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Audi R8 versus Lamborghini Gallardo Superleggera: gene effect

Gargolov, Herzog
Audi R8 4.2 FSI versus Lamborghini Gallardo Superleggera
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I As you know, the clocks are ticking in Bavaria different. In Ingolstadt, where the attractive daughter is dressed up again especially for the wedding, people in Ingolstadt only cherish their sweetheart after the alliance has been established. Probably with the knowledge that the spirited beauty from Italy - who has developed splendidly since being a family member - will soon face serious competition from within her own ranks.

No signs of a solid family row

At Audi, and certainly not at Lamborghini, they don't want to know anything about an impending family feud. The Gallardo is one thing, the R8 is completely different - that's the official language. Any comparison is forbidden because of the respectful distance in performance and price. Even if both have identical genes, according to their fathers they should develop in different directions - but in which? The sense of family is initially preserved as the brothers try to work closely together, so to speak, to conquer the previously solidified sports car world. Under the patronage of the four rings, the structure of the super sports cars is to be re-sorted with immediate effect: the R8 and Superleggera grapple with the established from two sides. The R8 4.2 FSI quattro creeps up from the blind spot, so to speak. With 420 hp and all-wheel drive - a combination that cannot be matched directly in Maranello or in Stuttgart-Zuffenhausen. Thus, the mid-engine sports car with its distinctive daytime running LEDs and its polarizing appearance cut into a niche that was still open. Without a doubt, he has the technical tools to redefine the existing norms, which - mea culpa - would not have been formally expected of him right away. However, it is no longer an Audi in the classic sense, even if the strongly forward-leaning silhouette with the long front overhang suggests this. The two-seater built by Quattro GmbH has absolutely no more contracts with the Ingolstadt front-leaning and the associated urge to understeer. The sturdy-looking stern weighs 888 kilograms, the dangerous-looking bow weighs just 707 kilograms.

Thanks to the dry sump lubrication system, the 4.2 liter V8, which is embedded deep into the aluminum spaceframe, underlines the seriousness of the car simply because of its central installation positiontaking intentions of the R8. In addition, the all-wheel drive, based on that of the Gallardo, sends a maximum of only 35 percent of the available power forward, which leads to the exception of the previous rule - an Audi with power oversteer. In order to calm down any heated tempers:

The R8 strives to be cared for

Here, no beast enters the scene, but one Well-groomed athlete like from a picture book, without bitches and airs. Only when hitting the hook in the 18-meter slalom does the rear swing open. Otherwise, the Audi R8 sings a blaring praise of neutrality in the border area. At most a slight hint of understeer, at least with the optional Pirelli P Zero Corsa tires, can be attested to. And this is parried casually with the accelerator. Whoever plays with the performance loosens and lures the rear end. The rear axle then turns in reliably and gently. The R8 shows the highest driving dynamics, paired with good style and the best decency. On the small course at Hockenheim, which the Audi wedge takes under the 19-inch model in a brilliant lap time of 1:12.7 minutes, the challenger moves playfully and almost like a dream.

A 911 Turbo, which is also fit for sports, stimulates the sweat glands in the palms of the hands significantly more, but can hardly do a second better. The R8 is a perfectly put together puzzle in which the optional ceramic brake system is just as trustworthy as the razor-sharp steering and the convincingly tuned chassis. We are not talking about the magnetic ride option, but about the harmonious standard concept with highly suitable Bilstein components. A sports car can hardly roll more elegantly. 1,595 kilograms couldn't be more agile. And all in a pleasant atmosphere, where the cockpit is driver-oriented and clearly structured, the workmanship reaches perfection, the sports seats that are subject to a surcharge do not make a fuss and the carbon inlays costing a good 2,000 euros increase the visual appeal. Does the open shift gate fit? At least it brings a bitter touch. The gearbox is always precisely switchable. And optimally graduated in order to showcase the virtues of the FSI propellant known from the RS 4 in the best possible way.

The engine of the R8 sits enthroned under glass

The four-valve engine, which is presented under the glass showcase in the rear and framed with carbon fiber, fits perfectly into the technically precise knitting pattern of the R8 a. Compared to its intended use in the Quattro sedan, the eight-cylinder now inhales in a more direct way and exhales again through optimized manifolds. Nominally, the tricks do not bring any increase, but in the R8 the four-valve engine shows an even more toxic response and subjectively depends more greedily on the gas. Acoustically, too, the V8 is a tad more present - just on its ownBecause of its close proximity to the cockpit. The initially restrained rumble increases parallel to the speed to a bass-heavy thump, without ever tugging at the nerves. And what is there to complain about now? For example, that the parade athlete follows ruts with the sports tires and due to the direct steering? For free! The R8 stands out from the competition in all respects, and although its base price of 104,400 euros is significantly higher than that of the 911 Carrera 4S, it maintains a respectful distance from the GT3 and especially from the Turbo.

The R8 is causing a stir in the sports car world

The R8 does not miss its target and mixes the grandees of the sports car world neatly from below on. An attack pact with a system: His brother in spirit, the Lamborghini Gallardo Superleggera, however, attacks the competition from above. With its hefty base price of over 187,000 euros alone, the noble wedge from Italy has other things in its sights. He poaches in spheres where coal apparently no longer plays a role. Unless it is part of the door trim, the center tunnel, the mirrors and the rear bumper. Because thanks to such carbon tricks, the Gallardo loses around 100 kilograms. In return, the 1,528 kg Superleggera saddles around 30,000 euros for the purchase price - including the E-Gear transmission that can be operated by rocking the steering wheel. As easy as it may be to use the shift paddles per se - in order to make the gear changes as smooth as possible, a supportive release of the accelerator during shifting is essential. Otherwise, the gears crash hard and hearty under full load. When downshifting, it works more perfectly when nasty-sounding double-throttle thrusts ensure optimum speed.

The R8 is comparatively polished and distinguished, the Superleggera is extrovert - in all respects. The neighbors are also well informed about the customs of a Gallardo owner. Because the wake-up call applies to everyone when the high-frequency starter pulls the powerful-voiced V10 out of its deep sleep in the morning and it takes a few seconds for the combustion cycles to be in the correct order. Until then, you have sorted yourself in the cozy pulpit, slipped over the four-point belts and lashed your stature in the finely leather-covered and excellently cut bucket seat. However, by then at the latest, the realization becomes stronger that from a height of 1.85 meters the headroom is no longer the best. The height of the Gallardo, ten centimeters lower than that of the R8, does not allow tall people to stand upright, let alone the use of a helmet for possible trips to the racetrack. The Superleggera is primarily intended for such excursions, but it does not lose sight of the comfort concept that is acceptable for a super athlete. He doesn't movejust as nimble as the Audi, yet the lightweight Lambo rolls off civilly and thus at least subjectively maintains the same pace as its base. Even the unintentionally boyish approach to the traffic lights has stayed with him, as long as the accelerator is not only gently caressed. Because the automated clutch snaps relentlessly, more digital than analog. The fact remains: crawling is not his thing.

The Lamborghini Gallardo Superleggera attracts the flashing lightning storm

Also in mouse gray, or better in Grigio Telesto, is the Superleggera is a sore thumb. Paparazzi are lurking everywhere. In contrast, the Audi enters the stage inconspicuously. Of course, it also attracts attention, but without causing traffic chaos. Even the Lamborghini's vocal power causes a stir, because the mighty V10 behind the crew probably snuck past the noise measurement on the left during the technical inspection. The exhaust system modified in the Superleggera not only reduces weight, it also increases sound pressure and performance. In conjunction with an optimization of the engine control unit, the Lambo now grows with the force of 530 horses. Subjectively, you get the feeling that the five-liter is a bit more directly attached to the gas and saws its performance zenith at 8,000 rpm even more roughly. Although the plus of 10 hp is neither tangible nor measurable. Be that as it may, the Gallardo has never lacked in performance. The maximum possible longitudinal dynamics is at the supersport level. Only when it comes to precision in the limit area have little wishes left to be desired. For safety reasons, the Superleggera was also taught a slight tendency to understeer. Only the knowledgeable game with the correct air pressure of the Corsa tires brings a more satisfactory result. However, the Lamborghini Gallardo does not quite achieve the brilliance of the Audi when turning. The Taurus requires more getting used to in order to be able to perform the dance at the limit of optimal kick.

Not that the Superleggera suddenly appeared as a lightweight brother. He is still free of treacherous load change reactions, traction is not an issue per se. But the tactic is recommended: Better to get in a little slower, but brave and quicker out in order to avoid steering understeer and to make the best possible use of the skills of the sharpened Gallardo. Then the Lambo is quite capable of competing with the dynamic high-flyers in terms of lap times. In view of the time of 1:10.9 minutes for the small course in Hockenheim, the opponents are rare. An F 430 F1, for example, leaves it at 1.12.7 minutes, and a GT3 RS is also behind with 1.11.1 minutes. Of course, the daughter-in-law and her own Audi pupil drive everything that has sporty accessories in them to the testPrice lists can be found. As with the competition, carbon fiber parts, sports tires and ceramic brakes are part of the vehicle dynamics equipment that drives the price up by leaps and bounds. The brakes made of composite materials at Audi cost 8,820 euros, and at Lamborghini even a whopping 14,280 euros. An expensive purchase that, in absolute terms, does not promise an exorbitantly shorter braking distance.

However, when it comes to tough use on the racetrack, the capabilities of the noble components cannot be denied. After all, there is no trace of fading, rather the deceleration when braking for the tenth time from 100 km /h in both cases increases to well over 11 m /s². For everyday use, however, the dosage could be even better. A relatively soft pedal feel is followed by a relatively sudden, full bite. In the Audi much less pronounced than in the Lambo, whose wheels even tend to lock when decelerating from 200 km /h in the last ten meters. Despite the small technical lapse, Lamborghini and Audi are skillfully cornering the rest of the sports car faction with their combined forces - and both are not at the end of their game yet: a stronger and lighter version of the Murcièlago and the R8 with V10 are in the starting blocks. The clocks in Ingolstadt not only tick differently, but also quickly.

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