is somewhat muted due to the OPF filter fitted to meet tighter emission standards. A shame, as Lamborghini took a more expensive route of working on the engine to do without. 

There was also a RWD model from the outset, losing not only driveshafts but also 30bhp to its brethren. It was also not a limited number car, like the RWS pre-facelift cars.  Some prefer steering, but note on this 'base' model you couldn't specify the carbon brakes or adaptive dampers. The upside was the car was almost £14,000 less than its Quattro brother.

The interior is almost identical to the pre-facelift, but under the skin there was stiffened suspension, tweaked steering and even a carbon fibre anti-roll bar. 

Which R8 shall I choose?

You can’t lose when there’s a V10 behind you spinning up to 8,000rpm. For us, the Spyder offers more excitement and drama with no real downside to driving experience. We also prefer how the earlier cars sound, and with such a similar driving experience, think these cars are a true supercar bargain. 

It is worth noting that like the Huracan, the R8 is not built for tall drivers. If you’re over 6 feet tall, you’re going to struggle to get comfortable. This is even worse in the Spyder, as a little room is taken for that folding roof. Perhaps look out for the very rare cars with sports bucket seats, which give just that little more room with their thinner construction. 

Should you opt for a Plus or Performance? We don’t find the extra performance essential, but the standard fit carbon ceramics are noticeably better and may never need replacing in your ownership. There’s also carbon fibre everywhere, which and a lot of features fitted that are optional on the base car.

How are the running costs?

Fuel economy is not the R8’s strong suit. Supposedly the V10 uses cylinder deactivation, which must work perfectly as we’ve never noticed it kick in. However, it appears to not help that much either, as around 20mpg is the norm.

Whilst it may share its enthusiasm for fuel with the Huracan, servicing is far cheaper. A minor service at Audi is £500 and an inspection service just under £800. You can even opt for long-life servicing, meaning services are only due every 2 years. Just bear that might put some people off when selling.

You can opt for Audi’s extended warranty, which costs just under £2,000 annually for its comprehensive, all-component cover. It can also be paid monthly. 

We think the Plus and Performance models pay you back when it comes to brakes. Whilst we’ve seen standard R8s with conventional steel rotors require new pads before the 20,000 mile mark, Brembo believe the carbon ceramic discs should be capable of 100,000 miles and the pads up to 70,000 miles. Remember, you also get no pad dust, too. 

What can go wrong?

There are a couple of common issues the R8 suffers from which are shared with other cars in the VAG family. Being a direct injection engine, intake ports and valves don’t always stay clean. Coil packs are not unknown to suffer from premature failure either.

Audi are persistent with Magnetic Dampers, and they are no more reliable on the R8. We’ve seen multiple cars that have required new front dampers despite low mileage. Given their location, sadly it’s not easy to spot an issue unless a car has been sat on the drive for a while – you may spots of oil where the car was parked.

A fairly common issue on higher mileage cars is control arm bushes failing. When driving, this judder through the steering wheel almost feels like warped brakes.  Otherwise, issues are surprisingly few and far between. As with any car like this, a low owner car with traceability is the ideal purchase. Whilst fundamentally reliable, a car that has been launched on every outing by its 8 owners could hide a big bill versus that 1 owner, never-driven-in-the-rain example. 

Ready to start your hunt for your perfect R8? Why not let us help! We're able to assist with sourcing, and can take in a Part Exchange and arrive finance if required. For no-pressure advice, get in touch for a chat.