LordOfTheRings

Audi R8 v Porsche 911 v AM Vantage V8 v Jaguar XKR Coupe.

The R8 is here! It’s not as if we weren’t given plenty of warning about its impending arrival, though – Audi has been threatening to build a top-flight supercar for years.

Remember the stunning Avus concept? A mid-engined, four-wheel-drive, aluminium-bodied two-seater, it pointed the way for a high-performance model when it was unveiled at the Tokyo Motor Show back in 1991.

That’s 16 years ago – eons in automotive terms – yet since then Audi has pulled the wraps off two more prototypes that shared the same basic architecture: the Rosemeyer (2000) and RSQ (2004). It’s even been four years since the Le Mans Quattro Concept, the R8’s direct predecessor, was first seen at the Geneva expo.

But although Audi has dragged its heels, the R8 has now reached production reality, and despite the delays, it’s still a very exciting prospect. Audi owns Lamborghini, so it’s little surprise that the R8 has a certain amount in common with the Gallardo, while the mighty V8 from the RS4 promises penetrating performance, and its name is shared with the brand’s all-conquering five-time Le Mans winner.

But Audi’s sporting flagship isn’t the only car in this class to claim motorsport influence in its design. Few marques have a richer racing history than Porsche, and the current 911 is the result of more than 40 years of development. It’s one of our favourite sports cars.

And there are two British firms that can hold their heads up high, not only in the racing arena, but also in the supercoupé class. Not many cars are more desirable or handsome than the Aston Martin V8 Vantage, while the Jaguar XKR has proved that the Coventry company can build a world-class sports GT. So here we pitch the R8 against the cream of the crop to find out which firm offers the ultimate ‘everyday’ supercar.

Audi R8

Has Audi got it right first time with its new mid-engined sports car?


It’s amazing that we actually managed to drive the R8 at all. That’s got nothing to do with any reliability issues or the logistics of doing a photoshoot in France – more the fact that whenever we stopped, people swarmed over the Audi like bees around a honeypot. We can’t remember driving another performance machine that attracted so much attention.
The R8 is enormously capable and user-friendly, with scarcely believable amounts of grip. None of its rivals, not even the 911, could keep pace on tight, twisting roads
The Audi is an exhibitionist’s car – and a good-looking one to boot. The designers have managed to make a feature of the cooling vents by placing them directly under the front and rear lights, while the Side Blades double as intakes for the V8 engine. Although unique, they’re arguably the least successful detail on the car, as they cut through the R8’s flowing lines.

Largely hand-built at Audi’s Neckarsulm plant in Germany, the R8 isn’t a big car – it’s nearly the same length as the 911, although significantly wider and lower. This should help its handling, but it doesn’t do practicality or ease of use any favours.

The newcomer’s packaging will force you to compromise: the nose boot totals only 100 litres, and although Audi claims that two golf bags can fit behind the seats, inserting them would block off what little rear visibility there is.

In contrast, both occupants have plenty of space, and get to enjoy a cockpit that is even better than the Aston’s for its sense of occasion. We’re not convinced by the centre console design that curves around the back of the instrument binnacle, nor the fact you sit a touch high. But in every other regard, the R8 is stunning. There’s no faulting the seats, material quality and assembly, flat-
bottomed steering wheel, the dash layout, or the fact it simply makes you feel so special.

That impression doesn’t diminish when you fire up the engine. The normally aspirated 4.2-litre V8 roars into life, and once on the move delivers impressive performance from 2,000rpm. At the far end of the rev counter, a red line of 8,250rpm means astonishing acceleration, accompanied by an addictive bellow. It’s a proper performance engine, every bit as convincing here as it is in the RS4.

But there’s one thing that will affect your enjoyment of the powerplant, and the whole car – selecting the right gearbox. As we reported in last week’s first drive, the R Tronic paddleshift system is OK, but it distances you slightly from the driving experience. The same can’t be said of the superb six-speed manual, while the brakes are progressive, strong and reassuring.

That’s true of the handling, too. The R8 is enormously capable and user-friendly, with scarcely believable amounts of grip. None of its rivals, not even the 911, could keep pace on tight, twisting roads. However, it doesn’t have quite the same involvement of the scalpel-sharp 911, and its responses are slightly numb in comparison.

This is a small price to pay for a car with such awesome body control and delightful steering, while the ride quality is little short of astonishing, thanks to the £1,350 Magnetic Ride dampers. These are a must-have for any R8 owner, as they deliver comfort that’s close to matching the Jaguar’s. In fact, the only downside to the driving experience is the limited view out and wide 11.8-metre turning circle.

Oh, and the fact that Audi seems to have adopted Porsche’s pricing policy, by charging extra for everything. The firm’s A3 SE has cruise control as standard – the R8 doesn’t. It’s no wonder most buyers are spending more than £10,000 on options – this penny-pinching approach doesn’t do the otherwise awesome R8 any favours.
Porsche 911 Carrera S Powerkit
Decades of development have perfected the 911’s rear-engine layout


After the drama and excitement of the extravagant R8, the 911 seems conservative and restrained. But as ever with Porsche, it’s engineering rather than design that sets this car apart.
Power outputs are nearly identical to the Aston’s, but due to the Porsche’s light weight and slippery shape, it proved as quick as the more potent Audi in most of our acceleration testsThe classic profile has been honed over decades of development and has proved successful, to the extent that the 911 is the runaway sales leader in this sector. But even though our car wore smart 19-inch Carrera Sport wheels, it was nowhere when it came to attracting attention on the roads.

A victim of its own success? Or perhaps it’s too versatile for its own good. Comparatively tall and narrow, it has a large glass area and slender, upright A-pillars. All-round visibility is the best here, and the 911 gains points because it has a light and airy cabin and a tight 10.9-metre turning circle.

A decent 135-litre front boot gives it an instant advantage over the R8, plus the 911 actually has rear seats – although admittedly these are best folded flat and treated as an extra stowage area. Unlike both British cars, there’s no tailgate access to this load area, but that doesn’t prevent the Porsche being the easiest car to live with day to day.

That’s not only down to its flexibility, but the fact it’s simple to get in and out of, plus the controls, switches, instruments and dials are logically laid out and operate precisely. Other useful touches, such as the cubbies in the door armrests and pop-out cup-holders, reinforce the impression that the 911 was designed to be used regularly.

But in the designers’ quest to make the 911 user-friendly, they seem to have forgotten to make it stylish. The cockpit doesn’t have the same sense of occasion as any of its rivals – chiefly because it has so much in common with the Boxster that costs half the price. And while the driving position is beyond criticism, the sports seats fitted to our test car are a £1,680 option – the normal chairs have less support.

Nor is the engine of our test car in standard trim. Fitted with the optional Powerkit, which features a modified cylinder head, new intake and exhaust manifolds, an uprated engine management system, carbon fibre air filter housing and a sports exhaust, it boasts an extra 26bhp. However, Porsche sees fit to charge £8,241 for this modest increase.

It’s a waste of money, since the 911’s 3.8-litre flat-six is so good in the first place. It must be said, though, that not even the R8 could match the Powerkit Porsche’s engine note, which develops from a bassy chatter to a high-rev wail.

Power outputs are nearly identical to the Aston’s, but due to the Porsche’s light weight and slippery shape, it proved as quick as the more potent Audi in most of our acceleration tests. Yet around bends it couldn’t keep pace. It suffered from a touch of understeer, but even so, we don’t think a four-wheel-drive version would have proved any faster.

Speed isn’t everything, though, and ultimately the 911 remained the most rewarding and enjoyable car to drive. The front end does move around over bumps and the steering twitches occasionally, but that’s just the car keeping you informed of what’s going on. It’s extremely positive to drive, with honed steering, stiff suspension and a very rigid structure.

Nevertheless, the dampers manage to absorb an enormous amount of punishment, although there’s no escaping the fact that the comparatively unrefined 911 is a noisy cruiser. Not to mention the fact it’s very poorly kitted out in standard trim.

Aston Martin V8 Vantage

When it comes to performance in a bespoke package, the Aston rules



Compact dimensions mean the V8 Vantage is easy to manoeuvre, but a hefty kerbweight of 1,630kg blunts the car’s acceleration. However, this weight is evenly distributed, and the Aston feels well balanced in corners.
It’s less ostentatious than the Audi, but remains a stunning car to look at. As with its rival, the British coupé uses LED running lights and feels small on the roadAudi claims the R8 is mostly built by hand, but for real craftsmanship, look no further than the Aston Martin V8 Vantage. Assembled by a dedicated team at the firm’s factory in Gaydon, Warwickshire, it oozes class and sophistication.

It’s less ostentatious than the Audi, but remains a stunning car to look at. As with its rival, the British coupé uses LED running lights and feels small on the road. That’s not a misleading impression – it’s shorter than the Porsche and not much taller than the Audi. And to improve weight distribution, Aston has mounted the powerplant as far back in the frame as possible – giving it a front mid-engined layout.

This format does limit cabin space. The V8 Vantage is a strict two-seater with little stowage in the cockpit. However, as with the Jag, it has an accessible 300-litre boot and an additional shelf behind the seats. This traditional GT layout serves the Aston well – as does the interior design.

With swathes of leather, a neat Alcantara roof lining and a bold, sweeping dash design, it looks a million dollars. But the finishing lets it down. The buttons on the centre console are fiddly, there’s too much Ford and Volvo switchgear on display and build quality isn’t a match for the Jaguar, let alone the Porsche or Audi.

All this distracts attention from what is possibly the best seat and driving position combination of these four cars, offering a near-perfect blend of comfort and support. This further increases the Aston’s feelgood factor, helping to keep it in contention with the Audi.

But the British car’s 4.3-litre V8 simply can’t match the firepower of the Audi engine, and only just equals the outputs of the Porsche’s unit, which is half a litre smaller. Nevertheless, 380bhp is not to be sniffed at – nor is the fact that 75 per cent of the 410Nm torque figure is available from 1,500rpm.

The trouble is, it doesn’t feel especially potent at low revs, only really picking up the pace once past 4,000rpm. That’s when the noise doubles and the exhaust note hardens, giving the V8 Vantage an aural tone to rival either German.

And according to the stopwatch, when driven flat-out on the test track, it’s not much slower. But somehow the acceleration never seems to have the urgent feel of the R8 or 911. The six-speed manual gearshift isn’t as crisp or positive, and the weighty clutch is hard work in town. The Aston, does, however, have very strong brakes – second only to the 911 in terms of stopping distances.

And it drives well, too. Placing the engine a long way back in the frame and mounting the gearbox in the rear, near the driven wheels, aids weight distribution and balance. As a result of that, and the Vantage’s advanced bonded construction that enhances chassis stiffness, the British car handles very well. The steering is sharp and accurate and there’s minimal roll or weight transfer to upset things.

However, the suspension isn’t as well developed. The dampers fail to absorb bumps as well as any rival, so the Aston doesn’t fully instil confidence and the ride occasionally becomes jittery.

Put simply, the Vantage’s driving experience lacks the last bit of polish that would make it truly great, and also help to justify the high price tag. Nor are equipment levels particularly impressive – you have to pay extra for xenon lights and cruise control, for instance.
Put simply, the Vantage’s driving experience lacks the last bit of polish that would make it truly great, and also help to justify the high.

Jaguar XKR Coupe

Can the supercharged Big Cat leap ahead of its more expensive rivals?


Despite its aluminium body, the XKR is the heaviest car here. It lacks the instant responses of its rivals, and while the adaptive dampers offer tremendous body control, the Jag is more suited to long-distance cruising.
Compared with the financial stability of the German marques, the British sports car industry often seems to be in a state of flux. Ford’s ownership of Aston Martin recently came to an end, and rumour has it that the US giant is looking to offload Jaguar, too.
The ride on the adaptive dampers is beautifully controlled and soothing, it only pulls 2,000rpm at 70mph and the noise levels were by far the lowest here
But despite this uncertainty, the firm still manages to turn out cars as good looking as the XK. Fair enough, it doesn’t have the visual drama of the R8, nor such taut lines as the Aston, but there’s no denying it’s extremely elegant and well proportioned. But we’re not sure the R additions sit that well on the refined body – the bonnet slats are OK, but the mesh grille and intakes look like an afterthought.

The trouble is that Jaguar needed to add extra impact to a body that’s more GT than sports car, and the results don’t blend in effortlessly. Especially on such a large frame – the XKR is significantly taller and more than a foot longer than any rival.

This doesn’t mean it’s unwieldy to drive, though. All-round visibility is good, and the relaxing cabin ensures it’s an enjoyable place to spend time in. The materials used in its construction aren’t as tactile as the Aston’s, and as a result it doesn’t have the same air of quality. But the layout is good, cubby space is reasonable and the touch-screen on the centre console is easy to operate.

There are even some rear seats – although they don’t seem to have been designed with adults in mind. The boot is better, though. It has the same quoted capacity as the Aston’s, but offers more usable space. From a practical point of view, the Jag is very easy to get on with.

Accessing the performance is equally simple. The 4.2-litre V8 is the only unit here to employ a forced induction system, and the supercharger provides effortless torque and rapid response from below 2,000rpm. But although it delivers surging acceleration, you don’t feel as involved in the process. The automatic gearbox is partially to blame, but it’s worth pointing out that the six-speed set-up does have an excellent manual paddleshift function that delivers crisp, fast and smooth changes.

However, it’s only those outside the car who get the full benefit of the growling exhaust note. From inside, the soundtrack is dominated by the supercharger’s whine, which is nowhere near as exciting. The XKR is simply too well insulated, and this level of refinement takes the edge off the Jag’s sporting credentials.

These take a further knock courtesy of the brakes. Four emergency stops from 70mph had them smoking, and they lack power and feedback compared to rivals, so are the least reassuring here. True, they have to cope with more weight, but thanks to aluminium construction, 1,665kg isn’t bad for a car of this size and power.

Yet the XKR still comes across as heavy in such talented company. The steering is lighter and less informative, while a higher centre of gravity makes the Jag feel slightly ponderous. Press on, and the tyres soon start to squeal. Considering this is supposed to be the high-performance R model, we expected it to be firmer and more agile.

Instead, the XKR excels as a cruiser. The ride on the adaptive dampers is beautifully controlled and soothing, it only pulls 2,000rpm at 70mph and the noise levels were by far the lowest here. It’s also the cheapest and the best equipped as standard – the Jaguar’s options list fits on a single page; the Porsche’s is 39 pages long.
Audi R8 v rivals | Car Group Tests | Car Reviews | Auto Express

VERDICT

Unfortunately for the Brits, neither can challenge the German dominance of this sector. The Jaguar XKR doesn’t move the game on far enough from the XK to become a top-level sporting machine – it’s simply too comfortable and quiet. The Aston Martin is more convincing. It’s expensive, but its exclusivity, air of controlled aggression and balanced chassis make it a tempting option.

Yet it’s not as well finished as the German pair – either in terms of cabin trim or suspension tuning. The Porsche is the polar opposite of the Jag – it’s firm and feisty, yet it remains the easiest to live with on a daily basis. But its plain cabin, costly pricing and sheer familiarity undermine the vivid driving experience, allowing the Audi R8 to nip through and claim victory. Brilliant to drive, stunning to look at and wonderful to own, Audi’s first supercar is a masterpiece. The only question that remains is why it took the firm so long to build it in the first place.

dpb

dpb

your not 101 are you

LordOfTheRings

Vantage / R8 / 911

385 / 420 / 355 hp

0-100km/h 5,4 / 4,5 / 4,8
0-160km/h 11,6 / 10,3 / 10,5
0-200km/h 18,0 / 15,2 / 16,9

Slalom: 64,0 / 66,2 / 63,7 km/h
Laptime: 1:44,9 / 1:39,9 / 1:42,5 sec

Brake distance 100-0km/h: 37,2 / 34,0 / 34,0 meter

Chassi(including subcategories): Winner: Porsche
Comfort (including subcategories): Winner: Audi
Engine/gearbox(including subcategories): Winner: Porsche
Driving dynamics(including subcategories): Winner: Audi
Enviroment/costs(including subcategories): Winner: Audi

Total scores:

1. R8: 2871 p
2. 997: 2804 p
3. Vantage: 2698 p

davyboy

The test car at the ring looked pretty flat...........

logbrog

Why does anybody engage in conversation with this t@sser.

@nal lover or Lordofhisring, just ignore him!!!

Jeff Stryker

That Audi looks pure sh*t. It thinks its a veyron by the look of it only half as impressive. I'm not saying this for a bite but out of all those cars the Audi would be my last choice, followed very very closely by the Jag. How can those 2 cars be even used in the same sentence as the V8 Vantage (barring the Jag' similar looks) and 911, never mind compared to them.

LordOfTheRings

Veracocha

Seems like a fair enough post to me - its just showing that audi can build a top sports car that can be compared with Porsche and Aston Martin.

skoobidude

If you see all his other posts under his other username you'll understand what people mean. I think the guy is just a big wind-up myself.

Nick

PeteBrant

Good Christ that Audi is one ugly car.

Reads as if it drives quite well though. Would I take one over a Porchse, Jag or Aston?

Not a chance.

Alexppp

I think we should go easy on the ring peace Lover. If you love Audi's then you just happen to be Gay. Now theres nothing wrong with that, he just happens to like German's Ring Peaces. Respect to the Gay German Ring Peace Lover

Skoobie Dhu

iTrader: (3)

Fairly typical for Audi - always last to turn up at the party..

Original Quattro turbo and RS4 are the only real groundbreaking cars they've produced.

Everything else they've produced is aimed at an existing market created by other manufacturers. In the most Audi's lack imagination - bit like the company themselves..

Q7 - good idea but 5 years behind BMW

Matteeboy

It flattens the competition?

Does it have a road roller attachment?

Mr Leigh

Fantastic car, the numbers speak for themselves. I also think it looks far better than its competition. I think Audi are making the best cars in the world at the minute.

Matteeboy

I don't.

LordOfTheRings

thats because you are too stupid to realise

LordOfTheRings

TDI, all aluminium chassis, FSI, diesel powered lemans racer etc etc

If you think that BMW made the first premium SUV with the X5 then you clearly arent knowledgeable to be even opening your mouth on the subject of who is the late comer.


Audi Q7.....Its selling like hotcakes!

Matteeboy

Maybe but I also have this craaaazy way of deciding what cars I like and what cars I don't.

Now you'll have to concentrate here as it gets complicated.


1)I DRIVE cars and judge for myself what they are like.
2)I use mags for info but only for that reason.


Audi make great top end super saloons and estates but naff all else in their range appeals and Audi drivers have now overtaken BMW drivers as the chief muppets of the road.

So the appeal is rather dented.

Skoobie Dhu

iTrader: (3)

Q7 - I test drove one, that's why I ordered the X5.

Q7 isn't even as good as the old X5, new one pisses all over the Q7.

Q7 is selling well as it's good value but if it's the best you want you have to pay a bit more for the BMW.

Where did I say BMW made the first premium SUV?

Matteeboy

What model X5 have gone for?
The inlaws have a 3.0D Sport and are planning to get it chipped but the new twin turbo 3.0 X5 is of great interest too.

I have driven it a fair bit and it still feels odd being so high up yet able to really drive it hard - Almost surreal!

The Q7 appeals as much as an LDV van.

LordOfTheRings

Q7 is better than the new chav king X5. X5 is butt ugly. X5 is a joke its 4 wheel drive system is barely capable for some gravel. It might aswell be RWD.

You said audi copied the X5. Who did BMW copy, or did you choose not to think about that

LordOfTheRings

Is that why Audi is outselling both MB and BMW's combined total each month by a chunk margin?

Is that also why audi is the fastest growing/expanding premium manufacturer on the planet earth

Comeon now. Your bias is clouding your judgement

Matteeboy

No it isn't.

They make well made cars that, apart from the top end models, don't handle.
Call me wierd but handling is quite important in a quick car.

Don't care about their sales - Hindustan sell a lot of cars too you know.

Why is bias clouding my judgement?
Dad owned three uR Quattros and they were brilliant.

Since then they haven't made anything so dynamically rewarding although the RS4 is very nearly there.

LordOfTheRings

This guy loved his MK4 VW R32 yet then slates audi for their entire range barring the RS models. What a complete joker

Audi's do handle very well, the likes of the TT, RS4 and R8 wouldnt be winning all the driving dynamics and handling awards if they didnt.

Oh and the audi S3 wouldnt be faster than a STI impreza round a DTM racetrack if audi's "dont handle"

Matteeboy

So then, which top end Audis have you driven then?

None.

I tested an Evo FQ360 the other day and it made any Audi look like an old barge in comparison.

The R32 handled an awful lot better than it's Audi counterpart, the S3 which is why I bought it.

LordOfTheRings

Which doesnt explain why in a UK test the S3 was nearly 2.5 secs a lap faster than the R32 and the BMW 130i. You really do make things up as you go along, dont you?

As for the evo is it capable of getting round the nurburgring in under 8 mins? The audi can, and it wont be requiring a expensive service every 4500 miles either whilst its at it. Oh and it will hold on to its value much better, is a safer car and has a much, much, much better interior

Matteeboy

Oh dear.
You are talking about the NEW S3 and the mk5 R32 NOT the mk4 R32 and old S3.

Pillock.

LordOfTheRings

The old S3 is still faster round the ring than the old R32 was

Matteeboy

Evidence?
None.

The TG lap of the R32 was a LOT quicker than the S3.
The S3 was well down on power.

The new one has the power but as JC put it "has such a dull engine" - He prefers the mk5 R32.