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Commencing my new construction thread with an image of my former vehicle. Although it deviates from the typical approach, I find it essential to explain the intentions and rationale for the acquisition of the R8.

Over a span of 17 years, I meticulously constructed my last track vehicle, beginning with a stripped-down chassis. Throughout this process, I acquired a substantial amount of knowledge and expertise, ultimately resulting in the creation of a very agile Golf MK2 race car. A drawback of this was that when I made more advancements to the automobile, its practicality on the road diminished. That seemed inconsequential as I often participate in track days with it, but there have been new developments.

My spouse and I are now lucky enough to have achieved early retirement. We not only want to continue participating in track days, but we also aspire to go on further road excursions. We visit the Nurburgring three times year to participate in trackdays organised by Destination Nurburgring. However, now that we have more free time, we want to extend our travels beyond the track day and see other parts of Europe, instead of immediately returning home to resume work as we have done before.

During the last two years, we engaged in several deliberations on our automotive preferences. After carefully evaluating many alternatives, we ultimately chose an Audi R8.

The first and most evident prerequisite was our genuine affinity for the automobile. Choosing an automobile that met all the criteria was pointless if we didn't find it visually appealing.

These are the factors that influenced our decision, without any specific ranking:

An engine with a fast rotational speed and no forced induction was a top priority. Given that the Golf has a forced induction, I am well aware of the concerns about the heat generated by a high-capacity engine revving over 8,000 RPM. The E36 S54 with an airbox, owned by my son, is an exemplary vehicle that emits a very magnificent sound. As a result, we contemplated the E46 M3; nonetheless, it has become too common and unoriginal. However, I must acknowledge that there is a valid justification for this decision. Nevertheless, it has prompted me to recognise my need for something somewhat distinct.

I get satisfaction from working on the automobile, but my enthusiasm is limited, contrary to popular belief. The activity that brings me the most satisfaction is actually driving it on a racecourse. Enhancing it beyond its initial condition brings me immense pleasure, hence purchasing a M vehicle was eliminated as an option. I have already accomplished everything possible to the highest level of quality, so any further actions would be only for the purpose of doing them.

Porsches are inherently excellent, to the extent that changing them would provide no tangible advantage, given that the necessary components are easily accessible for purchase.

Vehicles such as Caterhams or comparable models are not appropriate for the road excursions we have planned. I have already completed the task of forwarding and am now seeking a new activity. This prompted me to contemplate the specific driving dynamics that I want. As previously said, I have extensively driven a front-wheel drive (FWD) vehicle on a race course. Although I don't often share anything about it, I have experience driving rear-wheel drive vehicles on racetracks. Nevertheless, I wanted something that would need a greater amount of time and effort to become proficient in. As a result, I opted for a mid-engined configuration. It has natural superior balance, although it also exhibits distinct driving characteristics that will need a learning period.

Our current inventory consists of vehicles that meet the following criteria: mid-engine, naturally aspirated, and not manufactured by Porsche. Now, we may begin the process of limiting down our options. McLarens are known for their poor dependability and significant depreciation. I do not identify with Ferrari or Lamborghini. Becoming a Noble is too ambitious. Two individuals on a site I often visit owned R8s and spoke highly of them. I have always been fond of the design of the first generation, since I think the subsequent second generation to be very intricate and I believe they will show signs of ageing rapidly. Upon closer examination, I scrutinised them and was pleased with my discoveries. They are now affordable for me, with further funds available for changes.

I first examined the V8 and then had the opportunity to test drive Ben's V8 Manual at Bedford for a few laps in 2023. That demonstrated to me that the chassis was an excellent first foundation, but, the V8 engine failed to meet my expectations. I completely understand the concept of a road automobile. The power and chassis exhibit an optimal level of compatibility, nevertheless, in order to enhance performance on the track, I need further enhancements. I wanted to exit the vehicle after a session and experience the sensation of exhilaration that one often feels after operating a high-performance automobile on a racecourse. Since adding boost is not possible, I decided to choose the V10 as the most suitable alternative.

Is it not a satisfactory destination? A 5.2 V10 engine without forced induction, capable of reaching a maximum speed of 8,700 revolutions per minute. The vehicle is equipped with a dry sump system, ensuring that any concerns about oil delivery are completely eliminated. The GT3 racing engines used in 24-hour races remain unchanged and do not need any upgrades. That is a significant advantage—I have no desire to dismantle the engine in any way. The price of a set of conrod bearings for the Golf is £20, however for the R8, they and other components are much more expensive. Essentially, this automobile is quite dependable, since several owners have enhanced its performance by increasing the boost without modifying the internal components or gearboxes. That really bolsters my belief in the durability of a N/A system.

The chassis is constructed from aluminium and has double wishbone suspension on all four wheels. In general, they exhibit a high level of reliability, and I perceive the automobile to have an aesthetically pleasing appearance.

The last option is the gearbox. According to Matt, the most logical choice for the late Gen1 automobiles is the DSG box. I remained unconvinced. If this vehicle were intended just for use on a race track, it would indeed be quicker. There is absolutely no doubt. However, it is not. The vehicle will be used for both road excursions and track driving. A little difference in lap times is inconsequential. The driving experience is what really matters. I possess proficient heel and toe technique, and the R8's manual transmission has a delightful open-gated shifter inside the cabin. Although it may not be a gearbox that allows for rapid gear changes, it is really gratifying to use. While some may consider me old-fashioned for preferring a manual transmission in the modern day, my decision to choose a manual automobile was a straightforward and non-negotiable one.

However, the R8 has certain imperfections that I will have to accept, but there are also some aspects that I can work on improving. We will go on multi-day road journeys and will need bags for our journey. The front boot, sometimes referred to as the 'frunk,' is not very roomy. Additionally, the storage space behind the seats is not very large and will need creative packing.

The engine's water cooling system is adequate, but it seems to have difficulty maintaining optimal oil temperature when on the track. There are no readily available options, but that is OK! This implies that I have the opportunity to engage in fabrication and devise a more optimal resolution. I have already generated many concepts. I will do thorough data logging before to, during, and after to the alterations in order to comprehensively comprehend the intricacies of the process.

The Aluminium Coupe is unexpectedly weighty. I will consider that to a reasonable extent, albeit my choices are restricted and I acknowledge that this will impact the availability of consumables. I have plans to address the maintenance costs associated with brakes and tyres, which are the most significant recurring expenses.


After extensively browsing the R8 Facebook groups for many months, I decided to post a Wanted advertisement. As a result, I got links to five cars from owners who were interested in selling but had not publicly listed their vehicles. I thought I had located a merchant nearby, but they ceased to reply to my communications. Fortunately, it ultimately proved beneficial as I subsequently discovered the automobile that I ultimately purchased.

The vehicle in question is a 2009 R8 V10 Manual Coupe. The vehicle has been driven for a total of 27,000 miles and has had 5 previous owners. It comes with a complete service history from Audi. Additionally, it is equipped with a Quicksilver exhaust, a carbon wing, and a few other selected components. An agreement was reached and I travelled for a duration of 5 hours to get it. Describing my level of happiness as immense would be a significant understatement.


I have already completed the necessary tasks that needed to be done, and I will provide details about them in a future article. This text is intended to serve as an introduction.

This seems to be a favourable occasion to deliberate about our intentions regarding the automobile. The level of extremity will never reach that of the Golf. Although the R8 performs very well on the track, it is completely impracticable for everyday road use, so it will be designated as a 'Clubsport.' What I mean is that I will retain the interior of the car, but I will upgrade the seats to something that is both pleasant and more suitable for high-performance driving, such as the Cobra Nogaro seats. I will install a half cage instead of a complete cage. Enhancements will be made to the suspension, brakes, and aerodynamics, resulting in greater performance. Additionally, efforts will be made to reduce the overall weight of the vehicle. I will disassemble the front drive system, propshaft, and driveshafts in order to convert the vehicle from 4WD to 2WD. It is clearly necessary to replace the outdated head unit. The exhaust has already been replaced with a more subdued alternative. Despite its remarkable qualities, the Quicksilver would not meet the noise regulations of any trackday testing.

I have already made arrangements for the modifications, and many of the components have been either ordered or have already been delivered, which I will disclose in the next weeks.

The primary distinction in this construction is my intention to finish almost all of it before to the end of the year. I possess a clear understanding of the tasks that I must do, the sequence in which they should be executed has been carefully arranged, and the necessary funds have been allocated. I am acutely aware of the expenses associated with this vehicle, and a few others have already made remarks about the anticipated expenditures in comparison to the Golf, as if I had not taken that into account or allocated funds for it.

I have my first trackday scheduled for next week. The automobile will undergo few modifications, with the exception of a comprehensive maintenance service scheduled for this weekend and a flush of RBF700 brake fluid in an attempt to mitigate anticipated brake overheating.

Following our departure, we will embark on a three-week road journey to the Pyrenees. Stay tuned for updates. Visual representation


I will provide regular updates on this thread, including images, during the process. I will strive to reveal all of my actions, much like I did with the Golf. Be certain that this automobile will be often used and well monitored. I will personally handle as many tasks as feasible while still being aware of the budget. This project will not be an extravagant and expensive endeavour. Instead, it will be executed using the same approach as the Golf, but with the advantage of my accumulated expertise over the last 17 years.

Prioritise resolving the frame cracking problem, in my opinion. It seems that you should be able to do it without any problems, but I would still prioritise it as the top task.

In my opinion, I believe that the situation has been exaggerated beyond its actual significance. There are no instances of intact autos in the UK that had fractured frames.

Nevertheless, because I will be using slick tyres, I shall weld them in as a preventive measure.

What is the status of the suspension? Do you plan to continue using the magrides, which are prone to developing leaks after around 40,000 miles, or is this feature not available in your car?

Exceptional article! I anticipate the construction and extend a warm welcome to the forum!

An order has been placed for a set of Ohlins TTX with unique valve and spring configurations. In addition to various braking components, a half cage, seats, 6 point harnesses, and a few other accessories are included.

Impressive! I am really anticipating seeing your progress, since I am contemplating similar arrangements for my own project.

Congratulations This is expected to be a really enjoyable and enriching experience for you.