Open Season

If a supercar purchase is an emotive decision, and one all about stimulating the senses, then surely it stands to reason that sound and smell should not be left out? 

On that basis, a convertible high-performance sportscar starts to mount an increasingly persuasive case. Retract the roof, inhale the ambient air of your surroundings, and enjoy a mechanical symphony unimpeded by a fixed lid. 

Yes, of course anything with a soft folding roof is not going to have quite the same level of dynamic purity and purpose as its coupe equivalent, but in the new R8 Spyder, it’s also evident that Audi has managed to close that gap to an all-time tight tolerance.

To retain the chassis stiffness needed for the Spyder to fully realise its performance potential, Ingolstadt’s engineers made significant changes to this second-generation spaceframe, now constructed from 87 percent aluminium and 13 percent carbonfibre which forms a super stiff spine and rear bulkhead. The Spyder’s box-section side rails are constructed from a thicker gauge of aluminium compared to the coupe, as are the A-pillars. This brings a small weight gain, but an increase in overall rigidity of 55 percent over the first-generation R8 Spyder, and close to the coupe variant of that original, ground-breaking car.

As for the new Spyder’s engine, it mirrors that of the regular coupe (as distinct from the Plus variant), so now features both direct and port fuel injection, fuel-saving cylinder deactivation (capable of shutting down one bank of five cylinders on a light throttle in the upper gears), and outputs that rise to a barking, frenetic 397kW and 540Nm. 

Other highlights for Australian buyers includes the high level of standard specification our Spyders will carry. Included in the price of $388,500 are adjustable dampers, sports exhaust system, and a Bang and Olufsen audio system that includes speakers in the headrests. In terms of desirable options that are actually going to affect the way the car drives, that leaves potential for an upgrade from the standard 19-inch wheels to 20s with wider rear rubber and, strictly for hard chargers, carbon ceramic brakes. Dynamic steering, which delivers a faster ratio as more lock is wound on, is also on the options list. 

We drove the new Spyder on a mix of urban, freeway and hillside roads outside of Barcelona, and were instantly captivated by the car’s extraordinary duality of character. With the roof up, and the Drive Select system configured to full Comfort settings, it’s a hushed, refined cruiser, with minimal cabin noise and the sound of the V10 little more than a distant, insistent murmur at freeway speeds. 

But… lower the roof – a 20 second operation that can be performed at up to 50km/h – and select Dry Performance via the wheel-mounted button wearing the chequered flag icon, and prepare for sudden, almost savage transition of character. Dry Performance brings even more aggressive throttle and transmission mapping than that offered in the Dynamic mode of the Drive Select menu. It also sees around 80 to 90 percent of the quattro all-wheel drive system’s torque being sent to the rear wheels, and the ESC system relaxed to a more lenient, slide-happy setting. Similarly, the dampers move to their stiffest setting, and the sports exhaust system’s throat is opened.

Instantly, this stealthy cruiser morphs to a rasping, barking, corner-carving weapon; one capable of performing a backroad demolition while sending its driver’s pulse rate straight through the open roof. Front-end purchase from the 20-inch Pirellis is resolute, while the rear can be engaged by aggressive use of the throttle at anything in the angry zone above around 5500rpm. The final lunge past 8000rpm brings a manic, almost feral shriek which makes a mockery of the engine notes delivered by the Spyder’s now almost-exclusively turbocharged opposition. 

Weight is up over the coupe, but still well in check at 1720kg (without driver) while the carbon ceramic brakes fitted to out test car shrugged off a repeated battering with nonchalance. Unlike early carbon ceramics, these offered on the Spyder retain good slow-speed pedal feel and no noisy graunching.

In fact, they’re indicative of the soft-top R8’s overall polish and sophistication. It’s a car that manages that rare trick of being supple, compliant and supremely easy to live with, yet capable of startling, soul-stirring performance at just the touch of a button. Clearly the Spyder’s brief of maximum stimulation of all senses just makes, well … perfect sense.