Audi R8 and R10

A little history

Audi decided to enter sportscar racing in 1998, at a time when many automobile companies were involved in the competition. Apart from rallies, the racing experience the German company had dated back to… Auto Union, six decades back, so the development of its machine was cautiously subcontracted to specialized Italian outfit Dallara. Designed by famed engineer Tony Southgate, this R8R was a spyder competing in the LMP class. Nevertheless, uncertainty about what formula would dominate all others after the introduction of a new LMGTP class led to the study of a second design, the R8C coupe built in England by NRT. Both models enjoyed very advanced aerodynamics, which resulted in very high top speeds (Audi claimed 350 kph) thanks to their powerful 3.6-litre V8 engine, fed by twin turbochargers and rated at 550 hp for the R8R and 600 hp for the R8C, the former receiving smaller air restrictors in order to follow the rules of its class.

Nowadays automobile manufacturers don’t develop racing cars thoroughly as they used to; as we saw, the development of both the R8R and the R8C was entrusted to specialized companies. The same often applies to entering these cars in the races they are designed for; this was the case with Audi which let Joest Racing, one of the greatest name in endurance racing, manage its R8s on its behalf. For their first season, the Audis proved slower than their competitors, but enjoyed appreciable durability. At Sebring, an Audi spyder finished 3rd for its very first outing, while at Le Mans, avoiding much trouble during a race of attrition, a 3rd place was again achieved.

During 1999, the R8R had scored some encouraging results while the R8C hadn’t much to boast. Audi consequently decided to retire its coupe and concentrate on the development of the spyder, now simply dubbed R8. Its design was refined, and its engine was now officially rated at 610 hp. With most competitors retiring from endurance racing, Audi had an open road to glory, winning Le Mans and dominating the American Le Mans series.

Success was complete for Audi, but the German company hadn’t proved anything by being the only worthy competitor in sportscar racing. Volkswagen allowed another of its subsidiaries, prestige automobile builder Bentley, to return to Le Mans seventy-one year after its last victory in the Sarthe. To most of the public, the Bentley Speed 8 was merely an Audi re-bodied as a coupe; though this is untrue, the British car owed a lot to Audi’s experience, notably using its V8 engine. The challenge proved a weak one and the suspense non-existent. Bentley failed to win the Le Mans 24 hours both in 2001 and 2002, finally achieving its goal in 2003 (works Audi were absent for that purpose) and retiring immediately thereafter.

Bentley’s departure again placed Audi in a very favourable position and, though only private teams were now racing the R8, its domination on both sides of the Atlantic continued. During 2005 though, the R8 showed the first signs of old age. The car again won Le Mans, but only after overcoming a strong challenge from Pescarolo, a team of rather limited means. A new model was needed.

In December 2005, Audi unveiled its new machine for 2006: the R10. While the R8 had proved the efficiency of Volkswagen’s FSI fuel injection system, the R10 would demonstrated the company’s mastery of diesel engines – yes, a diesel-powered car finally won Le Mans, three months after it dominated the Sebring 12 hours, its very first race. Nevertheless the R10 proved heavy and cumbersome on slower tracks due to a much longer wheelbase than the one of its predecessor, thus the R8 was entered instead in several events.

Finally opposition surfaced in 2007 and 2008 as Peugeot declared its challenge to Audi’s supremacy. Its 908 too was powered by a turbocharged diesel, but lacked the preparation of its rival. The main event of the season, the Le Mans 24 hours, was again won by Audi on both years. Advantage was slowly turning to coupes over open cars in endurance racing though, and Audi announced its R15 coupe would replace the R10 spyder for the 2009 season.

About the models

Ixo produces a wide range of Audi R8/R10 models both for itself and for Spanish distributor Altaya. All are excellent, reflecting all the little changes of the original cars' bodies over the years, featuring nice details and sporting good decorations. Therefore I'll collectively give a 14/20 rating to all the following models:

Model: Audi R8R
Year: 1999
Event: 1999 Le Mans 24 Hours, driven by Emanuele Pirro, Frank Biela and Didier Theys (finished 3rd overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.32 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in December 2007, in Souillac, France

The original R8 - though it didn't win under this guise it is one of favourite R8s due to its wonderful silver/black paint. My rating, as said above, is 14/20.





Model: Audi R8
Year: 2000
Event: 2001 Le Mans 24 Hours, driven by Stefan Johansson, Tom Coronel and Patrick Lemarié (retired)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as a gift to subscribers of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: second hand with stand and box, in November 2007, through mail from a fellow collector from Antibes, France

Swede Stefan Johansson didn't go far at the wheel of his older R8 during the 2001 Le Mans, though for a die-cast collector a car sporting the elegant light blue/orange Gulf livery is always a winner. My rating is 14/20.



Model: Audi R8
Year: 2001
Event: 2001 Le Mans 24 Hours, driven by Frank Biela, Tom Kristensen and Emanuele Pirro (finished 1st overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.1 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in December 2004, in Souillac, France

Though nowadays most racing cars are decorated with such an intricate patchwork of sponsors you cannot tell what colour they are, Audi is a notable exception, having had several very elegant liveries, including this beautiful silver and red. My rating is 14/20.







Model: Audi R8
Year: 2004
Event: 2004 Le Mans 24 Hours, driven by Seiji Ara, Rinaldo Capello and Tom Kristensen (finished 1st overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.1 of the second release of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in October 2005, in Souillac, France

The first 24 Heures du Mans collection was apparently such a success that Altaya decided to issue a second series even as the first one was still running. Though its very first model was this 2004 winning Audi, an update over the 2001 similar car of the previous series, all following die-casts were strictly identical. Unsurprisingly, no one was interested, and after about five or six models it was announed that sales would be limited to subscribers. Actually Altaya probably provided its mail customers with the models they expected, but refused any new order and let this second series slowly die for lack of interest. In case you skipped what I wrote above, I let you know that my rating is 14/20.







Model: Audi R8
Year: 2005
Event: 2005 Le Mans 24 Hours, driven by J.J. Lehto, Marco Werner and Tom Kristensen (finished 1st overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.9 of its Les Monstres Sacrés de l'Endurance press series
Acquired: brand new, in April 2007, in Souillac, France

Tom Kristensen won his seventh Le Mans 24 hours with this car, breaking the record set by Jacky Ickx. Wow. Possibly because I lost interest in motor racing along the way, possibly also because motorsports have changed and not for the better, or most probably for both reasons combined, I have no idea who Tom Kristensen is. Anyone, help me out of total ignorance. Now for my rating, it is again 14/20 - Ixo's idea of presenting its model covered with "race dirt" doesn't bring much more over a standard model, in my opinion.







Model: Audi R10
Year: 2006
Event: 2006 Le Mans 24 Hours, driven by Frank Biela, Emanuele Pirro and Marco Werner (finished 1st overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.20 of its Les Monstres Sacrés de l'Endurance press series
Acquired: brand new, in June 2007, in Souillac, France

The long wheelbase of the R10 doesn't make it the most elegant race car on the track, but Ixo's work is again impeccable. Guess what? My rating is 14/20.

Bentley EXP Speed 8

A little history

Following its takeover by Volkswagen, Bentley returned to motor racing. The old company had left any direct involvement in endurance in 1928, and had won its last Le Mans 24 hours two years later. Though being known as the dominating force in sportscar racing during the Twenties, this experience could hardly help… Therefore the Bentley effort was heavily based on the R8 raced by sister company Audi. The British car, the EXP Speed 8 (the name was voluntary reminiscent of its famous ancestors), was designed by Peter Elleray and built by RTN, a company linked to the VAG group, which had already constructed the short-lived and rather unsuccessful Audi R8C coupe. Bentley chose to run a coupe in LMGTP class, the only of its kind among a field of open cars. Power came from the 3.6-litre twin turbo V8 lent by Audi. Bentley's goal was to win Le Mans once again, and a three-year program was set up to fulfil this aspiration. The Sarthe race being the only objective for the British company, the Audi R8 would be left without competitor in all the other events of the season.

Bentley’s first (modern) try at Le Mans took place in 2001. Two cars were entered, but the Audi R8 proved too serious a competition. Though one EXP Speed 8 retired after being destroyed by a fire, its companion finished 3rd, obviously winning its class as the only entrant. For 2002, Bentley decided to compensate its disadvantage by enlarging its car's V8 to 4.0 litres. Nonetheless the team felt it still had a lot to learn, and entered only one car at Le Mans in order to concentrate on the last scheduled attempt of its program. This lone racer finished 4th.

The EXP Speed 8 was much improved for 2003, emerging simply as the Speed 8. Two cars were unexpectedly entered at Sebring to prepare for their big rendezvous with Le Mans. They finished the Florida event as 3rd and 4th. The VAG management, which wanted a Bentley victory in the Sarthe for publicity reasons, did everything it could to let the British team win. Works Audis were a no-show, while both Joest Racing and Audi's star driver Tom Kristensen threw their precious help behind Bentley. Without much challenge, the two British cars finished 1-2. Mission accomplished, though gallantry somewhat left to be desired…

About the models

Model: Bentley EXP Speed 8 - Audi
Year: 2001
Event: 2001 Le Mans 24 Hours, driven by Andy Wallace, Butch Leitzinger and Eric Van de Poele (finished 3rd overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.4 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in May 2006, in Souillac, France

Excellent when compared to other models of the first Le Mans press series released by Altaya. Decoration is superb, details well done. My rating is 14/20.







Model: Bentley Speed 8
Year: 2003
Event: 2003 Le Mans 24 Hours, driven by Tom Kristensen, Rinaldo Capello and Guy Smith (finished 1st overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.21 of its Les Monstres Sacrés de l'Endurance press series
Acquired: brand new, in October 2007, in Souillac, France

Great model considering the price. Quality of this newer Altaya series is virtually on a par with genuine Ixo models, so there isn't any reason not to give a 15/20 to this fine die-cast.

Audi 100

A little history

When Volkswagen purchased Auto Union in 1965, it didn’t have any plan for the old brand further than renaming it Audi. Some employees at Ingolstadt couldn’t accept the programmed death of the company they had worked for for so many years, and started to design the new car that would justify Audi’s continuation. Volkswagen having forbidden the study of any new model at Audi’s, all their work had to be kept secret. When one prototype was ready came the great jeopardy: introducing Volkswagen’s management to Audi’s project. Against all odds, production of the new car was accepted.

Audi’s new flagship was the 100 model, which was introduced in November 1968 as a large four-door saloon, fitted with a 1.8-litre four driving the front wheels, as was the company’s old tradition. Good performances and nice looks made the car particularly attractive, though its price didn’t put it within reach of the common motorist. Nevertheless production rates immediately indicated that Audi had just launched one of its most successful models ever. Choice was extended by steps with the introductions of a two-door saloon for model year 1970, followed by a splendid fastback coupe one year later. An automatic gearbox soon became available. This first generation Audi 100, known internally as the C1, was built until 1976.

Having encountered such a success the 100 had to be maintained in Audi’s range, capping the newly-launched 80 and 50 models. The new car which Audi unveiled in 1976, the C2, was certainly more utilitarian than its predecessor with its plainer look and the disappearance of a coupe version. Instead, a hatchback saloon, the “Avant”, appeared for model year 1978. An upscale 200 was also part of the range; it introduced a potent 2.1-litre turbocharged engine in 1979, soon to be found under the bonnet of the revolutionary Quattro coupe. The use of an inline five is worth noticeable too – only Mercedes-Benz had fitted such an engine to its production vehicles up to then. German production of the C2 was stopped in 1982, though it was maintained for two more years in some parts of the world.

After the C2 was abandoned, Audi introduced a third-generation 100. This C3 was years ahead of design trends, featuring the wedged, aerodynamic look that would only become the standard of the industry ten to fifteen years later. Divided again between the mass-produced 100 and the more exclusive 200, all C3s now had four doors, the slow-selling two-door saloon being dropped. The Avant name was maintained, but was now attached to an estate – certainly the most elegant and sporty in its class – rather than a fastback. Interestingly, though the 100/200s were rather large cars to European standards, they never received an engine larger than their trusted inline five… until the introduction in 1988 of an Audi V8, roughly similar to the C3 but in fact heavily modified.

With its very elegant design, its building quality and the economy provided by its excellent aerodynamics, the sales of the C3 were very high, particularly for an automobile of its class. A much deserved European Car of the Year award in 1983 certainly didn’t hurt, either. This success justified that the C3 was maintained in production for nine straight years. The car was retired in 1991, but its design was still so modern then that it isn’t much surprise that it was resurrected: production soon restarted in China at Hongqi’s, alongside the state limousines this factory made itself known for.

As for the European Audi 100/200, it saw a fourth iteration from 1991 on, called C4. This car was nonetheless renamed A6 four years later, so we’ll discuss about it separately.

About the model

Model: Audi 100 Coupé S
Year: 1970
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 1,200 pieces
Acquired: brand new, in May 2006, in Manila, Philippines

Minichamps is the logical choice for a vintage German car. It doesn’t disappoint, offering several models of Audi 100s, including this nicely crafted C1 coupe to which I’d give 14/20. As a personal note I should add that this fastback coupe, despite having been built in relatively large quantities (more than thirty thousand copies), doesn’t seem to have been widely exported out of Germany – I just remember seeing one in my whole life.